Abstract: The present disclosure relates to a device for controlling a vehicle at an intersection. The device variably sets a region of interest of a vehicle sensor in accordance with a relationship between the progress paths of a subject vehicle and a target vehicle at an intersection, or controls the subject vehicle according to a collision avoidance control method in comparison with a predetermined scenario of a collision possibility of the subject vehicle and the target vehicle at the intersection according to a scenario, thereby preventing a collision at the intersection.

Abstract: A system for assisting a vehicle in reversing a trailer includes a vehicle steering system, a vehicle sensor outputting a vehicle velocity and a trailer sensor outputting a trailer yaw rate. The system further includes a controller controlling the vehicle steering system in reversing the trailer to cause a control parameter based on the trailer yaw rate and the vehicle velocity to converge toward a predetermined value.

Abstract: An example cold planer system includes a machine frame, a milling rotor disposed in a milling chamber, a first sensor, a second sensor and a control module. The control module comprises a processor and a controller. The processor is configured to receive a first signal indicative of a direction of motion of the machine, and a second signal indicative of whether an object is present in an object detection zone. The processor processes the first signal and the second signal to generate a control signal. The controller is configured to receive the control signal from the processor and to initiate a rotor collision avoidance mode if an object is present in an object detection zone.

Abstract: Technical solutions are described for providing driver warning using steering systems. An example steering system includes a motor control system that sends a command to a motor. The steering system further includes a fault monitoring system that sets a fault indication flag by monitoring one or more components of the steering system. The steering system further includes a driver warning feedback system that generates a warning injection signal based on and in response to the fault indication flag being set. Further, the motor control system generates a driver feedback by modifying the command to the motor using the warning injection signal, and sending the modified command to the motor.

Abstract: A method is described for determining a friction estimate between a road surface and a tire of a vehicle, the tire being arranged on a steerable wheel of the vehicle, and the vehicle having an axle rack pivotably attached to a linkage arm connected to the steerable wheel such that a translational motion of the axle rack causes the linkage arm to rotate about a kingpin element such that the linkage arm causes a turning motion of the steerable wheel. The method includes acquiring a plurality of rack force values; acquiring a plurality of lateral wheel force values; mapping a relation between the plurality of rack force values and the lateral wheel force values to a model; and determining the lateral friction estimate based on the mapping.

Abstract: A turn assist system includes a receiver of a primary vehicle that receives travel path data of a remote vehicle. A lane tracking module determines, based on the travel path data of the remote vehicle, whether the remote vehicle will enter an intersection in a nearest lane to the primary vehicle when the primary vehicle is at the intersection in a crossing lane and waiting to enter the intersection into the nearest lane. The determination includes determining whether the remote vehicle will change lanes. The nearest lane is a lane of a multilane road that is closest to the primary vehicle while located in the crossing lane. An alert module notifies a driver of the primary vehicle, in response to the lane tracking module determining that the remote vehicle will enter the intersection in the nearest lane, that it is unsafe to make a turn at the intersection.

Abstract: Methods and apparatus for controlling steering nibble in position controlled steering systems are described. A controller is to determine actuator angle data based on steering wheel angle data associated with a steering wheel. The controller is also to determine nibble control angle data based on the steering wheel angle data. The controller is also to determine adjusted actuator angle data based on the actuator angle data and the nibble control angle data. The controller is also to generate a control signal based on the adjusted actuator angle data to apply a torque via an actuator of a position controlled steering system.

Abstract: A method for automatically activating a brake application in a vehicle includes using at least one detection device, detecting at least one object in the environment of the vehicle and, using at least one processor, determining that a vehicle is on a collision course with the at least one object, determining an S-shaped avoidance trajectory of the vehicle and at least one avoidance criterion based at least in part on the S-shaped avoidance trajectory, determining two extreme values of a transverse acceleration of the vehicle from the S-shaped avoidance trajectory, determining whether the at least one avoidance criteria is fulfilled by comparing the two extreme values with a threshold value, wherein the avoidance criteria is fulfilled when the two extreme values fall below the threshold value, and activating an automatic brake application in the vehicle when an activation criterion for the automatic brake application is fulfilled.

