Abstract: Disclosed are a drive-by-wire chassis cyber-physical system under an intelligent traffic environment and a control method. The system includes: an SoS-level CPS, a system-level CPS, and a unit-level CPS, data transmission is realized between a plurality of unit-level CPSs and one system-level CPS, and data transmission is realized between a plurality of system-level CPSs and one SoS-level CPS. The system integrates a hub motor with a suspension, cancels traditional structures such as an engine and a clutch, and simplifies the structure of a chassis. A motor directly drives a vehicle to run, and different driving, braking or torque is applied to different wheels through four hub motors, so as to meet independent control of the wheels and improve active safety and operational stability.

Abstract: A method for generating a steering command for controlling a vehicle is provided.

Abstract: A system for vehicle navigation is provided. The system includes at least one processing circuitry programmed to receive via a data interface one or more images captured by one or more cameras representative of an environment of a vehicle, identify, based on analysis of the one or more images, at least one direction of at least one directional arrow on a road surface in the one or more images, determine a direction of travel for the vehicle based on the at least one direction of the at least one directional arrow on the road surface, determine at least one navigational action for the vehicle based on the determined direction of travel for the vehicle, and cause one or more actuator systems of the vehicle to implement the determined at least one navigational action for the vehicle.

Abstract: An apparatus and a method for controlling driving of a vehicle are provided. The apparatus includes a sensor configured to obtain driving environment information and vehicle driving information, and a controller configured to calculate a time to collision with a following vehicle based on the driving environment information when a lane change is necessary to be performed while flashing an emergency light, and to control flashing of the emergency light or a turn indicator based on the time to collision and the vehicle driving information when the lane change is performed.

Abstract: A steering control device is configured to control steering via a steering actuator of a vehicle. The steering control device includes a condition determination unit and a steering maintenance unit. The condition determination unit is configured to determine whether a maintenance condition required to keep a steering angle at a stop control angle is satisfied, the steering angle being given by the steering actuator to a tire of the vehicle, the stop control angle being the steering angle which is to be given at a stop position where the vehicle stops traveling. The steering maintenance unit is configured to keep the steering angle at the stop control angle in a pre-stop traveling section in which the vehicle travels until the vehicle arrives at the stop position after the maintenance condition is satisfied.

Abstract: A reverse driving assistance system assists a driver in steering a towing vehicle having a trailer. The system has an operating element for specifying a target articulation angle, a sensor device for detecting the current articulation angle of the vehicle-trailer combination, a display unit at least for displaying the specified target articulation angle, and an electronic control unit connected to the aforementioned components. The control unit also has an evaluation unit for recognizing an implausible specification of the target articulation angle and a protection unit for restricting the reverse driving assistance functionality if an implausible target specification is recognized. An implausible specification of the target articulation angle can be recognized at least by detecting the frequency of the change in direction of the operating element within a predetermined time and by comparing the detected value with a defined threshold value.

Abstract: An electronic steering control apparatus to which a redundancy system is applied and which includes a first position controller and a second position controller. When communication is established between the first and second position controllers, the first position controller controls the position of a first motor based on command steering angles ?1 and ?2 from a control unit and feedback steering angles ?m1 and ?m2 from the first motor and a second motor, and the second position controller controls the position of the second motor based on the command steering angles ?1 and ?2 from the control unit and the feedback steering angles ?m1 and ?m2 from the first motor and the second motor.

Abstract: A control device for a power steering device includes a low-pass filter unit including a cutoff frequency adjustment unit configured to adjust a cutoff frequency for partially attenuating a component of an input signal, set the cutoff frequency to a first cutoff frequency when a steering torque signal is lower than a first predetermined torque value, and to set the cutoff frequency to a second cutoff frequency lower than the first cutoff frequency when the steering torque signal is equal to or higher than the first predetermined torque value.

Abstract: Driver behavior risk assessment and pedestrian awareness may include an receiving an input stream of images of an environment including one or more objects within the environment, estimating an intention of an ego vehicle based on the input stream of images and a temporal recurrent network (TRN), generating a scene representation based on the input stream of images and a graph neural network (GNN), generating a prediction of a situation based on the scene representation and the intention of the ego vehicle, and generating an influenced or non-influenced action determination based on the prediction of the situation and the scene representation.

