Abstract: A method for operating a hydraulic braking system of a motor vehicle includes generating a force for displacing a brake piston of a wheel brake of the brake system via a pressure generator and an electromechanical actuator to actuate the wheel brake. The pressure generator and the actuator are controlled to collectively generate a total clamping force at the wheel brake in order to enable a parking brake function. During the enabling procedure, an operating current of the actuator is monitored to determine a functional capability of the braking system, and the pressure generator is controlled such that the hydraulic pressure is modulated for a predeterminable period of time to unload or to load the actuator. The operating current of the actuator during this time period in order to determine the functional capability of the braking system.

Abstract: A valve unit (1, 1?) for modulating the pressure in a pneumatic brake system, has a brake pressure inlet (3), a brake pressure outlet (4) and a venting outlet (5), a pneumatically controllable main valve (6, 7) and a pilot valve (8, 9), embodied as a solenoid valve and assigned to the main valve (6, 7), which are arranged in a valve housing (2, 2?) subdivided by a plane of division (10), into a main housing (11, 11?) and a housing cover (12). For fixing the housing cover (12) on the main housing (11, 11?) a bracket element (62.1) is fixed to the main housing (11, 11?) and bears with a largely planar pressure plate (63) generating an elastic prestressing force on a planar outside wall (64) of the housing cover (12) oriented parallel to the plane of division (10) of the valve housing (2, 2?).

Abstract: In one embodiment, a solenoid valve for a vehicle braking system includes a magnet assembly having a winding support, a coil winding, a housing, and a cover disc. The solenoid value further includes a valve cartridge having a capsule, a valve insert, a valve seat, and an armature. The valve insert can be connected to the capsule, the armature can be guided within the capsule in an axially movable manner and has a closing element. The closing element and the valve seat can form a valve that can control a fluid flow through the valve cartridge. The coil winding can be wound on the winding support to form an electrical coil, which can be controlled using control signals applied to electrical connectors. The electric coil generates a magnetic force that can move the armature against a force of a return spring.

Abstract: This hydraulic braking device is provided with: a tubular cylinder; an assisting piston, which is housed in the cylinder so as to be able to move reciprocally, faces a reservoir formed inside the cylinder, and assists a master piston, in a master cylinder, that generates hydraulic pressure for generating a braking force by reciprocally moving from one side to the other as a result of a fluid flowing into the reservoir from a supply source; and a seal member, which is elastically deformable and which seals the reservoir. When the assisting piston is at a location on one side, the reservoir is compartmentalized into a first chamber that communicates with the supply source, and a second chamber that communicates with the first chamber through a restricting flow passage, and the seal member seals the second chamber.

Abstract: A service brake device for vehicles is provided which permits rapid venting of a service brake pressure chamber. The service brake device includes at least one pneumatic service brake device with at least one piston and/or a diaphragm. The piston and/or diaphragm delimits the service brake pressure chamber on one side which can be supplied with compressed air from a brake line for applying the service brake and can be purged of compressed air for releasing the service brake, delimits a spring chamber on the other side which receives a spring that prestresses the piston and/or the diaphragm in the release position of the service brake. The pressure chamber includes a pressure connection communicating with the brake line.

Abstract: An automatic single-car test device for a distributor valve of a railway vehicle includes an air supply source, an adapter having a working chamber fitting, a valve chamber fitting, a reservoir fitting, a brake cylinder fitting, and a brake pipe fitting, an operating portion in fluid communication with the air supply source and the adapter, where the operating portion is configured to measure pressure within the working chamber fitting, the valve chamber fitting, the reservoir fitting, the brake cylinder fitting, and the brake pipe fitting and generate an electrical signal representing the respective pressure with the fittings. The test device further including a processing portion having a microprocessor, an input/output device, and a power supply. The processing portion configured to manipulate pressure within the working chamber passage, the valve chamber passage, the reservoir passage, the brake cylinder passage, and the brake pipe passage of the distributor valve via the adapter.