Abstract: A method for executing straight tracking control may include receiving an input command(s) associated with controlling the operation of a first-side drive system and/or a second-side drive system of a hydrostatic transmission of a work vehicle to drive the vehicle along a straight path. The method may also include receiving first and second speed signals associated with the output speeds of the drive systems, and modifying the first speed signal or the second speed signal based on a speed scaling factor to generate a corrected speed signal. In addition, the method may include determining an adjusted control command for controlling the operation of the hydrostatic transmission as a function of the input command(s) and a control output determined based on the corrected speed signal. Further, the method may include controlling the operation of the hydrostatic transmission based at least in part on the adjusted control command.

Abstract: A motor drive control method is provided for controlling a speed of a motor such that a measured speed value of the motor follows a speed command value. The motor drive control method includes an on/off driving operation of driving a torque of the motor based on the speed command value in such a way that the torque of the motor is repeatedly turned on/off on preset cycle and duty. The motor drive control method and system can markedly enhance efficiency of a motor by reducing switching loss and current ripple loss of an inverter in a low-speed driving period of a high-speed motor.

Abstract: Technical solutions are described for generating an output torque from a multi-winding PMDC motor. An example method includes generating, by a current controller, a first voltage command for a first winding set from a plurality of winding sets of the PMDC motor, the first winding set generates a first current in response to the first voltage command. The method further includes generating, by the current controller, a second voltage command for the second winding set from the winding sets of the PMDC motor, the second winding set generates a second current in response to the second voltage command. The method further includes generating, by the PMDC motor, the output torque based on the first current and the second current.

Abstract: An apparatus for compensating for low-temperature torque of an MDPS including a column torque sensor configured to detect a column torque; a vehicle speed sensor configured to detect a vehicle speed; a temperature sensor configured to measure a temperature of the vehicle; a steering angle sensor configured to detect a steering angle of a steering wheel; and a controller configured to calculate an assist torque, calculate a vehicle speed gain and a compensation gain for the temperature and an accumulated steering angle based on the vehicle speed, the temperature and the steering angle, calculate a final compensation gain by applying a compensation gain attenuation rate, calculate a final assist torque by applying the final compensation gain to the assist torque, and output the final assist torque.

Abstract: An operating element can be operated by a driver for controlling at least the lateral guidance of the vehicle. A wheel angle adjuster is actuated by the operating element of the driver and/or by an electronic control unit that controls the automated lateral guidance of the vehicle so as to adjust a steering angle at the steerable wheels of the vehicle. In the process, a degree of coupling between at least one first part of the operating element and the wheel angle adjuster of the vehicle and/or between at least one first part of the operating element and a fixed position in the coordinate system of the vehicle can be modified depending on the degree of haptic contact between the driver of the vehicle and the aforementioned first part of the operating element.

Abstract: An inter-vehicle calculation unit calculates a required inter-vehicle distance required between the own vehicle and forward/rear vehicles traveling in the lane to which the own vehicle moves during the lane change. The required inter-vehicle distance includes a first inter-vehicle distance and a second inter-vehicle distance. The first inter-vehicle distance is the distance required to allow the own vehicle or the forward/rear vehicles to adjust their velocity after the own vehicle changes lanes, and the first inter-vehicle distance is calculated by a first calculation unit. The second inter-vehicle distance is the distance required between the own vehicle and the forward/rear vehicles after the own vehicle or the forward/rear vehicles adjust their velocity, and the second inter-vehicle distance is calculated by a second calculation unit. A determination unit determines that the own vehicle can change lanes if the relative distance is equal to or greater than the required inter-vehicle distance.

