A vehicle control apparatus includes an electric motor, an engine, and a control system. The control system executes a first speed mode or a second speed mode as a speed mode of the transmission on the basis of a driving operation performed by a driver, sets a speed ratio on a lower side in the second speed mode than in the first speed mode in a case where an accelerator operation performed by the driver is cancelled, executes a first assist mode or a second assist mode as an assist mode in which the electric motor is brought into a power-running state, and switches the assist mode to the second assist mode in a case where the amount of the accelerator operation is increased greater than a starting threshold while the second speed mode is being executed.

A computer includes a processor and a memory storing instructions executable by the processor to receive data indicating a lane change by a first vehicle that is towing a second vehicle, the data including data indicating a direction that first wheels of the first vehicle are turning while the first vehicle is performing the lane change; and during the lane change, instruct a steering system of the second vehicle to turn second wheels of the second vehicle in a same direction as the first wheels.

In a method of controlling an electronic parking brake system to overcome an existing problem occurring in drive away release (DAR) mode, a control unit monitors whether or not a gear change signal is input in a vehicle stopped state, a P position state, or a parking brake applied state. When the gear change signal is input, an accelerator pedal input value of a driver is compared with a predetermined pedal input set value while a gear position of a transmission is maintained in the P position. When the accelerator pedal input value does not exceed the predetermined pedal input set value, a control operation is performed for automatic releasing of a parking brake. When a set time has passed after start of the control operation for the automatic releasing, a control operation of changing the gear position to the D position or the R position is performed.

Industrial vehicles that include a speed sensor configured to generate a speed sensor signal, a payload sensor configured to generate a payload sensor signal, an inclination sensor configured to generate an inclination sensor signal, a wheel motor connected to a wheel of the industrial vehicle, and a controller. The wheel motor includes an electric retarder device for applying a retardation force to the wheel. The controller is configured to receive the speed sensor signal, receive the payload sensor signal, receive the inclination sensor signal, determine a required retardation force for the industrial vehicle based on the payload sensor signal and the inclination sensor signal, determine an available retardation force for the industrial vehicle based on the speed sensor signal, and generate an output indicating the required retardation force for the industrial vehicle relative to the available retardation force for the industrial vehicle.

A vehicular driving control system and a method for operating the same are provided, may include an information provider to provide information on a front road of a vehicle, a transmission controller to control gear shifting by predicting a condition on the front road based on the information on the front road, and a diagnosing device to diagnose a failure status by verifying matching with the information on the front road, and to restrict a predictive gear-shifting controlling operation of the transmission controller, according to a result of the diagnosing.

We disclose adaptive active safety systems which utilize a sensing system to detect road conditions and actuate an active safety routine based thereon. One disclosed method includes transmitting, with a multispectral LIDAR system on a vehicle, a multispectral light beam directed at an anticipated region of travel of the vehicle within a road, and analyzing a response, of a photodetector, to a return of the multispectral light beam. The method also includes determining, based on the analyzing of the response, a hazardous surface condition in the anticipated region of travel of the vehicle, and actuating, based on the determination of the hazardous surface condition, an active safety routine. The method can be executed by an ADAS in which the determinations of the hazardous surface conditions on the road in the anticipated region of travel are executed in real time to thereby produce a road aware ADAS.

A method of controlling braking when steering an in-wheel motor vehicle includes monitoring a required tire rotation angle for each steering angle and an actual tire rotation angle when performing cooperative control of an in-wheel motor for reducing a steering load, and generating a vehicle braking force in a case where the actual tire rotation angle exceeds the required tire rotation angle, thereby easily preventing a vehicle-skidding phenomenon.

In a parking assistance device for moving a vehicle from a current location to a scheduled parking location and parking the vehicle at the scheduled parking location, parking information indicated by a parking assistance code includes obstacle information which is information about obstacles in a parking area, and target location information which is information about a target parking location. A route generation unit is configured to generate a parking route from a current location to a scheduled parking location that is set to the target parking location indicated by the target location information, while avoiding the obstacles indicated by the obstacle information.

Systems and methods for coordinating steering controls between towing vehicles and towed vehicles provide more cohesive parking experiences during towing events, including bidirectional charging towing events. The towed vehicle may be controlled to provide assistive parking steering maneuvers to assist the towing vehicle when parking during the towing event. The assistive parking steering maneuver may include maneuvering a drive wheel of the towed vehicle either toward or away from a detected curb or detected traffic, for example.

Techniques for vehicle deceleration planning are discussed. The techniques include determining a first location and a first velocity of a vehicle. The techniques further include determining a second location and a second velocity of an object. Based on the first location, the second location, the first velocity, and the second velocity, a relative stopping distance between the vehicle and the object can be determined. If the relative stopping distance is less than a threshold distance, the first maximum deceleration value can be increased to a second maximum deceleration value, and the techniques determine a trajectory for the vehicle based at least in part on the second maximum deceleration value.