Abstract: The electronic control unit sets a target value of a charging amount of the electrical storage device and increases the charging amount to the target value during traveling on the freeway. The electronic control unit computes a first travel cost being cost per unit travel distance of fuel used when the EV travel is made by using the electric power charged in the electrical storage device at a time when the HV travel is made on the freeway, and the second travel cost being cost per unit travel distance of the electric power used when the EV travel is made by using the electric power charged in the electrical storage device by the charging mechanism at the destination. The electronic control unit sets the target value on the basis of a comparison result between the first travel cost and the second travel cost.

Abstract: A method and an apparatus for controlling an operation mode of a hybrid electric vehicle and a hybrid electric vehicle are provided in the present disclosure. The method includes: detecting a current state of charge of a power battery and an expected torque at wheels in the hybrid electric vehicle; maintaining a current operation mode of the hybrid electric vehicle, if it is detected that the current state of charge enters a state hysteresis area or the expected torque at wheels enters a torque hysteresis area; obtaining a duration of the current operation mode and determining a next operation mode of the hybrid electric vehicle according to the duration, the current state of charge and the expected torque at wheels, if it is detected that the current state of charge exits the state hysteresis area and the expected torque at wheels exits the torque hysteresis area.

Abstract: A vehicle includes an engine, an MG (motor generator) 1, an MG2, a planetary gear device mechanically coupled to the engine and MG1 and MG2, a battery, a converter configured to boost a voltage from the battery, an inverter configured to perform a power conversion between the converter and MG1 or between the converter and MG2, and a controller. MG1 generates a counter-electromotive voltage when rotated by the engine, and a braking torque is generated as the counter-electromotive voltage becomes greater than the output voltage of the converter. During an inverter-less running control where the inverter is put into a gate shut-off state and the engine is driven to cause MG1 to generate the counter-electromotive torque, the controller decreases a voltage difference between the counter-electromotive voltage and the output voltage of the converter when a chargeable power of the battery is lower than a predetermined value.

Abstract: A hybrid vehicle drive system for a vehicle includes a first prime mover, a first prime mover driven transmission, and a rechargeable power source. The hybrid vehicle drive system further includes an interface between the transmission and the prime mover for coupling to an electric motor. The electric motor can be in direct or indirect mechanical communication with a hydraulic pump. The electric motor can receive power from the prime mover driven transmission through the interface.

Abstract: In a hybrid vehicle including an engine; a first motor configured to generate reverse voltage by rotation; a planetary gear mechanism configured to have three rotational elements connected with a drive shaft coupled with an axle, the engine and the first motor; a second motor configured to input and output power from and to the driveshaft; first and second inverters configured to drive the first and second motors respectively; and an electric storage device, a first control controlling a rotational speed of the engine such that a first electric current to flow through the electric storage device is maximized in a state of gate interruption of the first and second inverters is executed at the time of an evacuation travelling being performed when an ON operation of an accelerator is performed during an inverter failure in which the first and second inverters cannot be normally actuated.

Abstract: A liquefied light hydrocarbon (LLH) fuel system for a hybrid electric vehicle is disclosed. The fuel system uses a stable supply of vaporized (LLH) fuel to meet the highly variable power demand from the vehicle's power train by 1) adjusting the evaporation rate inside an insulated fuel tank through a heat delivery system, 2) managing the amount of compressed fuel vapor stored inside a buffer tank and 3) using an electric energy storage means to provide for rapid fluctuations in demand. In an embodiment the apparatus comprises an insulated fuel tank, a buffer tank, a heat delivery system, an energy conversion means to convert the vaporized fuel into electricity and an electric energy storage means that can provide for rapid variations of power demand from the vehicle. Methods of using the fuel system under various operational scenarios are also disclosed.

Abstract: A hybrid system includes a transmission control module, a power source, a transmission, and a drive train. The transmission control module partially operates the hybrid system and receives operating information from various components of the system, calculates power losses in the drive train, and calculates the driving torque needed to reach a target power profile determined from a driver's input.

Abstract: A system and method for modifying the engine pull-up (EPU) logic within a hybrid vehicle based on max motor torque that accounts for the drop or change in available motor torque due to the opening/slipping of a torque converter bypass clutch during engine starts is disclosed. An engine pull-up threshold is determined from max available motor torque at a virtual impeller speed, where the virtual impeller speed is the impeller speed that would result if the torque converter bypass clutch was open/slipping and transferring the same amount of torque.

