A reactive pedal algorithm is used to modify an accelerator pedal output (APO)-to-torque conversion to produce more deceleration for the same accelerator pedal position. Modifying the APO-to-torque conversion provides the driver of a vehicle the sensation that the vehicle is resisting approaching closer to a lead vehicle. The APO-to-torque conversion is modified based on a scene determination to classify vehicles as in-lane, neighbor-lane, or on-coming. Lane change assist methods and systems are used to modify the APO-to-torque conversion range based on a lead vehicle, a neighbor vehicle, or both.

A proactive pedal algorithm is used to modify an accelerator pedal map to ensure the deceleration when the accelerator pedal is released matches driver expectation. Modifying the accelerator pedal map provides the driver of a vehicle the sensation that the vehicle resists moving when travelling in dense scenes with potentially high deceleration requirements and coasts easily in scenes with low deceleration requirements. The accelerator pedal map is modified based on a scene determination to classify other remote vehicles as in-lane, neighbor-lane, or on-coming.

Disclosed is a method for a vehicle transmitting a signal in a wireless communication system. The method may comprise: receiving information on a road environment; driving a vehicle along a selected path on the basis of the information on the road environment; and, on the basis of satisfying a predetermined condition, transmitting a message for reserving a lane change to a specific lane among at least one lane included in the path. In addition, the message may include information on a virtual vehicle corresponding to the vehicle when in the specific lane. In addition, whether or not the predetermined condition is satisfied may be determined on the basis of: i) the right of way of the vehicle with respect to the lane changing; or ii) a back-off counter.

Embodiments provide extracting information respectively corresponding to predetermined dimensions from environment information corresponding to an unmanned driving environment. In some embodiments, the information respectively corresponding to the dimensions is input into an identification model to obtain a driving feature. Then a risk value representing a driving risk degree of an unmanned device is determined, and a maximum variation of the information corresponding to at least one dimension is determined when a variation of the driving feature is less than a predetermined threshold. A maximum variation of the information corresponding to each dimension is used as a risk contribution feature. A variation representative value of the information corresponding to each dimension is determined from the risk contribution feature. According to the variation representative values of the dimensions, a driving risk factor corresponding to the risk value is determined based on the driving feature.

A vehicle control device includes: a three-dimensional object detecting unit, an oncoming vehicle detecting unit, and an erroneous detection determination unit. The three-dimensional object detecting unit detects a three-dimensional object provided between a travel lane in which a host vehicle travels and an opposite lane in which an oncoming vehicle travels. The oncoming vehicle detecting unit detects the oncoming vehicle traveling in the opposite lane. The erroneous detection determination unit determine that the oncoming vehicle detected by the oncoming vehicle detecting unit has been erroneously detected when the oncoming vehicle detected by the oncoming vehicle detecting unit is present within a threshold range from the three-dimensional object detected by the three-dimensional object detecting unit.

A travel control system for a vehicle includes a vehicle speed calculator, a mode continuation determiner, and a mode continuing unit. The vehicle speed calculator evaluates a level of worsening of a traveling environment and calculates a first vehicle speed on the basis of the level of the worsening of the traveling environment. The mode continuation determiner determines whether it is possible to continue with driving assist control in the second driving assist mode by comparing a second vehicle speed in the second driving assist mode with the first vehicle speed. When it is not possible to continue with the driving assist control in the second driving assist mode, the mode continuing unit lowers the second vehicle speed in the second driving assist mode to the first vehicle speed to allow the driving assist control in the second driving assist mode to continue.

A method for inertia drive control is provided. The method includes performing advanced inertia drive control by an inertia drive controller. The controller detects a speed reduction event during road driving of a vehicle, lane division together with road type division for a road, and performs inertia drive control guide and the inertia drive control based on drive conditions of lane change and lane maintenance.

Methods and systems for providing vehicular safety control are described herein. In some embodiments, a system of vehicular safety control can help reduce or avoid human, animal, property, monetary, time and/or energy losses. The system comprises or uses sensors to perceive driving environments, and analyses of guidance commands and sensor data can evaluate potential risks. In general, implementations may include a computer-based method for controlling a vehicle, the method comprising: (a) receiving sensor data; (b) receiving a guidance command; (c) analyzing the sensor data and the guidance command, wherein the analysis comprises assessing a potential risk; and generating a control signal, wherein (1) when a potential risk is not detected, generating a control signal comprises converting the guidance command into the control signal, and (2) when a potential risk is detected, generating a control signal comprises modifying the guidance command and converting a modified guidance command into the control signal.

A vehicle control system has a plurality of subsystem controllers including an engine management system 28, a transmission controller 30, a steering controller 48, a brakes controller 62 and a suspension controller 82. These subsystem controllers are each operable in a plurality of subsystem modes, and are all connected to a vehicle mode controller 98 which controls the modes of operation of each of the subsystem controllers so as to provide a number of driving modes for the vehicle. Each of the modes corresponds to a particular driving condition or set of driving conditions, and in each mode each of the functions is set to the function in mode most appropriate to those conditions.

A vehicle can determine a drivable region of an environment and determine an expansion region to expand the drivable region. Candidate regions can be identified in the environment and portions of the candidate regions which may be used for planning can be determined. The width of such a portion can meet or exceed a threshold and an expansion region can be determined. The expansion region can be associated with the drivable region to determine an expanded drivable region. The vehicle can traverse the environment based on the expanded drivable region to avoid, for example, an object in the environment while maintaining a safe distance the object and/or other entities in the environment.