Abstract: A method includes identifying a path to be followed by an ego vehicle. The method also includes determining a desired yaw rate and a desired yaw acceleration for the ego vehicle based on the identified path. The method further includes determining a desired yaw moment for the ego vehicle based on the desired yaw rate and the desired yaw acceleration. In addition, the method includes distributing the desired yaw moment to multiple wheels of the ego vehicle such that the distributed desired yaw moment creates lateral movement of the ego vehicle during travel along the identified path. In some cases, the desired yaw rate and the desired yaw acceleration for the ego vehicle may be determined based on nonlinear kinematics of the ego vehicle, and the desired yaw moment for the ego vehicle may be determined based on a single-track dynamic model of the ego vehicle.

Abstract: A hydraulic system for a working machine, the system comprising: an electric machine connected to a first hydraulic machine and to a second hydraulic machine via a common axle, an output side of the second hydraulic machine being connected to an input side of the first hydraulic machine, wherein the first hydraulic machine is a variable displacement hydraulic machine with unidirectional flow; at least one hydraulic consumer hydraulically coupled to an output side of the first hydraulic machine via a supply line and configured to be powered by the first hydraulic machine; a first return line hydraulically coupling the hydraulic consumer to the input side of the first hydraulic machine.

Abstract: Techniques are described for providing a hands-off steering wheel detection warning. An example method can include a vehicle computer determining a real-time level of fatigue of a driver of an autonomous vehicle. The method can further include the vehicle computer determining an operating parameter associated with an environment in which the autonomous vehicle is traveling. The method can further include the vehicle computer determining a time interval for providing a hands-off steering wheel detection warning based at least in part on the real-time level of fatigue of the driver, and the operating parameter. The method can further include the vehicle computer identifying a final time interval for providing a hands-off steering wheel detection warning. The method can further include the vehicle computer outputting the hands-off steering wheel detection warning after the final time interval has elapsed.

Abstract: A driving assistance device includes a lane change detection unit, a lane identification unit, a first space determination unit, an operation control unit. The lane identification unit identifies an original lane and a destination lane by using a detection result obtained by a boundary detection unit that detects a first boundary and a second boundary. The first boundary is a boundary between the original lane and the destination lane, and the second boundary is a boundary that defines the original lane and is located on a side opposite to the first boundary. When it is detected that the own vehicle is scheduled to perform a lane change and it is determined that the passable space is present, the operation control unit causes the own vehicle to perform a lateral movement operation before the lane change is performed. The lateral movement operation causes the own vehicle to approach the destination lane.

Abstract: A driver assistance system according to an embodiment of present disclosure includes: a camera disposed on the vehicle to have an external field of view of a vehicle and configured to obtain image data; a radar disposed on the vehicle to have a field of sensing outside the vehicle and configured to obtain radar data; and a controller including a processor configured to process the image data and the radar data, and the controller is configured to determine whether a rear vehicle changes direction based on the image data obtained by the camera, determine whether there is a risk of collision with the rear vehicle based on the radar data when the rear vehicle does not change direction and control at least one of a steering system or a vehicle velocity control system of the vehicle to avoid the rear vehicle when it is determined that there is a risk of collision with the rear vehicle.

Abstract: A method for supporting a driver of a motor vehicle in a manual parking procedure of the motor vehicle in a surroundings of the motor vehicle, is disclosed. At least one indicator characterizing the parking procedure is acquired and, depending on an evaluation of the indicator, a performance of a parking procedure is recognized and, depending thereon, at least one parking-procedure-specific function of the motor vehicle is activated to support the driver during the parking procedure, wherein a performance of the parking procedure is recognized when at least a first indicator that characterizes the parking procedure in a surroundings-specific manner is acquired and if, after the acquisition of the first indicator, at least one second indicator that characterizes the parking procedure in a motor-vehicle-specific manner is acquired.

Abstract: A system includes an acquisition unit that acquires an operation amount or a duration count, and a switching unit that switches a driving state. The switching unit switches the driving state to the cooperative driving state when the operation amount is equal to or greater than an intervention threshold and less than a start threshold or the duration count is equal to or greater than a first threshold and less than a second threshold during the autonomous driving state, switches the driving state to the autonomous driving state when the operation amount is less than the intervention threshold or the duration count is less than the first threshold during the cooperative driving state, and switches the driving state to the manual driving state when the operation amount is equal to or greater than the start threshold or the duration count is equal to or greater than the second threshold.