Abstract: A device for controlling an engine clutch in an environmentally-friendly vehicle, wherein the engine clutch is disposed between an engine and a driving motor and is configured to selectively connect the engine to the driving motor, includes: a transmission configured to receive a driving force that is transmitted from at least one of the engine and the driving motor by release or engagement of the engine clutch; and a controller configured to control the engine clutch based on a gear of the transmission when the failure of the engine clutch is detected and configured to charge a battery using the engine.

Abstract: A hybrid vehicle includes an engine; a generator that generates a counter-electromotive force; a motor; a first inverter for the generator; a second inverter for the motor; a step-up converter that steps up an electric power of a first voltage system electric power line and supplies the electric power to a second voltage system electric power line; and a smoothing capacitor of the second voltage system electric power line. In a case where the hybrid vehicle travels by driving the engine in a state in which the stepping up by the step-up converter and an operation of the first inverter are stopped when an abnormality occurs in a voltage sensor, when an electronic control unit determines that there is an indication that the voltage of the capacitor will rise, the first inverter is controlled to cause three phases of the first inverter to be in an ON state.

Abstract: A parking assist system of a vehicle includes a plurality of sensors disposed at a vehicle and having respective fields of sensing exterior of the vehicle. A vehicle control is operable to determine a target parking space responsive to the processor. The control (i) uses two intersecting lines, with one passing through a start node and one passing through an end node, (ii) uses circles that are tangent to respective ones of the intersecting lines, with each circle having a radius that approximates a minimum turning radius of the vehicle, and (iii) determines possible paths of travel using straight path sections tangent to one or more of the circles and curved path sections that follow a curvature of one or more of the circles. The control selects a target path of travel in accordance with a plurality of objectives for the path of travel of the vehicle.

Abstract: A vehicle, a method and a vehicle observability enhancing system are provided. The system is configured to determine if a host vehicle is positioned within selectively one of an observable zone (A) of at least one detected vehicle, or an unsafe unobservable zone (B) of the at least one detected vehicle. If the host vehicle is positioned within the observable zone (A), the system is arranged to generate a control signal indicative of maintaining the host vehicle in the observable zone (A) of the at least one detected vehicle for at least a predefined time duration before the host vehicle is allowed to enter an unsafe unobservable zone (B) of the at least one detected vehicle.

Abstract: A system ECU (9) executes a collision avoidance operation in the following manner when a moving object that has suddenly appeared from a shadow of a predetermined object present around a vehicle moves toward a determination area set around the vehicle. That is, the system ECU (9) executes the collision avoidance operation at an early timing that is after a camera (6) detects the moving object, but before a radar (5) detects the moving object and the predetermined object, or more specifically, when an object expanding toward the determination area is detected by the radar (5). As a result, the collision avoidance operation is able to be performed quickly when a moving object that has appeared suddenly from the shadow of an object moves toward the determination area, while avoiding as much as possible unnecessary execution of the collision avoidance operation.

Abstract: A driver assistance system in a motor vehicle includes a detection system for detecting upcoming events which permit an increase in current speed as a result of the lifting of a restriction on a currently valid speed, a functional unit for determining an acceleration strategy for increasing the speed, and an information system for issuing request information to the driver to allow automatic implementation of the acceleration strategy. The functional unit initiates the automatic implementation of the acceleration strategy upon confirmation by the driver of the request information. The request information can be issued to the driver already at a defined point in time before the upcoming event that lifts the restriction on the current speed. If the driver confirms the request information before the upcoming event that lifts the restriction on the current speed has been reached, the functional unit initiates an acceleration strategy that is composed of two-stages.

Abstract: An apparatus for a host vehicle comprises an input for receiving a signal indicative of a target object, an output for transmitting at least one of an acceleration message, an engine control message and a transmission control message and a processor having control logic. The control logic transmits the acceleration message to request a negative acceleration of a host vehicle in response to a signal indicating a detected target object in order to maintain a predetermined following time behind the detected target object and transmits a transmission control message to request the transmission to shift to neutral in response to the negative acceleration having a value less than a predetermined negative acceleration value.

