Abstract: Methods and systems are provided for controlling an engine idle-stop based on upcoming traffic and road conditions. In one example, a method may include receiving data including traffic information and road characteristics immediately ahead of a vehicle from one or more remote sources, and adjusting one or more vehicle thresholds based on the received data. A duration of a prospective engine idle-stop may be estimated based on the received data and an engine idle-stop may be initiated based on the duration of the prospective engine idle-stop and the adjusted one or more vehicle threshold.

Abstract: A vehicle includes an engine for applying a driving force to a vehicle wheel, a speed detector for detecting a driving speed, a slope detector for detecting a slope of a road, an input for receiving a departure command and an arrival command, and a controller, when a route addition mode is selected, acquiring and storing road condition information of a route between a departure time and an arrival time based on a driving speed and a slope of the road, which is detected from when the departure time at which the departure command is received until the arrival time at which the arrival command is received, and the controller, when a route driving mode is selected, controlling driving of the engine based on the stored road condition information of the road.

Abstract: A method for reducing a risk of a collision of a driving motor vehicle with an object, including determining a first safety area, which defines a first delimited subarea of a current surroundings of the driving motor vehicle, determining a second safety area, which defines a second delimited subarea of the current surroundings of the driving motor vehicle, the second subarea being at a greater distance from the motor vehicle than the first subarea, monitoring the first and second subareas for an object moving into the respective safety area and/or for an object located within the respective safety area, controlling a stoppage of the motor vehicle if the monitoring has determined that an object is located within the first safety area, to stop the motor vehicle, and controlling a performance of one or several safety actions if the monitoring determines that an object is located within the second safety area.

Abstract: The automatic parking apparatus includes: an image generation unit configured to generate an image of surroundings of an own vehicle photographed by a monitor device; a display unit; an input device configured to receive, a first touch input by the user for designating a parking place; a parking area calculation unit configured to determine whether a parking space for the own vehicle is available; a moving path calculation unit configured to determine at least one moving path candidate for guiding the own vehicle from a current location to a parking area, and to display the moving path candidate on the display unit; and a vehicle control processing unit configured to guide and control the own vehicle from the current location to the parking area in accordance with one moving path confirmed by the user operation from among the at least one moving path candidate.

Abstract: A vehicle control device includes a recognition unit that recognizes another vehicle in a vicinity of a host vehicle, a turning determination unit that determines whether or not the host vehicle is turning in a specific situation, and an apparatus operation control unit that causes an on-vehicle apparatus to perform a predetermined operation in a case where the other vehicle recognized by the recognition unit is present within a predetermined area of the host vehicle, and the apparatus operation control unit inhibits the predetermined operation to be performed by the on-vehicle apparatus in a case where the turning determination unit determines that the host vehicle is turning in the specific situation.

Abstract: A method and apparatus for controlling a vehicle are provided. A lane in which a target vehicle is driving, and an object in a vicinity of the lane are detected from an image of surroundings of the target vehicle, a degree of danger of the object is evaluated, driving information of the target vehicle is determined based on the degree of danger, and the target vehicle is controlled based on the driving information.

Abstract: A vehicle control apparatus comprising: an acquisition unit configured to acquire peripheral information of a self-vehicle; a detection unit configured to detect, based on the peripheral information, another vehicle approaching from one of a rear side and a lateral side of the self-vehicle; and a control unit configured to control an avoidance operation of the self-vehicle based on the other vehicle, wherein in a case in which the same other vehicle is detected not less than a predetermined number of times within a predetermined time, or in a case in which the same other vehicle is detected for not less than a predetermined time, the control unit controls to suppress a new avoidance operation.

Abstract: A host vehicle has an automatic brake control that is executed for avoiding contact between the host vehicle and a pedestrian upon detecting a pedestrian is present in a forward position of the host vehicle using a front camera and a radar. In a driving assist control method, upon detecting an object in front of the host vehicle to be a pedestrian candidate based on an image signal from the front camera), execution of an automatic brake control is permitted with the detected pedestrian candidate as the control target. Thereafter, determining by comparison whether or not the pedestrian candidate detected by the front camera matches an object detected by the reflected waves from the millimeter wave radar. Execution of the automatic brake control is continued or stopped based on the result of the comparison determination.