Abstract: A method for controlling a transmission of a vehicle includes: determining, via an electronic controller, a predicted lateral G-force that will act on the vehicle while the vehicle moves along a road curve using image data from a front camera of the vehicle before the vehicle moves along the road curve; communicating, via the electronic controller, the predicted lateral G-force to a transmission controller; and and controlling, via the transmission controller, the transmission of the vehicle based on the predicted lateral G-force.

Abstract: An electric power steering system includes a mechanical linkage, first and second wheels, an electric motor, first and second speed sensors, and an electronic control unit. The linkage includes a steering column and a rack operatively engaged to the steering column. The first and second wheels are rotationally engaged to opposite ends of the rack. The motor is operatively attached to the linkage for providing steering assistance. The first and second speed sensors are configured to detect rotation speed of the respective first and second wheels. The unit is configured to receive first and second rotational speed signals from the respective first and second speed sensors, and calculate a first rotational speed differential between the first and second wheels to facilitate an estimation of a steering column angular position for controlling the electric motor.

Abstract: A parking assist method includes acquiring recognition information on parked vehicles existing in a parking lot; extracting two or more vehicles parked side by side from the recognition information and grouping the two or more vehicles into a set of vehicles; and when a space into which parking is possible exists between the parked vehicles included in the grouped set of vehicles, estimating the space as an available parking space. The disclosure further includes setting a pathway direction reference line extending along a pathway of the parking lot; calculating reference distances between the pathway direction reference line and the parked vehicles included in the above recognition information; and extracting the two or more vehicles from the above recognition information and grouping the two or more vehicles into the set of vehicles on the basis of the calculated reference distances.

Abstract: Systems and methods to control steering of a vehicle are disclosed. An example system includes a first sensor to measure a tilt angle associated with a vehicle positioned on a road surface. The example system also includes a vehicle controller communicatively coupled to the first sensor to receive the tilt angle. In addition, the example system includes steering system communicatively coupled to the vehicle controller. The vehicle controller provides feedforward control data to the steering system based on the tilt angle. The steering system generates a first steering torque based on the feedforward control data.

Abstract: A vehicle user interface including a vehicle steering wheel including a grip, a sensor mounted in the steering wheel grip detecting objects touching the steering wheel grip, a plurality of individually activatable illumination units illuminating respective locations on the steering wheel grip, and a processor receiving outputs from the sensor, selectively activating a subset of the illumination units adjacent to a detected object, and controlling a plurality of vehicle functions in response to outputs of the sensor.

Abstract: When a steering angle reaches a first value close to a second value that defines a boundary of the maximum physical range of operation of a steering wheel, an ECU calculates a virtual end controlled variable that sharply increases a steering torque. The ECU calculates a second limit on the virtual end controlled variable and calculates a final limit (upper and lower limits) on an assist controlled variable by taking into account the second limit. When performing virtual end control, the ECU calculates the final limit on the assist controlled variable by using, as a first limit corresponding to the steering torque, a previous value held by upper and lower limit holders, instead of a present value calculated in accordance with the steering torque in a present calculation cycle.

Abstract: The invention relates to a modification system for modifying the steering ratio for a vehicle having steered wheels (11), a steering wheel (10), and a steering transmission device (20) serving to transmit steering movement between the steering wheel (10) and the steered wheels (11) with a steering ratio R=Alpha/Beta, where Alpha is the turning angle of the steering wheel, and Beta is the steering angle of the wheels; said system comprising a device for determining the angular speed of the steering wheel. Said system comprises a module (102) for controlling the steering ratio R configured to calculate the steering ratio as a function of the angular speed of the steering wheel (10). The invention also relates to a wheeled vehicle fitted with such a steering ratio modification system.

