Abstract: Disclosed is a vehicle seat with a side airbag, which includes an airbag module with an airbag cushion accommodated therein; a seat back frame with the airbag module mounted thereto; and a seat back pad provided with bolsters protruding forward at opposite sides thereof, with an accommodation space being formed in an outboard one of the bolsters by coupling the outboard bolster to the seat back frame, thereby allowing the airbag module to be accommodated therein, wherein the seat back pad includes a body part, and a guide part formed in an inboard portion of an inner surface of the outboard bolster to guide deployment of the airbag cushion, and the body part and the guide part are made of materials having different rigidity from each other.

Abstract: A side curtain airbag system 10 includes: an airbag body 21 mounted on a vehicle interior side of a roof side part of a body and deploying upon supply of gas; and a protector 22 designed to hold the airbag body 21 and guide deployment of the airbag body 21. The protector 22 includes: a main body part 41 extending along the roof side part and covers the airbag body 21; multiple first ribs extending toward a vehicle exterior from the main body part 41, capable of making contact with the body at the time of deployment of the airbag body 21, and arranged in a direction in which the main body part 41 extends; and a second rib 43 connecting an adjacent pair, of the first ribs 42 to each other, and extending toward the vehicle exterior and obliquely downward from the main body part 41.

Abstract: A case includes an opening at least at the lower region for receiving an airbag, and an engaging region engageable with a mounting bracket. The mounting bracket includes a mounting section which protrudes out of the case and a joint plate which is formed generally into a plate extending generally along an up and down direction and is disposed at a root region of the mounting section for engagement with the case. The engaging region of the case includes an insert slot which allows the joint plate to slide therein generally in an up and down direction, a retaining pawl which protrudes generally in an inboard-outboard direction and is inserted into a retaining hole of the joint plate and retains the joint plate, and an inboard side pressing surface and an outboard side pressing surface which press the joint plate retained by the retaining pawl on the inboard and outboard sides.

Abstract: An airbag device capable of avoiding interference between a cushion and a structure at an upper part of a vehicle interior. An airbag device (100) provided in a vehicle having a prescribed structure (152) such as a rearview mirror suspended from an upper part of a vehicle interior includes a cushion (108) inflated and deployed into a bag shape to restrain an occupant of a seat from a front side, and an avoidance-shaped part (154) provided at an upper part of the cushion (108) to avoid contact between the inflated and deployed cushion (108) and the structure (152), and the avoidance-shaped part (154) is recessed downward over a range between positions at prescribed distances from the structure (152) in vehicle forward and backward directions, respectively.

Abstract: The hereby invention consists in a head support system specially designed to be used by the user to rest while seated. It is made up of a set of bands that are joined together to create a single piece, which consists in the main circular band, dos lateral bands for frontal support, a posterior securing band, two inside stabilization bands and a cushion that may in included in the cushion-bag located to the lower and central area of the device.

Abstract: A webbing guide for a vehicle seat includes a base defining a length between a first end and a second end and defining first and second spaced-apart post holes extending through the base between top and bottom surfaces thereof. The webbing guide further includes a guide body coupled with the base and defining a guide channel extending through the guide body in a direction generally normal to the length of the base and normal to the posts.

Abstract: A vehicle authorization system with a transmitter/receiver capable of activating vehicle functions operably connected to the vehicle, a wireless transmitter/receiver for an authorized vehicle operator that receives communications from the vehicle transmitter/receiver, a sensor in the vehicle security transmitter/receiver that detects at least one vehicle access parameter via an electronic signal, wherein the vehicle transmitter/receiver communicates with the wireless transmitter/receiver responsive to the sensor detecting a second signal associated with the access parameter to affirm a verification signal from the wireless transmitter/receiver that upon verification permits vehicle access by the operator or upon improper or no response activates a vehicle function to prevent access or vehicle operation. The invention consists of a vehicle security device that can both monitor and control vehicle systems, and a user's smart device.

