A system includes a computer including a processor and a memory, the memory storing instructions executable by the processor to determine respective threat numbers for each of a plurality of targets based on an angular acceleration of a host vehicle and actuate a component in the host vehicle based on the threat numbers.

The present invention provides a vehicle control device capable of enhancing the ability of reducing or avoiding collision damage in a vehicle where a behavior of the vehicle when a braking operation is performed is largely influenced corresponding to a state of load (a loaded state), for example.

The vehicle control device includes: a travelability determination unit 300 configured to determine whether or not a vehicle 1 is travelable in an area disposed ahead of the vehicle on left and right sides of the vehicle; a deflection estimation unit 200 configured to estimate deflection of the vehicle 1 due to generation of a brake force applied to the vehicle 1; and a braking control unit 800 configured to calculate deceleration and deceleration start timing based on a distance between the vehicle 1 and an obstacle ahead of the vehicle 1 and a relative speed of the vehicle 1 to the obstacle, and configured to change at least one of the deceleration and the deceleration start timing based on a travelability determination result acquired from the travelability determination unit 300 and a deflection estimation result acquired from the deflection estimation unit 200.

In various examples, activation criteria and/or braking profiles corresponding to automatic emergency braking (AEB) systems and/or collision mitigation warning (CMW) systems may be determined using sensor data representative of an environment to a front, side, and/or rear of a vehicle. For example, activation criteria for triggering an AEB system and/or CMW system may be adjusted by leveraging the availability of additional information with regards to the surrounding environment of a vehicle—such as the presence of a trailing vehicle. In addition, the braking profile for the AEB activation may be adjusted based on information about the presence of and/or location of vehicles to the front, rear, and/or side of the vehicle. By adjusting the activation criteria and/or braking profiles of an AEB system, the potential for collisions with dynamic objects in the environment is reduced and the overall safety of the vehicle and its passengers is increased.

A device for determining an accident of personal mobility in real time, a system for rapidly identifying and coping with the accident, and a method for determining the accident of the personal mobility are provided. The device includes a sensor device that obtains at least one of an angle between the personal mobility and a ground, an amount of impact on the personal mobility, or a speed of the personal mobility, and a determination device that determines whether the accident of the personal mobility has occurred based on the at least one of the angle, the amount of impact, or the speed.

A vehicular control system includes a forward-viewing camera viewing through the windshield at least forward of the equipped vehicle, a left-side camera viewing at least sideward and rearward of the equipped vehicle, a right-side camera viewing at least sideward and rearward of the equipped vehicle, and an electronic control unit (ECU). Image data captured by the cameras is transferred to and is processed at the ECU. Responsive at least in part to processing at the ECU of transferred image data, the vehicular control system detects another vehicle present rearward of the equipped vehicle and approaching the equipped vehicle in the same traffic lane that the equipped vehicle is traveling in on the road the equipped vehicle is traveling along. The vehicular control system undertakes a pre-impact measure to prepare the equipped vehicle for impact by the other vehicle and/or controls the equipped vehicle to mitigate impact by the other vehicle.

A rear automatic braking system is automatically overridden and released if the accelerator pedal is depressed with the rate of change which is greater than empirically determined threshold beyond a predetermined percentage of its travel for at least a predetermined length of time and if the vehicle's brake pedal is not depressed.

An over actuated system capable of controlling wheel parameters, such as speed (e.g., by torque and braking), steering angles, caster angles, camber angles, and toe angles, of wheels in an associated vehicle. The system may determine the associated vehicle is in a rollover state and adjust wheel parameters to prevent vehicle rollover. Additionally, the system may determine a driving state and dynamically adjust wheel parameters to optimize driving, including, for example, cornering and parking. Such a system may also dynamically detect wheel misalignment and provide alignment and/or corrective driving solutions. Further, by utilizing degenerate solutions for driving, the system may also estimate tire-surface parameterization data for various road surfaces and make such estimates available for other vehicles via a network.

An automatic driving system includes: an information acquiring device configured to acquire driving environment information indicating a driving environment of the vehicle; a running control device configured to execute lane change control from a first lane to a second lane during automatic driving of the vehicle based on the driving environment information; and a display device configured to display an upper limit value of a running speed of the vehicle which is set by a driver of the vehicle during automatic driving. The display device is configured to display a deviation value which is calculated based on a target value of the running speed and the upper limit value along with the upper limit value during a speed-deviation running in which the running speed is higher than the upper limit value.

A vehicle behavior control device is equipped with an other vehicle detection unit that detects another vehicle, a collision prediction unit that predicts that the other vehicle will collide with a side surface of a user's own vehicle, a physical quantity determination unit that determines a physical quantity relationship between relative physical quantities of the other vehicle and the user's own vehicle, and a brake control unit that is capable of individually and independently controlling brakes corresponding to respective vehicle wheels and that causes a braking force of the brakes on a collision side and a braking force of the brakes on a non-collision side to differ from each other, in accordance with the physical quantity relationship determined by the physical quantity determination unit, in the case that a collision is predicted by the collision prediction unit.

In various examples, activation criteria and/or braking profiles corresponding to automatic emergency braking (AEB) systems and/or collision mitigation warning (CMW) systems may be determined using sensor data representative of an environment to a front, side, and/or rear of a vehicle. For example, activation criteria for triggering an AEB system and/or CMW system may be adjusted by leveraging the availability of additional information with regards to the surrounding environment of a vehicle—such as the presence of a trailing vehicle. In addition, the braking profile for the AEB activation may be adjusted based on information about the presence of and/or location of vehicles to the front, rear, and/or side of the vehicle. By adjusting the activation criteria and/or braking profiles of an AEB system, the potential for collisions with dynamic objects in the environment is reduced and the overall safety of the vehicle and its passengers is increased.