Abstract: A method for determining an assist torque of a power steering system in a vehicle: setting an initial slope indicating a correlation between a driver steering torque and a vehicle lateral acceleration, wherein the initial slope is a tangential slope at a lowest point of the vehicle lateral acceleration defined in a diagram; setting a maximum driver steering torque, which is a maximum value of a steering torque that a driver applies through a steering wheel of the vehicle; calculating an assist torque based on the driver steering torque in response to performance of a steering assist, from the set initial slope and maximum driver steering torque, and vehicle eigen value information based on a predetermined equation; generating a torque map in which an assist torque value is set based on the driver assist torque upon the performance of the steering assist using assist torque values obtained for each driver steering torque detected by a torque sensor; and determining, by an electronic control unit (ECU), the ass

Abstract: Disclosed are an apparatus and a method for controlling vehicle collision avoidance.

Abstract: Video information and sensor information may be obtained. The video information may define spherical video content having a progress length. The spherical video content may define visual content viewable from a point a view as a function of progress through the progress length of the spherical video content. The spherical video content may be captured by one or more image capture devices. The sensor information may characterize capture of the spherical video content. A viewing direction for the spherical video content may be determined based on the sensor information and/or other information. The viewing direction may define a direction of view for the spherical video content from the point of view as the function of progress through the progress length of the spherical video content. The spherical video content may be presented on a display based on the viewing direction.

Abstract: A detection system for a vehicle is provided. The detection system may include at least one image capture device configured to acquire a plurality of images of an area forward of the vehicle, the area including a curb separating a road surface from an off-road surface and a data interface. The detection system may also include at least one processing device programmed to receive the plurality of images via the data interface, and determine a plurality of curb edge line candidates in the plurality of images. The at least one processing device may be further programmed to identify at least one edge line candidate as an edge line of the curb.

Abstract: A vehicle control system includes a lane change intention detector that detects an intention of a lane change by an occupant of a vehicle, a recognizer that recognizes a surrounding situation of the vehicle, and a lane change controller that determines whether the lane change by the vehicle is possible based on the surrounding situation recognized by the recognizer, and changes a lane of the vehicle to another lane, independently of a steering operation of the occupant of the vehicle, based on a detection result of the lane change intention detector and the determined result, wherein the lane change controller decides a starting timing of the lane change based on whether a predetermined time has passed or the vehicle has traveled a predetermined distance after the intention of the lane change is detected by the lane change intention detector.

Abstract: A vehicle control system may include a power generator, a storage battery, a running electric motor, a determiner configured to determine an area toward which a vehicle occupant of the vehicle has a line of vision directed; a deriver configured to derive an index based on a frequency at which the vehicle occupant has the line of vision directed toward a specific area on the basis of a determination result; and a controller configured to operate the power generator in a case in which an amount of power of the storage battery is equal to or smaller than a threshold and operate the power generator regardless of the threshold of the amount of power of the storage battery in a case in which the index derived is equal to or higher than a predetermined degree.

Abstract: An electric power steering apparatus of a vector control system that compensates a dead time of an inverter without tuning operation, improves a distortion of a current waveform and a responsibility of a current control, and suppresses a steering sound, a vibration and a ripple.

Abstract: A yaw angle return controller is configured to end first yaw angle return control at a predetermined time when a value which is calculated by adding yaw angle detected by a lane recognition device at a predetermined time and an estimated yaw angle change amount is the same as yaw angle at lane change start time under a state where the first yaw angle return control is being executed. The predetermined time comes after the first start time and before the first finish time. The estimated yaw angle change amount is calculated by multiplying the yaw rate detected by a yaw rate sensor at the predetermined time by a predetermined time period for foreseeing.

Abstract: The first yaw angle return control is started at a first start time when the first interruption condition is established. The actuator is controlled under the first yaw angle return control so that yaw angle at a first finish time becomes a value closer to yaw angle at the lane change start time compared with yaw angle at the first start time. The first finish time comes when a first control execution time passes from the first start time. The actuator is controlled under the second yaw angle return control so that yaw angle at a second finish time becomes a value closer to yaw angle at the lane change start time compared with yaw angle at the second start time. The second finish time comes when a second control execution time longer than the first control execution time passes from the second start time.

