Abstract: Certain embodiments of the present disclosure describe a differential assembly for allowing a vehicle to switch between two-wheel drive and four-wheel drive. The differential assembly includes a bearing assembly positioned between a race gear and output hubs. An armature plate is rotationally coupled to the bearing assembly and a clutch plate is positioned to engage the armature plate. A biasing member biases the clutch plate to engage the armature plate and allow the bearing assembly to transmit torque between the race gear and output hubs. When electricity is provided to an electromagnet, the electromagnet exerts a magnetic force on the clutch plate that is sufficient to overcome the bias of the biasing member so the clutch plate does not engage the armature plate and the bearing assembly does not transmit torque from the race gear to the output hubs.

Abstract: An engine system includes: a hydraulic valve stop mechanism configured to switch states of an intake valve and exhaust valve of a same stopped cylinder; a hydraulic pressure changing device configured to change hydraulic pressure supplied to the valve stop mechanism; and a valve control portion configured to control the hydraulic pressure changing device. When a return from a reduced-cylinder operation to an all-cylinder operation is requested, and an engine revolution is less than a reference revolution, the hydraulic pressure is changed such that opening of one of the valves of the stopped cylinder able to restart at an earlier stage is first restarted. When the return is requested, and the engine revolution is not less than the reference revolution, the hydraulic pressure is changed such that opening of the exhaust valve of the stopped cylinder is restarted before opening of the intake valve.

Abstract: Methods and systems are provided for operating a four-wheel drive powertrain of a vehicle. In one example, a method may comprise: in response to a desired shift from a four-wheel drive mode to a two wheel-drive mode: decreasing a transfer case torque output to a secondary driveline to a lower first level and disengaging a disconnect device of the secondary driveline; increasing the transfer case torque output from the lower first level to a higher second level over a duration; and after the duration, reducing the transfer case torque.

Abstract: A personal transport vehicle may include a first wheel and a second wheel, a first motor configured to drive the first wheel, and a second motor configured to drive the second wheel. The vehicle may also include at least one platform for supporting a driver, a plurality of pressure sensors to detect pressure applied by the driver on the platform, and a control circuit coupled to the plurality of pressure sensors to determine a pressure differential across the plurality of pressure sensors. The control circuit may generate, based on the pressure differential, control signals for the first motor and the second motor to drive the first wheel and the second wheel to turn the vehicle.

Abstract: Appropriate tuck-in suppression control is enabled in a vehicle configured to carry out regeneration enhancement control. A predictive deceleration support control unit is configured to set a position at which the vehicle is predicted to finish deceleration as a target deceleration end position, and guide a driver to release an accelerator pedal so that the deceleration of the vehicle is finished at the target deceleration end position, to thereby carry out regeneration enhancement control under a state in which the accelerator pedal is released so as to generate a larger deceleration than in a normal state. The predictive deceleration support control unit is configured to read a tuck-in control flag from a brake ECU, and stop the regeneration enhancement control when the tuck-in suppression control is being carried out.

Abstract: A noise and vibration sensor arrangement which is configured to operate with a road noise control system, and includes four acceleration sensors each configured to generate at least one output signal representative of at least one of accelerations, motions and vibrations that act on the respective acceleration sensor. The arrangement includes a vehicle subframe structure having a shape that is axisymmetric to a first axis and that has a maximum extent along a second axis. The first and the second axis are perpendicular. The four sensors are attached to the subframe structure at positions that correspond to four corners of a virtual rectangle. The virtual rectangle has two perpendicular centerlines, one of the centerlines being in line with the first axis of the subframe structure. The extent of the virtual rectangle along the other centerline is less than fifty percent of the subframe structure's maximum extent along the second axis.

Abstract: An electric vehicle drive system includes first and second electric motors, first and second torque limiters and a torque splitter. The first and second torque limiters correspond to the first and second electric motors, respectively, and generate respective first and second maximum torques. The torque splitter receives a first input that includes at least a total torque request for the first and second electric motors and the first and second maximum torques and generates at least respective first and second torque requests for the first and second electric motors, wherein the torque splitter is configured to direct a torque request to the second motor only if the first maximum torque is less than a threshold. The torque splitter may generate a zero second torque request if a motor speed of the first electric motor exceeds a threshold.

