Abstract: A method for controlling a mild hybrid electric vehicle includes steps of: detecting data regarding the mild hybrid electric vehicle; determining a target torque of an engine according to the detected data; determining whether knocking of the engine occurs according to the detected data; determining a retardation amount of an ignition timing when it is determined that the knocking occurs; comparing the retardation amount of the ignition timing with a value; determining a loss amount of a combustion torque of the engine according to the retardation amount of the ignition timing when the retardation amount of the ignition timing is equal to or greater than the value; determining a target torque of a mild hybrid starter & generator (MHSG) according to the target torque of the engine and the loss amount of the combustion torque of the engine; and operating the MHSG to generate the target torque of the MHSG.

Abstract: A vehicle includes an engine, an electric motor, an electrical storage device and a controller. The electric motor generates electric power by using driving force of the engine. The controller controls supply of electric power, which is at least one of electric power generated by the electric motor or electric power stored in the electrical storage device, to an outside of the vehicle. The controller selects, on the basis of setting made by a user, whether to permit or prohibit generation of electric power by using the driving force of the engine.

Abstract: Methods and systems are provided for controlling hybrid vehicle engine operation, where the vehicle engine comprises one or more cylinders dedicated to recirculating exhaust to an intake manifold. In one example, during an engine cold-start event or other event where temperature of one or more exhaust catalysts are below a temperature needed for catalytic activity, fuel injection to the dedicated exhaust gas recirculation cylinder(s) is maintained shut off, while its intake and exhaust valves are maintained activated, thus enabling the dedicated exhaust gas recirculation cylinder(s) to route air to the intake manifold of the engine, resulting in exhaust gas lean of stoichiometry that may serve to heat the catalyst. In this way, during cold start events and other events where temperature of one or more exhaust catalysts are below a temperature for catalytic activity, combustion stability issues may be avoided, and exhaust catalyst(s) rapidly heated, thereby reducing undesired tailpipe emissions.

Abstract: A system and method for controlling a hybrid vehicle having an engine, first and second electric machines coupled to a traction battery and configured to operate primarily as a motor and a generator, respectively, and a controller in communication with the engine and the first and second electric machines include increasing target engine speed from a sea level speed to deliver a demanded engine power at altitude up to an NVH engine speed limit. The system and method may reduce the demanded engine power based on an attainable engine power associated with the NVH engine speed limit. A demanded wheel power may be reduced in response to the reduced engine power.

Abstract: Methods and systems are provided for improving engine restart operations occurring during a transmission shift in a hybrid vehicle. Engine speed is controller during cranking and run-up to approach a transmission input shaft speed that is based on the future gear of the transmission shift. Engine speed is controlled via adjustments to spark, throttle, and/or fuel, to expedite engine speed reaching the synchronous speed.

Abstract: A control device executes abnormality detection processing for detecting an abnormality of a current sensor. The abnormality detection processing includes first processing which is executed in a case where, during reception of electric power from a power supply, a state of charge of a power storage device is equal to or greater than a predetermined amount and electric power is supplied to an electrically heated catalyst device. The first processing includes processing for detecting an abnormality of the current sensor by estimating a current supplied to the electrically heated catalyst device using a detection value of a charging current sensor and comparing the estimated value with a detection value of the current sensor.

Abstract: Methods and systems are provided for detecting leaks in an intake manifold of an engine. In one example, a method may include closing all intake valves of all cylinders of the engine during an engine shut down responsive to vacuum in the intake manifold reaching a pre-determined vacuum level. The method may further include indicating a leak in the intake manifold responsive to a change in a level of vacuum in the intake manifold after closing all the intake valves of all cylinders.

Abstract: The purpose of the present invention is to provide a device and method for controlling vehicle motion and a vehicle equipped with the device, such that driving force and/or braking force is properly distributed between front wheels and rear wheels so that steering characteristics are made suitable and controllability and stability improve. This device comprises a means for controlling braking and/or driving force distribution between the front wheels and rear wheels of a vehicle such that when the absolute value of lateral acceleration of the vehicle increases, the distribution to the front wheels is made smaller, and when the absolute value of lateral acceleration of the vehicle decreases, the distribution to the front wheels is made larger.

Abstract: A method for calibrating an internal sensor in a vehicle with an external sensor which is designed to detect external positional data dependent on a position of the vehicle. The method includes: detecting the external positional data using the external sensor; sending the external positional data to the vehicle and filtering the internal positional data based on the external positional data and dependent on the position of the vehicle and by an internal sensor.

