Abstract: A method of reconstructing a detected faulty signal. A roll sensor fault is detected by a processor. A signal of the detected faulty roll sensor is reconstructed using indirect sensor data. The reconstructed signal is output to a controller to maintain stability.

Abstract: Methods and systems are provided for classification of the type and weight of a trailer being towed by a vehicle. The classification is based on a comparison between a real-time road gradient as determined by the vehicle system and an expected road gradient as determined from an off-board or an onboard map. Vehicle operations may be adjusted based on the classification of the attached trailer.

Abstract: The present application discloses an intelligent driving system with an embedded driver model. The system includes a driver model module that can tune vehicle performances according to driving characteristics of a driver and road environment. Applying the system provided by the present application to vehicle control systems, the driver's visual and tactile information may be taken into account when driving a vehicle, so as to tune vehicle performances to allow the vehicle to adapt itself to the individual driver.

Abstract: A system of computers configured to perform particular operations or actions by virtue of having software, firmware, hardware, or a combination of them on the system that in operation causes or cause the system to perform the actions. One general aspect includes a system, including a computer programmed to control each of an autonomous vehicle propulsion, steering, and braking, where the vehicle is subject to autonomous control. The system makes a first determination, based on data from a vehicle sensor, of availability of a vehicle parking area and makes a second determination, based on at least a geolocation of the vehicle, a system fault, a conditional boundary and availability of the parking area, to autonomously park in the parking area. Other embodiments of this aspect include corresponding computer systems, apparatus, and computer programs recorded on one or more computer storage devices, each configured to perform the actions of the methods.

Abstract: A vehicle travel control apparatus includes an actuator and an electronic control unit. The electronic control unit is configured to determine whether a driver of a vehicle is in an abnormal state where the driver loses an ability of driving the vehicle. The electronic control unit is also configured to stop the vehicle at an abnormality determination time point onward, and control a vehicle speed by using the actuator such that the vehicle speed does not become lower than a lower limit vehicle speed in a period from the abnormality determination time point to a time point when the vehicle is stopped. The lower limit vehicle speed is set in accordance with a road shape influencing timing when a driver of another vehicle traveling behind the vehicle visually recognizes the vehicle.

Abstract: The vehicle running control apparatus (driving support ECU 10) determines whether or not the driver of the vehicle is in an abnormal state in which the driver has lost an ability to drive the vehicle, and stops the vehicle by reducing the vehicle speed to 0 after an abnormality determination time point when the driver is determined to be in the abnormal state. The vehicle running control apparatus predicts a position at which the vehicle stops when the vehicle speed is reduced at a predetermined deceleration, when the predicted stop position is not within a stop prohibited area (for example, a curved road and a section within a predetermined distance from a point at which the road changes from the curved road to the straight road), it decelerates the vehicle with the deceleration and stops the vehicle. In contrast, the vehicle running control apparatus makes the vehicle ran with a constant speed when the predicted stop position is within the stop prohibited area.

Abstract: Systems and methods implemented in algorithms, software, firmware, logic, or circuitry may be configured to process data and sensory input to determine whether an object external to an autonomous vehicle (e.g., another vehicle, a pedestrian, road debris, a bicyclist, etc.) may be a potential collision threat to the autonomous vehicle. The autonomous vehicle may be configured to implement active safety measures to avoid the potential collision and/or mitigate the impact of an actual collision to passengers in the autonomous vehicle and/or to the autonomous vehicle itself. Interior safety systems, exterior safety systems, a drive system or some combination of those systems may be activated to implement active safety measures in the autonomous vehicle.

Abstract: A device and method for safety stoppage of an autonomous road vehicle having a localization system and sensors for monitoring the vehicle surroundings and motion, and a signal processing system for processing sensor signals enabling an autonomous drive mode. A processor continuously predicts where a drivable space exists, calculates and stores a safe trajectory to a stop within the drivable space, determines a current traffic situation, and determines any disturbances in sensor data, vehicle systems or components enabling the autonomous drive mode. If an incapacitating disturbance is determined, a request for a driver to take control is signaled and it is determined if the driver has assumed control. If not, the vehicle is controlled to follow the most recent safe trajectory to a stop in a safe stoppage maneuver during which, or after, one or more risk mitigation actions adapted to the determined current traffic situation are performed.