Abstract: A drive control apparatus includes: an inter-vehicle distance sensor configured to detect an inter-vehicle distance D of an own vehicle and a preceding vehicle; an inter-vehicle distance arithmetic unit; a follow driving control unit configured to perform control of acceleration or deceleration of the vehicle such that the inter-vehicle distance D coincides with a target inter-vehicle distance Dtr; a camera configured to detect the number of lanes N of a road L; an image processing unit; and a lane number determining unit. The follow driving control unit performs control of acceleration or deceleration at a maximum acceleration or deceleration Gmax according to the number of lanes N.

Abstract: A system for controlling from a path of a first vehicle a second vehicle to a complementary path, the system comprising a first vehicle sub-system having a memory for time and (X, Y) position co-ordinates of the first vehicle's path; a GPS receiver for determining time and actual (X, Y) position coordinates of the first vehicle, means for comparing the first vehicle's actual position with path position at determined times as test path errors and means for transmitting the test path errors and a second vehicle sub-system having a memory for time and (X, Y) position coordinates of the second vehicle's path; a GPS receiver for determining time and actual (X, Y) position coordinates of the second vehicle, means for receiving the test path errors, means for computing a modified path of the second vehicle taking account of the test path errors and means for controlling the second vehicle.

Abstract: An on-board recording system includes a control device and a recording device. The control device includes a transmitting unit that outputs a transmission signal when a driving assistance function is installed on the vehicle, and the recording device includes a receiving unit, a storage unit including a first area and a second area, a first vehicle behavior detecting unit, a second vehicle behavior detecting unit, a first recording processing unit, a second recording processing unit, and a recording permitting unit that permits the first recording processing unit to record the first vehicle information in the first area, and inhibits the second recording processing unit from recording the second vehicle information in the first area, when the transmission signal has been received, and permits the second recording processing unit to record the second vehicle information in the first area when the transmission signal has not been received.

Abstract: A vehicle control device includes control means for executing coasting control to disengage a friction engaging element and set a rotation speed of a rotary shaft of a drive source at zero when a predetermined condition is established, the predetermined condition including at least a condition according to which an accelerator pedal is not depressed. The control means starts the coasting control after predicting that an actual speed ratio of a continuously variable transmission will be modifiable to a target speed ratio of the coasting control during the coasting control, even in a case where the accelerator pedal is not depressed but the actual speed ratio has not yet reached the target speed ratio.

Abstract: An emergency vehicle control device, when an emergency vehicle stop switch is operated for an operation time threshold value or longer in a state where automatic vehicle stop control is not executed, determines that the automatic vehicle stop control is intended to be executed. Later, when the interval between the previous operation and the current operation of the emergency vehicle stop switch is within an operation interval threshold value, the determination that the automatic vehicle stop control is intended to be executed is sustained, whereas when the interval exceeds the operation interval threshold value and the emergency vehicle stop switch is operated for the operation time threshold value or longer, it is determined that the execution of the automatic vehicle stop control is intended to be cancelled.

Abstract: A method for operating a motor vehicle by detecting a destination input by a motor vehicle occupant; and determining which residual range of the motor vehicle will be indicated at the destination. If the determined residual range is less than a predetermined threshold value, the motor vehicle is operated in a consumption optimizing mode during which the motor vehicle is operated to carry out automatic measures for reducing the consumption of the motor vehicle until reaching the destination.

Abstract: A system and method for releasing baulking of a transmission gear of a hybrid vehicle are provided. The method includes comparing a stroke of a gear actuator with a first target value while increasing the stroke of the gear actuator when gear shifting is requested. Additionally, the method includes detecting whether the vehicle is in a stop state, in response to determining that the stroke of the gear actuator is less than a first target value. A motor torque is then increased in response to determining that the vehicle is in a stop state and the stroke of the clutch actuator is increased to be a second target value.

Abstract: A method is provided to control a hybrid powertrain comprising an internal combustion engine, a gearbox, a range gearbox, and two electrical machines to achieve a shift operation from a low range position to a high range position with minimal to no torque interruption and optimal brake regeneration, on the one hand, and a large torque and a lame number of gear steps are achieved on the other hand.

Abstract: Methods and systems are provided for adjusting noise, vibration, and harshness (NVH) limits for a vehicle based on a number of occupants in the vehicle. In one example, a method may include responsive to detecting zero occupants, reducing NVH constraints for operating the vehicle and adjusting one or more vehicle operating parameters based on the reduced NVH constraints.