Abstract: The present invention relates to a driver assistance apparatus for a vehicle, which includes a sensing unit for sensing an object located outside the vehicle, and a processor for changing a blind spot detection (BSD) zone on the basis of vehicle information and providing a signal corresponding to an alarm on the basis of the changed BSD zone, thereby varying the BSD zone for sensing other vehicles according to situation and outputting an alarm indicating a level of danger.

Abstract: Method of collision avoidance which includes: sensing parameters by a first vehicle with respect to its movement in a first direction; sensing a second vehicle having a movement in the first direction and separated from the first vehicle by a spaced distance; sensing parameters with respect to the movement of the second vehicle; responsive to sensing by the first vehicle of an imminent need to stop the first vehicle to avoid a collision with the second vehicle, calculating a braking distance between the first vehicle and the second vehicle; determining that the braking distance is greater than the spaced distance; communicating by the first vehicle with the second vehicle; querying the second vehicle as to if the second vehicle can take a corrective action to avoid a collision with the first vehicle; and braking the first vehicle independent of any corrective action taken by the second vehicle.

Abstract: A method for autonomous operation of a vehicle on a driving route ahead permits autonomous operation of the vehicle is only permitted if one or a group of conditions is/are fulfilled for a predetermined route length of the driving route ahead. The conditions include: there is a structural separation on at least one side of a current travel path of the vehicle; a driving lane of the vehicle has a minimum lane width; there are no humps and dips substantially limiting the range of environmental detection sensors; the number of driving lanes does not change; there are no tunnels; there are no buildings on the travel path; there are no motorway junctions; a radius of curvature of the driving lane of the vehicle is larger than a predetermined limit value; there are no traffic disruptions; there are no traffic reports about dangerous situations; and there are no traffic reports about the presence of roadworks.

Abstract: A road-surface-condition estimation device is configured by a tire-side device and a vehicle-side device so as to grasp a road surface condition based on road surface condition data transmitted from a tire-side device. As a result, the road surface condition or a road surface ? of a traveling road surface of a vehicle can be accurately detected, and a more accurate lane keeping control can be performed according to the detection result. In particular, since the tire-side device estimates the road surface condition by detecting the vibration of a ground contact surface of the tire, the road surface condition can be estimated more accurately. Therefore, the more accurate lane keeping control can be performed.

Abstract: In a vehicle travel control apparatus configured to determine a target acceleration of an own vehicle based on an inter-vehicle distance to a predicted cutting-in vehicle predicted to cut in between the own vehicle and a following target vehicle as well as an inter-vehicle distance to the following target vehicle, it is necessary to notify a driver of the presence of the predicted cutting-in vehicle at an appropriate timing. A cutting-in probability, which is a probability that the predicted cutting-in vehicle carries out the cutting in, is acquired, and information on the predicted cutting-in vehicle is notified to the driver from a time point when a state where the cutting-in probability is higher than a start probability threshold has continued for a predetermined period to a time point when a state where the cutting-in probability is lower than an end probability threshold has continued for a predetermined period.

Abstract: An autonomous vehicle includes an automated driving system configured to automatically control vehicle steering, acceleration, and braking during a drive cycle without operator intervention. The vehicle additionally includes a wireless communication system configured to communicate with a remote communication device. The vehicle further includes a controller configured to communicate vehicle characteristics data via the wireless communication system. The vehicle characteristics data include a vehicle status identifier indicating automated driving system control of the vehicle. The controller is further configured to, in response to a remote override request from a remote communication device, command the automated driving system to perform a minimal risk condition maneuver to stop the vehicle.

Abstract: A method adapts an energy supply of a drive system of a vehicle, wherein values of at least a first energy utilization characteristic variable which represents a first energy utilization process in the vehicle are determined, and values of at least one parameter which represents at least one peripheral condition of the energy utilization in the vehicle during the first energy utilization process are determined. A mathematical relationship is determined between at least one or more of the values of the at least one energy utilization characteristic variable and the corresponding values of the parameters of the at least one peripheral condition for the energy utilization is determined, after which a profile data record is made available which contains a data record and/or learning data on the basis of the at least one determined mathematical relationship.

Abstract: The present application discloses a driverless vehicle, a driverless vehicle control method and a driverless vehicle control apparatus. The vehicle includes: a steering wheel and a processor. A sensor is provided on the steering wheel. The processor is configured to switch a driving mode of the driverless vehicle to a manual driving mode in response to detecting a sensing signal outputted by the sensor, when the driverless vehicle is in an autonomous driving mode. This implementation achieves smooth switching of the driving mode.