Abstract: A control system 9 according to the present invention is mounted on a moving object. The control system 9 includes: an observing device 92 which transmits observation result data indicating an observation result of surroundings of the moving object; a first control instruction device 91 which transmits first control data indicating the control contents determined based on the observation result data; a movement control device 93 which controls movement of the moving object; and a relay device 95 which relays the first control data transmitted from the first control instruction device 91, to the movement control device 93. When a second control instruction device 94 which transmits second control data indicating the control contents determined based on the observation result data is provided to the control system 9, the relay device 95 transmits the second control data instead of the first control data, to the movement control device 93.

Abstract: Disclosed herein is a method and arrangement for monitoring and adapting the performance of a fusion system of an autonomous road vehicle. A drivable area is determined by combining a localization function and high density map data. Information on surrounding objects is determined, comprising determining the localization and classifying the surrounding objects, estimating their physical property states, and assigning them extension descriptions. Information on the drivable area and surrounding objects is condensed into observed areas, monitored by sensors of the environmental perception function with a predetermined degree of certainty, and prioritized objects, represented by classes, state estimates and extension descriptions.

Abstract: Provided is a method for propulsion of a vehicle, said vehicle comprising at least one power source for providing power to at least one drive wheel of said vehicle. The method includes, when said vehicle is to be driven along a first path: determining a torque profile for use in controlling said first power source when driving said vehicle along at least a first segment of said first path; determining said torque profile on the basis of an estimated representation of a demand for torque when driving said vehicle along said first segment; when determining said torque profile, reducing variations in torque delivered by said power source by allowing increased variations in speed of said vehicle; and when said vehicle is driven along said first segment of said first path, controlling torque delivered by said at least one power source according to said determined torque profile.

Abstract: A cruise control system for a vehicle includes a controller configured to maintain a speed of the vehicle about a setpoint, and in response to predicted brake capacity falling below a threshold based on predicted brake fade, reduce the setpoint and downshift a transmission of the vehicle to increase negative torque to reduce brake fade. Also, a powertrain of a vehicle includes an engine, an automatic transmission coupled with the engine, and a controller. The controller is configured to maintain a speed of the vehicle about a setpoint, and in response to a predicted brake capacity falling below a threshold based on predicted brake fade, reduce the setpoint and downshift the transmission to increase a negative torque.

Abstract: A vehicle control system and method for operating a host vehicle based on geographic location. The system includes a distance sensor, a location sensor, a user interface, and a controller including an electronic processor and a memory. The controller is communicatively coupled to the distance sensor, the location sensor, the speed control, and the user interface, and is configured to receive a distance signal from the distance sensor indicative of a distance between the host vehicle and another vehicle. The controller receives a location signal from the location sensor indicative of a location of the host vehicle and a control signal from the user interface indicative of a desired mode of operation of the vehicle control system. The controller performs a driver assistance function associated with the desired mode of operation and adjusts a tolerance of the driver assistance function based on the location of the host vehicle.

Abstract: A method for stopping of a motor vehicle including providing a creep torque via a drive train of the motor vehicle and then increasing, independently of the driver, engine speed of a drive engine of the drive train to increase a drive torque of the drive engine and simultaneously increasing, independently of the driver, a braking torque of a brake system of the motor vehicle to balance the drive torque and the braking torque of the motor wherein the maximum braking torque is as great as the creep torque during a standstill of the motor vehicle. The method then maintains the braking torque and simultaneously reduces the engine speed of the drive engine to point at which the motor vehicle comes to a standstill.

Abstract: A system for operating a vehicle is disclosed. The vehicle is operated in a first driving state corresponding to a first set of logic for operating the vehicle, the first set of logic including logic for performing a first action at the vehicle in response to a determination that a first condition exists in the surroundings of the vehicle. That state change criteria for transitioning from the first driving state to a second driving state are satisfied is determined. In response to the determination, the vehicle is operated in the second driving state corresponding to a second set of logic, different from the first set of logic, for operating the vehicle, the second set of logic including logic for performing a second action, different from the first action, at the vehicle in response to a determination that the first condition exists in the surroundings of the vehicle.

Abstract: The intent to exit a vehicle when a driver attempts to exit a vehicle is detected by an exit intent detection unit, and regardless of whether or not the shift range other than the parking range is detected by a shift range detection unit, a securing control unit controls a vehicle securing unit and secures the vehicle when an intent to secure is detected by a securing intent detection unit. Thus, unintended vehicle movement after exiting is suppressed by securing the vehicle in a stopped state during exiting.