Abstract: An indication from an identification device is received. The indication includes identification information for each user of one or more users in a vehicle. The identification device is found in the vehicle. Whether the identification information for each user of the one or more users is correct is determined. Responsive to determining the identification information for any user of the one or more users is incorrect, a manager of the vehicle is notified.

Abstract: A computer-implemented method and system for identifying a vehicle driver by a pattern of movement that includes receiving at least one sensor signal from at least one wearable device. The method and system additionally include determining the pattern of movement based on data extracted from the at least one sensor signal and determining if the pattern of movement is consistent with at least one driver movement pattern. The method and system further include identifying the vehicle driver based on the pattern of movement being consistent with the at least one driver movement pattern. The method and system also include controlling at least one vehicle system by executing vehicle settings associated with the identified vehicle driver.

Abstract: In various embodiments, a system and method for determining a gross combined weight of a vehicle and its load is disclosed. A method includes: providing predetermined calibration settings relating force to engine speed for a specific vehicle travelling in a reverse direction, altering accelerometer data based on filtered vehicle pitch and roll data, determining that one or more vehicle performance parameters fall within a threshold range, storing a plurality of data pairs that include longitudinal acceleration and drive force, and determining a slope of a line that linearly approximates the plurality of data pairs, the slope indicating a total weight, the total weight comprising a weight of the vehicle and a weight being hauled by the vehicle; and transmitting the total weight to a remote system for display.

Abstract: A method and apparatus are provided for determining the location of a vehicle. According to one aspect the method and apparatus the movements of motor rotors in a vehicle are monitored and used to determine speed, travel distance and/or travel path of a vehicle may be determined. Using various navigation techniques, the distance and travel path may then be used to determine the vehicle's location. Furthermore, movements of the motor rotors may also be used to report the positions of the steering and drive systems for the purpose of informing the vehicle controller as a method of feedback.

Abstract: A hopper car discharge section may be wide at the top and narrow at the bottom. Outflow is controlled by movable closure members. The hopper car has a plurality of hoppers of which two hoppers share a common ridge assembly. The ridge assembly forms a common mating and fit up location for the upper margins of the slope sheets of two lengthwise adjacent hoppers. The ridge assembly includes an horizontal center section and two end plates that angle upwardly outboard toward the top chords of the side walls. The ridge assembly stands proud of the upper margin of the respective adjacent slope sheets. A gusset is mounted between the adjacent slope sheets below the ridge plate such that the slope sheets and gusset form a reinforcement tube running across the car, the end plates forming the stems of a vertical T-section attached to the side wall and overlapping the top chord.

Abstract: A friction control composition having high and positive frictional properties for sliding steel surfaces includes a water insoluble hydrocarbon that enables a reduced water content, a rheological additive, a freezing point depressant, a friction modifier, and a lubricant.

Abstract: A train safety assembly has an onboard apparatus of a first train safety system and a specific transmission device for transmission with a trackside part of a second train safety system. The onboard apparatus is started using a version of a first software and the specific transmission device is started using a version of a second software. The versions of the first and second software are checked for their compatibility. In order to be able to provide the train safety assembly for use on a track section, which is equipped with the trackside part of the second train safety system, and to put same into operation in a faster and more cost-efficient manner, if the started versions of the first and second software are incompatible, the transmission device is automatically restarted with another version of the second software, and the started first and second software are checked for their compatibility.

Abstract: A foot lever assist mechanism permits transport dollies to be more heavily loaded, saving the worker additional trips to deliver the entire supply. The lever assist may be configured to move from dolly to dolly, being secured by a pair of thumb screws or welded in place, secured to the axle. An auxiliary feature of this lever assist is the provision of a telescoping ladder-like extender and an extra long base which maximizes the advantage this foot lever assist mechanism provides.

Abstract: A hand truck for moving water heaters and toilets has a fixed frame with one or more fulcrum wheels on a rear side, at least one floor stabilizing arm coupled to and extending from a front side, at least one outrigger support beam extending from the rear of the fixed frame, the at least one outrigger support beam further comprising a wheel at a distal end; and an extendable frame having a vertical beam, a horizontal beam coupled to the top of the vertical beam, and at least one lifting arm extending perpendicularly to the horizontal beam; the extendable frame vertically adjustable in relation to the fixed frame.