Abstract: A method of drivingly engaging a first motor of a dual motor drive unit with an output shaft driven by a second motor of the dual motor drive unit includes actuating a clutching device for drivingly engaging the first motor with the output shaft. Next, a rotational speed of the first motor is synchronized with a rotational speed of the output shaft. When the rotational speed of the first motor and the rotational speed of the output shaft are synchronized, an output torque of the first motor is reduced. When the clutching device drivingly engages the first motor with the output shaft, the output torque of the first motor is increased. The invention further relates to a dual motor drive unit for carrying out the method.

Abstract: A method for providing sound detection information includes steps of: sensing sound around a host vehicle to generate sound data; generating a result of sound detection based on the sound data; calculating a rate of change based on the result of sound detection; generating a result of tunnel detection by comparing the rate of change with a threshold; and controlling at least one peripheral apparatus in the host vehicle according to the result of tunnel detection.

Abstract: In a control device for a vehicle including: a dog clutch mechanism that is disposed in a power transmission path in which a driving force is transmitted from an engine to a wheel and is operated by a hydraulic actuator; and an electric oil pump that supplies hydraulic pressure to the hydraulic actuator, rotation of the engine is stopped in a state in which the dog clutch mechanism is engaged by the hydraulic pressure supplied from the electric oil pump at a time during an engine stop operation, the rotation of the engine is started in the state in which the dog clutch mechanism is engaged by the hydraulic pressure supplied from the electric oil pump at a time during an engine restart operation, hence occurrence of up-lock of the dog clutch mechanism is prevented.

Abstract: A control device for a vehicle is provided. The vehicle includes an engine, an accessory, a continuously variable transmission, and a lock-up clutch. The control device includes an electronic control unit. The electronic control unit is configured to: when the load state is less than a predetermined value, control the speed ratio of the continuously variable transmission and the rotational speed of the engine such that the rotational speed of the engine during engagement of the lock-up clutch is kept at a first rotational speed; and when the load state is greater than or equal to the predetermined value, control the speed ratio of the continuously variable transmission and the rotational speed of the engine such that the rotational speed of the engine during engagement of the lockup clutch becomes a second rotational speed higher than the first rotational speed.

Abstract: A control apparatus for a transmission including a gear engagement commander outputting a gear engagement command of a sleeve, an actuator controller controlling an actuator to move the sleeve from a neutral position to a gear engaging position when the gear engagement command is output, a gear engagement determiner determining whether an engagement of the sleeve is prevented in a course of moving the sleeve from the neutral position to the gear engaging position; and a motor controlling an electric motor to rotate a rotating shaft so as to change a rotational position of movable dog teeth relative to passive dog teeth when it is determined that the engagement of the sleeve is prevented.

Abstract: A method to control a powertrain in a vehicle during an acceleration is provided, the powertrain including a propulsion unit, a multi-clutch transmission drivingly connected to the propulsion unit, and a control unit for controlling at least the powertrain components, which control unit is provided with a prediction model including at least one simulated shift sequence for the multi-clutch transmission. The method involves monitoring at least one operating parameter of the powertrain; estimating the time (tE) between initiation of a first power upshift and initiation of a sequential second power upshift using the prediction model; and, if the estimated time is shorter than a predetermined time limit (tLIM), controlling the propulsion unit to limit the vehicle acceleration so that the time between the first and second power upshifts is increased to be at least equal to the predetermined time limit (tLIM).

Abstract: A method and the like for controlling a vehicle brake, the method and the like capable of reliably actuating a vehicle departure assistant system even with a particularly inexpensive component configuration. In one instances, the method for controlling the vehicle brake includes: detecting a stop of a vehicle; determining whether a brake pressure applied to at least one wheel, whose brake pressure has been detected, through an operation by a driver is at least equal to an actuation pressure; activating a departure aid system when it is determined that the brake pressure is at least equal to the actuation pressure; determining whether brake pressure of a rear wheel, which is applied through the operation by the driver, is at least equal to a specified pressure that is required to stop the vehicle; and actuating the departure aid system to automatically retain the brake pressure in a state.

Abstract: A non-transitory computer-readable recording medium stores a determination program that causes a computer to execute a process including: acquiring at every predetermined time position information and speed information from a vehicle that travels a road; computing, by using the position information and the speed information, a distance by which the vehicle travels from a passage of a first spot at which the road changes from a downward slope to an upward slope to a spot at which the vehicle accelerates over a first predetermined value or a distance by which the vehicle travels from a passage of a second spot at which the road changes from an upward slope to a downward slope to a spot at which the vehicle decelerates over a second predetermined value; and determining degradation of driving ability of a driver who drives the vehicle based on the distance.