Abstract: An autonomous driving system for a vehicle, including: a computer unit configured to evaluate surroundings-related and vehicle-related data using sensors and performs an autonomous driving operation based on the data, in which a driver command is initiated by an interaction of the driver and is implemented by the autonomous driving system if this is possible following an evaluation of the data. Also described is a related method.

Abstract: A vehicle includes an engine, a continuously variable transmission, an engine stop system, and a brake system. The brake system is configured to control a braking force of the wheel based on an operation state of a brake operating portion that is operated by a driver. The brake system includes a braking force adjusting device. The braking force adjusting device includes an actuator and an electronic control unit. The actuator is configured to adjust a braking force of the wheel. The electronic control unit is configured to, when the engine stop system stops the driving of the engine, control the actuator such that slip of a belt of the belt-type continuously variable transmission relative to the pulley becomes less than or equal to a predetermined allowable limit.

Abstract: The invention provides a road surface condition determining system with improved accuracy. In the system, a plurality of vehicles Wi are used, each equipped with on-board sensors (11, 12) for acquiring vehicular information, which is information on the behavior of the vehicle during travel, a feature value calculating means (13) for calculating a plurality of feature values to be used in estimating the condition of the road surface on which the vehicle is traveling from the vehicular information acquired by the on-board sensors (11, 12), and a transmitter 16 for transmitting the feature values to the outside of the vehicle. A server (20) has a data storage means (22) for accumulating the plurality of feature values from the plurality of vehicles. A road surface condition determining unit (30) determines a road surface condition using the accumulated feature values. And the system determines the road surface condition at the location within a predetermined range within a predetermined space of time.

Abstract: The present disclosure relates to system for controlling operation of machine. The system includes fatigue detection unit configured to generate a signal indicative of fatigue parameter of an operator of the machine. The system includes proximity sensing unit to capture image of a surrounding area of the machine. The system further includes a controller, configured to determine fatigue condition of the operator and to detect presence of an obstacle in the surrounding area of the machine. The controller is further configured to generate a warning signal based on the fatigue condition of the operator and the captured image of the surrounding area of the machine. The controller is configured to communicate signal indicative of the action of the operator with a control module of the machine. The control module autonomously control operation of the machine based on a signal indicative of the action of the operator.

Abstract: Embodiments of the invention provide a system and a method for monitoring alertness of an operator. At least one continuous wave radar device can be used to detect an indicator of a biological parameter for the operator. A value for the biological parameter can be determined based upon the detected indicator. A level of alertness of the operator can be determined based upon the determined value for the biological parameter.

Abstract: A drive support device includes a vehicle information obtainment unit configured to obtain vehicle information including a plurality of driving support levels provided by the drive support device installed in a vehicle, and a position of the vehicle or time; and a vehicle information recording unit configured to record the vehicle information obtained by the vehicle information obtainment unit on a vehicle information storage unit. The vehicle information recording unit records the position of the vehicle or the time, and the driving support level executed at the position of the vehicle or the time, on the vehicle information storage unit.

Abstract: A method of reconstructing a detected faulty signal. A pitch sensor fault is detected by a processor. A signal of the detected faulty pitch sensor is reconstructed using indirect sensor data. The reconstructed signal is output to a controller to maintain stability.

Abstract: A control system of a vehicle includes a network, a first control module, and a second control module. The first control module measures a voltage of a battery of the vehicle and supplies power from the battery to an actuator of the vehicle based on commands received via the network. The second control module is external to the first control module, transmits the commands to the first control module via the network, and, in response to diagnosing a loss of communication with the first control module, controls an alternator of the vehicle to increase the voltage of the battery. In response to diagnosing a loss of communication with the second control module, the first control module supplies power to the actuator based on predetermined data stored in the first control module.

Abstract: The driver preferences system can determine driver habits and preferences based on output from a plurality of sensors. Utilizing the output from the plurality of sensors, an autonomous vehicle can operate according to the learning habits and preferences of the driver. The operator of the driver preferences system can finely adjust any habits or preferences via a driver preferences interface, as well as select preset modes including an aggressive driving mode or a cautious driving mode. Additionally, one or more driver profiles can be stored and selected via the driver preferences interface so that more than one driver can have an autonomous vehicle operator according to their personal driving habits and/or preferences.