Abstract: An automated vehicle washing and cleaning system which is self-contained within the vehicle and renders the vehicle capable of instantaneous washing without the requirement of stopping at a washing station. The cleaning fluid may be generated via a fluid delivery system, steam clean system or compression system, all of which may be driven by either an electrical or mechanical means, and dispersed via a fluid delivery system.

Abstract: A device for cleaning a sensor can include a first valve, a second valve, a set of fluid nozzles, and a housing structure. The housing structure includes a first channel to enable fluid to move from the first valve to the set of fluid nozzles, a cavity, a second channel to enable air to move from the second valve to the cavity, and a slit opening to enable air to move from the cavity to outside the housing structure.

Abstract: A device for cleaning a sensor can include a support structure and a platform assembly. The platform assembly can include a platform structure that includes a set of channels and a raised lip structure that is provided around at least a portion of the perimeter of the platform structure. The raised lip structure includes a set of cavities that is connected to the set of channels and a set of openings to enable air to move from the set of cavities to outside the raised lip structure in a direction towards a center of the platform structure.

Abstract: The anti-lock brake control device includes: a wheel motion estimator to estimate one or more of an angle, an angular velocity, and an angular acceleration of a wheel; a slip estimator to estimate a slip state of the wheel, using an estimation result of the wheel motion estimator; and an anti-lock controller to give a command for causing a brake device to reduce a braking force, in accordance with the estimated slip state of the wheel. The slip estimator includes delay compensators, such as one or a plurality of filters, which perform delay compensation for the estimation result of the wheel motion estimator. The anti-lock controller gives the command for reducing the braking force, on the basis of a result of predetermined determination including comparison of the plurality of estimation results outputted from the slip estimator.

Abstract: Systems and methods are disclosed herein for controlling braking systems. In this regard, a method for controlling brakes may comprise receiving, by an antiskid control (ASK), a first wheel speed, calculating, by the ASK, a first wheel reference speed (WRS), and calculating, by the ASK, a first wheel reference estimate (WRE). In various embodiments, the method may further comprise determining if the first WRS is within a threshold value of the first WRE. In various embodiments, the method may further comprise calculating an ASK desired pressure. The ASK desired pressure may be calculated using the first WRS in response to the first WRS being within the threshold value of the first WRE. The ASK desired pressure may be calculated using the first WRE in response to the first WRS being outside the threshold value of the first WRE.

Abstract: A method for controlling brakes may comprise detecting, by a brake control unit (BCU), an aircraft speed, determining, by the BCU, that the aircraft speed is at least one of at or above a threshold value, determining, by the BCU, that an auto-brake control has been enabled, receiving, by the BCU, an antiskid desired pressure that is output from an antiskid control, the BCU comprising a brake control executive (BKX), the antiskid desired pressure being received by the BCU, and receiving, by the BCU, a desired pressure comprising at least one of a deceleration control desired pressure from a deceleration control (DK) or a pilot desired pressure from a manual brake control, the desired pressure being received by the BKX.

Abstract: A power brake system having electronic slip regulation, and a method for controlling a power brake system having electronic slip regulation. A return line is equipped with a pressure medium storage unit for storing pressure medium with a pressure that is greater than an ambient atmospheric pressure, and is equipped with a blocking device that is controllable and that is situated between the pressure medium storage device and the reservoir. In addition, there is a pressure medium connection between the pressure medium storage unit and the plunger working space. A controlling of a power brake system takes place using the blocking device in such a way that the return line is blocked relative to the reservoir as soon as a plunger piston, driven by a drive unit, has traveled a definable path in the forward direction.

Abstract: A method and system for jerk-free stopping of a motor vehicle to automatically bring the motor vehicle to a standstill at a predetermined destination point, wherein the deceleration exerted on the motor vehicle is ascertained, entirely or in part, as the difference of a spring force component and a damping component, with the damping component being proportional to the present vehicle velocity.