Abstract: A system, method, and computer program product are described for dynamically assessing and improving driver performance, including that of an autonomous driving system. Based on received electronic driver performance messages, the system determines whether an instant feedback message is required to dynamically adjust driving behavior of a subject driver or autonomous driving system. If yes, then the system provides an instant feedback message, otherwise the system provides an aggregate feedback message, calibration message, and/or coaching recommendation as appropriate. An aggregate feedback message may be provided based at least on integral rating and/or driver performance score calculated and based at least on the driver performance messages received over a predetermined time period.

Abstract: A method and apparatus for evaluating the driving of a vehicle performing a journey on a road network is disclosed. The method comprises determining a fuel usage rate and an engine speed of a vehicle, and determining when the vehicle is coasting based upon at least one of the fuel usage rate and the engine speed of the vehicle. An acceleration of the vehicle, when the vehicle is determined to be coasting, is compared with a predetermined reference acceleration, and an application of braking during the coasting is determined based on the result of the comparison. A method and apparatus is also disclosed for determining a score indicative of the relative amount of time for which the vehicle is coasting without braking during a journey.

Abstract: A control system for a vehicle for determining whether a trailer is attached to the vehicle, the system being configured to receive an input of pitch data for the vehicle and to determine from the pitch data whether a trailer is attached to the vehicle.

Abstract: Driver vehicle setting values are crowd-sourced from multiple users in an anonymous manner. The crowd-sourced driver vehicle setting values are processed using machine learning to generate one or more vehicle setting recommendations to other users. The recommendations may be for vehicle settings that the user has not yet activated or vehicle setting values that are frequently used for a particular vehicle.

Abstract: Method for monitoring a computer vision system (CVS), said computer vision system (CVS) being part of a vehicle control system (VCS) of a vehicle (1000) that is used to maneuver said vehicle (1000) in 3D-space (3000), said computer vision system (CVS) being configured to monitor a surrounding area of the vehicle in real time and said computer vision monitor (CVM) monitoring the behavior of the computer vision system (CVS), comprising the steps of a.) providing the computer vision monitor (CVM) with information concerning a position (LM_POS) of at least one landmark (2000) in the 3D-space (3000), wherein said information is provided by a source, said source being independent of the computer vision system (CVS), b.) providing the computer vision monitor (CVM) with information concerning a current position (CUR_POS) of the vehicle (1000), c.) selecting based on steps a.) and b.) at least one landmark which falls within the range of vision of the computer vision system (CVS), d.

Abstract: A motor vehicle includes a driver assistance system having a display unit and an evaluation unit for generating and displaying a refueling and/or recharging message which is generated in dependence on and independently of a fuel tank filling level or a state of charge of a battery and can be displayed for a defined time period. The evaluation unit is configured to check for the presence of conditions which are to be predefined, and given the presence of at least one condition, to generate a refueling and/or recharging message and to output the refueling and/or recharging message via the display unit.

Abstract: A method for decelerating a vehicle, a non-transitory computer-readable medium for performing the method, and reception apparatuses. The method includes monitoring a state of a driver of the vehicle, and causing a notification to be output based on the monitored state of the driver. The method further includes determining, by circuitry of an information processing apparatus and when operating in a manual operation mode, whether to cause the vehicle to decelerate after the notification is output. The vehicle is caused by the circuitry to decelerate based on the determination of whether to cause the vehicle to decelerate. A passenger of the vehicle may trigger an automatic emergency stop (unit 23), which in turn may be overridden by the driver (switch 24).

Abstract: Installation of transport by overhead cable including at least one chair configured to be suspended on the overhead cable and including a pivoting seat surface, a back rest and a pivoting mechanism to modify the inclination of the seat surface with respect to the back rest, the installation including an actuator configured to cooperate with the pivoting mechanism so as to control pivoting of the seat surface, the actuator being mounted movable between a raised position in which the actuator controls raising of the seat surface in the direction of the back rest and a lowered position in which the actuator controls lowering of the seat surface.