Abstract: Side-view mirror deployment in autonomous vehicles can be diagnosed by determining one or more first rates of fuel consumption and deploying one or more side-view mirrors. One or more second rates of fuel consumption can then be determined and one or more deployment states of the side-view mirror can be controlled based on the first rates of fuel consumption and the second rates of fuel consumption.

Abstract: A work vehicle includes: an engine; a plurality of drive wheels driven by the engine; and an operation controller executes first drive force control that brakes a slipping drive wheel out of the plurality of drive wheels and executes second drive force control that reduces output of the engine in accordance with the slip ratio of the slipping drive wheel during execution of the first drive force control.

Abstract: A hybrid vehicle may be a series hybrid or a parallel hybrid vehicle. One embodiment of a parallel hybrid vehicle includes an engine, a transmission coupled to the engine, a front drive coupled to the transmission through a prop shaft, a rear drive coupled to the transmission, a traction motor drivingly coupled to the prop shaft, and a battery to operate the traction motor.

Abstract: A monitoring system is disclosed for use with a rolling chassis of a vehicle. The monitoring system may include a tire sensor configured to generate a first signal indicative of a current tire condition of the rolling chassis, and a load sensor configured to generate a second signal indicative of an actual load placed on the rolling chassis. The monitoring system may also include a controller in communication with the tire sensor and the load sensor. The controller may be configured to determine based on the first signal a theoretical load that the rolling chassis is capable of supporting given the current tire condition. The controller may also be configured to make a first comparison of the actual load with the theoretical load, and to selectively generate a first alert based on the first comparison.

Abstract: A steering control apparatus, according to an embodiment, may include: a detecting unit configured to detect the angle of a pinion gear that is positioned in the front wheel, a column torque, and a motor current; a frequency estimating unit configured to estimate a road surface frequency that is generated by the road on which the vehicle travels based on at least one of the angle of the pinion gear, the column torque, or the motor current; a rack force estimating unit configured to estimate a rack force based on at least one of the angle of the pinion gear, the column torque, or the motor current; and a control unit configured to extract road surface information that is contained in the rack force based on the road surface frequency and configured to control a steering apparatus based on the road surface information and the rack force.

Abstract: A method for controlling a regenerative brake system for a vehicle may include: generating a target pressure of each wheel of the vehicle, when any one performance condition of ABS-associated control, VDC-associated control, and TCS-associated control is satisfied; determining whether to enter the ABS-associated control; opening an entrance-side wheel of a target wheel such that a raised/lowered pressure for the target wheel is formed, when determining to perform the VDC-associated control or TCS-associated control; and performing pressure raising/lowering control for the target wheel by controlling a motor such that a wheel pressure of the target wheel follows the target pressure of the target wheel.

Abstract: Provided are a vehicle steering device and the like, which are capable of converging a lateral displacement at a forward gazing-point distance to a target travel line with simple control. A target travel line for a vehicle to travel by following a travel path recognized from an image taken by a camera or the like is set. A lateral speed, which is a change amount of the lateral displacement that is a difference between a position of the target travel line at the forward gazing-point distance and a position of the vehicle, is controlled so that the lateral displacement is reduced. A target steering angle is calculated based on the lateral speed, and a steering angle of the vehicle is controlled based on the calculated target steering angle.

Abstract: A drifting training assistance system is provided for a motor vehicle for learning drifting techniques required in high-performance driving training. The steering and the gas pedal movement, or the combined action thereof, is taken on and/or supported by a drifting assistance system.

Abstract: A vehicle and associated method for calculating tire saturation is provided. The method may include the stability control computer calculating slip ratio and longitudinal force for the tire, calculating tire longitudinal stiffness by dividing longitudinal force by slip ratio, calculating tire saturation from tire longitudinal stiffness, and the stability control computer altering dynamic control of the vehicle based on calculated tire saturation. The stability control computer may calculate tire saturation from a tire saturation membership function which includes a first tire longitudinal stiffness value representing an unsaturated tire, a second tire longitudinal stiffness value representing a saturated tire, and a function line connecting the first tire longitudinal stiffness value to the second tire longitudinal stiffness value.

Abstract: A motor vehicle powertrain (10, 210, 310) having a rear driveline module (RDM) (20) for driving a pair of rear wheels (14a, 14b) and a method of assembly can include a hydraulically actuatable rear axle coupling clutch (28) operable to transmit rotary power between an input pinion shaft (22, 222) and a rear differential case (30, 230) and a hydraulic actuating assembly (16). The powertrain (10, 210, 310) can include a hydraulically actuatable differential control clutch (34) mounted coaxial to the rear axle coupling clutch (28) and a power take-off unit (PTU) (36) having a hydraulically actuatable PTU coupling clutch (42). The differential control clutch (34) can provide for speed differentiation between the rear differential case (30, 230) and a half axle shaft (26a, 26b) drivingly connected to the pair of rear wheels (14a, 14b).