Abstract: A driving support ECU initializes a target trajectory calculation parameter at a start of LCA; calculates, based on the target trajectory calculation parameter, a target trajectory function representing a target lateral position which is a target position of an own vehicle in a lane width direction in accordance with an elapsed time from the start of LCA; calculates a target control amount based on the target trajectory function; when a steering operation by a driver has been detected, again initializes the target trajectory calculation parameter; and recalculates the target trajectory function based on the target trajectory calculation parameter.

Abstract: Machine-learning-based steering torque non-uniformity compensation for vehicles is enabled. For example, a system can comprise a memory that stores computer executable components, and a processor that executes the computer executable components stored in the memory, wherein the computer executable components comprise: a machine learning component that generates a steering non-uniformity model based on machine learning applied to past steering data representative of positions and steering ratios of a steering wheel of a vehicle, and a torque compensation component that, using current position data representative of a current position of the steering wheel and the steering non-uniformity model, determines a torque to apply to the steering wheel configured to offset a steering non-uniformity at the current position.

Abstract: An electric power steering device includes: an information obtaining unit that obtains information on a steering torque acting on a steering wheel of a vehicle, speed of the vehicle, a turn angle of the steering wheel, and an actual yaw rate; a setting unit that sets a steering assist control amount relating to an assist motor based a deviation of the actual yaw rate from a norm yaw rate set based on a traveling state of the vehicle; and a steering assist control unit that performs steering assist control using the assist motor based on the information on the steering torque. The steering assist control unit performs the steering assist control based on the steering assist control amount set by the setting unit.

Abstract: Described herein are steer-by-wire systems and methods of operating these systems in vehicles. A steer-by-wire system comprises a steering wheel assembly, comprising a steering wheel, sensors, and a torque generator. The system comprises a rack assembly, comprising a steering rack, sensors, and a rack actuator. The steering wheel assembly and the rack assembly are communicatively coupled by a steer-by-wire system controller, without having any direct mechanical links between the assemblies. In some examples, the controller instructs the rack assembly to control the steering rack position based on the steering input, such as changes in the steering wheel position. A steering map is used to determine the desired steering rack position based on the current steering wheel position. In some examples, a steering map is selected from a steering map set based on, e.g., the vehicle speed, vehicle direction, driver preference, and the like.

Abstract: A braking control method using a predicted friction coefficient of a brake pad in a braking apparatus, which may predict a friction coefficient of a brake pad according to the traveling situation in real time using a wheel velocity, a brake disc temperature, and a braking hydraulic pressure, may include determining a target braking torque determined using the predicted friction coefficient, and then allowing the determined target braking torque to be reflected to a real braking torque through a feedforward control, upon a hydraulic braking control for securing the traveling stability of a vehicle or upon a cooperative control between the regenerative braking and the hydraulic braking, improving the accuracy and response speed of the braking control.

Abstract: A lane change assistance system includes: at least one sensor that detects sensing information including a first vehicle speed of a host vehicle, a second vehicle speed of a surrounding vehicle around the host vehicle, and a distance between the host vehicle and the surrounding vehicle; a lane change controller that identifies a lane change possible condition based on the sensing information, calculates an expected lane change time, and generates a lane change path for the expected lane change time; a steering device that controls lateral movement of the host vehicle based on the lane change path; and an acceleration and deceleration device that controls longitudinal movement of the host vehicle based on the lane change path.

Abstract: An apparatus for controlling an MDPS may include: a steering angle position control unit configured to compensate a first steering angle error corresponding to the difference between a command steering angle from an autonomous driving system and a first current steering angle from a steering angle sensor, and output a first command current; and a responsiveness improvement unit configured to compensate a second steering angle error corresponding to the difference between the command steering angle and a second current steering angle from a motor, and apply the compensated value to the steering angle position control unit, wherein the steering angle position control unit applies the compensated value to the first command current, and outputs a second command current.

Abstract: A steering angle calculation apparatus includes an electronic control unit configured to calculate a steering angle based on a torque caused by a driver and at least one of vehicle information, surrounding environment information, and driver information.

Abstract: Provided is a steering control system of a vehicle, the system including a torque calculation unit calculating a required steering angle for controlling a steering device based on a driving route of the vehicle and calculating an automatic steering torque based on the calculated required steering angle; a torque correction unit calculating a correction steering torque for correcting the automatic steering torque based on the required steering angle calculated by the torque calculation unit and driving data of the vehicle; and a steering control unit controlling the steering device of the vehicle based on the automatic steering torque calculated by the torque calculation unit and the correction steering torque calculated by the torque correction unit.