Abstract: In one embodiment, a railroad scout vehicle system includes a scout vehicle and a processing unit. The scout vehicle may include at least two wheels configured to engage a set of railroad tracks, a motor mechanically coupled to at least one of the wheels, a speed controller, an electromagnetic sensor aimed at the set of railroad tracks, a positioning receiver, a local speed sensing device and a transceiver. The speed controller may be coupled to the motor and configured to control the speed of the scout vehicle in order to maintain an appropriate distance between the scout vehicle and a train traveling behind. The processing unit may be configured to transmit the track status information via the transceiver, receive train speed and position signals from the train via the transceiver.

Abstract: A cooling device for a railroad vehicle that cools a heat generating body housed in a storage box set on the floor of the railroad vehicle includes a heat conduction plate configuring a part of a side surface of the storage box, the heat generating body being mounted on one surface side of the heat conduction plate, a plurality of heat pipes inclined to project from the other surface side to an upper side of the heat conduction plate, a plurality of fins fixed to the plurality of heat pipes, and a cover that includes opening sections, and covers the cooling device. A total of areas of the opening sections located on the base side of the heat pipes is formed larger than a total of areas of the opening sections located on the distal end portion side of the heat pipes.

Abstract: A vehicle restraint system for an auto-rack railroad car which includes an active chock and an anchor chock configured to co-act to secure a vehicle in the auto-rack railroad car. In various embodiments, each chock has a chock body including a substantially diamond shaped elongated tube which includes four integrally connected elongated walls. In various embodiments, for each chock, various components of that chock extend substantially along longitudinal axis that lie in the same or substantially the same vertical plane as the apex and trough of the substantially diamond shaped elongated tube of the chock body.

Abstract: The present invention relates to a method for determining a value of at least one state parameter of a rail vehicle and/or of a track for a railway vehicle, wherein in at least one capturing step, at least one actual first capturing signal correlated with the actual value of the state parameter is captured, via a first signal sensor on a structure in the interior of the rail vehicle, wherein, for capturing the actual first capturing signal, a first signal sensor of a mobile end device is used. For determining the value of the at least one state parameter a frequency range of the first capturing signal actual above 1 Hz to 2 Hz, preferably 4 Hz to 15 kHz, more preferably from 10 Hz to 1 kHz, is evaluated.

Abstract: A system for pacing a train having a plurality of locomotives is disclosed. The system may include an signaling system onboard component configured to receive a signal indicative of a requested time of arrival (RTA) of the train, a locomotive health system configured to output one or more health signals indicative of a health status of each of the plurality of locomotives, and an energy management system in electronic communication with the signaling system onboard component and the locomotive health system. The energy management system may be configured to generate driving command signals based on the RTA and the one or more health signals, generate an RTA confirmation signal based on the one or more health signals, the RTA confirmation signal being indicative of whether the train will achieve the RTA, and communicate the RTA confirmation signal to a train signaling system via the signaling system onboard component.

Abstract: A distributed interlocking device, architecture and process are disclosed, and are based on segregating vital logic for a signal installation by type of signal equipment. A plurality of intelligent signal devices is disclosed, wherein each intelligent signal device is used to control a basic signal unit. A signal unit includes a set of signal apparatuses that are geographically and logically interrelated. An intelligent signal device receives data related to the states of other signal devices, determines and controls its own operational states, and communicates its own operational states to other devices. A generic intelligent signal device is also disclosed. Further, a plurality of new concepts, and signal control functions are provided, and include a vital change management process, and a failure recovery scheme based on dynamic reconfiguration of home and distant control functions.

Abstract: A degradation estimation system includes a processing unit simulating an operation mode of equipment on a corresponding railroad section at each set-up timing based on corresponding railroad section timetable information, and processing respective simulation results, and an estimation unit aggregating respective processing results of the processing unit. The processing unit simulates a travel transition of each training existing in the corresponding railroad section timetable information as a dynamic of each train based on corresponding railroad section timetable information and a running curve, simulates a state change of each track circuit based on the simulation result and railroad track information, and simulates an operational change of the equipment on each track circuit. The estimation unit aggregates the simulation result of the processing unit indicating the operational change of the equipment disposed on each track circuit, and estimates the degradation of the equipment from the aggregation result.

Abstract: A brake control system and method for a train having a lead locomotive or control car, at least one trailing locomotive or control car and, optionally, at least one railroad car. The lead locomotive or control car generates data representing an independent brake demand and data representing an automatic brake demand and transmits the data representing an independent brake demand and the data representing an automatic brake demand to the at least one trailing locomotive or control car. The at least one trailing locomotive or control car receives data representing an independent brake demand and data representing an automatic brake demand and controls a brake cylinder pressure of the at least one trailing locomotive or control car based on the data representing an independent brake demand and the data representing an automatic brake demand.