Abstract: A vehicle control system includes an output unit that outputs information, a recognition unit that recognizes nearby vehicles traveling around a subject vehicle, a control unit that controls acceleration/deceleration or steering of the subject vehicle on the basis of a relative positional relationship between at least some of the nearby vehicles recognized by the recognition unit and the subject vehicle, a specifying unit that specifies a nearby vehicle likely to influence the acceleration/deceleration or the steering of the subject vehicle among the nearby vehicles recognized by the recognition unit, and an output control unit that causes the output unit to output at least information on the presence of the nearby vehicle specified by the specifying unit.

Abstract: A vehicle control device (100) includes a deceleration controller (110) that operates according to an operation of an occupant of a vehicle or on the basis of a result of detecting a state of the occupant, and performs at least control of decelerating the vehicle, and a lane change controller (150) that causes the vehicle to change a lane independently of a steering operation of the occupant of the vehicle, and at least a part of the control of the deceleration controller is restricted when an operation condition of the deceleration controller and an operation condition of the lane change controller are satisfied at the same time.

Abstract: A vehicle device applied to a vehicle is provided. The vehicle is equipped with obstacle sensors that, respectively, detect obstacles, the obstacle sensors have respective detection ranges spreading toward at least one of a right lateral side or a left lateral side of the vehicle, and the detection ranges are arranged in an anteroposterior direction of the vehicle. The vehicle device includes a determination unit configured to successively determine a movement state of one of the obstacles relative to the vehicle based on a transition of one of the obstacle sensors which detects the one of the obstacles.

Abstract: A driving assistance device for the semi-autonomous and fully autonomous guidance of a transportation vehicle, wherein the driving assistance device calculates potential return trajectories for the respective return of a transportation vehicle from an initial condition, which deviates from a predefined target trajectory, to the target trajectory, wherein each return trajectory satisfies a respective predetermined driving dynamics profile which defines a permissible value range of a total acceleration, and to which a respective degree of autonomy is assigned.

Abstract: A vehicle control system includes a first steering controller that executes first steering control for controlling a steering device such that a traveling lane is maintained, and a second steering controller that executes second steering control that is activated during execution of the first steering control. If a command value given to the steering device in the first steering control has continued to deviate either left or right in a case that the second steering control starts, the second steering controller executes the second steering control by reflecting the command value given in the first steering control.

Abstract: In a driving assistance apparatus, an image acquiring unit acquires a captured image captured by an onboard camera. Based on the captured image acquired by the image acquiring unit, a boundary line recognizing unit recognizes a boundary line that demarcates a traffic lane in which an own vehicle is driving. A road information acquiring unit acquires road information related to a road on which the own vehicle is driving. Based on the road information acquired by the road information acquiring unit, a degree-of-reliability setting unit sets a degree of reliability of the boundary line recognized by the boundary line recognizing unit. Based on the boundary line recognized by the boundary line recognizing unit, a driving assisting unit performs driving assistance of the own vehicle and varies control content of the driving assistance based on the degree of reliability.

Abstract: A driving support device includes an output unit configured to output information, a recognition unit configured to recognize surrounding vehicles existing around a subject vehicle, and a control unit configured to determine control modes of in-vehicle devices of the subject vehicle on the basis of a position of a surrounding vehicle existing on an adjacent lane adjacent to a subject lane on which the subject vehicle exists among one or more surrounding vehicles recognized by the recognition unit.

Abstract: An automated speed control system includes a ranging-sensor, a camera, and a controller. The ranging-sensor detects a lead-speed of a lead-vehicle traveling ahead of a host-vehicle. The camera detects an object in a field-of-view. The controller is in communication with the ranging-sensor and the camera. The controller is operable to control the host-vehicle. The controller determines a change in the lead-speed based on the ranging-sensor. The controller reduces a host-speed of the host-vehicle when the lead-speed is decreasing, no object is detected by the camera, and while a portion of the field-of-view is obscured by the lead-vehicle.

Abstract: A driving assistance device (30) that has: an information acquisition unit (31) that acquires the relative speed of a vehicle ahead and the inter-vehicle distance to the vehicle ahead; a table (33) in which degrees of urgency that correspond to relative speeds and inter-vehicle distances have been pre-stored; and an ACC control unit (32) that reads out, from the table (33), a degree of urgency (x) that corresponds to the relative speed and inter-vehicle distance acquired by the information acquisition unit (31), finds a target acceleration/deceleration that has a slope (y) that is based on the degree of urgency (x) that was read out, and outputs the found target acceleration/deceleration as a control signal for controlling break pressure.

