Aspects of the disclosure relate to controlling a transition between a manual driving mode and an autonomous driving mode of a vehicle. For instance, one or more processors of one or more control computing devices may control the vehicle in the autonomous driving mode. While controlling the vehicle in the autonomous driving mode and decelerating at a given rate, the processors may receive at a user input of the vehicle input requesting a transition from the autonomous driving mode to the manual driving mode. In response to the input, the processors may transition the vehicle to the manual driving mode. After transitioning the vehicle to the manual driving mode, the processors may send deceleration signals to a deceleration actuator thereby causing the vehicle to continue to decelerate at the given rate.

A method autonomously controls a mobility of an automotive apparatus, which mobility is such as to have an influence on the path of the apparatus. The method includes steps of: acquiring parameters relative to the path of the apparatus, and of computing a new control setpoint for the mobility of the apparatus depending on said parameters, this new control setpoint being determined by means of a controller that respects a model that limits the variation in the control setpoint.

In motion control in the present invention, operation amounts relating to braking and drive are set as a control command when a difference between a physical quantity relating to a target vehicle attitude which is based on a target trajectory and a physical quantity relating to a linear model vehicle attitude which is based on a linear model of a vehicle exceeds a threshold value, operation amounts relating to braking and steering are set as the control command when the difference is equal to or smaller than the threshold value, and an attitude of the vehicle in a yaw direction is controlled based on the control command.

A vehicle control apparatus includes a contact detector, an attitude stabilization processor, and a steering intention determining unit. The contact detector is configured to detect a contact of a vehicle with an object. The attitude stabilization processor is configured to execute an attitude stabilization control that generates a yaw moment at a vehicle body on the basis of a deviation between a target yaw rate and an actual yaw rate. The steering intention determining unit is configured to determine a presence of a driver's intention to perform steering. The attitude stabilization processor is configured to stop the generation of the yaw moment by the attitude stabilization control or reduce the yaw moment to be generated by the attitude stabilization control, in a case where the steering intention determining unit determines that the driver's intention to perform the steering is absent after the detection of the contact by the contact detector.

A vehicular warning system includes a plurality of input devices. A computing unit is electrically coupled to the input system. An input preprocessing classifies signals received from the plurality of input devices into Vehicle information, Roadway information, Traffic information, and eXogenous information (“VRT-X”) data structure. The early warning processing unit observes the VRT-X signal provided by the input preprocessing unit corresponding to an environment surrounding a vehicle, predicts future changes in the environment over a dynamically-configured range, and determines signal properties in both time and frequency domain over a moving window. Based on defined early warning classification rules, the computing unit assigns a threat level to the VRT-X signal corresponding to the environment surrounding the vehicle. Responsive to the threat level being above a threshold, the computing unit interacts with the at least one vehicle control and communication device to provide early-warning risk-mitigation control.

A collision avoidance apparatus includes an object information acquisition device for acquiring object information including a three-dimensional object and dividing lines, a steering input value acquisition device for acquiring a steering input value based on a driver's steering operation, and control unit for executing collision avoidance control when a collision condition is satisfied based on the object information. When the steering input value of a steering operation to the right is defined to be positive, the control unit is configured to perform one of: avoiding executing the collision avoidance control even when the collision condition is satisfied; and changing a threshold value used for the collision condition so that satisfaction of this condition becomes more difficult, in a case where a right side adjacent lane is present, this lane is a lane in the same direction, and the steering input value is a predetermined positive steering threshold value or more.

An automotive electronic dynamics control system for a motor-vehicle equipped with and automotive automated driving system designed to cause the motor-vehicle to perform low-speed manoeuvres in automated driving.

The automotive automated driving system comprises an automotive sensory system designed to detect motor-vehicle-related quantities, and automotive actuators comprising an Electric Power Steering, a Braking System, and a Powertrain.

The electronic dynamics control system is designed to implement a Driving Path Planner designed to: receive data representative of static obstacles in the surroundings of the motor-vehicle and representing static space constraints to the motion of the motor-vehicle, and compute, based on the received data, a planned driving path for the motor-vehicle during a low-speed manoeuvre performed in automated driving.

The electronic dynamics control system is further designed to implement a Model Predictive Control (MPC)-based Trajectory Planner and Controller designed to: receive from the Driving Path Planner data representative of the planned driving path and from the automotive sensory system data representative of positions and orientations of the motor-vehicle and of dynamic obstacles in the surroundings of the motor-vehicle and representing dynamic space constraints to the motion of the motor-vehicle, and compute, based on the received data, a planned lateral trajectory and a planned longitudinal trajectory for the motor-vehicle during the low-speed manoeuvre performed in automated driving.

The electronic dynamics control system is further designed to implement a Motion Controller designed to: receive from the Trajectory Planner and Controller data representative of the planned lateral and longitudinal trajectories, and compute commands for the Electric Power Steering based on the planned lateral trajectory, and for the Braking System and the Powertrain based on the planned longitudinal trajectory.

The Driving Path Planner is designed to compute the planned driving path as a planned driving corridor within which the motor-vehicle may be driven and made up of a series of driving path segments each with a length and an orientation referenced in an inertial reference frame.

The MPC-based Trajectory Planner and Controller comprises: an MPC-based Lateral Trajectory Planner and Controller designed to compute the planned lateral trajectory as a series of steering requests referenced in a motor-vehicle reference frame; and an MPC-based Longitudinal Trajectory Planner and Controller designed to compute the planned longitudinal trajectory as a series of longitudinal acceleration requests.

The Late

Provided are a full-automatic parking method and system. The full-automatic parking method comprises: receiving a start instruction sent by a user, and activating an automatic parking system according to the start instruction; controlling a vehicle to automatically move forward and search, during moving, whether there is an available parking space at the left side or the right side of the vehicle, and when there is an available parking space, identifying basic information of the target parking space; planning a parking path according to the identified basic information of the target parking space, and obtaining a start point of parking and a parking path from the start point of parking to an end point of parking; controlling the vehicle to automatically move to the start point of parking; and controlling the vehicle to automatically park in the parking space according to the planned parking path. Through the full-automatic parking method and system provided by the present disclosure, a vehicle searches and identifies a free parking space while automatically moving forward, and automatically parks in the parking space; no human involvement is required in the whole process of searching a parking space and parking, thereby implementing full-automatic parking.

The present disclosure provides a method and an apparatus for autonomously driving a vehicle. The method includes: recognizing a centerline of a lane on which a current vehicle is driving; acquiring a lateral distance between the current vehicle and the centerline of the lane, and a real-time speed and a real-time motion curvature of the current vehicle; calculating the lateral distance, the real-time speed, and the real-time motion curvature, based on a preset first spiral line equation, to acquire parameters of a reference spiral line; calculating the parameters, the real-time speed, and the real-time motion curvature, based on a preset second spiral line equation, to acquire a current spiral line; and determining an steering angle instruction of a steering wheel based on a first curvature of the current spiral line; and controlling the current vehicle for autonomous driving based on the steering angle instruction.

An anticipating module for a device for controlling, in real time, the path of a motor vehicle includes a sub-module for computing a turning command for compensating for the curvature of a bend in the lane of the vehicle and a variable-gain device that is connected to an output of the computing sub-module. The gain of the variable-gain device is connected to a controller to adjust the gain so as to decrease the lateral offset between the centre of gravity of the vehicle and the centre of the lane of the vehicle depending on the result of the comparison of components of a vector of current measurements of state variables of the device to one another and to a detection threshold, the output of the variable-gain device being the steering command for compensating for the curvature of the bend.