A method for controlling a suspension component of a vehicle, in which a control unit of the suspension component continuously generates a plurality of control requirements according to a generation clock frequency, each requirement comprising a control value, for an actuator of the suspension component. A bus system of the vehicle continuously transmits to the actuator the control requirements generated by the control unit according to a transmission clock frequency. The actuator calculates a target output value for the suspension component from the control value of each transmitted control requirement and an actual output value of the suspension component, and adjusts the suspension component corresponding to the calculated target output value.

Provided is a system and method that can control a merge of an autonomous vehicle when other vehicles are present on the road. In one example, the method may include iteratively estimating a series of values associated with one or more vehicles in an adjacent lane with respect to an ego vehicle, identifying a trend associated with the one or more vehicles from the iteratively estimated series of values, determining merge intentions of the one or more vehicles with respect to the ego vehicle based on the identified trend over time, verifying the merge intentions against a simulated change in the trend, selecting a merge position of the ego vehicle with respect to the one or more vehicles within the lane based on the verified merge intentions, and executing an instruction to cause the ego vehicle to perform a merge operation based on the selected merge position.

In order to control a technical system, a user control variable is read in and a plurality of control variable variants of the user control variable are generated. A respective trajectory of the technical system is extrapolated for the user control variable and for the control variable variants, for which a respective reliability is evaluated. Furthermore, a respective distance of each control variable variant to the user control variable is determined. The user control variable is then selected as a control signal for the technical system in the event that the trajectory extrapolated for the user control variable is evaluated as reliable. Otherwise, a control variable variant with an extrapolated trajectory evaluated as reliable is selected from the control variable variants as a control signal, wherein a control variable variant with a low distance is preferably selected. Finally, the control signal for controlling the technical system is emitted.

A first reference line representing a routing line from a first location to a second location associated with an autonomous driving vehicle (ADV) is received. The first reference line is segmented into a number of reference line segments. For each of the reference line segments, a quintic polynomial function is defined to represent the reference line segment. An objective function is determined based on the quintic polynomial functions of the reference line segments. An optimization is performed on coefficients of the quintic polynomial functions in view of a set of constraints associated with the reference line segments, such that an output of the objective function reaches minimum while the constraints are satisfied. A second reference line is then generated based on the optimized parameters or coefficients of the quintic polynomial functions of the objective function. The second reference line is then utilized to plan and control the ADV.

A driving assistance method of causing a host vehicle to travel by following a preceding vehicle includes: determining whether the preceding vehicle of the host vehicle is present or absent and, upon determining that the preceding vehicle is present, performing a preceding vehicle type determination of determining whether the preceding vehicle of the host vehicle is a four-wheeler or a two-wheeler; upon the preceding vehicle being a four-wheeler, performing both a control of inter-vehicle distance to the four-wheeler and a route following based on the four-wheeler; and upon the preceding vehicle being a two-wheeler, performing a control of inter-vehicle distance to the two-wheeler without performing a route following based on the two-wheeler.

A method of multi-sensor data fusion includes determining a plurality of first data sets using a plurality of sensors, each of the first data sets being associated with a respective one of a plurality of sensor coordinate systems, and each of the sensor coordinate systems being defined in dependence of a respective one of a plurality of mounting positions for the sensors; transforming the first data sets into a plurality of second data sets using a transformation rule, each of the second data sets being associated with a unified coordinate system, the unified coordinate system being defined in dependence of at least one predetermined reference point; and determining at least one fused data set by fusing the second data sets.

A method and apparatus for planning a travelling path, and a vehicle are provided. The method includes: determining at least one reference curve covering a first length range, and selecting a target reference curve covering the first length range from the at least one reference curve covering the first length range; extracting a curve to be adjusted covering a second length range from the target reference curve covering the first length range; processing the curve to be adjusted based on a safety parameter within the second length range, to obtain an adjusted curve; and determining a travelling path covering the first length range based on the adjusted curve and the target reference curve. The complexity of an actual traffic scene is taken into account, and a travelling path planning is not affected by the accuracy of sampling points.

A driving assistance method of causing a host vehicle to travel by following a preceding vehicle includes: determining whether the preceding vehicle of the host vehicle is present or absent and, upon determining that the preceding vehicle is present, performing a preceding vehicle type determination of determining whether the preceding vehicle of the host vehicle is a four-wheeler or a two-wheeler; upon the preceding vehicle being a four-wheeler, performing both a control of inter-vehicle distance to the four-wheeler and a route following based on the four-wheeler; and upon the preceding vehicle being a two-wheeler, performing a control of inter-vehicle distance to the two-wheeler without performing a route following based on the two-wheeler.

When generating a control command of an autonomous driving vehicle (ADV), a pitch status and/or a roll status of the road is determined. The control command is adjusted based on the pitch status and the roll status. For example, when an ADV is driving on an uphill or downhill road, a pitch status of the road is determined and a speed control command will be generated based on the pitch status of the road, such that the ADV have a similar acceleration rate as of driving on a flat road. Similarly, when the ADV is driving on a road that is tilted or rolled left or right, a roll status of the road is determined and a steering control command will be generated in view of the roll status of the road, such that the ADV have a similar heading direction as of driving on a flat road.

The present invention relates to a method and device for estimating the road surface friction coefficient of a tire, which estimate the road surface friction coefficient of a tire mounted on a wheel of a vehicle in a state in which the vehicle is normally running at high speed. The method includes: acquiring the state information of a vehicle including at least one of engine state information, transmission state information, and chassis state information from sensors mounted on the vehicle and specifications set for the vehicle; estimating a longitudinal slip ratio, normal force, and longitudinal force for a tire mounted on each wheel of the vehicle by using the acquired state information of the vehicle; and estimating a road surface friction coefficient for the tire by using the estimated longitudinal slip ratio, normal force, and longitudinal force.