A vehicle control device includes a recognizer that is configured to recognize a peripheral situation of a vehicle and a driving controller that is configured to execute automated driving for controlling a speed and steering of the vehicle on the basis of a recognition result of the recognizer. The recognizer is configured to recognize a real-time environment including a situation of a nearby vehicle or a situation of a nearby road on which the vehicle travels, and the driving controller is configured to shunt the vehicle to a shunt location to suspend the automated driving in a case where the real-time environment corresponds to a predetermined condition, and resume the automated driving in a case where the predetermined condition is resolved after the shunt.

A communication apparatus is mounted on a first vehicle. The communication apparatus comprises: a communication interface configured to perform wireless communication with a communication apparatus mounted on a vehicle other than the first vehicle; and a controller configured to: determine, when event information is received by the communication interface, the event information indicating occurrence of an event and having been transferred from a communication apparatus mounted on a second vehicle different from the first vehicle, a status of a third vehicle different from the first vehicle and the second vehicle, and decide, based on result of the determination, whether to cause the communication interface to perform transfer of the event information to a communication apparatus mounted on the third vehicle.

A method of improving a merging efficiency of an ego vehicle is described. The method includes determining one or more merge gaps between vehicles in a target lane of a multilane highway. The method also includes computing an exposure time in which the ego vehicle is specified to merge into the one or more merge gaps. The method further includes selecting a merge gap between a first vehicle and a second vehicle in the target lane of the multilane highway having a maximum exposure time.

A system for controlling a smart mobility by risk level includes: an information collection unit to collect position and speed information of the smart mobility and camera sensing information including a front traffic sign or object; a front detection unit to detect a front obstacle or inclination using the camera sensing information and to output a detection result; a control unit to change a warning to a user and/or a method of controlling the smart mobility by risk level based on the information collected by the information collection unit and the detection result; and a warning unit to warn the user by changing a method by risk level under the control of the control unit.

The invention relates to a method for controlling braking of a vehicle (1), comprising a diesel engine (100) and an exhaust after treatment (EAT) system (200) for treating exhaust from said diesel engine (100), a set of ground engaging members (300), and a transmission (400) between said set of ground engaging members (300) and said diesel engine (100). The method comprises: —In response to a determined present engine speed being equal to or less than a current engine braking minimum limit speed: changing the gear ratio of said transmission (400) such that an updated engine speed is obtained, whereby a determined present engine speed is above said current engine braking minimum limit speed (S60), and—In response to the determined present engine speed being above said current engine braking minimum limit speed: engine braking so as to decrease said present engine speed (S70). The invention also relates to a computer program, a computer readable medium, a control unit, and a vehicle comprising a control unit.

A controller and a control method are capable of improving safety by automatic emergency deceleration action while suppressing a motorcycle from falling over. One arrangement also obtains a brake system that includes such a controller. In the controller, the control method, and the brake system, a control mode that causes the motorcycle to take the automatic emergency deceleration action is initiated in response to trigger information generated in accordance with peripheral environment of the motorcycle. In the control mode, automatic emergency deceleration that is deceleration of the motorcycle generated by the automatic emergency deceleration action is controlled in accordance with a lean angle of the motorcycle.

A method for the automated control of the longitudinal movement of a motor vehicle having an automated positive acceleration process in a longitudinal direction of the vehicle and an automated deceleration in the longitudinal direction of the vehicle. An acceleration variable is determined based on a jerk value and limited in terms of absolute value. And the jerk value is in turn determined in a driving mode in which, starting from a vehicle actual longitudinal speed and a vehicle actual longitudinal acceleration, the motor vehicle is adjusted to a predeterminable vehicle longitudinal speed taking into account a predeterminable maximum positive driving mode vehicle longitudinal acceleration, a predeterminable maximum driving mode vehicle longitudinal deceleration and at least one predeterminable driving operating mode jerk absolute value which limits the jerk.

A vehicle includes a control system, a sensing system that senses an environment of the vehicle, and a propulsion system, a braking system, and a steering system that are operated by the control system to navigate the vehicle according to the sensing system and without direct human control. The propulsion system and the braking system are operated by the control system to cooperatively decelerate the vehicle. The braking system includes an inboard friction brake that is associated with one or more wheels of the vehicle and does not form unsprung mass of the vehicle.

The present invention relates to a method for operating a driver model for controlling a vehicle. Acc.sup.Vehicle speed (kph) ntion, a vehicle .sub.Accelerator pedal [%] cle is selected and activated by the driver model from a number of vehicle statuses (301, 303, 305, 307, 309) by comparing a current status of the vehicle with at least one selection condition specified for a particular vehicle status, the number of vehicle statuses (301, 303, 305, 307, 309) comprising at least a first vehicle status (301, 303, 305, 307, 309) and a second vehicle status (301, 303, 305, 307, 309). Furthermore, the driver model, on activation of a particular vehicle status (301, 303, 305, 307, 309), enables at least one control command assigned to the vehicle status (301, 303, 305, 307, 309) for modifying a setting of the vehicle, wherein a plurality of changes are made by the driver model between a currently activated vehicle status (301, 303, 305, 307, 309) and at least one further vehicle status (301, 303, 305, 307, 309) and, for at least one change of the plurality of changes, a coasting status (303), in which the vehicle is coasting, is activated before any activation of the further vehicle status (301, 303, 305, 307, 309) by the driver model.

A mobility service management system manages a mobility service utilizing a mobility service vehicle that runs via a stop position. A stop position reservation database indicates a reservation status of each stop position. A reservation request includes a target stop position and a target stop time specified by a user. The mobility service management system determines, based on the stop position reservation database, whether the target stop position is available in a target stop period including the target stop time. When the target stop position is available in the target stop period, the mobility service management system reserves the target stop position in the target stop period for a first mobility service vehicle assigned to the user. The first mobility service vehicle runs in accordance with a first operation pattern that arrives and stops at the target stop position within the reserved target stop period.