Abstract: A vehicle control system including a driving controller, a detection section, a state prediction section, and a switching section. The driving controller controls to switch to either automated driving in which driving support is performed for at least one out of speed control or steering control of a vehicle by implementing any of plural driving modes having different levels of automated control, or manual driving performed based on operations of a driver of the vehicle on both the speed control and the steering control of the vehicle. The detection section detects a change to a surrounding environment of the driver. A state prediction section predicts a state unsuitable for the driver to drive will arise based on the change. The switching section switches the driving mode to a driving mode with a high level of automated control when the state unsuitable to drive is predicted to arise.

Abstract: A visual display for an autonomous vehicle, comprising a first display section that displays an external view of the autonomous vehicle, a second display section that displays vehicle actions that the autonomous vehicle will take and a third display section that displays alternative vehicle actions that an authorized passenger of the autonomous vehicle may select to override the vehicle actions. A decision system for an autonomous vehicle, comprising an input sensor to collect information from passengers to determine if a passenger is an authorized passenger and a display section that displays alternative vehicle actions that an authorized passenger of the autonomous vehicle may select to override vehicle actions of the autonomous vehicle.

Abstract: Disclosed is a vertical rope climbing inspection robot for an ultra-deep vertical shaft steel-rope guide. The vertical rope climbing inspection robot comprises an explosion-proof shell, a driving mechanism, a wheel mechanism, a clamping mechanism, a carrying mechanism and an electric control device. The explosion-proof shell comprises an upper driving shell (2), a lower driving shell (5), a driver shell (9), an electric control device shell (8) and a carrying mechanism shell (11). The driving mechanism comprises an upper driving part, a lower driving part and an electric motor driver (21). The wheel mechanism comprises an upper driving wheel part, an upper left side driven wheel part, an upper right side driven wheel part, a lower driving wheel part, a lower left side driven wheel part and a lower right side driven wheel part. The clamping mechanism (16) comprises a left side clamping part and a right side clamping part.

Abstract: A rail vehicle for transporting people, which is in the form of an articulated train-type multiple unit, includes at least two car bodies. Adjoining car bodies are supported on a common central running gear and end car bodies are additionally supported on end running gears. All of the running gears have a distance between the centers of the bogies of two adjoining running gears of from 18 to 21 m, and the end car bodies have a length of from 24 to 27 m.

Abstract: The railroad vibration control device includes a first cylinder device and a second cylinder device, the first cylinder device includes a first cylinder body, a pump configured to supply hydraulic pressure to the first cylinder body, and a hydraulic pressure circuit configured to adjust a thrust force generation direction and a thrust force of the first cylinder body, the second cylinder device includes a second cylinder body and a damper circuit configured to cause the second cylinder body to function as a damper, and the hydraulic pressure circuit and the damper circuit are the same circuit.

Abstract: A event recorder system carried on-board a locomotive may include a controller configured to receive data from one or more of a train management system, a cab signaling system, an energy management system, an exhaust aftertreatment monitoring system, a braking system, a communications management system, and an operator fatigue or distraction monitoring system. The data may include one or more of video data, audio data, sensor output data, GPS map data, scanned image data of an operator in a cab of the locomotive, and operational data associated with operation of the locomotive during a trip.

Abstract: The invention relates to a device and a method for monitoring an electric network in a rail vehicle. The electric network includes at least one power converter, at least one permanent magnet machine, and at least one first phase line for the electrical connection of the at least one power converter and the at least one permanent magnet machine. The first phase line is interrupted. A potential difference is determined between a machine-side part of the first phase line and a reference potential and a potential-difference-dependent variable, wherein a speed of the permanent magnet machine and, as a function of the speed, a speed-dependent reference variable are determined. A deviation of the potential-difference-dependent variable from the speed-dependent reference variable is determined, wherein a network fault is detected if the deviation is greater than a predetermined threshold value.

Abstract: A train speed profiling system for use in connection with a train management system that can generate a virtual profile of a predetermined route having an estimated time of arrival at a destination based on data specific to the route and the actual train that will travel on the route. The virtual profile may be adjusted for any acceleration and any deceleration required by the train, and then optimized for reduced fuel consumption by reducing braking effort and improving coasting opportunities over the route if the estimated time of arrival is earlier than a desired time of arrival. The virtual profile may further be conformed so that the estimate time of arrival matches the desired time of arrival within a narrow threshold.

Abstract: System and method for a virtual crossing alert system that provides a notification, an alert, or a command to an alert receiving system depending on the spatial relationships of actors within a specified area.

