Abstract: A vehicle provided with an electric motor configured for outputting warning through torque control of the motor and a method of outputting warning for the same, may include: recognizing, by a controller, a stop point or a deceleration section where a pause or deceleration of the vehicle is required or recommended; setting, by the controller, a virtual road surface facility based on the stop point or a start point of the deceleration section; outputting, by the controller, information on a set position of the set virtual facility or a distance remaining from the vehicle to the set position; and implementing, by the controller, driving feeling passing through the set virtual road surface facility as a pitching motion of the vehicle using a torque control of the electric motor according to a vehicle speed when the electric vehicle passes the set position.

Abstract: An interface device to be mounted on an autonomous vehicle includes: a right operation switch and a left operation switch provided on a steering wheel; a display device disposed ahead of the steering wheel; and an IF controller configured to control the display device, the controller being configured to cause the display device to display an intention confirmation image when it is necessary to confirm a driver's intention regarding autonomous travel. The intention confirmation image includes an inquiry image, a right guide image displayed on the right side of a horizontal center of the inquiry image, the right guide image indicating a choice selectable with the right operation switch, and a left guide image displayed on the left side of the horizontal center of the inquiry image, the left guide image indicating a choice selectable with the left operation switch.

Abstract: Techniques are described for managing redundant steering system for a vehicle. A method includes sending a first control command that instructs a first motor coupled to a steering wheel in a steering system to steer a vehicle, receiving, after sending the first control command, a speed of the vehicle, a yaw rate of the vehicle, and a steering position of the steering wheel, determining, based at least on the speed and the yaw rate, an expected range of steering angles that describes values within which the first motor is expected to steer the vehicle based on the first control command, and upon determining that the steering position of a steering wheel is outside the expected range of steering angles, sending a second control command that instructs a second motor coupled to the steering wheel in the steering system to steer the vehicle.

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: In one embodiment, when an autonomous driving vehicle (ADV) is parked, the ADV can determine, based on criteria, whether to operate in an open-space mode or an on-lane mode. The criteria can include whether the ADV is within a threshold distance and threshold heading relative to a vehicle lane. If the criteria are not satisfied, then the ADV can enter the open-space mode. While in the open-space mode, the ADV can maneuver it is within the threshold distance and the threshold heading relative to the vehicle lane. In response to the criteria being satisfied, the ADV can enter and operate in the on-lane mode for the ADV to resume along the vehicle lane.

Abstract: A system, method, and computer-readable medium having instructions stored thereon to enable an ego vehicle having an autonomous driving function to estimate and traverse a curved segment of highway utilizing radar sensor data. The radar sensor data may comprise stationary reflections and moving reflections. The ego vehicle may utilize other data, such as global positioning system data, for the estimation and traversal. The estimation of the curvature may be refined based upon a lookup table or a deep neural network.

Abstract: The invention relates to a method for adjusting a servo steering torque in a vehicle steering system, wherein the servo steering torque can be generated by an actuator of the vehicle steering system. The method comprises: receiving a driver's steering request, receiving a steering request from at least one driver assistance system, receiving at least one driving dynamics variable, determining a static state in which a change of the driver's steering request and the driving dynamics variable each is below a predetermined threshold, and if the static state has been determined, adjusting the servo steering torque by regulating, wherein a control variable for the regulation is determined based on a driver's steering request and the steering request by the driver assistance system.

Abstract: A method for managing a power steering system assist motor, includes defining, over the functional length of the actuator member, at least one reduced assist area separate from a normal assist area by an end-of-travel virtual threshold, a step of assessing an instantaneous position and a direction of the movement of the actuator member on the functional length, a step of applying an input resistance set point value to the assist motor when the actuator member crosses the end-of-travel virtual threshold in such a way as to move from the normal assist area into the reduced assist area. After the step of applying an input resistance set point value, an output resistance set point value is applied when the actuator member is in the reduced assist area and the direction of the movement of the actuator member is directed from the reduced assist area towards the normal assist area.

Abstract: A system for estimating a trajectory of a vehicle includes vehicle state sensors detecting a state of movement of the vehicle and environment sensors monitoring an environment of the vehicle. A free space module determines a free space corridor based on the detected state of movement of the vehicle and the monitored environment of the vehicle. A goal point determination module determines at least one goal point for the trajectory to be estimated based on the free space corridor. A trajectory planning module estimates a reference trajectory based on the at least one goal point and calculates a deviation between an actual trajectory and the reference trajectory of the vehicle. A trajectory control module minimizes the deviation between the actual trajectory and the reference trajectory of the vehicle and outputs optimal control parameters for the movement of the vehicle based on the minimized deviation.

