In a driving assistance device, A arrival position calculation unit specifies an object position on an XY plane, and calculates a predicted arrival position when an object arrives at an X axis based upon a calculated travel trajectory by calculating the travel trajectory of the object. An operation permission unit permits automatic brake operation based upon a collision determination between an own vehicle and the object, when the predicted arrival position falls within a range of an operation target width. An overlapping region extraction unit sets detection error regions on the XY plane, respectively, and extracts a region where both detection error regions set are overlapped with each other as an overlapping region. A setting unit enlarges an operation target width after an automatic-brake-operation start when a characteristic amount condition relating to a size of the overlapping region is satisfied.

A vehicle has a transmission and a brake booster disposed rearward of the transmission. A generally C-shaped lever is pivotingly mounted to the transmission and immediately adjacent to the brake booster such that a first arm of the lever is disposed forward of the brake and a second arm of the lever is disposed beneath the brake booster. The lever is configured such that rearward movement of the transmission due to a vehicle collision urges the first arm into contact with the brake booster and thereby rotates the lever such that the second arm urges the brake booster upwardly relative to the transmission. The upward movement of the brake booster thereby prevents the brake booster from being trapped between the transmission and structure of the vehicle such that it may cause undesirable intrusion of a brake pedal into the vehicle passenger compartment.

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.

An electro-pneumatic tractor protection valve assembly (8) including a trailer supply input (84) for receiving a supply pressure, a trailer service output (87) for delivering a trailer supply pressure, a first supply input (81) for receiving a primary driver brake pressure, a second supply input (82) for receiving a secondary driver brake pressure, a dual brake valve (14) actuated by a brake pedal (10) and supplying the brake control pressures, a vent opening (86) for venting an internal conduit, a first electrically controlled pneumatic valve (92) to receive a first electric control signal for trailer assistance braking, and a trailer control output (85) for delivering a trailer brake control pressure. The valve assembly includes one single casing (8a) accommodating the first supply input (81), the second supply input (82), the trailer supply input (84), the trailer control output (85), the vent opening (86) and the trailer service output (87).

An apparatus for controlling driving of a vehicle is provided. The apparatus includes: a sensor to sense an environment outside of the vehicle, a positioning device to measure a current position of the vehicle, and a controller to calculate a first weighted time to collision with another vehicle using an accident severity index obtained based on the environment outside the vehicle and the current position of the vehicle and to control collision avoidance based on the calculated first weighted time to collision. The apparatus performs strong control to avoid a collision in an external environment incapable of being sensed by a sensor, thus reducing occurrence of an accident of the vehicle and damage due to the accident of the vehicle.

When no diagnostic signal is detected, an activation determination operation unit 15B determines whether to activate a controlled object 16 based on the result of calculation (FSN information) by an FSN computation unit 14 and the vehicle state of the own vehicle input by a vehicle state input unit 13. An activation determination diagnosis unit 15C determines whether the activation determination operation unit 15B has properly performed an activation determination. When it is determined that the activation determination operation unit 15B has properly performed the activation determination, the control of the controlled object 16 based on the activation determination is permitted. When it is determined that the activation determination operation unit 15B has not properly performed the activation determination, the control of the controlled object 16 based on the activation determination is not permitted.

A vehicle front-wheel turning control apparatus includes a drive force transmission path, a braking force controller, a detector, and a front-wheel turning controller. The detector detects one of occurred contact of the vehicle with respect to a forward object at an occurred contact position and unavoidable contact thereof at an unavoidable contact position. The front-wheel turning controller turns one, of the left and right front wheels, to which the drive force is transmitted, by causing the braking force controller to apply the braking force to the one of the left and right front wheels, on a basis of a state of the drive force transmitted to each of the left and right front wheels and one of the occurred and unavoidable contact positions, when the one of the occurred contact and the unavoidable contact is detected by the detector.

A motion manager mounted on a vehicle includes a processor. The processor receives, from an application that has determined that another object will collide with the vehicle, a motion request indicating that an additional braking force is needed, when the vehicle is stopped. The processor generates an instruction value for causing a brake device to generate a greater braking force than before the motion request is received, when the motion request indicating that the additional braking force is needed is received.

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.

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 vehiclesuch 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.