Abstract: A computer-implemented method, system, and/or computer program product controls a driving mode of a self-driving vehicle (SDV). One or more processors compare a control processor competence level of the on-board SDV control processor that autonomously controls the SDV to a human driver competence level of a human driver in controlling the SDV while the SDV experiences the current operational anomaly. One or more processors then selectively assign control of the SDV to the on-board SDV control processor or to the human driver while the SDV experiences the current operational anomaly based on which of the control processor competence level and the human driver competence level is relatively higher to the other.

Abstract: Methods and apparatus are disclosed to alter the driving profile of a vehicle. An example method disclosed herein determines, based on a user selection, a desired driving profile to apply to a vehicle. The example method includes identifying a set of alterations to operating parameters of vehicle systems associated with the desired driving profile. The example method includes determining a subset of the set of alterations that the vehicle can execute, and in response to determining the subset that the vehicle can execute, applying the subset to the vehicle to produce the desired driving profile.

Abstract: A mobile machine includes an operator cabin, one or more optical sensors in the operator cabin and one or more computing devices. The one or more computing devices are configured to detect a first movement of an operator in the operator cabin using data from the one or more optical sensors, and to perform a first action on an attachment associated with the machine, wherein the first action is in response to, and is associated with, the first movement.

Abstract: A transport device for transporting goods includes at least one track and at least one transport vehicle which is configured to travel on the track and to transport the goods. The transport vehicle has at least one vehicle-side or on-board drive for moving the transport vehicle relative to the track. In order to enhance the performance of the transport device in a simple and cost-effective manner, the track has at least one track-side or in-track drive for moving the transport vehicle relative to the track at least in sections.

Abstract: A manway assembly features a nozzle featuring a groove. A cover is attached to the nozzle and may be pivoted between open and closed positions. Retainers secure latch segments to the cover so that they may slide with respect to the cover. A latching mechanism moves the latch segments into and out of engagement with the groove of the nozzle sidewall when the cover is in the closed position. The latching mechanism may include a screw rod that is turned to move the latch segments. The nozzle may also include a nozzle rim that is provided with the manway assembly and secured to a remaining portion of the nozzle. The nozzle assembly may also include an outer cover attached to the nozzle in a hinged fashion and adapted to cover the manway cover when in the closed position to protect the latching mechanism from the environment and tampering.

Abstract: A brake trolley (28) for a continuous belay system comprising a body portion (29) and a stopper (42) connected to the body portion and configured to abut against the pulley. The body portion comprising a slideable support tube (30) configured to be mounted around a riding cable (2), a connection flange (34) attached to a first end of the slideable support tube and configured to be attached to the traction member, and a spacer plate portion (38) attached to the second end of the slideable support tube and interconnecting the stopper to the slideable support tube. The connection flange and the spacer plate portion both extend in transverse directions in relation to an axial direction (A) of the slideable support tube, and the thickness (w1, w2) of the spacer plate portion and the connection flange are smaller than an external diameter (D) of the slideable support tube.

Abstract: A brake caliper for a disk brake or to a disk brake with a brake caliper for rail vehicles. A brake caliper has caliper arms at which at the ends brake shoes are mounted and which are pivotally driven against each other by a brake cylinder. The brake caliper or disk brake has the advantage that the brake cylinder and the wear adjusting device are contained in a common housing and that the wear adjusting device acts along the same linear axis of movement as the force which is generated between two carriers which are pivotally connected to the caliper arms and drive the same for pivoting in order to subject the brake shoes to tension against each other.

Abstract: A device for restricting movement of a carriage that is used to convey vehicles and workers in an assembly line in a factory for assembling complete vehicles includes a hold-back device for the carriage which can prevent an accident caused by equipment failure and improves an operating rate by implementing a new conceptual hold-back system which allows a cam roller operated by a cylinder to come into close contact with a side surface of the carriage to rotate in a direction identical to a carriage movement direction, and provides a load to the carriage by using back pressure/discharged air from the cylinder so as to prevent an increase in gap between carriages.