Abstract: Disclosed is a trolley for carrying articles, including a base for carrying articles with wheels; a trolley frame fixedly connected to the base and extending upwards, the trolley frame forming a baffle at the front side of the base, the trolley frame including an upper portion, a middle portion and a lower portion, wherein the lower portion is connected to the front end of the base, the middle portion is provided with a foldable storage unit, and the upper portion is provided with a handle; and the base and the trolley frame form a carrying space, the foldable storage unit is provided with a retracted location and an unfolded location at which a storage space formed by the foldable storage unit occupies a part of the carrying space. A user may decide to unfold or retract the storage unit as necessary to properly place the articles being carried.

Abstract: Disclosed is a trolley baseplate including a plate body having a head end and a tail end, a first locking mechanism on the plate body adjacent to the head end and a second locking mechanism on the plate body adjacent to the tail end. The second locking mechanism is placed corresponding to the first locking mechanism and the structures of the two locking mechanism are fitting. When front and back trolleys are concatenated, the tail end of the front trolley and the head end of the back trolley can be locked to each other by means of the first locking mechanism and the second locking mechanism. The trolleys with the above structures can be concatenated more conveniently, and are not liable to overturn upon sudden braking or turning, which can effectively shorten the time for the staff to fasten two trolleys together.

Abstract: Embodiments of the disclosure enable a cart to be stabilized. A stabilizing mechanism includes a body having a first surface and a second surface that define an elongated nook configured to receive a first rod member. A coupling device is coupled to the body at a third surface such that the coupling device is substantially parallel to the first and/or second surfaces. The coupling device defines an elongated channel configured to receive a second rod member. A wheel assembly is coupled to the body at a fourth surface and includes a first end portion, a second end portion, and a plurality of wheels rotatable about an axis of rotation. A first wheel is coupled to the first end portion, and a second wheel is coupled to the second end portion. Aspects of the disclosure provide for utilizing the cart to move a load across various terrains efficiently and effectively.

Abstract: An input device includes an operation part, an operation commencement trigger part, and a detection circuit. The operation part includes an electrostatic capacity-type slider. The operation commencement trigger part is provided at a predetermined location on the slider. The operation commencement trigger part is provided to commence a first operation including a flick operation on the slider. When the detection circuit detects that the operation commencement trigger part has been touched, the detection circuit enables detection of a first operation on the slider.

Abstract: A telescopic shaft is provided.

Abstract: An electric power steering apparatus that performs an assist control of a steering system, including: at least two respectively independent torque sensors and angle sensors, wherein having a function that respectively calculates steering angles from the torque sensors and the angle sensors to utilize, wherein comparison diagnoses of independent signals are performed and also concurrently individual diagnoses of each individual signal are performed, in a case that it is judged that there is an abnormality in the comparison diagnoses, the angle sensor signals are not used, in a case that it is judged that at least one of the individual diagnoses is abnormal, the angle sensor signal is treated as downgrading, and in a case that it is judged that two or more of the individual diagnoses are abnormal, the angle sensor signals are not used.

Abstract: A motor drive control device for electric power steering includes: a switching element for supplying current to a motor; a smoothing capacitor for reducing ripple current due to the switching element; a control board on which a drive circuit for controlling the switching element and a control circuit capacitor are mounted; a control signal line for supplying a control signal from the control board to the switching element; an electric connection member electrically connecting the switching element and the smoothing capacitor; and a heatsink portion in which the switching element is arranged in an embedded manner, wherein the electric connection member is arranged between the switching element and the control board, and the control circuit capacitor and the smoothing capacitor are arranged in a space between the electric connection member and the control board.

Abstract: A connector structure that is joined to a housing so as to form the control unit includes a connector main body in which a connector is formed, a terminal including a power supply system and a signal system, and a component mounting portion including at least one of a capacitor and a coil, wherein the component mounting portion is provided parallel to a motor output shaft on the exterior of a motor or the housing, and the at least one of the capacitor and the coil included in the component mounting portion is electrically connected directly to the connector of the connector main body via the terminal.

Abstract: An embodiment of a method of controlling one or more components of a vehicle includes receiving a reference steering command and one or more measurement signals related to a steering system of a vehicle, and estimating, by a processing device, a state of the steering system based on the one or more measurement signals, the steering system including at least a handwheel and a steering motor. The method also includes determining a maximum state achievable by the steering system at one or more times subsequent to receiving the one or more measurement signals, and controlling, by a control module, the steering system based on the steering reference command and the maximum state.