Abstract: A cart and dolly system designed to traverse walkways with heavy loads such as air-conditioning units.

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 spaced 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: 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: A safe electric power steering apparatus with a good steering feeling is provided that includes a function for getting out from restraint of a lateral flow or a one-sided flow, and enables acquisition of a better effect that a driver's load is reduced in the lateral flow or the one-sided flow. The safe electric power steering apparatus corrects a current command value by a motor current correction value based on a motor correction signal.

Abstract: The drive apparatus includes a motor, a plurality of substrates, a connector, and a connection terminal. The substrates are provided in one side of the motor in its axial direction. The connector is provided at an opposite side of the motor across the substrates in the axial direction. The connection terminal is connected to the substrates. The substrates are arranged such that a part of the substrates are overlapped when the substrates are projected in the axial direction. An overlapped region is defined as a region where the part of the substrates are overlapped. The connection terminal penetrates, in the overlapped region, at least a part of the substrates, the connection terminal being connected to the substrates in the overlapped region.

Abstract: A steering return control apparatus of an MDPS may include: a vehicle speed sensor configured to detect a vehicle speed; a yaw rate sensor configured to sense a tilted state of the vehicle, and output a yaw rate value; a column torque sensor configured to detect a column torque applied to a steering shaft; a motor encoder configured to detect a rotation amount of a motor; and a return controller configured to receive the vehicle speed, the yaw rate value and the column torque, determine whether the vehicle is driven in a neutral state, calculate a rack position and rack speed from the rotation amount of the motor, set a target position value in the neutral drive state, calculate a return torque for returning a steering wheel to the target position value, adjust a gain according to the vehicle speed and column torque, and output a return torque driving value.

Abstract: Disclosed is a power steering device having at least two redundant steering torque sensor units, at least two redundant steering angel sensor units, at least two redundant motor position sensor units and a control unit configured to: in a normal state, perform steering assist control based on a steering torque detection signal of one of the steering torque sensor units, a steering angle detection signal of one of the steering angle sensor units and a motor position detection signal of one of the motor position sensor units; perform redundant monitoring on the steering torque sensor units, the steering angel sensor units and the motor position sensor units; and, upon detection of an abnormality in any sensor output signal by the redundant monitoring, switch the abnormal signal to an alternative signal.

Abstract: A vehicle (100) comprises a docking port and a selectively demountable switch (10) having a body and a rotary knob (40) on the body, and an interface between the switch and the docking port to enable commands entered by operation of the rotary knob to be communicated to the vehicle (100). The vehicle (100) incorporates a tow-assist system to facilitate reversing of a trailer, the vehicle (100) being of the type having a positive power-assisted steering mechanism (350) for its steerable wheels (250). The system comprises computing means (310) and the demountable switch (10). The computing means (350) is arranged to interpret rotational movement of the knob (40) on the body as desired steering movements of the trailer when the vehicle (100) is being reversed and to effect steering commands for the positive power assisted steering mechanism (350) to achieve said desired steering movements of the trailer.

Abstract: A device for determining steering wheel rotation information, which comprises a linear motion transforming element connected to a steering column of a steering wheel for transforming rotation of the steering wheel into a linear movement, and a processing element electrically connected to the linear motion transforming element for determining steering wheel rotation information based on the linear movement transformed by the motion transforming element.

Abstract: A vehicle implements a steering anti-catch (SAC) algorithm that reduces a superimposition angle added to the steering wheel angle in order to reduce occurrence of steering catch. The superimposition angle may be determined according to an AFS system. The reduction of the superimposition angle according to the SAC algorithm is amplified when the driver is steering away from a center position, the vehicle speed is below a threshold, and a voltage for powering the power steering system is below a threshold. The amount by which the superimposition angle is reduced may be limited to a maximum reduction and may be subject to a limit in its rate of change as well.

Abstract: Exemplary embodiments disclose a parking assistance apparatus and a method of controlling the same, including, displaying an around view monitoring (AVM) image for a predetermined range from a vehicle on a touchscreen, sensing a touch input for a region in which the AVM image is displayed, and setting a target parking region of the vehicle based on a type and a pattern of the touch input.