Abstract: A system to arm one device with another device on a freight train having a locomotive and a last car is provided. The system comprises an end of train (EOT) device disposed in the last car of the freight train and a head of train (HOT) device disposed in the locomotive of the freight train. The EOT device includes a soft button which is configured to be virtually pressed in response to an electronic command. The HOT device includes a button which is configured to be pressed by a user. A web-based service at a central server is configured to receive an initiate arming sequence command from a wireless communication device of the user and issue the electronic command to the EOT device to virtually press the soft button via a web user interface. The first radio is configured to transmit an arming request message to the HOT device for displaying on the display of the HOT device. The user is prompted to press the button of the HOT device to cause the HOT device to proceed with an arming process with the EOT device.

Abstract: A shopping cart comprises a support seat provided therein with tracks, and a support frame supporting the support seat. The support frame comprises a first support frame and a second support frame disposed across each other and rotatably connected. Bottoms of the first and second support frames are installed with wheels; and tops thereof are installed in and movable along the tracks. When in use, by moving the tops of the first support frame and the second support frame respectively to two ends of the tracks to press against them and placing goods on the support seat, the goods can be carried freely without handbags, greatly saving physical strength and being convenient and efficient; and when not in use, the shopping cart can be folded and placed in a trunk of a vehicle for later use, thus occupying small room due to the small size and being convenient to carry.

Abstract: A board handling apparatus transports heavy sheets of plywood, particle board, chipboard, blackboard, plastic, hardboard, acrylic, granite and the like. The board handling apparatus has a base, three wheels extending from the base, an adjustable height column extending up from the base, and an adjustable length arm extending from the adjustable height column. The adjustable length arm has an arm base for receiving a heavy sheet to be transported.

Abstract: A mother daughter cart system includes a transportable daughter cart, a moveable mother cart to which the daughter cart is selectively addable and an onboard energy generation system. With the addition of the daughter cart to the mother cart, the mother cart is coupled with the daughter cart for movement as a unit. The daughter cart includes a part support adapted to carry one or more parts, and an electrically powered actuator coupled to the part support and configured, when powered, to selectively impart movement to the part support to manipulate its position. The energy generation system includes a generator configured to convert energy from the mother cart's movement into electrical energy usable to power the actuator in the daughter cart.

Abstract: A power assist system for a wagon is provided. The power assist system provides a rotational force to one or more drive wheels under certain conditions to provide propulsion for the wagon. The power assist wagon preferably includes a drive system for providing the rotational force to the drive wheel, a control system for determining when the drive system should be activated and how much propulsion assist to provide to the drive wheel, and a power system for providing power to the drive system. The power assist wagon may also have a safety cut-off system to preclude the drive system from providing a rotational force to the drive wheel 16 even when the system is in the “on” mode.

Abstract: A ride-on vehicle is providing having a frame, a plurality of wheels connected to the frame, a receiver extending from the frame and a seat rotatedly connected in the receiver via a seat post. The receiver extends from the frame at a first acute angle greater than 0° with respect to a vertical axis, and the seat post extends from a bottom of the seat at a second acute angle greater than 0° with respect to the vertical axis. As such, when the seat is positioned in the rear facing orientation the seat is positioned at an acute angle greater than 0° with respect to a horizontal axis.

Abstract: A steering column assembly comprises a telescopic shroud having an upper shroud portion and a lower shroud portion, a support bracket having at least one arm which extends down from the bracket on one side of the lower shroud portion, a clamp mechanism which comprises a clamp pin that passes through an opening in the arm and an opening in the lower shroud portion or an opening in a rail secured to the lower shroud portion, the clamp mechanism further comprising a primary cam mechanism which is operable by a lever, whereby the clamp mechanism is arranged so that when in the clamped condition the at least one arm is clamped to the lower shroud portion or rail and the lower shroud portion is squeezed onto the upper shroud portion to fix the upper shroud portion relative to the lower shroud portion.

Abstract: A steering system of a saddle-ride type vehicle includes a front fork that includes a steering shaft at the upper end and supports a front wheel at the lower end. A steering arm is attached to the steering shaft, a steering force transmit member is turnably supported by a steering stem that is arranged in a body frame, and a steering system link that joins the steering arm and the steering force transmit member. Engage sections are arranged between the steering force transmit member and the steering assist force transmit member. The engage sections allow the steering force transmit member and a steering assist force transmit member to be engaged with each other so that the steering assist force transmit member is turned around the steering stem accompanying turning of the steering force transmit member.

Abstract: An assist motor generates a steering assist force that assists a steering force transmitted to a steering shaft. A steering assist force transmit member is turnably supported by steering stem, and an assist steering system link joins a steering arm and a steering assist force transmit member. The assist motor is disposed adjacent to an assist steering system link.