Abstract: A vehicle brake device includes a hydraulic pressure control portion which performs a feed-back control so that an actual hydraulic pressure of the brake fluid approximates an instruction target pressure and a target pressure setting portion which sets the instruction target pressure to a value closer to the actual hydraulic pressure side than an operating target pressure, when a pressure deviation between the operating target pressure which is a target value of the hydraulic pressure of the brake fluid corresponding to a brake operation and the actual hydraulic pressure is larger than a first pressure difference and at the same time when the actual hydraulic pressure is approaching to the operating target pressure.

Abstract: A shifting control method for hybrid vehicles may include shifting request determining, by a controller, of determining whether power off down shifting to a lowest stage is requested, clutch releasing, by the controller, of controlling a release clutch to be released, when it is determined that a gradient of a road exceeds a reference value and a vehicle speed exceeds a reference vehicle speed when the shifting is requested as the shifting request determination result, synchronizing, by the controller, of controlling a motor speed to be synchronized with an applying input shaft speed, and clutch engaging, by the controller, of controlling an applying clutch to be engaged.

Abstract: A hybrid vehicle includes an engine (10), a first motor generator (MG1), a second motor generator (MG2), a transmission unit (power transmission unit) (40), a differential unit (50), a clutch (CS) and a mechanical oil pump (501). The hybrid vehicle is able to switch between series-parallel mode in which power of the engine is transmitted via the transmission unit and the differential unit and series mode in which power of the engine is transmitted via the clutch. The differential unit (50) is a planetary gear mechanism including a sun gear (S2) connected to the first motor generator (MG1), a ring gear (R2) connected to the second motor generator (MG2), and a carrier (CA2) connected to a ring gear (R1) that is an output element of the transmission unit (40). The mechanical oil pump (501) is driven by power that is transmitted from the carrier (CA2) of the differential unit.

Abstract: In a drive control system for a vehicle configured to cause the vehicle to travel in a limp-home mode when a malfunction occurs in a selectable one-way clutch, when it is determined that a malfunction occurs in the SOWC, the cause of the malfunction is specified as one of a plate-open failure of a selector plate that is unintentionally placed in an open state, and a sensor failure. In the case of the plate-open failure, a first limp-home traveling mode is carried out in which the vehicle travels in the limp-home mode while keeping the SOWC in a negative rotational speed range. In the case of the sensor failure, a second limp-home traveling mode is carried out in which the vehicle travels in the limp-home mode while the SOWC is placed in the non-engaged state.

Abstract: A vehicle driving assistance apparatus that includes: a sensing unit configured to sense an object outside the vehicle; and a processor configured to: obtain surrounding situation information, based on a location of the object outside the vehicle, determine whether the object approaches the vehicle from a traveling lane or a lateral lane, based on the determination of whether the object approaches the vehicle from a traveling lane or a lateral lane, generate a control signal that is configured to control at least one of a drive apparatus of the vehicle, a steering apparatus of the vehicle, and/or a brake apparatus of the vehicle (i) to avoid collision between the vehicle and the object or (ii) to perform an action that reduces an impulse on the vehicle from the collision, and provide the control signal to a vehicle control system of the vehicle.

Abstract: Provided are a travel assist device capable of producing, in a preferred manner, warning vibrations notifying deviation of a vehicle with respect to a travel path, and a method of controlling the same. A travel assist device includes a travel assist control device that notifies a driver about an anti-deviation direction or a deviation direction by making a steering angular acceleration in the deviation direction and the steering angular acceleration in the anti-deviation direction different from each other when producing warning vibrations, wherein a time-derivative value of a steering angle of a steering wheel is defined as a steering angular velocity, and a time-derivative value of the steering angular velocity is defined as the steering angular acceleration.