Abstract: A lane departure prevention apparatus (17) has: a controlling device (172) configured to control a braking device (122) so that prevention yaw moment for preventing a vehicle from departing from a driving lane; and determining device (173) configured to determine whether or not slip ratio of a front wheel is larger than a first threshold value (KSfr) and whether or not slip ratio of a rear wheel is larger than a second threshold value (KSrr), the controlling device is configured to control the braking device so that the braking force applied from the braking device becomes smaller than the braking force for applying the prevention yaw moment, if it is determined that the slip ratio of the front wheel is larger than the first threshold value and/or the slip ratio of the rear wheel is larger than the second threshold value.

Abstract: A control device for an AC rotary machine includes an AC rotary machine having m sets of n-phase windings, a current detector, a power converter, and a control unit that calculates voltage commands on the basis of respective differences between a current command for the AC rotary machine and current detection values obtained by the current detector, and outputs ON/OFF signals to high potential side switching elements and low potential side switching elements of the power converter by comparing applied voltages calculated on the basis of the voltage commands with a carrier wave signal, wherein the current detector, when detecting currents flowing through the n-phase windings on the basis of currents flowing through current detection resistance elements that are inserted in series into the low potential side switching elements, obtains current detection values at two or more fixed timings over a single period of the carrier wave signal.

Abstract: A system and method for performing autonomous emergency braking (AEB) based on peripheral situations of a vehicle. The AEB system includes a front lateral detection sensor, a vehicle dynamics sensor, and an electronic control unit (ECU). The front lateral detection sensor detects a distance and a relative speed between a host vehicle and a peripheral object, or transmits peripheral images of the host vehicle to the ECU. The vehicle dynamics sensor detects a driving speed of the host vehicle, and transmits the detected driving speed to the ECU.

Abstract: An autonomous driving system acquires information concerning a vehicle density in an adjacent lane that is adjacent to a lane on which an own vehicle is traveling, when the own vehicle travels on a road having a plurality of lanes. The autonomous driving system selects the adjacent lane as an own vehicle travel lane, when the vehicle density in the adjacent lane that is calculated from the acquired information is lower than a threshold density that is determined in accordance with relations between the own vehicle and surrounding vehicles. The autonomous driving system performs lane change to the adjacent lane autonomously, or propose lane change to the adjacent lane to a driver, when the adjacent lane is selected as the own vehicle travel lane.

Abstract: A deflection control apparatus is configured to perform a deflection control in which a subject vehicle is deflected by a braking force difference between left and right wheels. The deflection control apparatus is provided with a releaser configured to release the deflection control if a steering operation, which is an operation of deflecting the subject vehicle in a direction opposite to a direction in which the subject vehicle is deflected by the deflection control, is detected during the deflection control. When releasing the deflection control, the releaser is configured to reduce a controlled variable over a predetermined time, which is shorter than a fall time of the controlled variable when the deflection control is ended without being released, and which becomes longer, as the controlled variable increases when the steering operation is detected.

Abstract: A method for characterizing a trailer attached to a towing vehicle having a kinematic model describing the trailer, a driver assistance system, and a vehicle/trailer combination are disclosed. The method includes: receiving lidar sensor data of a lidar sensor device of the towing vehicle from an environmental region of the towing vehicle and the attached trailer and identifying detection points corresponding to reflection points in the environmental region in the lidar sensor data; determining at least one model sub-region at least partially overlapping with the kinematic model; classifying the detection points lying within the model sub-region as detection points corresponding with the trailer; determining at least one feature of the trailer based on detection points corresponding with the trailer; comparing the at least one feature with the kinematic model; and updating the kinematic model based on the comparison of the at least one feature with the kinematic model.