Abstract: In one embodiment, a driving environment is perceived based on sensor data obtained from a variety of sensors, including determining a current speed of an ADV. In response to a request for driving with an idle speed, a speed guideline is generated based on an idle speed curve in view of the current speed of the ADV. A speed planning operation is performed by optimizing a cost function based on the speed guideline to determine the speeds of the trajectory points at different points in time along a trajectory planned to drive the ADV. One or more control commands are then generated to control the ADV with the planned speeds along the planned trajectory, such that the ADV moves according to an intended idle speed.

Abstract: The present disclosure relates to a driving assistance system, includes: a light detection and ranging module configured to detect position parameters of objects around the light detection and ranging module; a LiFi driving module connected to the light detection and ranging module and being capable of receiving the position parameters and modulating the position parameters to generate a LiFi signal; and a lighting module connected to the LiFi driving module, and configured to provide lighting and transmit the LiFi signal.

Abstract: An apparatus for displaying a driving state of a vehicle, a system including the same and a method thereof is provided. The apparatus includes a processor that determines a change in a state of a lane change assistance function and controls a step-by-step notification based on the change in the state of the lane change assistance function, and a display controlled by the processor to display the step-by-step notification based on the change in the state of the lane change assistance function.

Abstract: An ECU independently controls power supply to two winding systems in a motor on a per-winding-system basis based on current command values each calculated for a corresponding winding system in accordance with a target assist torque. When a first winding system fails, the ECU transitions from a first state in which the ECU causes the winding groups of the two winding systems to produce the target assist torque to a second state in which the ECU causes the winding group of the other normal winding system to produce the target assist torque. If the current command value for the normal winding system is equal to or below a current threshold value that is set with reference to zero or a value close to zero when the failed winding system recovers to its normal state in the second state, the ECU transitions from the second state to the first state.

Abstract: Determining classification(s) for object(s) in an environment of autonomous vehicle, and controlling the vehicle based on the determined classification(s). For example, autonomous steering, acceleration, and/or deceleration of the vehicle can be controlled based on determined pose(s) and/or classification(s) for objects in the environment. The control can be based on the pose(s) and/or classification(s) directly, and/or based on movement parameter(s), for the object(s), determined based on the pose(s) and/or classification(s). In many implementations, pose(s) and/or classification(s) of environmental object(s) are determined based on data from a phase coherent Light Detection and Ranging (LIDAR) component of the vehicle, such as a phase coherent LIDAR monopulse component and/or a frequency-modulated continuous wave (FMCW) LIDAR component.

Abstract: Automatic disengagement of an autonomous driving mode may include receiving, from a steering torque sensor, torque sensor data indicating an amount of torque applied to a steering system of the autonomous vehicle; determining a predicted torque based on one or more motion attributes of the steering system of the autonomous vehicle; determining a differential between the predicted torque and the amount of torque; and determining, based on the differential, whether to disengage an autonomous driving mode of the autonomous vehicle.

Abstract: A system to control operation of a machine having a ground-engaging work implement for moving material about a worksite include a controller configured to determine a feasible target profile for the work implement to engage material. The feasible target profile may include a preload segment, a cut segment, and a loading segment. The controller determines a feasible prospective cut segment from a plurality of prospective cut segments. The controller generates a prospective preloading segment and a prospective loading segment associated with the feasible prospective cut profile. Position points associated with the loading segment are extracted and the controller determines if the ground-engaging work implement will align with the plurality of position points. The controller may also determine whether the load volume for the prospective cut segment is efficient.

Abstract: A method for adapting the steering feel for a driver of a vehicle at an input element of the vehicle is described. The vehicle has a steer-by-wire steering system. The method comprises creating a reference of the steering feel. The method further comprises selecting scaling factors for the reference model such that characteristics of the steering feel remain constant for different steering ratios. The method further comprises adapting the steering feel using the scaling factors.

