A method and apparatus for controlling battery state of charge (SOC) in a hybrid electric vehicle are provided to enable the efficient use of energy, the maximization of energy recovery, and the improvement of fuel efficiency and operability without the improvement of capacity and performance of electrical equipment or a main battery in a hybrid electric vehicle. The apparatus includes a collecting device that collects information regarding the slope or the road type and information regarding the vehicle speed. A controller determines charge and discharge modes based on the driving information and determines a charging upper and lower limit SOC based on the road slope or road type information a road section on which the vehicle is traveling and the vehicle speed information in the road section. A charge or discharge command is output based on the charging upper limit SOC and the charging lower limit SOC.

According to an embodiment, a communication device is provided in a movable body and is wirelessly communicable with a transceiver unit and another movable body. The communication device includes a transmitter, a receiver, a synchronization unit, a registration unit, and a stop control unit. The transmitter transmits movable body information on the movable body to a predetermined channel. The receiver receives transceiver unit information that the transceiver unit has transmitted to the predetermined channel. The synchronization unit performs synchronization of reception timing when the transceiver unit information can be received. The registration unit registers a communication area of the transceiver unit calculated based on a position where the other movable body receives the transceiver unit information in storage. The stop control unit stops transmission of the movable body information at a reception timing of the transceiver unit information, when a position of the movable body is within the registered communication area.

The amount of traffic information included in traffic message frames broadcast to users, for example via a Transport Protocol Experts Group (TPEG) frame, can be reduced by using configurable bounding areas for different road classes (types). A broadcast area associated with a primary bounding area can be divided into sub-bounding areas. Rather than broadcasting information for all roads of all classes in the broadcast area, each road class is associated with a particular bounding area. Traffic information pertaining to roads located within a bounding area that have road classifications matching bounding area road classifications is included in a TPEG frame. For example, if a class 4 road is located within a sub-bounding area associated only with road classifications 0-3, information about that particular road can be excluded from the broadcast traffic information, even if it is located within the primary bounding area.

A system and method for inducing vehicles to yield right of way determines whether a common vehicle is an emergency vehicle through a cloud, which transmits and receives requests and response signals between vehicles, when the common vehicle transmits a request signal showing that the common vehicle is an emergency vehicle, and informs surrounding vehicles that there is an emergency vehicle in a driving path and simultaneously provides a yielding driving guide signal, which includes a driving direction for yielding driving, a lane change direction of the emergency vehicle, whether to accelerate and decelerate, etc., to the surrounding vehicles so that yielding driving may be easily performed for specific vehicles with an emergency patient other than emergency vehicles such as an ambulance and a fire truck.

Data is received from each of a plurality of vehicles proximate to an intersection indicating a kinetic energy and a time to the intersection. An optimized timing of a traffic light is determined based on an aggregation of the kinetic energies and times to intersection. A timing of the traffic is modified according to the optimized timing.

A system to improve the management of through traffic including an autonomous vehicle and other vehicles entering and exiting a multilane roadway. The lanes are separated by at least one lane separator which should not be crossed by traffic along a designated portion of the roadway, such as within a predetermined distance from a roadway entrance or exit. The at least one lane separator may be any lane marking, barrier, or the like. The at least one lane separator can be any length and located at any relative position with respect to the lanes.

Methods and systems for monitoring use, determining risk, and pricing insurance policies for a vehicle having one or more autonomous or semi-autonomous operation features are provided. According to certain aspects, a computer-implemented method for real-time determination of the status of autonomous operation features of an autonomous or semi-autonomous vehicle may be provided. With the customer's permission, the operation of the autonomous or semi-autonomous vehicle may be monitored to obtain operating data from one or more autonomous operation features. An operating status of the autonomous features may be determined based upon the operating data. After which, a change in the operating status of the autonomous features may be identified, and a report containing information regarding the change in the operating status of the autonomous features may be generated. Insurance discounts may be provided to risk averse customers that maintain their autonomous vehicles, and associated accident avoidance functionality, in good working condition.

Mobile wireless terminals, such as vehicles in traffic, can determine the relative positions of other vehicles with improved precision by arranging to acquire GNSS (global navigational satellite system) signals simultaneously, and then analyzing the various data sets differentially. Simultaneous acquisition can cancel many important errors such as motional errors of the vehicles, atmospheric distortions, and satellite timebase errors. Differential analysis to determine the relative positions of vehicles (as opposed to their overall geographical coordinates) can reduce errors related to satellite ephemeris and velocity, as well as roundoff errors. Localization with a precision of less than 1 meter can greatly improve collision avoidance while discriminating near-miss scenarios from imminent collisions, according to some embodiments. Messaging examples, in 5G and 6G, to manage the simultaneous acquisition and differential analysis, are provided in examples. Many other aspects are disclosed.

Systems and methods for detecting and communicating slipping of non-connected vehicles are disclosed. An example disclosed vehicle includes a wireless communication module and a vehicle marker. The example wireless communication module is configured to determine whether a second vehicle in the vicinity of the vehicle is wireless communication enabled. The example vehicle marker is configured to, in response to detecting that the second vehicle is slipping, when the second vehicle is not wireless communication enabled, broadcast an alert including a location of the second vehicle. Additionally, the example vehicle marker is configured to, in response to detecting that the second vehicle is slipping, display a visual cue visible behind the vehicle.

A system information block (SIB) in a radio interface is dedicated to broadcast data intended for Internet of things (IoT) devices. The data can be associated with most any IoT service, such as but not limited to, a vehicle-to-vehicle (V2V) and/or vehicle-to-everything (V2X) service. In one aspect, data, associated with an event, that has been aggregated from one or more IoT devices located within a region can be analyzed to determine a geographical area where a message regarding the event (e.g., accident) is to be broadcast. Further, the message can be dynamically prioritized and/or customized to target a particular class of IoT devices (e.g., connected cars) by employing different message identifiers.