Abstract: A ball screw assembly includes a helical path for a plurality of balls to be routed through, the helical path extending from a first end to a second end. The ball screw assembly also includes a recirculation path extending from a first transition location to a second transition location. The recirculation path includes a first segment defined by a first arc portion of a first ellipse. The recirculation path also includes a second segment defined by a second arc portion of the first ellipse. The recirculation path further includes a third segment defined by an arc of a second ellipse, wherein the first ellipse and the second ellipse are disposed in a common plane.

Abstract: Methods and systems are provided for monitoring a steering system of a vehicle. In one embodiment, a method includes: receiving torque signal data corresponding to torque signals received from a torque sensor associated with the steering system; processing the torque signal data to determine an average torque value; determining a health status of an alignment of the steering system based on the average torque value; and generating at least one of a signal, a message, and a code to notify a user based on the health status.

Abstract: An apparatus and a method that include a program execution monitoring dedicated circuit connected to a CPU of a control apparatus of an on-vehicle electronic equipment that includes an execution time monitoring timer circuit, an execution sequence monitoring comparison circuit, a setting register, an other attached circuit and so on, perform monitoring of an execution sequence of a task executed by a control program of the on-vehicle electronic equipment and/or an execution time from a head address to an end address of the task executed by the control program, and enable the control of the on-vehicle electronic equipment such as an electric power steering apparatus to be continued by performing an alternative processing in the case of detecting an abnormality in the execution sequence and/or the execution time.

Abstract: Methods and systems for monitoring a driver of a vehicle are provided. In accordance with one embodiment, a system includes a sensing unit and a processor. The sensing unit is configured to at least facilitate detecting whether a driver of a vehicle is looking or has recently looked in a direction with respect to the vehicle. The processor is coupled to the sensing unit, and is configured to at least facilitate providing an action based at least in part on whether the driver is looking or has recently looked in the direction.

Abstract: A driving support device may be configured to calculate a target steering angle for allowing a vehicle to travel along a target course; set, as a reference steering angle, a steering angle when a difference between the steering angle and the target steering angle is small; calculate an indication value indicating intention of a driver's steering operation as a sum of a first product of a corrected steering angle and a steering torque, a second product of a derivative of the corrected steering angle and the steering torque, and a third product of the corrected steering angle and a derivative of the steering torque; and correct the target steering angle based on the indication value so that a target driving support torque is corrected in accordance with the intention of the driver's steering operation.

Abstract: A steering wheel control unit executes control such that a steering wheel rotates in accordance with a first target steering angle and the steering wheel rotates in accordance with a second target steering angle when a steering operation is detected. A target steering angle setting unit sets the second target steering angle that asymptotically approaches an actual steering angle from the first target steering angle with the lapse of time, during a period from when the steering operation is detected during the automated driving until when an end of the steering operation is detected, and sets the second target steering angle that asymptotically approaches the first target steering angle with the lapse of time after the end of the steering operation is detected. After the steering operation takes place, the reaction force gradually decreases. After the steering operation ends, the reaction force gradually increases.

Abstract: A vehicle steering control apparatus obtains lane information of a traveling lane and performs, based on the lane information, a steering control. The vehicle steering control apparatus includes a first-target-control-amount calculator, a second-target-control-amount calculator, a limit value calculator, and a steering control executing unit. The first-target-control-amount calculator calculates, based on image information, a target control amount of the steering control as a first target control amount. The second-target-control-amount calculator calculates, based on own vehicle position information and map information, a target control amount of the steering control as a second target control amount. The limit value calculator calculates a limit value of the first target control amount, based on the second target control amount as a reference.

Abstract: A steering assistance control apparatus includes a positional deviation calculator, a relative yaw angle calculator, a target value calculator, and a steering driver. The positional deviation calculator calculates a lateral positional deviation between an own vehicle and a preceding vehicle, based on a detection signal by a sensor. The relative yaw angle calculator calculates a relative yaw angle, in which the relative yaw angle is an angle formed by a traveling direction of the own vehicle and a traveling direction of the preceding vehicle. The target value calculator calculates a steering-related control target value, based on the lateral positional deviation and the relative yaw angle. The steering driver that drives a steering mechanism, based on the control target value.