Abstract: A system and method for large-scale lane marking detection using multimodal sensor data are disclosed. A particular embodiment includes: receiving image data from an image generating device mounted on a vehicle; receiving point cloud data from a distance and intensity measuring device mounted on the vehicle; fusing the image data and the point cloud data to produce a set of lane marking points in three-dimensional (3D) space that correlate to the image data and the point cloud data; and generating a lane marking map from the set of lane marking points.

Abstract: A steering control device includes a driving support ECU. The driving support ECU 10 is configured to execute an original lane return assist control to control a steering so as to return an own vehicle from a target lane to the original lane when a lane change assist control is stopped by detection of a first approaching vehicle in a situation where the own vehicle enters the target lane to travel in the target lane. The driving support ECU is configured to prohibit the original lane return assist control and to execute a lateral speed zero control to control the steering so as to maintain a lateral speed which is a speed in a lane width direction of the own vehicle at zero, when an original lane side vehicle is being detected.

Abstract: A travel control method of the present invention includes: recognizing the lane in which the host vehicle is traveling; controlling the travel of the host vehicle such that the host vehicle is situated at a predetermined position relative to a boundary line of the lane; detecting an increase in the lane width of the lane in which the host vehicle is traveling; and, if determining that one of the boundary lines situated to the left and the right of the host vehicle is a dashed line, controlling the travel of the host vehicle based on the dashed boundary line.

Abstract: An autonomous vehicle having a control unit that is configured to perform autonomous driving in which a steered angle of steered wheels is changed by a steering device so that a steering angle becomes a target steering angle for making the vehicle travel along a target trajectory, and to control the steering device so that a lane change is performed in a standard manner when the lane change is necessary. In a situation where the lane change is necessary and a steering operation is being performed by a driver, when a magnitude of an index value based on a parameter that changes according to the steering operation is smaller than a termination reference value, the control device does not terminate the autonomous driving and changes a target trajectory of the lane change according to the magnitude of the index value.

Abstract: According to a lane keep assist electronic control unit (LKAECU), a lane recognizer recognizes a driving lane in which the own vehicle is traveling. A target trajectory generator, a first adder, a feedforward steering angle calculator, a feedback steering angle calculator, a second adder, a feedforward torque calculator, a feedback torque calculator, and a third adder calculate demanded torque ?tgt for controlling steering of the own vehicle so that deviation of the vehicle from the driving lane is suppressed. A road surface camber corrector detects a camber estimated angle ?G which is a camber angle of a road surface of the driving lane in which the own vehicle is traveling. The road surface camber corrector detects drift of the own vehicle by calculating a yaw rate difference ??. The road surface camber corrector corrects the demanded torque ?tgt based on the camber estimated angle ?G and the yaw rate difference ??.

Abstract: A steering wheel with a touch area dynamically set up based on the driver's hand position may include touch input configured to receive a touching input of a driver; and a touch controller configured to set up a touch area for manipulation on the touch input to control components of a vehicle based on a touch area, in which the touching input is received, wherein the touch controller is further configured to determine a palm touch area of the driver and set up a touch area for manipulation around the palm touch area.

Abstract: A BLDC includes an outer casing, and a first sub-motor and a second sub-motor mounted within the outer casing. The BLDC further includes a terminal hub, and a first conductive terminal set and a second conductive terminal set. The first and second sub-motor include their respective stators that are energized independently and a common rotor. The first conductive terminal set is configured as a power supply branch circuit for the stator of the first sub-motor, the second conductive terminal set is configured as a power supply branch circuit for the stator of the second sub-motor. The first and second sub-motors can be configured to selectively commonly operate as a single motor to output normal power or operate independently. When one sub-motor fails, the other sub-motor can independently operate to ensure reliability and safety of the motor.

