A vehicle control system includes a setting unit to sense a plurality of forward vehicles positioned ahead of a subject vehicle in a driving direction, to classify each of the forward vehicles as a far-away vehicle or a near-by vehicle, and to set each of the far-away vehicles as an interest vehicle, a receiving unit to receive braking information of each of the interest vehicles from the respective interest vehicles, and a control unit to control braking of the subject vehicle based on the braking information of each of the interest vehicles received by the receiving unit.

Provided is a control method of a vehicle comprising a communicator configured to receive emergency vehicle information from outside, the control method including: receiving the emergency vehicle information and acquiring an emergency route of an emergency vehicle from the emergency vehicle information; comparing the emergency route with a first movement path of the vehicle; and changing from the first movement path to a second movement path, when at least a portion of the emergency route is identical to at least a portion of the first movement path as a result of the comparison.

A method for supporting an automatically driving vehicle is provided. In one embodiment, it is ascertained whether it is possible for the automatically driving vehicle to change lanes to a fast lane in order to pass an obstacle located in front of the automatically driving vehicle on a roadway. If not, the automatically driving vehicle stops before reaching the obstacle and transmits a support request to a vehicle-external center. The vehicle-external center detects another vehicle in the surroundings of the automatically driving vehicle and instructs same to move in the direction of the automatically driving vehicle and change to the fast lane before reaching the automatically driving vehicle.

A stop position control system of the present invention includes a controller configured to control the stop position of a stop vehicle that is to stop in a stop area. In the stop position control system, vehicle information on the stop vehicle and luggage information on luggage possessed by a user who is using the stop vehicle are acquired, a necessary stop interval required for loading/unloading the user's luggage from the stop vehicle in the stop area is set based on the vehicle information and the luggage information, and the necessary stop interval is transmitted to an adjacent vehicle that is to stop adjacent to the stop vehicle.

A method is disclosed for mitigating the risks associated with operating an autonomous or semi-autonomous vehicle by using calculated route traversal values to select less risky travel routes and/or modify vehicle operation. Various approaches to achieving this risk mitigation are presented. A computing device is configured to generate a database of route traversal values. This device may receive a variety of historical route traversal information, real-time vehicle information, and/or route information from one of more data sources and calculate a route traversal value for the associated driving route. Subsequently, the computing device may provide the associated route traversal value to other devices, such as a vehicle navigation device associated with the autonomous or semi-autonomous vehicle. An insurance company may use this information to help determine insurance premiums for autonomous or semi-autonomous vehicles by analyzing and/or mitigating the risk associated with operating those vehicles.

A device for communication between a parked vehicle bounding a parking space and a vehicle to be parked includes a transceiver configured to transmit at least one vehicle-specific minimum distance from the parked vehicle to the vehicle to be parked.

An early stopped traffic response system includes a distributed computing system controller programmed and/or configured to reduce travel time delays caused by predictable instances of traffic stoppage associated with common carrier traffic. An early stopped traffic response system may obtain the common carrier schedule and route associated with a first crossing point or intersection, predict an estimated arrival time for the common carrier vehicle at the intersection, and determine, based on the estimated arrival time at the intersection, a time delay associated with the common carrier vehicle crossing the intersection. The early stopped traffic response system may generate a navigation plan that reroutes the delayed vehicle in advance of arrival at the intersection by predicting the common carrier arrival time. Predictive analytics may determine arrival times using common carrier databases and/or observed real-time information received via infrastructure computing systems networks, a vehicle-to-vehicle (V2V) and/or vehicle-to-infrastructure (V2I), networks, among other sources.

An autonomous vehicle may determine that it has an amount of power remaining projected to be needed to reach a recharging point by autonomously traveling with predefined systems disabled. The vehicle may disable the predefined systems and travel towards the recharging point. Subsequent to the disabling, the autonomous vehicle may determine that it no longer has the amount of power remaining projected to be needed to reach the recharging point. The vehicle may then communicate with a server and request assistance. The vehicle may then travel to an instructed rendezvous point with a second autonomous vehicle, the rendezvous received from the server. The two vehicles may then communicate to allow the first vehicle to leverage a capability of the second autonomous vehicle, responsive to the first and second autonomous vehicles being within communication range, allowing the first vehicle to reach the recharging point via the leveraging.

A rearwardly directed movement of a first vehicle that has a driving assistance system that can be controlled, the driving assistance system having at least one sensor and a control device, in which threshold values for triggering a warning intervention and/or braking intervention in respect of the interval in relation to at least one further road user are set, and additionally being connected to or having a camera, by which activated travel-direction indicators of a further road user are recognized, which travel-direction indicators are included in the calculation of a probable trajectory of the further road user, and a probability of a collision is calculated, according to which the threshold values are lowered or raised.

A vehicle drive-assist apparatus includes: a first front-environment recognizer recognizing, with a vehicle-mounted autonomous sensor, a front environment; a second front-environment recognizer recognizing the front environment on the basis of information received from an external device via external communication; a first brake controller determining, when a preceding vehicle is recognized by the first front-environment recognizer, a target position on the basis of the preceding vehicle, and executing a first brake control based on the target position; and a second brake controller determining, when the preceding vehicle is recognized only by the second front-environment recognizer, the target position on the basis of the preceding vehicle, and determining a corrected target position by correcting the target position, and executing a second brake control based on the corrected target position in advance of the first brake control. The corrected target position is farther from the own vehicle than the target position is.