Abstract: Methods of and systems for adaptive cruise control (ACC) of a vehicle include a controller for the vehicle that is configured to execute a computer-implemented model predictive control and a safe spacing policy that reduces collision risk between the vehicle and both a leading vehicle and a following vehicle. The methods include sensing a speed of a leader vehicle in front of the ego vehicle and a distance of the leader vehicle from the ego vehicle, sensing a speed of a follower vehicle behind the ego vehicle and a distance of the follower vehicle from the ego vehicle, and controlling the speed of the ego vehicle to avoid collision with the leader vehicle while reducing risk of the ego vehicle being hit by the follower vehicle.

Abstract: Each transport vehicle is configured to perform a vehicle following control if an inter-vehicle distance to the transport vehicle traveling ahead becomes less than or equal to a predetermined distance, the vehicle following control being a control in which traveling state of the own transport vehicle is controlled in order to maintain constant the inter-vehicle distance to the transport vehicle traveling ahead based on traveling state information of the transport vehicle traveling ahead. Each transport vehicle is configured to terminate the vehicle following control if preparation of the own transport vehicle for arrival at a destination is initiated while the vehicle following control is being performed or if a travel direction of the own transport vehicle at a branching location is determined to be different from a travel direction of the transport vehicle traveling ahead at the branching location while the vehicle following control is being performed.

Abstract: A controller is configured to receive a first signal indicative of a spatial locating speed or a spatial locating position for determining the spatial locating speed. The controller is configured to determine a sensed speed of the work vehicle based on a calibration and a second signal indicative of a rotational rate of a wheel of the work vehicle, and to determine whether a difference between the sensed speed and the spatial locating speed exceeds a calibration threshold. In response to determining that the difference exceeds the calibration threshold, the controller is configured to update the calibration such that the sensed speed is substantially equal to the spatial locating speed, and update the sensed speed based on the updated calibration and the second signal. Further, the controller is configured to instruct a speed control system to limit a ground speed of the work vehicle based on the sensed speed.

Abstract: A method for adjusting driveline torque output of a vehicle is described. In one example, driveline output torque of a vehicle is decreased via switching from a first curve of a transfer function to a second curve of the transfer function, and then adjusting driveline output responsive to the second curve of the transfer function.

Abstract: A trailer backup assist system is provided herein. The system includes a calibration feature for calibrating an imaging device used for hitch angle detection. The system also employs multiple hitch angle detection methods, a number of which may run in parallel to increase the intervals at which a hitch angle can be measured. The system additionally includes a predictive feature in which a hitch angle can be predicted in instances where a trailer sensing device fails. The system is further configured to estimate a trailer length and generate steering commands that are invariant to the estimated trailer length under certain conditions.

Abstract: The vehicle system comprises: a brake system comprising a brake pedal, and a braking mechanism 13 configured to apply a braking force to a vehicle 3; and a vehicle control unit 15 operable to automatically stop an engine 5 when the vehicle is decelerated to a given vehicle speed or less during traveling, wherein when it is detected that the brake pedal 17 is manipulated and the vehicle 3 is stopped after automatically stopping the engine 5, the vehicle control unit 15 is operable to control the braking mechanism 13 to increase the braking force from a current value according to a manipulation amount of the brake pedal 17 up to a given value.

Abstract: “Roll-off” is considered to be any unwanted vehicle movement after a parking brake is engaged. Roll-off is prevented or reduced by a method and apparatus that adjusts hydraulic brake pressure applied to vehicle wheel brakes if unintended motion is detected when the parking brake is engaged and the vehicle's transmission is not in the park position.

Abstract: In one embodiment, a lane assistant system is configured to provide lane assistance to a driver of an autonomous driving vehicle (ADV) based on the driver's intention determined at the point in time by capturing and analyzing user actions and driving environment surrounding the ADV. By analyzing the user actions and the driving environment surrounding the vehicle, the driver's intention can be determined. The driver's intention can be utilized to interpret whether the driver indeed intends to change lane. Based on the driver's intention, the lane assistance can be provided, either allowing the vehicle change or exit the current lane, or automatically providing warning or correction of the moving direction of the vehicle.

Abstract: A system and method for automated lane change control for autonomous vehicles are disclosed. A particular embodiment is configured to: receive perception data associated with a host vehicle; use the perception data to determine a state of the host vehicle and a state of proximate vehicles detected near to the host vehicle; determine a first target position within a safety zone between proximate vehicles detected in a roadway lane adjacent to a lane in which the host vehicle is positioned; determine a second target position in the lane in which the host vehicle is positioned; and generate a lane change trajectory to direct the host vehicle toward the first target position in the adjacent lane after directing the host vehicle toward the second target position in the lane in which the host vehicle is positioned.