Abstract: A lane keeping control method for a vehicle may include determining, by a controller, whether a wheel speed difference exists between predetermined wheels, during braking while the vehicle travels straight, determining, by the controller, a reference wheel and a control wheel, based on the wheel speed difference between the predetermined wheels, and reducing, by the controller, a wheel speed difference between the reference wheel and the control wheel by performing pre-decompression control for the control wheel, when the wheel speed difference exists.

Abstract: A device for controlling an engine includes: a first control circuit having a first controller, and a second control circuit having a second controller, the controllers being designed to control a state variable of the engine in each case. The second controller is disposed in such a way that it lies closer to the engine than the second controller in terms of signal technology.

Abstract: A vehicle periphery monitoring device includes a location information acquisition unit configured to acquire a current location of the vehicle; a vehicle-mounted camera configured to capture an image of the exterior of the vehicle; a display device configured to display the image; a caution point information storage unit configured to store information relating to a caution point, which is a location where use of the vehicle-mounted camera is recommended; and a control unit configured to carry out vehicle exterior image display to output the image acquired by the vehicle-mounted camera to the display device, wherein the control unit carries out the vehicle exterior image display when it is determined that the caution point is present near the acquired current location.

Abstract: In a method and a device for safely parking a vehicle, an actual distance of the vehicle from a road edge fixture is monitored relative to a specified minimum distance value during a manual or automatic parking maneuver, and upon completion of the parking maneuver, at least two wheels of the vehicle are automatically controlled to turn toward the road edge fixture in the direction of travel dependent on the actual distance relative to the specified minimum distance value.

Abstract: A vehicle has first and second portions, with a front aerodynamic element located in the first portion and a rear aerodynamic element located in the second portion. The front and rear aerodynamic elements are each independently movable to respective deployment positions between respective stowed positions and respective fully-extended positions. A controller is operatively connected to each of the front and rear aerodynamic elements and has a processor and tangible, non-transitory memory. The controller is programmed to obtain a front target position (Tf,n) for the front aerodynamic element at a current time step (n) based at least partially on at least one vehicle state parameter at a previous time-step (n?1) and a detected position (Dr,n-1) of the rear aerodynamic element at the previous time-step (n?1).

Abstract: A clutch comprising a pump is disclosed. The pump is operatively connected to the clutch such that a clutch slip event will cause the pump to delivery fluid from a fluid source to a region surrounding the friction plates of the clutch. The operation of the pump manages heat that is generated by the dynamic friction of the slipping clutch plates. The pump and associated fluid delivery methods are removably securable to an upstream end of an input shaft of the clutch. This allows the pump and associated fluid delivery methods to be used as modular components, that are easy to remove and replace for maintenance purposes, it also allows easier access to the internals of the clutch for maintenance.

Abstract: A method for limiting the amount of torque biased to a high mu wheel of a vehicle comprises processing clutch torque data to determine an electronic limited slip differential clutch torque limit, processing wheel speed data to generate mu slip data, comparing the generated mu slip data to threshold mu slip data. When the generated mu slip data is greater than the threshold mu slip data, the method comprises reducing the electronic limited slip differential clutch torque limit by a predetermined ratio.

Abstract: A method jointly estimates a state of a vehicle including a velocity and a heading rate of the vehicle and a state of stiffness of tires of the vehicle including at least one parameter defining an interaction of at least one tire of the vehicle with a road on which the vehicle is traveling. The method uses the motion and measurement models that include a combination of deterministic component independent from the state of stiffness and probabilistic components dependent on the state of stiffness. The method represents the state of stiffness with a set of particles. Each particle includes a mean and a variance of the state of stiffness defining a feasible space of the parameters of the state of stiffness.

Abstract: A head-mounted display device includes: an image-light generating unit for right eye that generates image light from image data for right eye and emits the image light; an image-light generating unit for left eye that generates image light from image data for left eye and the image light; a light guide units that guide the emitted image lights to the left and right eyes of the user; and a display control unit that transmits control signals for controlling the emission of the image lights respectively to the image-light generating unit for right eye and the image-light generating unit for left eye. The display control unit transitions, according to a condition set in advance, the head-mounted display device to a power saving state for causing one of the image-light generating unit for right eye and the image-light generating unit for left eye to stop the emission of the image light.

