A military vehicle includes a chassis, a front end accessory drive (FEAD), and circuitry. The chassis includes an engine and an integrated motor generator (IMG). The FEAD includes multiple accessories and an electric motor-generator. The circuitry is configured to operate the military vehicle according to different modes. The circuitry is configured to receive a user input indicating a selected mode of the modes, and operate the chassis and the FEAD of the military vehicle according to the selected mode. The modes include an engine mode and an electric mode. In the engine mode, the engine drives the FEAD and the tractive elements of the military vehicle through the IMG for transportation. In the electric mode, the engine is shut off to reduce a sound output of the military vehicle and the IMG drives the tractive elements of the military vehicle for transportation and the electric motor-generator drives the FEAD.

A safety system (200) for a vehicle (100) is provided. The safety system (200) may include one or more processors (102). The one or more processors (102) may be configured to control a vehicle (100) to operate in accordance with the predefined stored driving model parameters, to detect vehicle operation data during the operation of the vehicle (100), to determine whether to change predefined driving model parameters based on the detected vehicle operation data and the driving model parameters, to change the driving model parameters to changed driving model parameters, and to control the vehicle (100) to operate in accordance with the changed driving model parameters.

Methods and systems for monitoring use and determining risks associated with operation of a vehicle having one or more autonomous operation features are provided. According to certain aspects, operating data may be recorded during operation of the vehicle. This may include information regarding the vehicle, the vehicle environment, use of the autonomous operation features, and/or control decisions made by the features. The control decisions may include actions the feature would have taken to control the vehicle, but which were not taken because a vehicle operator was controlling the relevant aspect of vehicle operation at the time. The operating data may be recorded in a log, which may then be used to determine risk levels associated with vehicle operation based upon risk levels associated with the autonomous operation features. The risk levels may further be used to adjust an insurance policy associated with the vehicle.

The present disclosure relates to a driver controlling system for a vehicle, a vehicle comprising such a driver controlling system, a driver controlling method for a vehicle and a computer program element for such a driver controlling system.

The driver controlling system comprises a propulsive actuator unit, a propulsive sensor unit and a control unit. The control unit is configured to prompt the propulsive actuator unit to apply at least one driving parameter in an automated driving mode of the vehicle. The at least one driving parameter is based on a driving preference of a driver. The control unit is further configured to modify the at least one driving parameter of the automated driving mode by a defined rate of deviation for causing a reaction of the driver. The propulsive sensor unit is configured to generate driver engagement data based on the reaction of the driver to the at least one modified driving parameter. The rate of deviation for modifying at least one driving parameter may be varied and/or the at least one driving parameter may be incrementally modified from a prior modified driving parameter by the defined rate of deviation, in case of insufficient reaction of the user.

The present disclosure relates to a driver controlling system for a vehicle, a vehicle comprising such a driver controlling system, a driver controlling method for a vehicle and a computer program element for such a driver controlling system.

The driver controlling system comprises a longitudinal control means, a lateral control means and a control unit. The longitudinal control means and the lateral control means are arrangeable in the vehicle. The control unit is configured to determine at least one of a longitudinal adjustment parameter and a later adjustment parameter to propel the vehicle in an automated mode. The control unit is configured to prompt the longitudinal control means to apply the longitudinal adjustment parameter of the vehicle and/or the lateral control means to apply the lateral adjustment parameter in the automated mode. The control unit is further configured to modify at least one of the longitudinal adjustment parameter and the lateral adjustment parameter to be applied in the vehicle by a defined rate of deviation for causing a reaction of the driver.

The method comprises, for a given route between a starting point and a destination, and for an arrival at the destination at a given desired time: a preliminary step of determining and recording a plurality of vehicle mission profiles, at least a first instant during the journey, a step of determining an instantaneous position of the vehicle at this first instant and a desired time remaining to reach the destination, a step of identifying, among the mission profiles, the mission profile(s) whose curves are closest to the desired time remaining at the instantaneous position of the vehicle, and a step of determining new driving parameters to follow a new mission profile, the new mission profile being determined on the basis of the determined mission profiles.

A driver assistance device includes an image analysis part that analyzes a captured image obtained by capturing a face of a driver of a vehicle, an abnormality determination processing part that determines whether a state of the driver is an abnormal state on the basis of an analysis result of the captured image and performs an emergency driving stop process of causing the vehicle to perform automatic braking when the driver is determined to be in the abnormal state, and a cancellation detection part that detects a cancellation which the driver makes to cancel an execution of the emergency driving stop process. If the cancellation detection part detects the cancellation within a predetermined time period from when the emergency driving stop process starts, the abnormality determination processing part does not perform the next emergency driving stop process.

A parking assistance system executes a process to measure the parking space by a sensor prior to carrying out an automated parking maneuver and to detect the parking space type from a plurality of detectable parking space types using specific criteria on the basis of the measurement of the parking space. The plurality of parking space types includes a longitudinal parking space type, in which a vehicle can park longitudinally, a transverse parking space type, in which a vehicle can park transversely, and a universal parking space type in which the vehicle can park both longitudinally as well as transversely. In the event that the parking space has been detected as a universal parking space type, the parking assistance system provides the driver with the choice to select a parking direction, namely whether the parking assistance system is to park longitudinally or transversely into the parking space. The parking assistance system parks the vehicle into the parking space longitudinally or transversely according to the selection of the driver, wherein the parking trajectory depends on the selection of the driver.

A vehicle controller applies a braking force to wheels using a hydraulic braking force generating mechanism and sets a vehicle driving torque, which is generated by an engine, to a second torque which is smaller than a first torque in a normal state, when a switch is switched to an ON state in a state in which a vehicle is traveling and an accelerator is turned on. Then vehicle stops, the vehicle controller implements an EPB mechanical operating state using a mechanical parking brake mechanism. When the switch is switched to an OFF sate, the vehicle controller maintains the EPB mechanical operating state until an accelerator pedal operating level reaches “0,” and maintains the vehicle driving torque at the second torque. Then the accelerator pedal operating level reaches “0”, the EPB mechanical operating state is released and the vehicle driving torque is returned to the first torque.

An autonomous driving safety control system based on edge infrastructure includes an autonomous driving system controlling autonomous driving, an error detection unit detecting a fallback situation, and a safety controller driving a safety process for each fallback situation by interworking with an edge infrastructure when a fallback situation occurs, wherein the safety controller transmits a fallback situation and location information of a passenger through the edge infrastructure.