Abstract: The simultaneous actuating mechanism for parallel axis rotors includes a base and a plurality of rotating rotors mounted in spaced relation inside the base, the rotors having parallel axes of rotation. A crank pin extends from each rotor at a position offset from the corresponding axis of rotation. A driving assembly is coupled to the crank pin of all the rotors. Operation of the driving assembly causes simultaneous rotation of the rotors to facilitate various mechanical functions, such as threading, steering, and reciprocation of multiple elements.

Abstract: A steering wheel includes: a cylindrical slider which is disposed on an outer side of a support member so as to slide in a front-to-rear direction and which is biased to the rear; a cap member which covers at least respective rear end portions of the support member and the slider from the rear; a movable-side contact portion which is provided inside the cap member; an annular damper holder which is mounted inside the cap member; an annular elastic member which is interposed between the slider and the damper holder; a transmitting portion which is provided in an inner circumferential portion of the damper holder; and a movement catch portion which is provided on an outer circumferential portion of the slider so as to be positioned immediately before the transmitting portion and to which a forward movement of the damper holder is transmitted through the transmitting portion.

Abstract: The invention relates to a steering device for an articulated tracked vehicle comprising a front and a rear vehicle unit, wherein said steering device comprises a substantially vertical steering link about whose axis said front and rear vehicle units are pivotable. The vertical steering link is arranged substantially centrally of the front vehicle unit, and the steering device comprises a steering bearing configuration comprising an outer bearing ring arranged to be attached to a centre bean of said front vehicle unit, and an inner bearing ring rotatbly arranged relative to said outer bearing ring via a bearing about the axis of the steering link.

Abstract: There is provided an estimated steering angle calculation device for a vehicle capable of suppressing deterioration in accuracy of an estimated steering angle even if vehicle wheels slips or is locked due to acceleration or deceleration of the vehicle. Although, when being accelerated during turning, tire gripping force of front wheels serving as a driving wheel increases and a difference between wheel speeds of the front wheels decreases so that an estimated steering angle ?es relative to an actual steering angle ?act tends to decrease, the deterioration in accuracy of the estimated steering angle ?es due to this tendency can be suppressed by increasing a second contribution rate relative to the estimated steering angle ?es on the rear wheel side and decreasing a first contribution rate on the front wheel side in accordance with an accelerator opening degree.

Abstract: An apparatus includes a steering assist torque determination unit and a steering assist torque control unit. The steering assist torque determination unit determines a steering assist torque including a first component that is determined on the basis of a deviation between an actual steering angle and a target steering angle for achieving a target path determined irrespective of driver's steering. The steering assist torque control unit controls a steering assist mechanism such that the steering assist torque is applied. The ratio of the magnitude of the first component of the steering assist torque to the deviation between the target steering angle and the actual steering angle is determined on the basis of the magnitude of the deviation between the steering assist torque and the driver's steering torque in a past predetermined period.

Abstract: Even when a control mode is switched, hands-off driving handling processing can be appropriately carried out. A hands-off determination unit is configured to start measurement of a no-operation state continuation period when a no-operation state in which a driver is estimated not to be operating a steering wheel is detected, and to determine that the driver is carrying out hands-off driving when the no-operation state continuation period is more than a hands-off driving determination period. The hands-off determination unit is configured to take over, when the control mode is switched under a state in which the measurement of the no-operation state continuation period has been started, a value of the no-operation state continuation period that has been measured until the switching of the control mode, thereby continuing the measurement of the no-operation state continuation period.

Abstract: A vehicle steering device includes an electric motor; a steering angle sensor; a steering torque sensor; a wheel speed sensor; a cruise controller; and a wheel-alignment support controller configured to compute an anti-one-side pull current value fed to the electric motor for suppressing a one-side pull behavior of a vehicle. The wheel-alignment support controller calculates, according to an integrated torque value, the amount of displacement of an anti-one-side pull steering angle value that corresponds to a midpoint steering angle of a steering system for suppressing the one-side pull behavior of the vehicle. When the vehicle is under cruise control and the vehicle speed is below a first threshold Vth1, the wheel-alignment support controller makes the amount of displacement of the anti-one-side pull steering angle value smaller than that obtained when the vehicle speed is equal to or above the first threshold Vth1.