Abstract: A vehicle clutch control device is provided for switching from a two-wheel drive traveling to a four-wheel drive traveling. The vehicle clutch control device includes a dog clutch that separates a rear wheel drive from a front wheel drive by releasing the dog clutch, an electronically controlled coupling that distributes a driving force of a transverse engine to left and right rear wheels in accordance with a clutch connection capacity, and a four-wheel drive control unit. The four-wheel drive control unit switches the drive mode to one of a disconnect two-wheel drive mode in which the dog clutch and the electronically controlled coupling are released, a connect four-wheel drive mode in which the dog clutch and the electronically controlled coupling are engaged, and a stand-by two-wheel drive mode in which the dog clutch is engaged while the electronically controlled coupling is released.

Abstract: A hydrostatic traction drive system of a mobile machine has a first hydraulic traction motor associated with a first vehicle side and a second hydraulic traction motor associated with a second vehicle side. The hydraulic traction motors are operated in an open circuit and are jointly supplied with hydraulic fluid by a single hydraulic pump. The first hydraulic traction motor is controlled by a first control valve and the second hydraulic traction motor is controlled by a second control valve. The first hydraulic traction motor and the second hydraulic traction motor are each variable displacement motors with an electrically variable displacement volume, and the first control valve and the second control valve are electrically actuatable control valves.

Abstract: A method for controlling torque intervention in a power split-parallel hybrid vehicle comprises a determination step, in which whether the torque intervention for controlling the driving force of the vehicle is requested. Upon the torque intervention request, a driver's requested torque and an intervention torque for the torque intervention are determined in a decision step. When a torque intervention request time during which torque intervention is requested is below a reference time, each of driving sources is controlled together to output the driver's requested torque plus the intervention torque as a final requested torque on the basis of a current driving mode which is maintained as a driving mode just before the torque intervention is requested.

Abstract: A vehicle behavior detection device mounted on an own vehicle detects own vehicle's behavior, in particular driver's right or left turn behavior at an intersection on a roadway. The vehicle behavior detection device is a microcomputer system having a CPU capable of providing an intended direction acquiring section, a turn direction acquiring section, a coincidence judgment section and an information output section. The intended direction acquiring section obtains an intended direction toward which the own vehicle is turning. The turn direction acquiring section acquires a direction to which the own vehicle turns. The coincidence judgment section detects whether or not the intended direction coincides with the turn direction of the own vehicle. The information output section provides warning regarding wide right or left turn of the own vehicle when the judgment result indicates that the intended direction does not coincide with the turn direction of the own vehicle.

Abstract: The present disclosure relates to a system for real time control of a wheel slip of each slipping wheel of a pair of wheels associated with an axle of a motor vehicle, simultaneously and independently with real time explicit control of said motor vehicle's acceleration provided by each non-slipping wheel associated with the axle. The system makes use of a total controller and an asymmetric controller associated with the axle of the vehicle for generating two torque signals used to control the total and asymmetric dynamics respectively of the axle, and a distributor for distributing the two said torque signals into available actuators' targets. The two said controllers each contain feedback and feed forward control elements, is operable to sense wheel slippage condition of each wheel on the axle, and augments the feedback and feed forward control based on the sensed wheel slippage conditions.

Abstract: Methods and systems are provided for determining vehicle spin-out conditions including conditions indicative of a vehicle spin-out ahead of the vehicle actually spinning-out. The methods and systems receive motion parameters of a vehicle based on sensed signals from at least one vehicle sensor of an electronic power steering system and an inertial measurement unit. The method and systems estimate pneumatic trail based on a rate of change of self-aligning torque with respect to axle lateral force. The methods and systems determine vehicle spin-out conditions based on the estimated pneumatic trail. The methods and systems control at least one feature of a vehicle in response to the determined vehicle spin-out conditions.

Abstract: A wireless device includes an imaging unit having an optical axis which is identical to a radio wave direction of a directional antenna, a reference image is stored in a storage unit, a wireless communication device serving as a communication counterpart and an area around the wireless communication device are photographed at regular intervals, and a control unit compares images photographed at regular intervals with a reference image, calculates a degree of similarity through normalized cross-correlation which is hardly influenced by a change in brightness, calculates an index value indicating a state of a region serving as a monitoring target based on a degree of weighted similarity, detects an abnormality when the index value is a specific numerical value or less, and outputs alert information including the photographed image when a state in which the abnormality is detected is continued for a certain period of time.

