A soft body system adapted to form the body and exterior surface of a Guided Soft Target for testing crash avoidance technologies in a subject vehicle is disclosed. The soft body system is adapted to be mounted atop a motorized Dynamic Motion Element (DME) and when so mounted is adapted to collide with the subject vehicle while the DME is moving. The soft body system includes a semi-rigid form with an exterior surface. The form is sufficiently yielding so as to impart a minimal force to the subject vehicle upon impact. The form may be shaped like a vehicle or a part of a vehicle. The exterior surface includes a side skirt made of radar absorptive material (RAM), radar reflective material (RRM) or a combination of both, which is positioned adjacent to the ground and constructed to prevent radar wave from entering the soft body system.

A soft body system adapted to form the body and exterior surface of a Guided Soft Target for testing crash avoidance technologies in a subject vehicle is disclosed. The soft body system is adapted to be mounted atop a motorized Dynamic Motion Element (DME) and when so mounted is adapted to collide with the subject vehicle while the DME is moving. The soft body system includes a semi-rigid form with an exterior surface. The form is sufficiently yielding so as to impart a minimal force to the subject vehicle upon impact. The form may be shaped like a vehicle or a part of a vehicle. The exterior surface includes a side skirt made of radar absorptive material (RAM), radar reflective material (RRM) or a combination of both, which is positioned adjacent to the ground and constructed to prevent radar wave from entering the soft body system.

A system and method may track data from one or more sensors during vehicle driving. Based on the sensors data, one or more alerts or potential hazards may be identified. The system and method may generate a drive summary including information and optional statistics about the alerts or potential hazards.

A control system and a method for predicting a location of dynamic objects, for example, of pedestrians, which are able to be detected by the sensors of a vehicle. The control system includes a multitude of sensors and a processing system, which is configured to combine with a first program the objects that are detected by the multitude of sensors to form an object list, each entry of the object list encompassing the location, a speed and an open route for each of the objects, and the object list including a time stamp; and to determine with a second program for at least a portion of the dynamic objects an additional object list from a predefined number of object lists, the additional object list including a time stamp for a future point in time and encompassing at least the location of the dynamic objects.

Systems and methods are delineated in which dynamic thresholds may be employed to detect and provide alerts for potential conflicts between a vehicle and another vehicle, an object or a person in an aircraft environment. Current systems for airport conflict detection and alerting consider one or more alerting boundaries which are independent of the amount of traffic present at any one time or over the course of time. Because nuisance alerts rates depend to a large extent on the amount of traffic, and because alert detection thresholds are often set based on a desire to limit nuisance alerts to a specific threshold, adapting those thresholds based on, among other things, the amount of traffic can result in earlier alerting in some crash scenarios and can even result in providing an alert in a crash scenario where no alert would have otherwise been generated.

A vehicle (100) includes a support control unit (111) that supports avoidance of a. collision with an object and a support suppressing unit (112) that suppresses the support of the support control unit (111) when a steering angle of the vehicle (100) is equal to or greater than a predetermined angle. The vehicle (100) further includes an intervention limiting unit (113) that determines whether the support suppression of the support suppressing unit (112) is necessary when the steering angle is equal to or greater than the predetermined angle on the basis of vehicle information acquired from the vehicle (100) or a running environment of the vehicle (100) and that limits intervention of the support suppression of the support suppressing unit (112) depending on the determination result.

A Dynamic Motion Element (DME) is disclosed that includes a platform, and a pair of foot movement mechanisms. The foot movement mechanisms each include a drive pulley connected to at least one wheel of the DME, a second pulley and a foot drive belt that has a foot connection structure constructed to detachably connect to the foot of the mannequin. The foot connection structure is constructed to move about each pulley. The first and second foot movement mechanisms are constructed such that when the DME moves in a longitudinal direction relative to the ground, the foot connection structure of the first foot movement mechanism remains in substantially the same longitudinal position relative to the ground while the foot connection structure of the second foot movement mechanism moves in the same longitudinal direction as the DME. When a mannequin is connected to the foot connection structures, the DME produces a more natural looking gait.

The present invention provides a vehicle control method for driving safety, including: a first step of photographing an infrared image and a visible ray image; a second step of transmitting the photographed infrared image and visible ray image to an image recognizing and comparing module; a third step of leaving only a frequency for an edge of the infrared image and the visible image using a high pass filter, in the image recognizing and comparing module; and a fourth step of comparing a frequency band distribution processed in the third step to determine the situation as a situation which has a difficulty to secure a clear view when a difference is equal to or higher than a predetermined level.

Disclosed herein are example embodiments for unoccupied flying vehicle (UFV) inter-vehicle communication for hazard handling. For certain example embodiments, at least one machine may: (i) receive one or more flight attributes from a remote UFV, with the one or more flight attributes indicative of one or more flight capabilities of the remote UFV; or (ii) adjust a flight path of a UFV based at least partially on one or more flight attributes received from a remote UFV. However, claimed subject matter is not limited to any particular described embodiments, implementations, examples, or so forth.

Disclosed herein are example embodiments for automated hazard handling routine activation. For certain example embodiments, at least one machine, such as an unoccupied flying vehicle (UFV), may: (i) detect at least one motivation to activate at least one automated hazard handling routine of the UFV; or (ii) activate at least one automated hazard handling routine of the UFV based at least partially on at least one motivation. However, claimed subject matter is not limited to any particular described embodiments, implementations, examples, or so forth.