Abstract: Method for operating a longitudinal driver assistance system (13) of a motor vehicle (12) which is designed to regulate the speed of the motor vehicle (12) to a control speed, wherein—depending on environment data describing the operating environment in which the motor vehicle (12) is currently operated—the control speed can be changed from a desired speed (3) provided by a driver to a target speed (5) (which is provided for an upcoming operating environment (2) and/or can be determined from the environment data), wherein, when there is a change of the desired speed (3) to a new target speed (5) for an upcoming operating environment (2), for a predetermined time period and/or a predetermined distance in the upcoming operating environment (2), an intermediate speed (6) deviating from the target speed (5) in the direction of the current speed of the motor vehicle (12) is initially regulated to, which intermediate speed (6) is between the current speed of the motor vehicle (12) and the target speed (5), before t

Abstract: The invention relates to a method for operating a motor vehicle (1) having a long-distance driver assistance system (2) comprising at least one sensor (3) which detects the area in front of a vehicle, and a control device (4) which is designed to detect a vehicle traveling ahead as a function of sensor information and to output control or regulating commands to one or more of the vehicle components (5, 6) used for long-distance driving in order to drive the motor vehicle (1) relative to the vehicle ahead when the driver assistance system (2) is activated and operationally ready, wherein the activated and operationally ready driver assistance system (2) can be deactivated from a control or regulating mode by a driver activity and vice versa, wherein, when no vehicle ahead is detected by the activated driver assistance system (2) and the driver assistance system (2) is deactivated by a driver activity, detection of the area in front of the vehicle is continuously carried out and, when a vehicle ahead is detecte

Abstract: Arrangements described herein provide adaptive cruise control systems that present travel settings for one or more nearby vehicles. Location information for one or more nearby vehicles can be acquired. Travel settings for the one or more nearby vehicles can be acquired. The travel settings can include a set speed and a set distance for each of the one or more nearby vehicles. Arrangements described herein can present within the vehicle the travel settings for the one or more nearby vehicles. A vehicle to follow from the one or more nearby vehicles can be selected based on the displayed travel settings.

Abstract: A vehicle control device mounted on the own vehicle and configured to control the own vehicle according to the position of another vehicle ahead of the own vehicle. The vehicle control device comprises an estimated course calculation means calculating an estimated course of the own vehicle; a setting means setting a parameter indicating whether the other vehicle is in the path of the own vehicle based on the relative position of the other vehicle with respect to the own vehicle in a lateral direction orthogonal to the estimated course of the own vehicle; a determination means determining whether the other vehicle is a leading vehicle in the path of the own vehicle based on the parameter; and a changing means changing the likelihood of being determined as the leading vehicle when the estimated course is a curve, based on the estimated course and the position of the other vehicle.

Abstract: A system for managing a lockup clutch in an off-road truck includes an engine, a transmission and a torque converter coupled between the engine and the transmission. The torque converter has a lockup clutch that when engaged directly couples the engine to the transmission. The system also includes a transmission controller that disengages the lockup clutch responsive to sensing a missed shift in the transmission, and subsequent to sensing a completed shift, sets an engine speed limit corresponding to a gear associated with the completed shift, and reengages the lockup clutch.

Abstract: The device that generates the friction braking force to decelerate the vehicle estimates the disturbance torque acting on the vehicle. When the accelerator operation amount is equal to or less than the predetermined value and the vehicle is just before the stop of the vehicle, the control device for vehicle causes the friction braking amount to converge to the friction braking amount to the value decided on the basis of the disturbance torque estimated value Td in conjunction with the reduction in the motor rotation speed (speed parameter) proportionate to the traveling speed of the vehicle.

Abstract: Methods and systems are provided for adjusting powertrain torque in a vehicle based on driver intent. Driver intent is inferred based on foot motion inside a foot well monitored via a foot well region sensor and changes in clearance outside the vehicle monitored via a range sensor. By adjusting powertrain torque based on operator foot motion and traffic movements outside the vehicle, frequency of lash transitions can be reduced and lash transition initiation can be adjusted based on expected changes in torque demand.