Abstract: A window wiper system includes a wiper assembly, a window moisture sensor, a wiper torque sensor and a control module. The control module is responsive to the window moisture sensor and the torque sensor to control the operation of the window wiper assembly.

Abstract: A drivetrain system includes a controller that is programmed to, in a presence of a request for increased drivetrain torque that results in reversal of drivetrain torque direction, command an increase in drivetrain torque at a reduced rate while a value that is based on drivetrain speed difference remains within a predetermined range absent a braking torque request exceeding a threshold. The controller is further programmed to command the increase at an accelerated rate upon the braking torque request exceeding the threshold.

Abstract: A magnetic sensor may sense a magnetic field during a rotation of a wheel. The sensed magnetic field may represent a profile of the wheel during the rotation. The magnetic sensor may determine, based on the sensed magnetic field, information associated with a possible fault of at least one of the magnetic sensor or the wheel. The magnetic sensor may transmit a first set of output pulses corresponding to the profile of the wheel during the rotation. The first set of output pulses may be transmitted during the rotation of the wheel. The magnetic sensor may transmit a second set of output pulses that corresponds to the information associated with the possible fault.

Abstract: A method for controlling an active aerodynamic element in a vehicle having road wheels with tires in contact with a road surface includes receiving driver input signals and vehicle kinematics data. The driver input signals correspond to a requested aerodynamic performance operating point. Tire coefficients of friction in the longitudinal and lateral directions are provided to the controller. Desired longitudinal and lateral forces acting on the tires are determined using the input signals, kinematics data, and actual force data. Additionally, a desired total aerodynamic downforce for meeting the aerodynamic performance operating point is determined as a function of the tire forces and coefficients. A position of the aerodynamic element(s) is controlled such that the total aerodynamic downforce is achieved. A system includes the aerodynamic element(s), actuator(s), and controller. A vehicle includes the body, road wheels, active aerodynamic element(s), actuator(s), and controller.

Abstract: A driving force transmission apparatus includes: a pinion gear shaft having a pinion teeth portion, a first shaft portion extending from one side of the pinion teeth portion, and a second shaft portion extending from the other side of the pinion teeth portion; a ring gear meshing with the pinion teeth portion; a clutch housing capable of rotating relative to the pinion gear shaft on a rotation axis in coincidence with a rotation axis of the pinion gear shaft; a clutch mechanism located between the clutch housing and the first shaft portion of the pinion gear shaft; and a differential carrier accommodating the ring gear. The first shaft portion and the second shaft portion of the pinion gear shaft are supported by a first bearing and a second bearing, respectively. The clutch housing is supported by the pinion gear shaft through a third bearing fitted on the first shaft portion.

Abstract: A driving force distribution apparatus includes a basic distribution ratio calculator, a servo controller, and an adjuster. The basic distribution ratio calculator is configured to calculate a basic distribution ratio between a front driving force for front wheels and a rear driving force for rear wheels based on loads exerted on the front and rear wheels of a vehicle. The servo controller is configured to correct the basic distribution ratio so as to increase or decrease the basic distribution ratio based on a deviation between a target value of a rotation difference between the front and rear wheels and a measured value of the rotation difference between the front and rear wheels. The adjuster is configured to perform adjustment so that the rear driving force calculated based on the basic distribution ratio corrected by the servo controller does not exceed a total driving force.

Abstract: A vehicle brake hydraulic pressure control apparatus (control apparatus 100), installed in a vehicle reducing a drive torque when the vehicle is at a halt, that includes vehicle holding control section 113 for performing vehicle holding control by holding a brake hydraulic pressure when the vehicle is at a halt. The vehicle holding control section 113 is configured to release the holding of the brake hydraulic pressure based on the accelerator operation of a driver when the vehicle is at a halt and, in the releasing of the holding of the brake hydraulic pressure, release the holding of the brake hydraulic pressure completely before the drive torque of the vehicle starts increasing.