Abstract: A motor vehicle rear structure includes an underframe component to support a motor vehicle floor and in which a tunnel is formed, an axle component including a central part and two lateral parts that define a space to accommodate a component of the vehicle, an articulation device including a first articulation element and a second articulation element which are able to pivot relative to one another, and at least one front reinforcing element fixed to the second articulation element and to the tunnel. The rear structure is arranged in such a way that said at least one front reinforcing element allows at least some of a load in the direction of travel of the motor vehicle derived from the axle component to be transmitted to the tunnel.

Abstract: An impact load reduction structure includes a battery frame, a load reduction frame, and a load absorber. The battery frame is fixed to a vehicle body frame of an electrically-powered vehicle and supports a battery. The load reduction frame extends in a front-rear direction on a front side of the battery frame and is disposed in a substantially same plane as the battery frame. The load absorber is disposed between the load reduction frame and the battery frame and absorbs an impact load to be transmitted from the load reduction frame to the battery frame.

Abstract: In a vehicle-body front structure, a left upper member extends from a left front pillar to the vehicle front side. The left upper member extends substantially horizontally from the left front pillar to a left damper housing, and extends in an inclined manner from the left damper housing to the lower portion. Also, a front member extending in an inclined manner of the left upper member is formed in a substantially M shape in side view such that the front member includes three curve portions of a front curve portion, a center curve portion, and a rear curve portion formed sequentially toward the vehicle rear side.

Abstract: In a vehicle-body front structure, a bumper beam is bridged between left and right front side frames. The left front side frame includes a front load absorption portion coupled with the bumper beam, and a rear load absorption portion provided at the vehicle rear side of the left gusset. A front wall of the left gusset is housed in an inner portion of the left front side frame, and the front wall is joined with an inner side wall of the left front side frame. Further, the front wall is sandwiched between front and rear frame back plates in the vehicle front-rear direction.

Abstract: An impact load reduction structure includes a battery frame and a load reduction frame. The battery frame is fixed to a vehicle body frame of an electrically-powered vehicle and supports a battery. The load reduction frame is disposed so as to extend in a front-rear direction on a front side of the battery frame. A rear section of the load reduction frame is disposed facing a front section of the battery frame with a predetermined gap therebetween such that the load reduction frame comes into contact with the battery frame when the electrically-powered vehicle is involved in a collision.

Abstract: An onboard battery for a vehicle, the vehicle having a crushable area in which a functional component with a predetermined function is disposed, the crushable area being formed between a pair of rear side frames located apart from each other in a transversal direction, includes a housing case disposed in front of the crushable area, a holding frame that is fixed to a vehicle body and includes a frame-shaped part including a pair of first portions apart from each other in a longitudinal direction and a pair of second portions apart from each other in the transversal direction, and a battery module including a battery cell.

Abstract: A vehicle body front section structure includes a front side member, an outer side frame member, a linking member, and a reinforcing structure. The outer side frame member is disposed separated from the front side member at a vehicle width direction outer side, has a vehicle front-rear direction rear end connected to an apron section or to a front pillar, and has a vehicle front-rear direction front end side overlapping with a vehicle front-rear direction front end side of the front side member in side view. The linking member links the vehicle front-rear direction front end side of the front side member and the vehicle front-rear direction front end side of the outer side frame member, and is input with a collision load. The reinforcing structure reinforces the outer side frame member at a portion of the outer side frame member overlapping with the front side member in side view.

Abstract: A vehicle body side structure includes a left center pillar, and the left center pillar includes a pillar inner, a pillar stiffener, and a stiffener reinforcing member. The pillar inner and the pillar stiffener form a pillar closed section. The stiffener reinforcing member is arranged in the pillar closed section. The stiffener reinforcing member is joined to an upper and lower general surfaces on upper and lower sides of a hinge mount surface of a pillar stiffener. In this state, a gap is formed between the stiffener reinforcing member and the upper hinge mount surface.

Abstract: A lateral end of a cowl panel is provided with an airflow outlet duct having an airflow outlet hole in a side surface of a front fender. The airflow outlet hole is located below a rising start section of a front pillar.

Abstract: A vehicle includes a lower back panel, a rear side member, a gusset, a roof side rail, and a coupling member. The lower back panel has an outer panel and a lower back reinforcement, which is joined to the outer panel. The gusset is joined to both the lower back reinforcement and the rear side member. The coupling member is joined to both the rear end of the roof side rail and the lower back reinforcement. When viewed in the vehicle vertical direction, a region of the lower back reinforcement to which the gusset is joined overlaps with a region of the lower back reinforcement to which the coupling member is joined.