Abstract: A system and method for limiting articulation between a front frame and a rear frame of an articulated machine are disclosed. The system and method receive steering signals and determine impending contact between the front frame and the rear frame based on the received steering signals. Additionally, an amount by which to reduce torque at a hitch coupled between the front and rear frames so as to limit an articulation characteristic of the front frame relative to the rear frame to a predetermined value is determined, responsive to determination of impending contact. Prior to contact, rimpull of the articulated machine is reduced based on the determined amount of torque.

Abstract: An automatic transmission control device implements a downshift by disengagement of a clutch that is engaged in a gear position before the downshift. It is determined whether an engine state is in a predetermined region in which a change of an engine torque per a change of an accelerator pedal opening is smaller than that in another region, and the engine torque is within a predetermined range, and an engine rotational speed is within a predetermined range. It is determined whether an operating state is in a predetermined state of accelerator operation in which the accelerator pedal opening is larger than a predetermined value, and an accelerator pedal opening change rate has an absolute value smaller than a predetermined value. The downshift is inhibited in response to determination that the engine state is in the predetermined region and the operating state is in the predetermined state of accelerator operation.

Abstract: An FF hybrid vehicle control device having an HEV mode and an EV mode as drive modes is provided with a CVT control unit (84) for determining primary pulley pressure (Ppri) and secondary pulley pressure (Psec) with which a belt (6c) of a belt-type continuously variable transmission (6) will be clamped on the basis of a torque component inputted to the belt-type continuously variable transmission (6) during brake deceleration, and the corrected amount of brake torque which is an inertia torque correction component. The CVT control unit (84) reduces the corrected amount of brake torque during brake deceleration when EV mode is selected to be less than the corrected amount of brake torque during brake deceleration when HEV mode is selected.

Abstract: A method for altering at least one driving parameter of a vehicle during travel. The method includes a step of reading in a traffic-sign signal, in which a traffic-sign signal is read in, the traffic-sign signal representing an altered traffic zone, indicated by a traffic sign, at one position. In a step of reading in a map signal, a map signal is read in which represents a traffic zone, indicated by a map, at the position. In a comparing step, the traffic-sign signal is compared to the map signal. In a last step of providing, an alteration signal is provided for altering at least the driving parameter, if a predetermined relationship exists between the traffic-sign signal and the map signal.

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

Abstract: Steering wheel sensor systems are described in which a sensor array is attached to or integrated with a steering wheel and provides information about the forces exerted on the steering wheel for interacting with or controlling other vehicle systems.

Abstract: A vehicle haptic feedback system includes a haptic actuator, a detection device, and a controller. The haptic actuator is configured to provide haptic feedback to a vehicle driver. The detection device is disposed in an interior of the vehicle and is configured to capture movements of the vehicle driver and output data representing the movements. The controller is coupled to the detection device and is configured to receive a signal from the detection device indicative of the movements. The controller is also coupled to a haptic effect feedback system. Based on the signal, the controller is configured to send a signal to select a haptic effect from an effect table and is configured to send a signal to the haptic actuator to provide the selected haptic effect. The haptic actuator is coupled to a driver's seat, a steering wheel, a driver's seat belt, and/or an object wearable by the driver.

Abstract: An autorack railroad car has decks that are movably reconfigurable between tri-level and bi-level configurations. They are also movable to permit greater vertical clearance room for loading the main deck. The decks may be constrained to a single degree of freedom of motion, namely in the vertical direction, by guides that run along the vertical side posts of the car. The decks may include a passive counterbalance transmission linking the mid-level and upper level decks, such that the decks counterbalance each other when the decks are moved between the various positions. There is a separate, independent drive provided to move the decks. The drive may include scissor jacks. More than one scissor jack may share a common drive axis and shafting arrangement. The drive is operable from a trackside accessible drive distribution point. A secondary lock system is provided to prevent the decks from moving inopportunely.