Abstract: A collapsible cart (10) having a frame (12), a tongue assembly (22), at least one axle (14) and a base (34). The tongue assembly (22) may be configured to releasably couple the frame (12) to a receiver hitch. The axle (14) may be operatively connected to at least one wheel assembly (16). The axle (14) may also be operatively connected and rotatable relative to the frame (12). The base (34) may be operatively connected to the frame (12). The collapsible cart (10) may have at least one retaining wall (24, 26, 28, 30, 32), and/or wheel bracket (17).

Abstract: A takedown utility cart includes rectangular platforms each having four corners, each platform including a main panel having four beams; four sets of post sections, each set secured through one corners of the platforms; two side walls each threadedly fastened between sides of two adjacent platforms; a rear panel having two sides threadedly secured to rear ends of the side walls respectively so that an open space is defined by the platforms, the side walls, and the rear panel; at least one drawer retractably mounted in the space; and a lock assembly mounted on the rear panel for locking or unlocking the drawer.

Abstract: Compactible wagons are provided having at least two operational configurations. The compactible wagon has a first unfolded configuration where the first and second set of wheels are space apart by a horizontal platform, and where the wagon has one or more sidewalls, and at least a second compacted configuration where the horizontal platform is folded into a vertical configuration and the first and second set of wheels are disposed next to each other. The compactible wagon can have one or more additional configurations, including at least an unfolded configuration without sidewalls and/or an extended configuration where one or more of the sidewall are disposed to extend the surface area of the horizontal platform of the wagon. Many different rigid and flexible sidewalls may be used with the wagon.

Abstract: A collapsible seat assembly is mounted on a frame of a stroller, and includes a joint member, a backrest support member, a leg support member and a locking mechanism. Each of a pivot portion of the backrest support member and a pivot portion of the leg support member is pivotably mounted on the joint member. The locking mechanism is disposed between the pivot portions to lock or unlock the backrest and leg support members. The locking mechanism is configured to be actuated to move from a locking position to an unlocking position by the operation of the frame of the stroller from an unfolded state to a folded state. A stroller having the collapsible seat assembly is also disclosed.

Abstract: A child stroller apparatus includes a handle frame having a first side segment fixedly connected with a first coupling part, a front leg frame having a second side segment fixedly connected with a second coupling part, a rear leg frame having a third side segment fixedly connected with a shell, the third side segment being respectively connected pivotally with the first and second coupling parts, a linking member received at least partially inside the shell and respectively connected pivotally with the first and second coupling parts about two different pivot axes, the handle frame and the front leg frame being thereby rotationally linked to each other, and a latch disposed adjacent to the first coupling part, the latch being operable to rotationally lock the handle frame with respect to the rear leg frame so as to lock the infant stroller apparatus in an unfolded state.

Abstract: A device for transporting children. The transportation device includes a base and sidewalls extending therefrom, forming an interior volume. Wheels extend from a lower side of the base and a foldable seat is affixed to at least one sidewall. A pair of doors are hingedly attached to opposing sidewalls, which allow a child ingress and egress from the transportation device. The folding seat allows the transportation device to include an increased capacity to hold objects when not in use by the child.

Abstract: A trailer for being pulled by a motor vehicle, the trailer comprising a chassis having a front section, a first side section and a second side section, wherein the front section comprises coupling means for being coupled to a motor vehicle. The trailer further comprises a first and a second bogie, each bogie having two wheels, the first bogie being connected to the first side section of the chassis in a first pivoting coupling and the second bogie being connected to the second side section of the chassis in a second pivoting coupling. The trailer comprises a first and a second runner extending in the driving direction of the trailer and the first and second runners are moveable between an on-road position and an off-road position, and the first runner is mechanically coupled to the first bogie and the second runner is mechanically coupled the second bogie so that the runners may pivot relative the chassis.

Abstract: A vehicle and a steering unit can improve safety. A vehicle includes a steering wheel and a touchpad disposed on the steering wheel. The vehicle enables control of a controlled apparatus by a gesture on the touchpad of the steering wheel upon detecting a predetermined pressure on the touchpad of the steering wheel and provides a tactile sensation from the touchpad in accordance with the gesture on the touchpad of the steering wheel.

