Aspects of the present disclosure relate generally to identifying and displaying traffic lanes that are available for autonomous driving. This information may be displayed to a driver of a vehicle having an autonomous driving mode, in order to inform the driver of where he or she can use the autonomous driving mode. In one example, the display may visually distinguishing between lanes that are available for auto-drive from those that are not. The display may also include an indicator of the position of a lane (autodrive or not) currently occupied by the vehicle. In addition, if that lane is an autodrive lane the display may include information indicating how much further the vehicle may continue in the autonomous driving mode in that particular lane. The display may also display information indicating the remaining autodrive distance in other lanes as well as the lane with the greatest remaining autodrive distance.

A method for holding a two-track motor vehicle is provided, wherein the motor vehicle has at least one electric drive machine and wherein each of four wheels of the motor vehicle can be held via a service brake. In an initial situation when the motor vehicle is at a standstill, the motor vehicle is held by virtue of a motor torque of the electric drive machine being applied to at least two wheels of the motor vehicle. In a manner dependent on a situation and/or gradient, the motor torque that holds the at least two wheels of the motor vehicle is reduced at one wheel. After the motor torque at the one wheel is reduced, the service brake at the wheel is activated. After the service brake at the one wheel is activated, the motor torque at a further wheel of the vehicle is reduced. After the motor torque at the further wheel of the vehicle is reduced, the service brake at the further wheel is activated.

A method for emergency engagement of a holding brake of a vehicle having an electropneumatic brake system. The electropneumatic brake system includes a service brake system with a service brake and a holding brake system with the holding brake. The holding brake system has spring brake cylinders. The service brake system includes a service brake control unit. The electropneumatic braking system includes at least one brake circuit for the service brake and the holding brake. The service and holding brakes may be in separate brake circuits. The spring brake cylinders can be vented when a supply pressure in at least one brake circuit for the service brake decreases. The method includes reducing, via the service brake control unit, the supply pressure in at least one brake circuit for the service brake under a program control in defined conditions.

A method for emergency engagement of a holding brake of a vehicle having an electropneumatic brake system. The electropneumatic brake system includes a service brake system with a service brake and a holding brake system with the holding brake. The holding brake system has spring brake cylinders. The service brake system includes a service brake control unit. The electropneumatic braking system includes at least one brake circuit for the service brake and the holding brake. The service and holding brakes may be in separate brake circuits. The spring brake cylinders can be vented when a supply pressure in at least one brake circuit for the service brake decreases. The method includes reducing, via the service brake control unit, the supply pressure in at least one brake circuit for the service brake under a program control in defined conditions.

A vehicle brake fluid pressure control device that restrains brake fluid pressure from decreasing counter to driver's intent during vehicle stop time pressure holding control is disclosed. The vehicle brake fluid pressure control device is capable of exercising vehicle stop time pressure holding control (time t2 to t3) under which brake fluid pressure is held when it is determined that a vehicle has been stopped; if a first condition which includes a condition that an amount of lateral motion of the vehicle (yaw rate Y) has become equal to or greater than a first specified value (Yth1) within a first specified time period (T1) elapsed from a time when determined that the vehicle has been stopped (time t2) is fulfilled (time t3) during the vehicle stop time pressure holding control, the vehicle stop time pressure holding control is canceled even without operation of an operation member for operating the vehicle.

A vehicle brake fluid pressure control device that restrains brake fluid pressure from decreasing counter to driver's intent during vehicle stop time pressure holding control is disclosed. The vehicle brake fluid pressure control device is capable of exercising vehicle stop time pressure holding control (time t2 to t3) under which brake fluid pressure is held when it is determined that a vehicle has been stopped; if a first condition which includes a condition that an amount of lateral motion of the vehicle (yaw rate Y) has become equal to or greater than a first specified value (Yth1) within a first specified time period (T1) elapsed from a time when determined that the vehicle has been stopped (time t2) is fulfilled (time t3) during the vehicle stop time pressure holding control, the vehicle stop time pressure holding control is canceled even without operation of an operation member for operating the vehicle.

A power transmission mechanism includes a first motor, a second motor, a first input shaft to which power is transmitted from the first motor, a second input shaft to which power is transmitted from the second motor, a first output shaft to transmit power to a first driven portion, a second output shaft to transmit power to a second driven portion, and a transmission mechanism which includes a planetary gear mechanism to receive power from the first input shaft and from the second input shaft, and is operable to send power from the first input shaft and from the second input shaft to the first output shaft and the second output shaft.

A device for a hydraulic actuating system, e.g., a motor vehicle brake, a clutch or a gear selector, may include the following components arranged in one housing, forming a main module: at least one pressure supply device driven by an electric motor drive, and a valve arrangement comprising at least one solenoid valve. The device may further include an electrical control unit (ECU) and valve output stages and sensors. The main module may be electrically and/or hydraulically connected to at least one further system component, which system component may include and actuating device and a travel simulator.

A computing device configured to: obtain images representative of an environment of a host vehicle, the host vehicle traveling on a roadway; detect, from the images, a mark located on the roadway; identify, from the images, points corresponding to the mark on the roadway; identify the mark as a type of roadway marking, corresponding to the identified points, the type of roadway marking selected from multiple types of roadway markings; determine a position of the mark on the roadway relative to the host vehicle, using the identified points corresponding to the mark; and determine a trajectory to navigate the host vehicle on the roadway, based on the position of the mark within the roadway and the type of roadway marking.

A computing device configured to: obtain images representative of an environment of a host vehicle, the host vehicle traveling on a roadway; detect, from the images, a mark located on the roadway; identify, from the images, points corresponding to the mark on the roadway; identify the mark as a type of roadway marking, corresponding to the identified points, the type of roadway marking selected from multiple types of roadway markings; determine a position of the mark on the roadway relative to the host vehicle, using the identified points corresponding to the mark; and determine a trajectory to navigate the host vehicle on the roadway, based on the position of the mark within the roadway and the type of roadway marking.