Abstract: A device of estimating a slip angle of vehicle wheel has an attitude-toward-road surface estimation section that uses a series of distances to measurement points on a road surface to estimate vehicle-body-road-surface coordinate conversion information (VCCI) for conversion from a vehicle-body coordinate system to a road-surface coordinate system, an on-road-surface inertia quantity calculation section that removes a gravity acceleration component from the vehicle-body inertia quantity to obtain inertia quantity caused by motion of a vehicle body and uses the VCCI to convert from the inertia quantity caused by the motion of the vehicle body to the road-surface coordinate system, and a wheel slip angle estimation section that estimates a sideslip angle of the vehicle wheel on the basis of a difference between a wheel acceleration vector and the acceleration vector converted to the road-surface coordinate system.

Abstract: A surveying system is provided having a work machine with at least one sensor configured to produce a signal indicative of a longitudinal pitch of the work machine and a lateral roll of the work machine. The work machine additionally includes a locating device configured to determine the location of the work machine, a communicating device configured to communicate over a network, and a controller in communication with the at least one sensor and the locating device. The controller is configured to receive the signals from the at least one sensor, create survey data by linking the signals with the location of the work machine, and communicate the survey data using the communicating device over the network to one or more offboard controllers. At least one offboard controller is configured to compare the survey data to one or more threshold values, calculate variances, and generate a map displaying the variances.

Abstract: The present teaching relates to method, system, and medium, for switching a mode of a vehicle. Real-time data related to the vehicle and a state of a driver are received and used to determine a set of tasks to be performed to switch the vehicle from a current mode to a different mode based on a task model. A first duration of time required to switch is determined based on a first risk associated with the current mode. A task duration time needed to complete each task is estimated. A second risk associated with the switching is determined based on the first duration as required and a total duration of time determined based on the task duration time needed to complete the set of tasks. The vehicle mode is switched if the second risk satisfying a criterion.

Abstract: Systems and methods for implementing and/or validating a model reference adaptive control (MRAC) for human-in-the-loop control of a vehicle system. A first operator model is applied to a first feedback-loop-based MRAC scheme, wherein the first operator model is configured to adjust a control command provided as an input to the MRAC scheme based at least in part on an actual action of the vehicle system and a reference action for the vehicle system with a time-delay. A stability limit of a first operating parameter is determined for the MRAC scheme based on the application of the first operator model to the first feedback-loop-based MRAC scheme. The MRAC scheme is validated in response to determining that expected operating conditions of the first operating parameter are within the determined stability limit of the first operating parameter.

Abstract: An electric power steering apparatus includes a steering angle control section that calculates a steering angle control current command value and the current command value using at least the steering angle control current command value. This control section has a position control section to calculate a basic steering angular velocity command value, a steering intervention compensating section to obtain a compensatory steering angular velocity command value, and a steering angular velocity control section to calculate a steering angle control current command value with the basic steering angular velocity command value, the compensatory steering angular velocity command value and an actual steering angular velocity.

Abstract: An electric power steering apparatus that includes a function to perform a handle-returning control being consistent with an intention of a driver by using, for a calculation of a target steering angular velocity, only a steering input due to the intention of the driver which is included in a steering torque and the assist current or only vehicle motion characteristics based on the steering input, in the handle-returning control which performs a PID-control depending on a deviation between the target steering angular velocity and a steering angular velocity.

Abstract: The present disclosure discloses method and an autonomous navigation system for autonomously steering a vehicle in a reverse path in real-time. The method comprises instructing to terminate steering of the vehicle in a forward path when a forward steering angle calculated between an orientation of the vehicle and a direction of the forward path is more than a predefined threshold value, calculating a reverse steering angle based on the forward steering angle for steering the vehicle in a reverse path, receiving data of one or more obstacles in the reverse path, determining a distance for steering the vehicle in the reverse path based on the one or more obstacles and the reverse steering angle and instructing the vehicle to steer in the reverse path at the reverse steering angle for the distance. Thus, the present disclosure provides an efficient and simple method for maneuvering obstacles in the forward path.