A power distribution control system of a vehicle includes a driving information provider for collecting and providing information required for power distribution control of an engine and a motor in the vehicle; a communication unit for transmitting the information provided by the driving information provider from the vehicle; a cloud server outside the vehicle for selecting and transmitting optimal power distribution control logic data corresponding to a driving situation of the vehicle based on the information provided through the communication unit from the vehicle; and a vehicle controller for performing power distribution control of the engine and the motor based on real-time driving state variable information of the vehicle using the optimal power distribution control logic data received through the communication unit by the vehicle from the cloud server.

A method for controlling a vehicle includes controlling, at a first time period, the vehicle based on a first velocity profile constrained by an acceleration profile that includes a minimum acceleration, a maximum acceleration, and a maximum velocity. The method also includes generating an adjusted acceleration profile by adjusting one or more of the minimum acceleration, the maximum acceleration, or the maximum velocity associated with the acceleration profile based on determining an object is approaching the vehicle. The method further includes controlling, at a second time period, the vehicle based a second velocity profile constrained by the adjusted acceleration profile.

A driving support apparatus (12) has: a setting device (122) for setting a first target position (31) on the basis of a first sign object (21), if the first sign object requesting a vehicle (1) to stop is detected; and a supporting device (123) for performing a first deceleration control for decelerating the vehicle to a first target speed before the vehicle reaches the first target position, if a second sign object (22) representing a stop position is detected during a period when the first decelerating control is performed, the setting device sets a second target position (32) on the basis of the second sign object and the supporting device performs a second decelerating control for decelerating the vehicle to a second target speed before the vehicle reaches the second target position.

The present disclosure relates to a method for trajectory planning for a vehicle. The method includes obtaining a reference trajectory over a finite time horizon, where the reference trajectory includes a speed reference over time for the finite time horizon. Further, the method includes determining a back-up stop trajectory within the finite time horizon. The back-up stop trajectory has a starting state and terminating in a final state, where the final state is defined as a safe state. The method further includes forming a terminal set of states within the finite time horizon based on at least one predefined constraint, wherein the terminal set of states includes a terminal state that corresponds to the starting state for the back-up stop trajectory. Moreover, the method includes generating a nominal trajectory for at least a portion of the finite time horizon based on a constraint controlled technique.

A method for proposing a driving speed for a driver at the steering wheel of a vehicle comprises the following steps: estimating the maximum available grip potential at a given instant between a tyre of the vehicle and the roadway on a predetermined upcoming route; determining, among a set of predetermined driving styles, secure styles for which the grip requirement on the predetermined route remains lower than the grip potential; selecting, among said secure styles, a secure comfortable style according to a driver profile; and determining, according to said secure comfortable style and to a location of the vehicle, a basic proposed driving speed on an upcoming section of route.

The invention provides a method for controlling braking of a vehicle (1) driving along a downhill portion of a road, the vehicle comprising a propulsion arrangement (2, 3), for the propulsion of the vehicle, the method comprising dividing the road portion into a plurality of sections (RS0-RS2), the sections comprising a first section (RS1), and a second section (RS2) following, in the direction of travel of the vehicle, immediately upon the first section (RS1), determining, for the road portion, a road portion control strategy, with a condition that braking on the road portion is done at least partly by means of the propulsion arrangement (2, 3), wherein determining the road portion control strategy comprises determining a speed (SD21), on the second section (RS2), with an aim to minimize the time travelled on the second section, and/or, where the propulsion arrangement comprises an internal combustion engine (2), and a gearbox (3), determining a gear selection (GS2) on the second section (RS2), with an aim to minimize the time travelled on in the second section, and wherein determining the road portion control strategy comprises determining, for the first section (RS1), a first section control strategy, with an aim to minimize the time travelled on the first section, and with an aim to provide a vehicle speed at the end of the first section (RS1) which is the same as said determined speed (SD21) on the second section (RS2), and/or to provide a gear selection at the end of the first section which is the same as said determined gear selection (GS2) on the second section (RS2), the method further comprising controlling the vehicle (1) according to the determined road portion control strategy.

A driving assistance functionality for a motor vehicle when approaching a tollgate is disclosed. The method involves a step (S4) of calculating a probability of a tollgate being present based on at least two road context attributes that are determined from the motor vehicle and defining a road context ahead of said vehicle, said road context attributes being decorrelated from any concept of a tollgate. Examples of road context attributes: speed limit signs; marking lines on the ground; speed bumps or rumble strips on the ground; obstacles such as other vehicles; drivable space.

A method of guiding driving with low fuel efficiency using traffic light information includes: acquiring traffic light information on a forward traffic light, determining whether the vehicle is capable of passing through the forward traffic light without stopping based on the traffic light information, a current vehicle speed, and available acceleration and deceleration speeds, and when the vehicle is capable of passing through it without stopping, outputting a guidance speed for enabling the vehicle to pass through the forward traffic light without stopping. In particular, the forward traffic light information includes information on a current signal of the traffic light and information on a remaining time until the current signal is changed to another signal.

A vehicle longitudinal speed control testing apparatus includes a first movable target body spaced away from a vehicle executing active speed control while loaded by a dynamometer assembly, and a controller. The controller changes a distance between the first movable target body and the vehicle to cause a speed parameter of the vehicle to follow a desired vehicle speed schedule based on speed parameter feedback from the dynamometer assembly or the vehicle, a sum of a speed of the first movable target body and the speed parameter feedback to follow a desired absolute speed schedule, or the distance between the first movable target body and the vehicle to increase according to a desired distance schedule.

A computer includes a processor and a memory, the memory storing instructions executable by the processor to determine at least one of: a brake threat number of a host vehicle, a brake threat number of a target vehicle, a steering threat number, or an acceleration threat number and to actuate the host vehicle to change at least one of direction or speed based on at least one of the threat numbers. The brake threat number of the host vehicle is based on a predicted lateral distance between the host vehicle and the target vehicle. The brake threat number of the target vehicle is based on a velocity of the target vehicle adjusted by an acceleration of the target vehicle and an actuation time of a brake. The steering threat number is a lateral acceleration being a predicted lateral distance adjusted by an actuation time of a steering component. The acceleration threat number is based on a predicted lateral offset adjusted by a predicted heading angle of the host vehicle.