Abstract: Both responsiveness and stability of a power assist control system are satisfied. A processor executes, in accordance with a program, determining base assist gain based on steering torque and base assist torque, generating stabilizing compensation torque based on the base assist torque, with use of a stabilizing compensator that has a second-order or higher transfer function in which a frequency characteristic is variable in accordance with the base assist gain and which is expressed using a responsiveness parameter ? and a damping parameter ?, and generating a current command value for use in control of the motor based on the stabilizing compensation torque.

Abstract: An ego-vehicle warning method includes determining a nearby area of an ego-vehicle based on moving information of the ego-vehicle, performing target classification on vehicles surrounding the ego-vehicle to obtain nearby vehicles in a plurality of directions and remote vehicle sets in the plurality of directions, for any remote vehicle in a remote vehicle set, calculating a shortest distance between the remote vehicle and a nearby vehicle in each direction that matches a direction of the remote vehicle in the plurality of directions in a future time period, and recording a time T when the shortest distance is less than a threshold D, and sending alarm information to a driver of the ego-vehicle based on the recorded time T.

Abstract: A method of controlling an electrical actuator of a mechanical system having a plurality of nested zones of contact, the method comprising the steps of: acquiring data about the mechanical system, which system includes a number of nested zones of contact; preparing a model of the system on the basis of said data and of a number of LuGre models put in parallel equal to the number of nested zones of contact, and determining parameters of the model and also a compensation structure for compensating friction in the nested zones of contact; including the compensation structure in a control relationship for the actuator A; and controlling the actuator by means of the control relationship.

Abstract: A method for managing a vehicle steering system of a vehicle having a steering assist system, including estimating a steering angle amplitude during a steering maneuver before rotating the steering wheel to the steering angle amplitude value associated with the steering maneuver. Using the estimated steering angle amplitude value to control activation of the steering assist system associated with the vehicle steering system. In one example, the estimated steering angle amplitude value adapts a torque assist signal of the steering assist system.

Abstract: The present invention provides a travel support system of a vehicle, including a detection unit configured to detect information of a periphery of the vehicle, a control unit configured to perform travel support control based on the information detected by the detection unit, and a stationary state control unit configured to cause the vehicle to be stationary at one of completion and suspension of the travel support control by the control unit, wherein the stationary state control unit performs steering control to maintain a steering angle at one of the completion and suspension of the travel support control while the vehicle is stationary.

Abstract: Methods for ensuring road tracking up to a predefined lateral acceleration limit in a vehicle having an autonomous steering function arranged to selectively apply a steering wheel overlay torque to a normal steering assistance torque in an electrical power assisted steering system of the vehicle are provided. Such methods include acquiring the predetermined lateral acceleration limit; acquiring a signal representing a current lateral acceleration of the vehicle; comparing the predetermined lateral acceleration limit with the acquired current lateral acceleration signal to obtain a controller error; setting a torque limit for the steering wheel overlay torque; and subjecting the controller error to a proportional-integral-derivative (PID) controller, which is arranged to provide the torque limit for the steering wheel overlay torque after setting the torque limit to the initial value.

Abstract: A vehicle drive assistance apparatus includes a surrounding environment information acquiring unit, a crossing-vehicle recognition unit, a contact estimation unit, a contact avoidance operation determination unit, and a front-vehicle recognition unit. The crossing-vehicle recognition unit recognizes a crossing vehicle based on the surrounding environment information acquired by the surrounding environment information acquiring unit. The contact estimation unit estimates a possible contact between an own vehicle and the crossing vehicle at an intersection by comparing an intersection entering time of the own vehicle with an intersection entering time of the crossing vehicle.

Abstract: A driving system is operatable at least in a first automated driving mode with automated longitudinal and/or lateral control, and in a different second automated driving mode with automated longitudinal and/or lateral control. The driving system has a steering wheel display with luminous elements for illuminating the steering wheel, which can be operated in different illumination states that are distinguishable by the driver. The luminous elements may illuminate the steering wheel rim, and are typically integrated into the steering wheel rim. The driving system specifies which illumination state of the different illumination states the steering wheel display has. The driving system specifies that, during operation of the driving system in the first driving mode, the steering wheel display is illuminated in a first illumination state.

