Provided is a vehicle stop support system for supporting vehicle stop in an emergency condition. The vehicle stop support system detects a physical abnormality of a driver; sets a target time period based on the detected abnormality; detects a plurality of stop point candidates in a traveling direction of a vehicle; estimates a time period required to reach each of the candidates; a estimates a rear-end collision risk which is a risk that, when assuming that the vehicle stops at each of the candidates, the vehicle will be rear-ended by a following vehicle; and a sets a stop point, wherein the system is operable to set, as the stop point, one of the candidates which satisfies a condition that the required time period estimated with respect thereto is equal to or less than the target time period and which is lowest in terms of the rear-end collision risk.

A vehicle dispatch support system includes a recording section at which comparison vehicle sensitivity information and candidate vehicle sensitivity information are recorded, the comparison vehicle sensitivity information being information relating to a driving sensitivity of a comparison vehicle that is a vehicle that a user has ridden in the past, and the candidate vehicle sensitivity information being information relating to a driving sensitivity of each of a plurality of candidate vehicles, a processor coupled to the recording section and configured to compute a sensitivity difference, which is a difference between the driving sensitivity expressed by the comparison vehicle sensitivity information and the driving sensitivity expressed by the candidate vehicle sensitivity information, and a display section configured to display sensitivity difference-related information, which is information based on the sensitivity difference.

A vehicle control device has a processor that is configured to determine the level of active operation by the driver, to determine the relationship between the speed of the vehicle and a predetermined reference speed, and to generate a first driving plan whereby a first deceleration is used to decelerate the vehicle without activating the brake light, when it has been determined that the level of active operation by the driver is lower than the predetermined reference level and the speed of the vehicle is faster than the reference speed, and to generate a second driving plan whereby a second deceleration that is greater than the first deceleration is used to decelerate the vehicle when it has been determined that the level of active operation by the driver is lower than the predetermined reference level and the speed of the vehicle is equal to or below the reference speed.

An emergency stop system for transferring an at least semi-autonomously operable vehicle into a safe state includes an actuating device configured to output an actuating signal, a control device configured to receive the actuating signal and to output a control signal, and an emergency braking device configured to actively brake the vehicle. The emergency braking device is configured to actuate a braking system provided in the vehicle based on the output control signal and based on a predetermined operating mode in order to generate a braking force for decelerating the vehicle.

An apparatus includes a position circuit structured to monitor a position of an accelerator of a vehicle and a speed circuit structured to monitor a speed of the vehicle. The position corresponds with an associated response of a prime mover of the vehicle. The associated response includes at least one of a torque output and a power output of the prime mover. The apparatus further includes a response management circuit structured to receive an indication regarding the position of the accelerator and the speed of the vehicle; determine that the indication satisfies a remapping condition, the remapping condition including at least one of a creep condition, an obstacle condition, a deceleration condition, and a reverse condition; and dynamically remap the associated response of the prime mover of the vehicle based on the position of the accelerator in response to the indication satisfying the remapping condition.

This work vehicle is provided with an emergency brake function for quickly bringing said work vehicle to an emergency stop when an abnormality has occurred inside of the vehicle. The work vehicle comprises: a foot brake for braking left and right rear wheels; an autonomous travel unit that enables autonomous travel of the vehicle; and an electric actuator for switching the foot brake between a braking state and a release state. The autonomous travel unit comprises a control unit that controls the operation of the electric actuator. When in an autonomous travel mode, the control unit controls the operation of the electric actuator and switches the foot brake from the release state to the braking state when an abnormality is detected inside of the vehicle on the basis of detection information from a vehicle state detection device for detecting the state of each part of the vehicle, or when an emergency stop command is acquired from a wireless communication device set so as to be capable of wireless communication with the autonomous travel unit.

Disclosed are performance metrics for evaluating the accuracy of a dynamic model in predicting the trajectory of ADV when simulating the behavior of the ADV under the control commands. The performance metrics may indicate the degree of similarity between the predicted trajectory of the dynamic model and the actual trajectory of the vehicle when applied with identical control commands. The performance metrics measure deviations of the predicted trajectory of the dynamic model from the actual trajectory based on the ground truths. The performance metrics may include cumulative or mean absolute trajectory error, end-pose difference (ED), two-sigma defect rate (ε.sub.2σ), the Hausdirff Distance (HAU), the longest common sub-sequence error (LCSS), or dynamic time warping (DTW). The two-sigma defect rate represents the ratio of the number of points with true location error falling out of the 2σ range of the predicted location error over the total number of points in the trajectory.

Systems and methods for operating a vehicle using a smart shoe device. For example, some embodiments of the application may monitor operation of a vehicle system and monitor operation of a smart shoe device. The process may determine that the smart shoe device is within a threshold period of time of performing an future action associated with commanding movement of the vehicle and enable a response by the vehicle based on the future action.

A planned trajectory is analyzed by an L4 emergency braking module, before the trajectory is navigated by the autonomous driving vehicle (ADV). An L4 emergency braking signal is generated in response to an autonomous driving vehicle (ADV) determining that any portion of a planned trajectory of the ADV has a deceleration that is less than −2 m/sec.sup.2 and a time to collision with the ADV, by a vehicle following the ADV at a speed Z and a distance Y<100 m, during a period of 1 to 8 seconds after time 0 of the planned trajectory, if

[00001]$\frac{T_X+Y}{Z}\le X$

for any time Xϵ{1 second . . . 8 seconds} after time 0, wherein T.sub.X is the location of the ADV in the trajectory at time X. Optionally, a sharp braking command can be issued by the L4 emergency braking module in response to activating the emergency braking signal.

A platooning controller includes a processor configured to share information about a first platooning vehicle of a group of platooning vehicles with other platooning vehicles of the group of platooning vehicles when a brake of the first platooning vehicle breaks down during platooning and to perform braking control, and a storage configured to store data and an algorithm for platooning and braking control by the processor. The processor is configured to rearrange the group of platooning vehicles depending on a location where the first platooning vehicle is arranged in a platoon line, to decelerate the first platooning vehicle and a second platooning vehicle in front of the first platooning vehicle, and to center the first platooning vehicle and the second platooning vehicle to perform the braking control.