A travel route generation device (4) includes a travel route acquisition unit (4) configured to acquire position information (Pc) about a travel route (H) for a moving object (M) to perform autonomous travel or remotely controlled travel, a surrounding environment information acquisition unit (22) configured to acquire surrounding environment information, a dangerous location detection unit (23) configured to detect dangerous locations (Pd1 to Pd3) where there is a risk of an accident from the surrounding environment information, and an information processing unit (24) configured to add dangerous location information including first information indicating the dangerous locations (Pd1 to Pd3) to the position information (Pc) corresponding to the dangerous locations (Pd1 to Pd3).

A series hybrid vehicle control method charges a battery with electric power generated by an electric power generation motor driven by an internal combustion engine, and electric power regenerated by a drive motor. The control method starts generating the electric power by the engine if a requested output exceeds a power generation start threshold value, and stops generating electric power by the engine if the requested output falls below a power generation stop threshold value. A deceleration rate by regeneration of the drive motor is greater in a second advancement shift position than in a first advancement shift position. The power generation start threshold value and/or the power generation stop threshold value where the second advancement shift position has been selected is greater than the power generation start threshold value or the power generation stop threshold value where the first advancement shift position has been selected.

A method for trajectory planning of a vehicle includes storing a desired driving path of the vehicle. The method then includes observing external interference factors (2) on the vehicle. The method proceeds by using the driving path and the interference factors (2) to calculate tracking errors (3) and secondary conditions (4). The method then includes optimizing a trajectory (5) in such a way that the tracking errors (3) are reduced within the secondary conditions (4). A corresponding device, a corresponding computer program, and a corresponding storage medium also are provided.

A vehicle control system determines an upper non-zero limit on deceleration of a vehicle to prevent rollback of the vehicle down a grade being traveled up on by the vehicle. The upper non-zero limit on deceleration is determined by the controller based on a payload carried by the vehicle, a speed of the vehicle, and a grade of a route being traveled upon by the vehicle. The controller is configured to monitor the deceleration of the vehicle, and to automatically prevent the deceleration of the vehicle from exceeding the upper non-zero limit by controlling one or more of a brake or a motor of the vehicle. The controller also is configured to one or more of actuate the brake or supply current to the motor of the vehicle to prevent rollback of the vehicle while the vehicle is moving up the grade at a non-zero speed.

Disclosed is a method for controlling the powertrain of a motor vehicle between the current location of the vehicle and an arrival point, including calculating a theoretical optimal traction force, determining a friction force applied to the vehicle, calculating an actual optimal force to be applied to the wheels as far as the arrival point, and applying a traction force to the wheels of the vehicle when the calculated actual optimal force is strictly greater than a predetermined threshold value or else not applying a force to the wheels of the vehicle when the calculated actual optimal force is greater than or equal to zero and less than or equal to the predetermined threshold value, or else applying a braking force to the wheels of the vehicle when the calculated actual optimal force is strictly less than zero.

A vehicle communication system includes: a communication server and a vehicle control device. The vehicle control device includes at least one electronic control unit configured to: recognize a position of the host vehicle; acquire section information on the communication established section and the communication interrupted section; determine in which section, either the communication established section or the communication interrupted section, the host vehicle is traveling or is to travel; perform system driven control of the host vehicle based on the road condition information when the host vehicle travels in the communication established section; and perform driver driven control of the host vehicle when the host vehicle travels in the communication interrupted section.

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.

A system for representing a set of operating states of a vehicle to a user of the vehicle includes a vehicle having a vehicle operating state, and a digital twin receiving vehicle parameter data from one or more inputs to determine the vehicle operating state. An interface for the digital twin presents the vehicle operating state to the user of the vehicle. An identity management system manages a set of identities and roles of the vehicle user and determines capabilities to view, modify, and configure the digital twin based on parsing of the set of identities and roles.

Techniques are discussed for generating and optimizing a trajectory using closed-form numerical integration in route-relative coordinates. A decision planner component of an autonomous vehicle, for example, can receive or generate a reference trajectory, which may correspond to an ideal route for an autonomous vehicle to traverse through an environment, such as a center of a road segment. Lateral dynamics (e.g., steering angles, curvature values of trajectory segments) and longitudinal dynamics (e.g., velocity and acceleration) can be represented in a single algorithm such that optimizing the reference trajectory (e.g., based on loss functions or costs) can substantially simultaneously optimize the lateral dynamics and longitudinal dynamics in a single convergence operation. In some cases, the trajectory can be used to control the autonomous vehicle to traverse an environment.

A method for controlling operation of a motor vehicle includes an electronic controller receiving, e.g., from a vehicle-mounted sensor array, sensor data with dynamics information for a target vehicle and, using the received sensor data, predicting a lane assignment for the target vehicle on a road segment proximate the host vehicle. The electronic controller also receives map data with roadway information for the road segment; the controller fuses the sensor and map data to construct a polynomial overlay for a host lane of the road segment across which travels the host vehicle. A piecewise linearized road map of the host lane is constructed and combined with the predicted lane assignment and polynomial overlay to calculate a lane assignment for the target vehicle. The controller then transmits one or more command signals to a resident vehicle system to execute one or more control operations using the target vehicle's calculated lane assignment.