Abstract: A system and method for automated lane change control for autonomous vehicles are disclosed. A particular embodiment is configured to: receive perception data associated with a host vehicle; use the perception data to determine a state of the host vehicle and a state of proximate vehicles detected near to the host vehicle; determine a first target position within a safety zone between proximate vehicles detected in a roadway lane adjacent to a lane in which the host vehicle is positioned; determine a second target position in the lane in which the host vehicle is positioned; and generate a lane change trajectory to direct the host vehicle toward the first target position in the adjacent lane after directing the host vehicle toward the second target position in the lane in which the host vehicle is positioned.

Abstract: A vehicle control system includes a detection unit which detects the position of a lane marker on a road surface in a traveling direction of a vehicle, a storage unit which stores the position of the lane marker detected by the detection unit in a predetermined range in the traveling direction and a lane change control unit which controls lane change of the vehicle on the basis of the position of the lane marker detected by the detection unit, wherein the lane change control unit determines whether lane change is possible on the basis of the position of the lane marker in the predetermined range stored in the storage unit in a case that the lane marker is not detected by the detection unit and controls lane change of the vehicle on the basis of the position of the lane marker in the predetermined range in a case that it is determined that lane change is possible.

Abstract: A driver monitoring apparatus has a photographing means for taking a picture of a driver's face, an illumination means for emitting light to the driver's face, a light amount control means for setting the amount of light from the illumination means to a first or second amount of light, a differential image creating means for comparing image information about one image on which the driver's face to which the first amount of light was emitted is photographed with image information about another image on which the driver's face to which the second amount of light was emitted is photographed and then creating a differential image from differential information about brightness of corresponding pixels, a detecting means for detecting the driver's eyes from the differential image created by the differential image creating means, and a state detecting means for detecting the driver' state according to an image of the driver's eyes.

Abstract: The present invention relates to a method for determining an optimal speed to be reached for a first vehicle preceded by a second vehicle. For this method, the position, the speed and the acceleration of the second vehicle are measured (MES) in order to determine the trajectory thereof (POS), and a dynamic model (MOD) of the first vehicle is constructed. The speed to be reached (VIT) is then determined by minimizing (MIN) the energy consumption of the vehicle by means of the dynamic model (MOD), the minimization being constrained by the trajectory (POS) of the second vehicle.

Abstract: A propulsion system, control system, and method are provided for optimizing fuel economy, which use model predictive control systems to generate a plurality of sets of possible command values and determine a cost for each set of possible command values of based on a first predetermined weighting value, a second predetermined weighting value, a plurality of predicted values, and a plurality of requested values. The set of possible command values having the lowest cost is determined and defined as a set of selected command values. Fuel is minimized by minimizing engine power for a requested axle power. Accordingly, a fuel consumption rate requested value is determined based on an air-per-cylinder (APC) requested value.

Abstract: A vehicle control system including: a surrounding state detector is configured to detect a state of the surroundings, a first running assistor is configured to automatically control at least acceleration/deceleration or steering such that the subject vehicle can run along a route to a destination; a monitor is configured to monitor whether or not the first running assistor is in a predetermined state and limit an operation of the first running assistor in a case in which the first running assistor is in the predetermined state; and a second running assistor is configured to assist a occupant's driving on the basis of the result of the detection executed and perform steering control according to a relation between the subject vehicle and a lane in a case in which the first running assistor is determined as being in the predetermined state.

Abstract: A vehicle control system includes: a lane change support control unit (150) configured to execute lane change of a vehicle independently of a steering operation by an occupant of the vehicle by receiving an operation from the occupant of the vehicle; a road information acquiring unit (151) configured to acquire a type of a road on which the vehicle is traveling; a lane changeability determining unit (152, 153) configured to determine whether lane change of the vehicle is to be executed by the lane change support control unit; and a lane keeping support control unit (140) configured to control a steering device such that the vehicle is prevented from departing from a lane on which the vehicle is traveling independently of the steering operation by the occupant of the vehicle and to continue to perform a lane keeping operation in a case that the lane changeability determining unit determines that lane change of the vehicle is not to be executed on the basis of the type of the road.

