A stability control system identifies an actionable condition, such as instability, in an off-road mobile machine, based upon an in-rubber tire sensor. A remedial action is identified, and a control signal is generated to control the mobile machine to take the remedial action.

A method (400) and a control unit (310) in a vehicle (100) having an ACC system (500) for adjusting a variable time gap (t) to be kept to a preceding vehicle (110), based on a road slope (α). In the method (400): determining (401) geographical position of the vehicle (100); determining (402) driving direction (105) of the vehicle (100); determining (403) the road slope (α) of the road (120) in front of the vehicle (100) in the determined (402) driving direction (105); and adjusting (408) the variable time gap (t) based on the determined (403) road slope (α) of the road (120) in front of the vehicle (100) by: increasing the variable time gap (t) when the road slope (α) is negative, indicating downhill; or decreasing the variable time gap (t) when the road slope (α) is positive, indicating uphill.

Vehicle collisions can be mitigated by cooperative actions by three separate computers: a mobile processor in a vehicle, a workstation in a roadside access point, and a remote supercomputer. By exchanging 5G or 6G messages, the computers can cooperatively test a wide range of mitigation solutions, select the best solution, and rapidly transmit it, thereby enabling the vehicles to avoid the collision—or at least to minimize the harm of the collision. The supercomputer (and potentially the other computers) can use AI-based models to optimize the best avoidance strategy. The vehicle's on-board processor can pre-emptively start implementing its own best solution while the other computers are still calculating. Then, if the access point solution or the supercomputer solution appears to be more effective, it can switch to the better strategy. By exploiting high-speed communication and coordinated processor power, most traffic collisions can be avoided.

The present invention addresses the problem that a host vehicle changes lanes and comes into contact with a following vehicle or causes the following vehicle to rapidly decelerate when the other vehicle rapidly approaches the host vehicle from outside a recognizable zone in the presence of another vehicle traveling in the lane to which the host vehicle is about to travel. Provided is a vehicle control system characterized in that a driver is notified that a lane change is not possible, the vehicle control system having: an external recognition means for detecting the lane markers of the lane in which the host vehicle is traveling and/or detecting another vehicle in the surrounding area of the host vehicle; a limit-distance calculation means for determining the detectable limit distance of the external recognition means; a relative-speed calculation means for calculating the speed relative to a hypothetical vehicle present outside the detectable limit distance when no other vehicle is present within the distance; and a required detection distance calculation means for determining the required detection distance of the external recognition means required for the host vehicle to change lanes on the basis of the relative speed.

A vehicular control system includes a camera disposed at a vehicle and having a field of view exterior of the vehicle. Data is wirelessly transmitted from the vehicle to a data cloud. An image processor processes image data captured by the camera to detect objects present within the field of view of the camera. Data is wirelessly received at the vehicle from the data cloud concerning a potential hazard existing exterior of the vehicle that has not yet been detected via processing by the image processor of image data captured by the camera. Responsive at least in part to the vehicular control system detecting the potential hazard via the image processor processing image data captured by the camera, the vehicular control system controls at least one vehicle function of the vehicle to mitigate collision with the potential hazard.

A controller may indicate a low-traction mode of a vehicle when a longitudinal tracking accumulation exceeds a first threshold value and a lateral response accumulation exceeds a second threshold value. The longitudinal tracking accumulation may measure a tally of activation of a traction control system over time. The lateral response accumulation may measure a comparison of the vehicle yaw-rate to a driver-desired model-based prediction of the yaw-rate. The controller may indicate the low-traction mode by providing a recommendation to switch to the low-traction mode in a human-machine interface screen of the vehicle, or by automatically adjusting the operational mode of at least one electronic control unit of the vehicle to implement the low-traction mode.

A method for determining a measure of energy utilization during operation of a vehicle (100) which has a first power source (101) for generating a first motive force for propulsion of the vehicle (100) in a first direction of travel, and has at least one first brake system which acts against movement of the vehicle (100) in the first direction of travel. For a first period of time when demand for motive force from the first power source is interrupted, estimating energy consumption during operation of the vehicle (100) without demanding brake force from the first brake system, and using the estimated energy consumption during operation of the vehicle (100), without demanding brake force from the first brake system, as a basis for determining a measure of energy utilization during operation of the vehicle (100).

A vehicle control device is mounted on a vehicle including a driving actuator configured to apply a driving force and a braking actuator configured to apply a braking force. The vehicle control device includes a processor. The processor is configured to correct, when a predetermined condition including at least that the vehicle is decelerating is satisfied, the required driving force and the required braking force so as to increase the required driving force and the required braking force such that a sum of a magnitude of the required driving force and a magnitude of the required braking force is equal to or larger than a magnitude of the component of the gravity acting on the vehicle in the movement direction of the vehicle.

Described herein are systems, methods, and non-transitory computer-readable media for implementing automated vehicle safety response measures to ensure continued safe automated vehicle operation for a limited period of time after a vehicle component or vehicle system that supports an automated vehicle driving function fails. When a critical vehicle component/system such as a vehicle computing platform fails, the vehicle is likely no longer capable of performing calculations required to safely operate and navigate the vehicle in an autonomous manner, or at a minimum, is no longer able to ensure the accuracy of such calculations. In such a scenario, the automated vehicle safety response measures disclosed herein can ensure—despite failure of the vehicle component/system—continued safe automated operation of the vehicle for a limited period of time in order to bring the vehicle to a safe stop.

A utility vehicle includes: a travel structure including a front wheel, a rear wheel, a steering structure mounted to the front wheel, and a drive source that drives the front wheel and/or the rear wheel; at least one operator used to operate the travel structure; circuitry that controls the travel structure; and a mode switcher that switches the utility vehicle between a manned operation mode in which the utility vehicle travels in response to operations on the operator and an autonomous travel mode in which the circuitry allows the utility vehicle to autonomously travel on a given travel route without any operations on the operator.