Abstract: A control device for a vehicle four-wheel drive device includes a drive source, front wheels, rear wheels, a rear-wheel differential gear, a friction clutch, and an electronic control unit. The electronic control unit is configured to correct a calculated clutch torque to decrease in a case where a four-wheel drive running is performed and it is determined that the turning direction is a direction in which the vehicle turns such that an outer wheel is a rear wheel on a side where the friction clutch is provided. The electronic control unit is configured to correct the calculated clutch torque to increase in a case where the four-wheel drive running is performed and it is determined that the turning direction is a direction in which the vehicle turns such that an inner wheel is the rear wheel on the side where the friction clutch is provided.

Abstract: A method for reducing vibration of a drive shaft of an eco-friendly vehicle includes calculating a model velocity of the drive shaft, obtaining a vibration component based on a deviation between an actual velocity of the drive shaft and the calculated model velocity, and generating a vibration reduction compensation torque for reduction in vibration of the drive shaft from the vibration component.

Abstract: A method and a system for reducing driveline speed oscillations related to a driveline resonance frequency are described. Driveline speed oscillations may be reduced via slipping a driveline clutch or adjusting torque of a driveline motor/generator. The method and system may be activated during select vehicle operating conditions.

Abstract: A rotation state of each rotating element of a four-wheel drive vehicle and an operating state of each engagement element of a disconnect mechanism, corresponding to an operating state of the disconnect mechanism, are displayed on or near a vehicle model image on a vehicle display. Thus, it is possible to inform a driver of the operating state of the disconnect mechanism at any time. Thus, the driver is able to recognize the operating state of the disconnect mechanism at any time, so the driver is able to carry out driving based on the operating state.

Abstract: A method for controlling wheel hop at a vehicle axle includes determining that one of a difference between average front and rear wheel speeds exceeds a reference difference, a frequency of a signal produced by an accelerometer mounted on the axle exceeds a reference frequency, and a frequency of a lock ring torque exceeds a second reference frequency; pulsing pressure in the wheel brakes of the axle; and reducing engine torque.

Abstract: A method for detecting and correcting vehicle reference speed, in particular when the speed undergoes a controlled reduction due to drag or regeneration torque, of an all-wheel drive vehicle. The longitudinal acceleration of the motor vehicle, and the wheel accelerations are determined by sensors. The method is to provide reliable determination of the vehicle reference speed and the initiation of corrective measures once a controlled reduction has been recognized. The steps include filtering the wheel accelerations, filtering the longitudinal accelerations, forming a corrected longitudinal acceleration by applying a safety offset and a correction offset to the filtered longitudinal acceleration, and temporal integration of the difference between the corrected longitudinal acceleration and the respective wheel acceleration.

Abstract: A straddled vehicle includes a front wheel, a rear wheel, an engine which generates a driving force and rotates the rear wheel with the driving force, a front wheel brake and a rear wheel brake which lowers the rotation speed of at least the rear wheel, a first detector which acquires and outputs a pitch rate, a second detector which detects and outputs information concerning rotation of the front wheel, and an ECU including a front wheel lift determination circuit which monitors respective outputs from the first detector and the second detector to determine whether a front wheel lift exists based on at least one of the pitch rate and information concerning rotation of the front wheel. When the front wheel lift exists, the ECU controls the driving source or the braking device so that the driving force is lowered or the rotation speed of the rear wheel is lowered.

Abstract: Systems and methods to adjust the operation of various vehicle control systems to improve performance based on detection of a condition in which the vehicle is in an unloaded or reduced normal force state. In one embodiment, the system includes a vehicle control system, a sensor module, and a controller. The controller is configured to receive sensor values from the sensor module. The controller is further configured to determine vehicle motion characteristics based on the sensor values. The controller is further configured to determine that an unloaded state exists when the values of the vehicle motion characteristics exceed threshold values. The controller is further configured to activate countermeasures when the controller determines that the unloaded state exists.

Abstract: A computer program and method for controlling a drive system of a harvester or other agricultural vehicle. The computer program calculates an inner motor displacement reduction of an inner motor of the drive system and a pump displacement reduction of a variable displacement pump of the drive system. By reducing the pump displacement in addition to the inner motor displacement, a speed of the harvester is maintained while turning.

Abstract: The present invention relates to an electric power steering apparatus for determining whether a driver keeps hold of a steering wheel and a control method thereof that can calculate a steering torque model value from a steering torque value, steering torque information, and a steering torque model equation, and can accurately determine whether the driver keeps hold of the steering wheel by using a result obtained by comparing the steering torque model value with first and second reference torques and the counter value of a counter that is updated according to the comparison result.