Abstract: A method of controlling a hybrid-electric aircraft powerplant includes running a first control loop for command of a thermal engine based on error between total response commanded for a hybrid-electric powerplant and total response from the hybrid-electric powerplant. A second control loop runs in parallel with the first control loop for commanding the thermal engine based on error between maximum thermal engine output and total response commanded. A third control loop runs in parallel with the first and second control loops for commanding engine/propeller speed, wherein the third control loop outputs a speed control enable or disable status. A fourth control loop runs in parallel with the first, second, and third control loops for commanding the electric motor with non-zero demand when the second control loop is above control to add response from the electric motor to response from the thermal engine to achieve the response commanded.

Abstract: A steering controller includes a torque command value calculator configured to calculate a torque command value used as a target value of the motor torque. The torque command value calculator has a hysteresis component calculator configured to calculate a hysteresis component added such that the command value component has hysteresis characteristics and changes accordingly with respect to change of a state quantity that changes in accordance with operation of the steering device. The hysteresis component calculator is configured to calculate the hysteresis component by adding the hysteresis differential component to the hysteresis basic component.

Abstract: A method including detecting an obstacle location in response to an image, determining the obstacle location in response to a range measurement received from a range sensor, predicting a tow vehicle path in response to a tow vehicle steering angle and a tow vehicle location, predicting, by a processor, a trailer wheel path in response to the tow vehicle path, a vehicle dimension and a trailer dimension, and generating a warning control signal in response to an intersection of the obstacle location and the trailer wheel path.

Abstract: A steering control apparatus is configured to control a steering system having a structure in which a power transmission path between a steering mechanism and a steering operation mechanism including a motor configured to generate a motor torque is separated. The steering control apparatus includes a controller configured to control driving of the motor. The controller detects an abnormality of the steering operation mechanism when a value indicating a variation in the motor torque is a value indicating a state in which a steering operation shaft is presumed to be immovable though the motor torque is applied.

Abstract: A method for operating a system with at least two floor processing devices includes detecting environmental features of an environment and generating an area map based on the detected features. The area map is divided into partial areas that are assigned to the floor processing devices so that each partial area is only processed by one of the floor processing devices. A movement route and a movement timespan of the floor processing device is detected and stored with the area map. Several partial areas are combined into partial area groups, and the partial areas are allocated to the floor processing devices based on the stored movement route and movement timespan so that a floor processing of a first partial area group by a first floor processing device takes place at essentially the same time as a floor processing of a second partial area group by a second floor processing device ends.

Abstract: A transverse steering method for moving a vehicle including active steering to a target position includes: performing distance and/or angle measurements between the vehicle and the target position enabling the derivation of location and orientation data; deriving the location and orientation data; filtering the location and orientation data into current values, which include current location values and current orientation values; performing control which derives a target steering angle from the current values; and realization of the target steering angle by acting on the active steering of the vehicle.

Abstract: Systems, methods, and other embodiments described herein relate to improving alert activation for rear collision avoidance. In one embodiment, a method includes, responsive to detecting a target object that is located behind a subject vehicle, determining, by the subject vehicle, characteristics about the target object. The method includes modifying a collision threshold for activating an alert directed to the target object according to the characteristics.

Abstract: Methods, apparatus, systems and articles of manufacture are disclosed for vehicle steering to follow a curved path. An example apparatus includes interface circuitry to determine vehicle data of a vehicle, navigation manager circuitry to determine navigation data of the vehicle, and tracking mode controller circuitry to: determine the vehicle is approaching a curve based on the navigation data, in response to determining the vehicle is approaching a curve: determine a wheel steering angle utilizing the navigation data and the vehicle data, the wheel steering angle corresponding to the curve, determine a heading error offset adjustment utilizing the navigation data and the vehicle data, and generate steering commands based on the wheel steering angle and the heading error offset, the steering commands to control the vehicle to reduce control errors and follow the wheel steering angle.

Abstract: A working vehicle includes an inertia detector to measure inertia information of a vehicle body, a rear axle supporting a rear wheel, and a transmission case rotatably supporting the rear wheel. The inertia detector overlaps with at least a portion of the transmission case in a plan view and is capable of accurately measuring inertia information when a vehicle body changes attitude.

Abstract: Systems and methods for vehicle motion control are provided. The method includes: calculating a correction factor using one of three different sets of operations when the vehicle is performing a limit handling maneuver, wherein the correction factor is calculated using a first set of operations when the vehicle is operating in an understeer state, calculated using a second set of operations when the vehicle is operating in an oversteer state, and calculated using a third set of operations when the vehicle is operating in a neutral steer state; adjusting a desired lateral acceleration and a desired yaw rate by applying the correction factor to account for a reduced level of friction experienced by the vehicle when traveling on a non-ideal friction surface; calculating optimal control actions based on the adjusted desired lateral acceleration and adjusted desired yaw rate; and applying the optimal control actions with vehicle actuators during vehicle operations.