Abstract: In an autonomous driving adjustment apparatus, a condition obtainer repeatedly obtains a driving-related condition during execution of autonomous driving control of a vehicle. The driving-related condition includes at least one of control information about the autonomous driving control of the vehicle, and environmental condition information around the vehicle during execution of the autonomous driving control of the vehicle. The condition obtainer obtains the driving-related condition in response to a driver's intervention in the autonomous driving control of the vehicle as an intervention-responsive driving-related condition. A parameter adjuster determines whether the intervention-responsive driving-related condition has been changed from a previous driving-related condition in the driving-related conditions. The previous driving-related condition is obtained immediately previous to the intervention-responsive condition.

Abstract: An automation level determination section selects one of automation levels defined at a plurality of stages based on a deviation degree of reliability, the deviation degree corresponding to each of a plurality of kinds of driving behaviors that are estimation results obtained using a driving behavior model. A generator generates presentation information by applying the plurality of kinds of driving behaviors to an output template corresponding to one selected automation level in output templates corresponding to the automation levels defined at the plurality of stages respectively. An output unit outputs the presentation information that is generated.

Abstract: A system enables operation and control of railroad trains by remotely-located train operators. A centralized communication management server facilitates and manages virtual links between trains to be controlled and the appropriate remote train operators. The server routes train health and status information from each train as gathered by a locomotive control unit to the appropriate remote operator. The server also routes locomotive video, audio, train dynamics information, and other sensory data as gathered by the locomotive control unit from each train to the appropriate remote operator. Operator commands from each remote operator are routed by the server to the locomotive control unit in the appropriate train. The locomotive control unit executes received remote operator commands via conventional locomotive systems and interfaces. The locomotive control unit works with existing locomotive systems to bring a train to a safe and orderly stop in the event communication with the remote operator is lost.

Abstract: A process for supervising an air conditioning system of a railway vehicle. The process comprising the following steps: a) after starting the air conditioning system, measuring physical properties relative to the refrigerant; b) from the physical properties measured during step a), calculating thermodynamic properties; c) from the thermodynamic properties calculated during step b), calculating the density, optionally averaged, of the refrigerant inside each component of the air conditioning system; d) using manufacturer data, which includes the dimensions of each component of the air conditioning system, calculating the passage volume of the refrigerant inside each component of the air conditioning system; e) using the values calculated in steps c) and d) to calculate the total mass of refrigerant contained inside the air conditioning system; and f) comparing the total mass of refrigerant calculated in step e) with the total mass of refrigerant originally contained inside the air conditioning system.

Abstract: A control soundness determination device according to the present invention includes: a sensor which detects a control amount of a plant with respect to a control input input to the plant; and a determination unit which determines control soundness based on a soundness index obtained by multiplying the control input by a differential value of the control amount.

Abstract: Provided is a bearing monitoring device of a railcar, the railcar being constituted by coupling a plurality of cars including carbodies and bogies, the bearing monitoring device including: bearing temperature sensors provided at the respective bogies and configured to directly or indirectly detect temperatures of bearings of the bogies; at least one state sensor provided at at least one of the carbodies of the plurality of cars and configured to be used for calculating loads or rotating speeds of the bearings; and a storage unit provided at at least one of the carbodies of the plurality of cars and configured to store data pieces of signals detected by the bearing temperature sensors and the state sensor.

Abstract: A plurality of wayside communication units may be configured for placement on or near path of trains. Each wayside communication unit may include a power component configured for generating and/or obtaining power for powering components of the wayside communication unit; a communication component configured for transmitting and/or receiving wireless signals; and one or more circuits that process signals and data, and perform one or more applications or functions relating to operations of the wayside communication unit. Each wayside communication unit may be configured to communicate signals and/or messages with one or more local control devices within a legacy train control system, and with each train-based device that moves within communication range of the wayside communication unit. The legacy train control systems may include communication-based train control (CBTC) based systems. The wayside communication units may be configured for utilizing ultra-wideband (UWB) based communications.

Abstract: A locomotive communication system includes a wireless communication device and a controller that controls operation of the wireless communication device. The controller directs the wireless communication device to switch between operating in an off-board communication mode and operating in an onboard communication mode. The wireless communication device communicates a remote data signal with an off-board location while the wireless communication device is operating in the off-board communication mode and the wireless communication device communicates a local data signal between the propulsion-generating vehicles of the vehicle system while the wireless communication device is operating in the onboard communication mode.