Abstract: A rear axle center (RAC) locating system may include a tractor and a RAC location acquisition unit. The tractor may include a rear axle having a center, a global positioning system (GPS) antenna offset from the rear axle, and inertial measurement units. The RAC location acquisition unit may include a processing unit and a non-transitory computer-readable medium containing instructions to direct the processing unit to determine a geographic location of the GPS antenna based upon signals received by the GPS antenna and determine a geographic location of the center of the rear axle based upon the geographic location of the GPS antenna and combined data from the inertial measurement units.

Abstract: An apparatus for controlling a vehicle includes: a sensor that obtains vehicle surrounding environment information and vehicle driving information; and a controller that determines whether an engagement of an Electronic Parking Brake (EPB) is possible based on the vehicle driving information, performs control for preventing a slip based on the vehicle surrounding environment information upon determining that the engagement of the EPB is impossible, calculates a steering angle for preventing the slip, transmits the steering angle to a portable terminal, receives a steering control command from the portable terminal, and controls steering based on the received steering control command.

Abstract: A driving support system that supports driving of a vehicle executes steering support control that steers the vehicle in a first direction away from a risk factor in front of the vehicle. A target steering amount in the steering support control is represented by a function of a relative relationship parameter including a lateral distance between the vehicle and the risk factor. A straight road is a road having a curvature less than a first curvature. A curved road is a road having a curvature equal to or greater than the first curvature. When a road ahead from the vehicle to the risk factor includes the curved road, the driving support system reduces the target steering amount for the same relative relationship parameter or advances a start timing of the steering support control as compared to when the road ahead is the straight road.

Abstract: A calculation apparatus includes a control unit configured to calculate a necessary distance that is necessary for a vehicle to perform lane change from a first travel lane to a second travel lane by combining a first distance that the vehicle travels while the vehicle waits to start the lane change, a second distance that the vehicle travels while a speed of the vehicle is adjusted, and a third distance that the vehicle travels while executing the lane change.

Abstract: A method for checking the plausibility of a lateral acceleration and further input variables of a transmission shifting program includes measuring, over a defined route section, a lateral acceleration signal, calculating a mean value of the measured lateral acceleration signal, and calculating, based on the further input variables, a plurality of n?2 different lateral acceleration sensor reference variables. The different lateral acceleration sensor reference variables are calculated by a lateral acceleration reference model for the defined route section. The method further includes determining, for each respective lateral acceleration sensor reference variable, a respective mean value of a calculated lateral acceleration, determining deviations of the mean value of the measured lateral acceleration and the mean values of the calculated lateral accelerations, and evaluating, based on a magnitude of the deviations, whether or not the measured lateral acceleration and the further input variables are plausible.

Abstract: A vehicle control system installed on a vehicle includes: an automatic steering control device configured to execute automatic steering control that determines a steering angle command value and controls steering of the vehicle such that an actual steering angle follows the steering angle command value; a stop state detection device configured to detect a stop state where the vehicle is stopped; and an override detection device configured to detect an override operation by a driver of the vehicle. When the override operation is detected in the stop state, the automatic steering control device prohibits variation in the actual steering angle due to the automatic steering control, until the vehicle starts moving.

Abstract: An ECU, which is a signal control apparatus, has a plurality of control units, which control one same motor. Steering angle calculation units acquire sensor signals from the angle sensors provided corresponding to the steering angle calculation units, respectively, and calculate the steering angles in correspondence to the sensor signals. The angle FB units perform the angle FB control based on the angle differences, which are between the target angle and the steering angle and between the target angle and the steering angle, respectively. In the angular FB unit of at least one of the control units, the angular feedback control is performed using the angle difference, which is subjected to the correction processing to reduce the error between the detection angle of the own system and the detection angle of the other system calculated by the steering angle calculation unit of the other control unit.

Abstract: A vehicle travel control device executes trajectory following control to make the vehicle follow a target trajectory. A delay time represents control delay of the trajectory following control. A delay compensation time is at least a part of the delay time. The trajectory following control includes: displacement estimation processing that estimates a displacement of the vehicle in the delay compensation time; and delay compensation processing that corrects a deviation between the vehicle and the target trajectory based on the estimated displacement to compensate the control delay. The displacement estimation processing is effective in an effective period and ineffective in an ineffective period. When the ineffective period is included in the delay time of the trajectory following control, the displacement estimation processing is executed in a temporary mode by using sensor-detected information in the effective period without using the sensor-detected information in the ineffective period.