Abstract: An elastomeric pad is provided for use in a railway car truck that includes two sideframes and a bolster. Each sideframe has a pedestal opening at each end to receive a bearing adapter assembly. The bearing adapter assembly includes a cast steel bearing adapter that is formed to fit on top of an axle bearing assembly. An elastomeric pad, comprised of a selected hardness elastomer, is fit on top of the bearing adapter. Contact buttons extend from the top surface and bottom surface of the elastomeric pad and are received in openings in the elastomeric pad. A conductor provides an electrical connection between the contact buttons.

Abstract: The present invention relates to an offline variable monitoring system and method for MPUs of an EMU train, comprising a serial port unit, an Ethernet interface, a TF card interface and a status indicator, which are all electrically connected to a main control unit; the main control unit is connected to a PC and TF expansion card via the Ethernet interface and the TF card interface separately, and records monitored offline variable values into the TF expansion card. The monitoring method comprised three operating modes: a configuration mode, a working mode and a download mode, which realize the monitoring of offline variables by using a multithread operating system including a TCP/IP communication thread, a main control thread and a serial port data monitoring thread. The way of recording the monitored data may be configured flexibly; and the monitoring of four central control units MPUs of the EMU train may be realized.

Abstract: A system includes a route examining system on a non-propulsion-generating vehicle at a trailing end of a leading vehicle system. The route examining system examines a route on which the leading vehicle system is moving to determine whether the route is damaged. The system also includes an off-board failsafe controller that communicates with the route examining system. The off-board failsafe controller sends a warning signal to the trailing vehicle system responsive to receiving a notification signal from the route examining system indicating detection of damage to the route. The off-board failsafe controller also sends the warning signal to the trailing vehicle system responsive to losing communication with the route examining system. The warning signal directs the trailing vehicle system to automatically change movement of the trailing vehicle system responsive to the detection of damage to the route and/or the off-board failsafe controller losing communication with the route examining system.

Abstract: Embodiments relate to a multi-purpose insulated container. The container is comprised of a plurality of walls forming an enclosure. A lid is in communication with the body and is operable so as to enclosure the container. A first wall is oppositely disposed from a second wall and the height of the first wall is greater than the height of the second wall. A base is provided and a third wall extends from the base to the second wall; the third wall having a gradient with respect to the base due to the height differential between the first wall and the second wall. A first wheel is positioned adjacent to the first side wall and a second wheel is positioned adjacent to the second side wall; the two wheels sharing an axis of rotation.

Abstract: A hand truck system for retaining an object on a hand truck includes a hand truck has a plate and a pair of rails. The rails are spaced apart from each other. The plate may have an object placed thereon thereby facilitating the hand truck to transport the object. A clamping unit is movably coupled to the hand truck. The clamping unit may secure to object on the hand truck. Thus, the object is inhibited from falling off of the hand truck during transportation.

Abstract: Embodiments of various ergonomic carts for metal forming operations and methods of use are enclosed. Each ergonomic cart eases transport of a machine tool between a machine tool storage rack and a manufacturing machine. Some forms of the ergonomic carts comprise an elevator portion to adjust to various machine and storage rack heights. Some cart embodiments include a tumbler mounted to a superior portion of a cart for rotating a machine tool in space for movement between a storage configuration and a load configuration. Various forms of tumblers are described and illustrated. Each tumbler comprises a punch channel which is rotatable within said tumbler portion between a superior facing position and an inferior facing position. In other embodiments, a clamp rack system offers a convenient method to store press clamps.

Abstract: A steering wheel decorative member is used for being attached to a resin member covering a periphery of a ring core of a steering wheel. The decorative member includes a hollowed-out portion including an opening that is formed on a surface of the decorative member facing the resin member and that extends in a longitudinal direction of the decorative member.