Abstract: A wheel barrow that includes a three-wheel design and a secondary handle so that almost any single user, such as a disabled military veteran, can utilize the wheel barrow compared to traditional wheel barrows. The wheel barrow includes an A-frame, a first front wheel, a second front wheel, a rear wheel, a barrow receptacle, a clevis, and a handle bar. The A-frame is the main structural body of the wheel barrow. The first front wheel and the second front wheel provide a primary conveyance means for the wheel barrow. The rear wheel provides a secondary conveyance means for the wheel barrow and allows the wheel barrow to stand upright without the aid of the user. The barrow receptacle provides a storage means to carry material. The clevis allows the user to change directions when utilizing the wheel barrow. The handle bar provides an efficient leverage means.

Abstract: Provided is a cart mounted cup holder. The cup holder includes a support bracket having a mounting member, a connecting member, a horizontal member and a vertical member. The connecting member is coupled between the mounting member and the horizontal member such that an interior angle between the horizontal member and the mounting member is an acute angle. The vertical member is coupled to the horizontal member and is substantially perpendicular to the horizontal member. The cup holder also includes a cup retaining member coupled to an end of the vertical member, wherein the cup retaining member is perpendicular to the vertical member and substantially parallel with the horizontal member. The cup retaining member has an aperture for receiving a cup there through, wherein the cup is supported by the horizontal member when received through the cup retaining member.

Abstract: A modular cart assembly includes a first cart and an identical second cart. Each cart has a latching assembly that vertically slides along the cart and a coupling arm spaced apart from the latching assembly. The first cart is coupled to the second cart by positioning the first cart next to the second cart, vertically sliding the latching assembly of the first cart along the first cart until the latching assembly of the first cart couples to the coupling arm of the second cart, and vertically sliding the latching assembly of the second cart along the second cart until the latching assembly of the second cart couples to the coupling arm of the first cart.

Abstract: A trailer having a framework configured for selectively switching between a wheel-based towing mechanism and a ski-based towing mechanism and wherein the trailer framework is lightweight and configured for supporting an enclosed trailer that may be constructed of lightweight composite paneling. The trailer framework can also be used with a pivotable and removable tow-bar where the tow-bar is configured with a plurality of pivotable attachment points for pivotably securing to the framework. The tow-bar is also connectable to any tow-vehicle and can be removed from the tow-vehicle and the trailer framework when not in use, or can be pivoted upwardly about the trailer framework for storage.

Abstract: A steering device for a vehicle having a steering wheel, a steering wheel hub or steering wheel spokes which are connected in a rotationally fixed manner to the steering wheel for transmission of a steering motion, a central part which is disposed in a stationary position with respect to the steering wheel in a central region defined by the steering wheel and which has a visible surface area in the central region formed predominantly by a screen display and wherein the screen display is an input/output device and is configured for control of at least one functionality of the vehicle.

Abstract: An assembly includes a steering column. The assembly includes a pair of steering handles pivotally supported by the steering column and pivotable from an extended position toward the steering column to a retracted position. The assembly includes a processor and a memory storing instructions executable by the processor to pivot the steering handles to the retracted position upon detecting a triggering event.

Abstract: A steering gear apparatus includes a rack shaft, a pinion shaft, and a housing. The rack shaft has rack teeth and moves in an axial direction to steer front wheels. The pinion shaft has pinion teeth and rotates in accordance with steering operation of a steering wheel. The housing supports the rack shaft and the pinion shaft, and houses a meshing area between the rack teeth and the pinion teeth. When the steering wheel is in its neutral position, the pinion teeth mesh with the rack teeth at a rotational position of the pinion shaft that minimizes torque required to move the rack shaft in the axial direction during one rotation of the pinion shaft.

Abstract: Automatic steering and four-wheel steering are configured on an agricultural machine so that when automatic steering is enabled, a control system selectively activates and deactivates four-wheel steering depending on sensed turning or non-turning states of the machine. When automatic steering is enabled, the machine can automatically steer, such as according to a prescription map. In straightaway paths, corresponding to non-turning states, the control system can activate two-wheel steering. However, in the headlands of fields, corresponding to turning states, the control system can activate four-wheel steering. Such turning states can be determined based on the machines location on the map. Alternatively, such turning states can be determined based on sensed turning of the wheels.

Abstract: Provided is a control apparatus for a power steering apparatus and a power steering apparatus capable of gradually increasing a steering reaction force felt by a driver since after a start of assist limitation when imposing the assist limitation for reducing power to be supplied to an electric motor that provides a steering force.