Abstract: A vehicle control system configured to reduce physical stress on a driver to operate an accelerator pedal without reducing acceleration feel. The vehicle control system selects a first driving force property if an estimated stress on an ankle is less than a threshold value, and selects a second driving force property if the estimated stress on the ankle is greater than the threshold value to reduce the stress on the ankle. When the second driving force property is selected, a target driving force is reduced less than a target driving force calculated based on the first driving force property. In this case, the vehicle control system reduces a difference between: a ratio of acceleration to a pedal force given that the first driving force property is selected; and a ratio of acceleration to the pedal force given that the second driving force property is selected.

Abstract: A method for correcting a travelling trajectory of a vehicle which is executed by a processor includes: generating a subject vehicle travelling route that a subject vehicle travels based on map information stored in a database; calculating a travelling trajectory of the subject vehicle to be a target trajectory when the subject vehicle travels on the subject vehicle travelling route; detecting a position of another vehicle travelling on a lane located in a width direction of the subject vehicle by a sensor provided for the subject vehicle; calculating an offset of a position of the other vehicle in another vehicle lane that the other vehicle travels based on the position of the other vehicle; and correcting the travelling trajectory of the subject vehicle in accordance with the offset.

Abstract: A steering device includes a turning shaft, a steering mechanism, a motor, and a control device. The control device includes a steering-range axial force calculating circuit, a limiting axial force calculating circuit, a final axial force calculating circuit, and an axial force adjusting circuit. The steering-range axial force calculating circuit calculates a steering-range axial force when a steering wheel is operated in a predetermined operation range. The limiting axial force calculating circuit calculates a limiting axial force. The final axial force calculating circuit calculates a final axial force. The axial force adjusting circuit adjusts a value of the steering-range axial force, the limiting axial force, or the final axial force based on the axial force that reflects the force acting on the turning shaft.

Abstract: An electric power steering apparatus and a control method thereof. A motor includes a first motor providing power to move a rack and a second motor providing power to move the rack in synchronization with the first motor. A sensor includes a torque angle sensor detecting a torque value and a steering angle in response to manipulation of a steering wheel and an angle sensor detecting an angle of rotation of a sector shaft. A controller controls the motor in response to the manipulation of the steering wheel, calculates an amount of compensation rotation of the motor by comparing the steering angle and the angle of rotation, and controls an amount of rotation of the motor in accordance with an amount of compensation rotation. The amount of rotation of a vehicle's wheel is controlled, so that actual intention of the driver in steering is accurately reflected.

Abstract: In one embodiment, static-state curvature error compensation control logic for autonomous driving vehicles (ADV) receives planning and control data associated with the ADV, including a planned steering angle and a planned speed. A steering command is generated based on a current steering angle and the planned steering angle of the ADV. A throttle command is generated based on the planned speed in view of a current speed of the ADV. A curvature error is calculated based on a difference between the current steering angle and the planned steering angle. The steering command is issued to the ADV while withholding the throttle command, in response to determining that the curvature error is greater than a predetermined curvature threshold, such that the steering angle of the ADV is adjusted in view of the planned steering angle without acceleration.

Abstract: Four-wheel steering of a vehicle, e.g., in which leading wheels and trailing wheels are steered independently of each other, can provide improved maneuverability and stability. A first vehicle model may be used to determine trajectories for execution by a vehicle equipped with four-wheel steering. A second vehicle model may be used to control the vehicle relative to the determined trajectories. For instance, the second vehicle model can determine leading wheels steering angles for steering leading wheels of the vehicle and trailing wheels steering angles for steering trailing wheels of the vehicle, independently of the leading wheels.

Abstract: A method of improving a merging efficiency of an ego vehicle is described. The method includes determining one or more merge gaps between vehicles in a target lane of a multilane highway. The method also includes computing an exposure time in which the ego vehicle is specified to merge into the one or more merge gaps. The method further includes selecting a merge gap between a first vehicle and a second vehicle in the target lane of the multilane highway having a maximum exposure time.

Abstract: The systems and methods disclosed herein are configured to determine if a trailer backup assist system is needed to assist a driver with a procedure to backup a trailer that is connected to a vehicle. The estimation of need for assistance may be determined by an assistance model. If assistance is needed, the systems and methods provide an input to initiate a process to enable the trailer backup assist system.