Abstract: An operating lever is fitted to an operating shaft and pivots with the operating shaft. A first cam brought to pivot by the operating lever and a second cam cam-engaged with the first cam to push a column jacket are supported by the operating shaft. The first cam includes a first projecting portion and a second projecting portion that are disposed on opposite sides of a central axial line in a manner as to face each other in a radial direction. The operating lever has a first hole into which the first projecting portion is fitted and a second hole into which the second projecting portion is fitted. The second hole has a larger dimension than the second projecting portion in the radial direction.

Abstract: A device for introducing an auxiliary torque into a steering shaft of an electromechanical power-assisted steering system may include an electric motor that comprises a motor shaft that is coupled fixedly in terms of torque by means of a coupling element to a gearwheel. The gearwheel may mesh with a toothed wheel disposed rotationally conjointly on the steering shaft. To provide an improved coupling between electric motor and gearwheel with relatively low outlay in terms of production and costs, the coupling element may comprise a torsional elastic bar that is torsionally more flexible than the motor shaft and the gearwheel.

Abstract: An apparatus for introducing an auxiliary torque and/or an additional steering angle into a steering shaft of an electromechanical power steering system may comprise a gearwheel that is attached fixedly on the steering shaft so as to rotate with the steering shaft and that is operatively connected to a drive element of a drive motor for driving the gearwheel. The apparatus may further include a sensor that is connected fixedly to the steering shaft so as to rotate with the steering shaft. So that the attachment of the sensor can take place with less complexity and use less installation space as far as possible, the sensor and the gearwheel may be connected to one another at contact faces.

Abstract: A steering control apparatus of an SBW system may include: a power motor configured to output a steering force in the SBW system; a power motor position sensor configured to sense an angular position of the power motor; a steering angle sensor configured to sense a steering angle of a steering wheel; a vehicle velocity sensor configured to sense a vehicle velocity; and a power motor control unit configured to calculate a target steering angle from the steering angle, and drive the power motor according to the target steering angle. The power motor control unit may calculate a feedback steering angle reflecting an output angle of a wheel, calculate a compensation steering angle for variably controlling the output angle of the wheel based on the feedback steering angle and the vehicle velocity, and corrects the target steering angle using the compensation steering angle.

Abstract: A correction circuit receives a steering torque and an electric signal indicative of an operating state of a clutch. The correction circuit selectively uses a first correction value and a second correction value in accordance with the operating state of the clutch. The first correction value is set to correct deviation of the steering torque relative to its zero point when an exciting coil of the clutch is not energized. The second correction value is set to correct deviation of the steering torque relative to its zero point, caused by magnetic flux generated by energization of the exciting coil of the clutch. Adding the first correction value or the second correction value to the steering torque in accordance with the operating state of the clutch suitably corrects deviation of the steering torque relative to its zero point in accordance with the operating state of the clutch.

Abstract: A driving support device for a vehicle includes an assist control unit for generating an assist command for generating an assist torque, a tracking control unit for generating a tracking command for generating an automatic steering torque, an intervention detection unit for detecting an intervention in a tracking process by a steering operation, a tracking limiting unit that limits the tracking process during a detection of the intervention, a steering force correcting unit for generating a correction command for reducing a difference in steering reaction force caused by an operation direction of a driver during the detection of the intervention and a motor driving unit for driving the motor based on the assist command, the tracking command and the correction command.

Abstract: Technical solutions are described for a payload detection module that detects payload using one or more steering system control signals and generates an axle load factor. An example payload detection module includes a rack torque module to determine a rack torque, a reference model module to determine a reference rack torque for the steering system based on a load scale factor, and a load factor calculation module to compute the axle load factor based on a difference between the rack torque and the reference rack torque. Further, a blend factor module determines a load blend factor according to the axle load factor. Further yet, a signal combiner combines a blended nominal base assist and a blended highload base assist according to the load blend factor, the combination modifying a motor torque command, the motor torque command being sent to a motor to generate assist torque.