Abstract: A vehicle instrument panel attachment joint assembly includes a first bracket associated with a strut holding a portion of the instrument panel and a second bracket associated with a portion of the vehicle. The assembly is configured whereby the second bracket underlies the first bracket on attachment. One or fasteners pass first through one or more second bracket through-bores and next through one or more first bracket through-bores to attach the first and second brackets one to the other. The first bracket includes one or more associated cooperating fastener receivers aligned with the one or more first bracket through-bores.

Abstract: A reinforcement panel for the floor of a pick-up truck bed. The reinforcement panel is assembled between the floor of the pick-up truck and a fifth wheel cross member. The reinforcement panel includes transversely extending reinforcing or stiffening ribs. The stiffening ribs resist deflection in the area of the gooseneck ball receptacle.

Abstract: A vehicle framework structure includes a tunnel disposed in a central part of a floor panel of a vehicle in a vehicle width direction so as to extend in a vehicle front-rear direction, a pair of rockers, a floor lower cross structure, and a floor frame. A front end of the floor frame in the vehicle front-rear direction is connected to a front side structure provided in a vehicle front part so as to be disposed between one of the rockers and the tunnel in the vehicle width direction and to extend along the vehicle front-rear direction, and a rear end of the floor frame is connected to the one of the rockers and the floor lower cross structure.

Abstract: A motor vehicle rear structure includes an underframe component for supporting a motor vehicle floor, an axle component including a central part and two lateral parts that define, with the central part, a space to accommodate a component of the vehicle, and a pivot member including a first pivot element and a second pivot element which are able to pivot relative to one another. The rear structure is arranged such that the first and second pivot elements pivot relative to one another about an axis that is substantially horizontal and substantially perpendicular to a direction of travel of the vehicle in a frame of reference of the motor vehicle, when the first and second pivot elements are thus fixed to the central part of the axle component and to the underframe component of the motor vehicle, respectively.

Abstract: A service platform for a utility vehicle tub rail, comprising a planar platform element wider than the utility vehicle tub rail, and fastening apparatus for connecting the planar platform element to the utility vehicle tub rail. A service platform may further comprise at least one specialty fitting mounted to the planar platform element. Preferably, a service platform is modified in form for at least one specialty function, wherein the form is selected from the group consisting of slots, drink glass socket, chock, and combinations thereof. Preferably, a service platform is shaped to fit a specific tub rail for a specific vehicle.

Abstract: A multi-wheeled vehicle employing an active aerodynamic control system is described. A method for controlling the vehicle and the active aerodynamic control system includes determining states of parameters related to ride and handling of the vehicle, and determining a current tractive effort based upon the states of parameters related to ride and handling of the vehicle. A desired tractive effort is determined based upon an operator desired acceleration, and an available tractive effort is determined based upon an available downforce transferable to the wheels from the active aerodynamic control system and downforces of the wheels. The active aerodynamic control system controls the downforce on one of the wheels to control the current tractive effort responsive to the desired tractive effort.

Abstract: A method can be executed to diagnose an aerodynamic system and includes the following steps: (a) determining, via a controller, a first expected downforce acting on an aerodynamic element of a vehicle based, at least in part, on a current position of the aerodynamic element relative to a vehicle body of the vehicle, wherein an electric motor is operatively coupled to the aerodynamic element; (b) determining, via the controller, a second expected downforce acting on the aerodynamic element of the vehicle based, at least in part, on an electrical current used to move the electric motor in order to move the aerodynamic element from the current position to another position; (c) determining a deviation, via the controller, based on the first expected downforce and the second expected downforce; and (d) controlling, via the controller, the aerodynamic element based, at least in part, on the deviation.

Abstract: A method of controlling an active aerodynamic element for a vehicle includes determining a target position for the active aerodynamic element from a target aerodynamic force, which may be a given value that is provided based on dynamic conditions of the vehicle. The method actuates the active aerodynamic element to the target position and senses an aerodynamic response characteristic of the active aerodynamic element while actuated to the target position. An estimated applied aerodynamic force is determined from the aerodynamic response characteristic, and is compared to the target aerodynamic force. A force error is determined from the comparison of the estimated applied aerodynamic force and the target aerodynamic force, and a modified position for the active aerodynamic element is determined from the force error and the target aerodynamic force. The active aerodynamic element is actuated to the modified position.