Abstract: Systems and methods for determining an angle of a movement path of a trailer. The system for determining an angle of a movement path of a trailer comprises a camera; and an electronic controller communicatively coupled to the camera and configured to receive first data from the camera, determine an absolute angle of the trailer based on matching one portion of an image received in the first data to a template, receive second data from the camera, estimate a change in the angle of the trailer based on tracking one or more points on the trailer received in the second data, and determine the angle of the movement path of the trailer based upon the trailer angle and the change in the angle of the trailer.

Abstract: A method for identifying a trailer connection for a vehicle includes storing a plurality of connection configurations as saved configurations. The connection configurations identify a hitch compatibility of a coupler of a trailer to a hitch assembly. The method further comprises capturing image data depicting the hitch assembly and processing the image data. Based on the processing of the image data, the method further identifies a detected hitch configuration of the hitch assembly as a first hitch configuration of the saved configurations.

Abstract: The present disclosure relates to an unmanned lane keeping method and device, a computer device, and a storage medium. The method includes that: a vehicle road image collected by a data collector of the vehicle is received; the vehicle road image is transmitted to a preset DNN model of the vehicle for processing to obtain a steering wheel angle corresponding to the vehicle road image, wherein the DNN model of the vehicle is established by deep learning, and is used for characterizing a correspondence between the vehicle road image and the steering wheel angle; and the vehicle is controlled to keep driving in a corresponding lane according to the steering wheel angle.

Abstract: A lawn mower including a housing; a walking mechanism, supporting the housing and driving the housing to move, and including at least one drive wheel; at least one motor to drive the at least one drive wheel to rotate; and a control apparatus, preset with a first and a second torque threshold. And when the motor is switched from a stopped state to a running state, the control apparatus controls a difference between a maximum operating output torque of the motor and the first threshold to be within a predetermined range, when the motor is in the running state, the control apparatus controls an operating output torque of the at least one motor to at most increase to the second threshold, the first threshold is less than or equal to a maximum output torque of the motor, and the second threshold is less than the first threshold.

Abstract: The present invention discloses a drive-by-wire electro-hydraulic steering system based on a double-winding motor and a hybrid control method. The steering system includes a steering wheel (1), a steering column assembly, a road sense assembly, an electro-hydraulic power-assisted module, a double-winding motor power-assisted module (28), a steering control unit, an electromagnetic clutch (8), a steering tie rod (17), a steering trapezoid (13) and steering wheels (12). The steering system can be switched among various steering work modes according to work conditions of a vehicle, meets steering requirements under various work conditions, uses a work mode that two sets of windings of the double-winding motor work at the same time, and has a motor winding redundancy function. When one set of windings fails, the other set of windings can drive the motor to provide power-assisted torque.

Abstract: Hydraulic bi-directional flow switches are disclosed. A disclosed example apparatus includes a piston disposed in a fluid channel between a first fluid connection and a second fluid connection, where the first and second fluid connections define a fluid pathway for hydraulic steering fluid. The example apparatus also includes a detector to detect a movement of the piston away from a default position of the piston, where the piston is to displace from the default position when the hydraulic steering fluid flows along the fluid pathway.

Abstract: A collision avoidance system may validate, reject, or replace a trajectory generated to control a vehicle. The collision avoidance system may comprise a secondary perception component that may receive sensor data, receive and/or determine a corridor associated with operation of a vehicle, classify a portion of the sensor data associated with the corridor as either ground or an object, determine a position and/or velocity of at least the nearest object, determine a threshold distance associated with the vehicle, and control the vehicle based at least in part on the position and/or velocity of the nearest object and the threshold distance.

Abstract: A processor for a vehicle camera system, the processor arranged to: receive image data captured by a camera, the image data providing a field of view surrounding a host vehicle; determine the presence of an obstruction in the field of view; receive inputs from one or more other sensors; determine the presence or absence of obstructions in a field of view of the one or more other sensors, wherein each determined presence or absence carries an associated confidence score and wherein each confidence score contributes to a confidence total; and control a display to display the image data based on the detection of the obstruction in the field of view provided by the image data and based on a comparison of the confidence total to a confidence threshold.

Abstract: A system of a motor vehicle for detecting a wrong-way driving vehicle and warning third parties includes multiple sensors that generate associated input signals indicative of characteristics of a target vehicle. The telematics module further includes a controller and a storage medium storing computer code for execution by the controller. The computer code is configured to compare the characteristics of the target vehicle to associated threshold values. The computer code is further configured to determine a confidence score indicative of the wrong-way driving vehicle, in response to the controller determining that the characteristics exceed the threshold values. The computer code is further configured to compare the confidence score to a threshold score and generate a notification signal, in response to the controller determining that the confidence score is above the threshold score. The telematics module that transmits the notification signal to the third parties.