Abstract: Described is a rotation limitation module for a steer-by-wire steering system. Said rotation limitation module comprises a housing in which a shaft portion is received. Furthermore, a limiter disk by way of a sliding guide is coupled in a rotationally fixed manner to the shaft portion and by way of an external thread is driven into an internal thread of the housing. Provided on the housing are detent geometries and on the limiter disk counter-detent geometries which, for limiting a rotation of the shaft portion in a first rotation direction and a second rotation direction, counter to said first rotation direction, are configured for contacting a respectively assigned detent geometry. A steering wheel module for a steer-by-wire steering system, which comprises such a rotation limitation module, is also disclosed.

Abstract: A system described herein may generate one or more models based on relationship data associated with multiple objects. The models may include one or more thresholds (e.g., which may indicate potential collisions between objects). The system may compare relationship data, associated with a particular vehicle and a particular object, with the one or more thresholds associated with the one or more models, and determine whether the relationship data associated with the particular vehicle and the particular object is rare data with respect to the one or more models. When the relationship data associated with the particular vehicle and the particular object is not rare data, the system may refraining from causing the particular vehicle to perform a collision prevention measure, and when the relationship data associated with the particular vehicle and the particular object is rare data, the system may cause the particular vehicle to perform the collision prevention measure.

Abstract: A vehicle control system installed on a vehicle includes: a driver abnormality detection device configured to detect abnormality of a driver of the vehicle; a vehicle control device configured to execute vehicle stop control that stops the vehicle and abnormality notification processing that activates a notification device, when the abnormality of the driver is detected; and an information acquisition device configured to acquire driving environment information including at least one of surrounding situation information indicating a situation around the vehicle, vehicle state information indicating a state of the vehicle, and driving operation information indicating a driving operation by the driver. The vehicle control device determines, based on the driving environment information, whether to continue or terminate the abnormality notification processing after termination of the vehicle stop control.

Abstract: An anti-rollover apparatus and control method for heavy-duty vehicles with a pneumatic brake system includes an anti-yaw module, an anti-roll module, an electronic control unit (ECU) (10), a yaw velocity sensor (12), and a vehicle roll angle sensor (18). The ECU (10) controls solenoid valves (4, 9, 11, 19, and 24) to achieve braking of part of wheels to obtain anti-yaw torques and improve the yaw stability of the heavy-duty vehicles. The ECU (10) controls gas switch valves (21 and 22) to spray high-pressure gases recovered in brake chambers (1, 13, 16, and 26) out, anti-roll torques are obtained through the jet reactive force, and the roll stability of the heavy-duty vehicles is improved.

Abstract: An arrangement for data recording and sampling for an agricultural machine includes a sensor set-up arrangement to detect properties contained in a material stream, means of taking a sample of the material from the material stream, and an electronic control unit. The control unit is configured to perform the following steps in response to a tripping signal: (a) instruct an actuator to bring the means into a position for sampling; (b) starting a recording of raw sensor arrangement data in a memory; (c) after depositing the sample at a desired sampling location, stop recording the raw data and instruct the actuator to return the means from the sampling position to an inactive position; and (d) store identification data to identify the sample together with the raw data in memory.

Abstract: A system, comprising a computer including a processor and a memory storing instructions executable by the processor to determine a first lateral boundary for movement of a vehicle. The first lateral boundary is parallel to a longitudinal axis of the vehicle and is based on at least a size of the vehicle. Based on at least the size of the vehicle and a detected yaw rate of the vehicle, the instructions include to determine a wind condition at a location. The instructions include to update a distance of the first lateral boundary from the longitudinal axis to obtain an updated first lateral boundary, based on the wind condition.

Abstract: A method for the gradual activation and deactivation of a steering return function in a vehicle, the vehicle including at least two wheels, a steering wheel, an assist motor applying an assist torque to a steering rack, and a drive motor applying a wheel torque to the wheels, the method including a step of calculating an application gain including a first phase of determining a first gain dependent on the wheel torque of at least one of the two wheels, a step of estimating the assist torque associated with the return function, and a step of multiplying the assist torque associated with the return function and the application gain, wherein during the application gain calculation step the method also includes a second phase of determining a second gain dependent on the angle of the steering wheel and the difference in the rotation speeds of the at least two wheels.