Jaguar Land Rover

Aspects of the present invention relate to a method (500), a control system (100) and a vehicle (300) for controlling a parking manoeuvre of a vehicle. The method includes controlling a driving unit (120) to perform a first reversing manoeuvre to reverse the vehicle into an area in which the vehicle is to be parked. The method further includes receiving an object detection signal (112) from a first sensing means (202) of the vehicle, where the object detection signal is indicative of a presence of an external object (410) detected at a rear of the vehicle and a distance between the detected external object and the vehicle. The method additionally includes controlling the driving unit to stop the first reversing manoeuvre in response to the object detection signal indicating that the external object is within a first predetermined distance of the vehicle. The method also includes controlling, in response to receiving a user input, the driving unit to perform a second reversing manoeuvre to continue to reverse the vehicle into the area. The method also includes receiving a boundary detection signal from a second sensing means (204) of the vehicle, where the boundary detection signal is indicative of a presence of an external boundary indicator indicating a parking boundary. The method further includes controlling the driving unit to stop the second reversing manoeuvre in response to the boundary detection signal indicating that the vehicle is within the parking boundary.

The present invention relate to an instrument trim panel for an automotive vehicle comprising a body having an exterior surface, at least a portion of which is textured, and a further surface, opposite said exterior surface, which is substantially non-textured. The textured portion of the exterior surface comprises a plurality of substantially parallel grooves, which, in use, extend in a direction which is aligned with a longitudinal axis of the automotive vehicle. Meanwhile, the substantially non-textured surface comprises a plurality of frangible tear lines, configured to create one or more areas of weakness within the body of the instrument trim panel to facilitate the deployment of an airbag through the instrument trim panel in the event of a collision, which are longitudinally aligned with one or more of the substantially parallel grooves.

Aspects of the present invention relate to a vehicle cabin (10). The vehicle cabin comprises: an instrument panel structure having an upper surface, the instrument panel structure (20) extending substantially across the width of the vehicle cabin at a forward location thereof; and a trim panel (30) extending at least partially across the width of the vehicle cabin and upstanding from the upper surface of the instrument panel structure at a forward location thereof. The trim panel comprises a rear-view display unit (32), and the rear-view display unit is positioned in the centre of the width of the instrument panel structure.

Aspects of the present invention relate to a vehicle (1) and a rear-view system for a vehicle. The vehicle comprises an instrument panel (50), a windscreen (16), and a rear-view system. The rear view system comprises a rear-view display unit which comprises a rear-view display screen. The rear-view display unit is mounted in the vehicle forward of the instrument panel of the vehicle and outside a field of view through the windscreen. The rear view system is configured to receive one or more video signals from one or more rearward facing cameras provided on the vehicle and display an image of a view to the rear of the vehicle based on the one or more video signals.

Aspects of the present invention relate to an audio system (210) comprising: at least one audio speaker (325) for converting a speaker audio signal (320) to sound waves; at least one haptic transducer (525) for generating a vibration according to a haptic signal (520); at least one electrostatic panel loudspeaker (425) for converting a panel audio signal (420) to sound waves; a control system (220) in communication with the at least one audio speaker, the at least one haptic transducer and the at least one electrostatic panel loudspeaker, and configured to cause the at least one audio speaker to convert the speaker audio signal to sound waves, to cause the at least one haptic transducer to vibrate according to the haptic signal and cause the at least one electrostatic panel loudspeaker to convert the panel audio signal to sound waves.

Aspects of the present invention relate to a vehicle audio system (210) for a vehicle (200) comprising: at least one audio speaker (325) for converting a speaker audio signal (320) to sound waves; at least one electrostatic panel loudspeaker (425) for converting a panel audio signal (420) to sound waves; a control system (220) in communication with the at least one audio speaker and the at least one electrostatic panel loudspeaker, and configured to cause the at least one audio speaker to convert the speaker audio signal to sound waves, and cause the at least one electrostatic panel loudspeaker to convert the panel audio signal to sound waves.

Aspects of the present invention relate to an electrostatic speaker system (225), a vehicle audio system (200) comprising the electrostatic speaker system (225), and a vehicle (300) comprising the vehicle audio system (200). The electrostatic speaker system (225) comprises a voltage conversion module (245) and an electrostatic transducer (230). The voltage conversion module (245) is configured to receive a low-voltage 'speaker-level' signal (220) from a vehicle audio source (205); and to convert the received low-voltage speaker-level signal (220) to a high-voltage audio signal (220a). The electrostatic transducer (230) is configured to receive the high-voltage audio signal (from the voltage conversion module) and to convert this high-voltage audio signal (220a) into sound waves for output by the electrostatic speaker system (225). The voltage conversion module (245) comprises at least one audio transformer (250) configured to step-up the voltage of the low-voltage speaker-level signal (220) to a predefined voltage level for the high-voltage audio signal (220a).

Aspects of the present invention relate to a support beam (100) for a vehicle (400). The support beam (100) is configured to structurally support a first suspension component (302) and a second suspension component (304). The support beam (100) includes a first mounting member (102) configured for connection to the first suspension component (302) at a first side (402) of a vehicle (400); a second mounting member (104) configured for connection to the second suspension component (304) at a second side (404) of a vehicle (400); and a housing portion (106) configured to mount therein high voltage electrical components (206). The housing portion (106) of the support beam (100) is located between the first mounting member (102) of the support beam (100) and the second mounting member (104) of the support beam (100).

Aspects of the present invention relate to a vehicle crash structure (200) including a longitudinal energy absorption member (202); and a load bearing element (204). The load bearing element (204) includes a first end (214), a second end (216), a first load bearing arm (218) and a second load bearing arm (220). Each of the first load bearing arm (218) and the second load bearing arm (220) extends between the first end (214) and the second end (216) of the load bearing element (204). The first end (214) of the load bearing element (204) is attached to one end (210) of the longitudinal energy absorption member (202) and the second end (216) of the load bearing element (204) is attached, in use, to a cross member (310) of a vehicle body structure (300) that is between a bulkhead panel (312) of the vehicle body structure (300) and the longitudinal energy absorption member (202). The longitudinal energy absorption member (202) and the load bearing element (204) together define a load path for a longitudinal load occurring during a crash event. The first load bearing arm (218) defines a first diverging portion (250) of the load path and the second load bearing arm (220) defines a second diverging portion (252) of the load path.

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