Abstract: A steering wheel and column assembly for a vehicle includes a steering column housing and a steering column shaft rotatably coupled to the steering column housing. A steering wheel includes a central hub coupled to the steering column shaft and a steering wheel rim connected to the central hub by one or more spokes extending radially from the central hub. A dampening system cooperates with the steering wheel and includes at least one mass damper body disposed adjacent to central hub. One or more vibration damping elements extend at least partially through the at least one mass damper body and the central hub. One or more resilient support members cooperate with the at least one mass damper body, central hub and the one or more vibration damping elements to absorb vibrations in the steering wheel and column assembly.

Abstract: A directional control system for a hybrid transportation vehicle for ground and air transportation. The vehicle has at least one steerable wheel for use in ground operation, the wheel being connected to a steering mechanism, wings having moveable control surfaces, and a tail having a moveable control surface. The system has a first shaft having a first control input at one end, wherein the first shaft is linked to the steering mechanism and a second shaft that extends through the first shaft and is independently rotatable and slidable with respect to the first shaft. The second shaft has a second control input at one end, a first linkage configured to transmit a rotational movement of the second shaft to control the moveable control surfaces on the wings, and a second linkage configured to transmit an axial movement of the second shaft to control the moveable control surface on the tail.

Abstract: A system for automatically adjusting a steering wheel of a vehicle may include a controller configured to generate a control signal for retracting a steering wheel to a collapsed position. The steering wheel may include a first half and a second half, and the system may include an actuator configured to collapse the steering wheel in response to the control signal. The actuator may be configured to fold the first and second halves of the steering wheel in a direction orthogonal to a direction of a longitudinal axis defined by a steering column, and retract the steering wheel along the direction of the longitudinal axis, towards a dashboard.

Abstract: A steering device includes: an inner column having a first hole opened therein; an outer column having a slit; an outer column bracket clamping the outer column along with a telescopic friction plate; a rod supporting the telescopic friction plate; an inner column bracket supported by the telescopic friction plate and having a second hole opened therein; a shear pin separably connecting the inner column and the inner column bracket to each other at a position across the first hole and the second hole; and a rotation stopper provided at a rear side in relation to the rod and contacting the telescopic friction plate when the telescopic friction plate rotates about the rod in the event of a secondary collision.

Abstract: A rack-and-pinion steering for a motor vehicle, having a rack which has a longitudinal axis, a rack housing in which the rack is guided for axial displacement, and at least one end stop damping assembly for the rack, the end stop damping assembly being received in the rack housing, the end stop damping assembly including a compression body for damping an end stop and a stop member which is mounted to the rack housing for limited displacement in the axial direction, the stop member resting against a first supporting surface of the rack housing at least partly by means of the compression body in a first axial direction and resting against a second supporting surface of the rack housing in an opposite, second axial direction.

Abstract: A variable steering angle steering device rotationally drives a rotational element using a steering angle ratio adjustment motor so as to change the relationship between the amount of rotation of a first rotating shaft and the amount of rotation of a second rotating shaft, thereby changing the relationship between the amount of steering of the steering wheel and the amount of change in steering angle. The steering angle ratio adjustment motor is supported and fixed at a part of a steering column forward than a portion at which the steering column is supported with respect to a support frame. In the event of primary collision, the steering angle ratio adjustment motor collides with the support frame and is thereby prevented from being displaced rearward beyond the support frame.

Abstract: There is provided a torque transmission joint configured to transmit torque between end portions of a driving shaft and a driven shaft arranged in series in an axial direction. An outer-diameter-side concave-convex portion is formed on an inner periphery of one shaft of the driving shaft and the driven shaft or a member fixed to the one shaft, an inner-diameter-side concave-convex portion is formed on an outer periphery of the other shaft or a member fixed to the other shaft, and the outer-diameter-side concave-convex portion and the inner-diameter-side concave-convex portion are engaged with a circumferential gap being interposed therebetween. An elastic member is provided between the end portion of the driving shaft and the end portion of the driven shaft either directly or via another member such that torque can be transmitted between the driving shaft and the driven shaft.

Abstract: A steering assist system for a vehicle comprises a steering assist module configured to determine a baseline assistance force to be applied to a steering system of the vehicle, and a transient disturbance compensation module configured to determine a transient compensation force to compensate for transient conditions that urge the vehicle to deviate from a straight path. The transient compensation force is based at least partially on the determined baseline assistance force. The system also includes a steady-state disturbance compensation module configured to determine a steady-state compensation force to compensate for steady-state conditions that urge the vehicle to deviate from the straight path, the steady-state compensation force being based at least partially on the determined baseline assistance force. Methods relate to controlling steering systems.