Abstract: The disclosure proposes a method for ascertaining and/or monitoring a mechanical state of at least one tie rod apparatus of an electrically assisted steering system of a vehicle, wherein at least one operating characteristic variable, which is correlated to a steering movement, of at least one steering actuator and/or of at least one steering controller of the steering system is ascertained and evaluated for ascertaining and/or for monitoring the mechanical state of the tie rod apparatus.

Abstract: A steering control device is configured to control a motor, the motor being a generation source of a driving force that is given to a steering mechanism of a vehicle. The steering control device includes a controller configured to compute a controlled variable depending on a steering state, the controlled variable being used in the control of the motor. The controller is configured to alter a control parameter for the controller, based on a command that is generated by a host control device depending on a purpose of an intervention in a steering control, the host control device being mounted on the vehicle.

Abstract: An apparatus for displaying a driving state of a vehicle, a system including the same and a method thereof is provided. The apparatus includes a processor that determines a change in a state of a lane change assistance function and controls a step-by-step notification based on the change in the state of the lane change assistance function, and a display controlled by the processor to display the step-by-step notification based on the change in the state of the lane change assistance function.

Abstract: In one embodiment, a computer-implemented method of autonomously parking an autonomous driving vehicle, includes generating environment descriptor data describing a driving environment surrounding the autonomous driving vehicle (ADV), including identifying a parking space and one or more obstacles within a predetermined proximity of the ADV, generating a parking trajectory of the ADV based on the environment descriptor data to autonomously park the ADV into the parking space, including optimizing the parking trajectory in view of the one or more obstacles, segmenting the parking trajectory into one or more trajectory segments based on a vehicle state of the ADV, and controlling the ADV according to the one or more trajectory segments of the parking trajectory to autonomously park the ADV into the parking space without collision with the one or more obstacles.

Abstract: Systems and methods are provided for generating data indicative of a friction associated with a driving surface, and for using the friction data in association with one or more vehicles. In one example, a computing system can detect a stop associated with a vehicle and initiate a steering action of the vehicle during the stop. The steering action is associated with movement of at least one tire of the vehicle relative to a driving surface. The computing system can obtain operational data associated with the steering action during the stop of the vehicle. The computing system can determine a friction associated with the driving surface based at least in part on the operational data associated with the steering action. The computing system can generate data indicative of the friction associated with the driving surface.

Abstract: An object is to provide a technique capable of accurately determining an awakening degree. An awakening degree determination apparatus includes a change amount acquisition unit, a frequency calculation unit, and an awakening degree determination unit. The change amount acquisition unit acquires an angle change amount, an inclination change amount, and a position change amount. The frequency calculation unit calculates an angle frequency, an inclination frequency, and a position frequency. When at least one of the angle frequency, the inclination frequency, and the position frequency exceeds a fourth threshold value, a fifth threshold value, and a sixth threshold value, the awakening degree determination unit determines that an awakening degree of a driver of the vehicle decreases.

Abstract: An all-wheel steering system for a motor vehicle is described which has an active front axle steering system and an active rear axle steering system. The front axle steering system includes a gear ratio unit which is coupled to a steering wheel. The gear ratio unit is configured to define a front axle steering angle as a function of a steering wheel angle and a front axle steering ratio. In addition, the gear ratio unit is coupled to the rear axle steering system in such a way that the front axle steering ratio is adjustable as a function of a rear axle steering angle. Further, a motor vehicle having such an all-wheel steering system is discussed. Also presented is a method of operating an all-wheel steering system for a motor vehicle.

Abstract: A driver assistance device, a driver assistance method, and a driver assistance system according to the present invention make it possible to: determine a distribution of a risk of a vehicle departing from a drivable width of a road on which the vehicle travels based on driving environment factors including a road curvature and a friction coefficient of a road surface of a curve approaching the vehicle; calculate an operation variable of an actuator related to a steering operation of the vehicle based on the distribution of the risk; and output the operation variable to the actuator. This enables steering control based on potential risk evaluation made by taking into account a risk that the controllability of the vehicle may decrease when the vehicle travels on a curve.