Abstract: One general aspect includes a system having a memory configured to include one or more executable instructions and a processor configured to execute the executable instructions, where the executable instructions enable the processor to estimate a rate of change of a hitch angle between a trailer and vehicle, the estimated rate of change of the hitch angle being based on a turn angle for a plurality of rear wheels of the vehicle as well as a speed of the vehicle.

Abstract: An actuator whose total length can be reduced is provided. An actuator (2) includes: a casing (7); a hollow shaft (8) rotatably supported by the casing (7) via a bearing (9a, 9b), the hollow shaft (8) including a bottom portion (8b); a screw shaft (14) coupled to the bottom portion (8b) of the hollow shaft (8), the screw shaft (14) sharing a common center line with the hollow shaft (8); and a nut (15) threadedly connected to the screw shaft (14). The nut (15) is capable of moving in an axial direction of the screw shaft (14) to enter between the hollow shaft (8) and the screw shaft (14).

Abstract: Model-based control of dynamical systems typically requires accurate domain-specific knowledge and specifications system components. Generally, steering actuator dynamics can be difficult to model due to, for example, an integrated power steering control module, proprietary black box controls, etc. Further, it is difficult to capture the complex interplay of non-linear interactions, such as power steering, tire forces, etc. with sufficient accuracy. To overcome this limitation, a recurring neural network can be employed to model the steering dynamics of an autonomous vehicle. The resulting model can be used to generate feedforward steering commands for embedded control. Such a neural network model can be automatically generated with less domain-specific knowledge, can predict steering dynamics more accurately, and perform comparably to a high-fidelity first principle model when used for controlling the steering system of a self-driving vehicle.

Abstract: The embodiments of the present disclosure relate to a torque compensating device and method. Specifically, the torque compensating device according to the present disclosure may include a compensation torque amount calculator for calculating a compensation torque amount by performing band pass filtering on a frequency corresponding to a vehicle speed of a host vehicle, an inverse compensation torque generator for generating an inverse compensation torque if it is determined that judder and shimmy of a steering wheel have occurred based on the compensation torque amount, and a controller configured to control the generation of the inverse compensation torque to be stopped by determining to be a temporary kickback if the compensation torque amount is calculated to be less than or equal to a first reference value.

Abstract: A power supply system includes a system control unit, an auxiliary power supply, and an auxiliary-power-supply control unit. The system control unit and the auxiliary-power-supply control unit are configured such that information of at least one control unit of the system control unit and the auxiliary-power-supply control unit is able to be output to another control unit of the system control unit and the auxiliary-power-supply control unit. The at least one control unit is configured to output information indicating that an operation of the at least one control unit is stopped to the other control unit when the at least one control unit stops the operation of the at least one control unit.

Abstract: A motor controller is operable to control a motor. The motor has a first terminal and the motor controller includes an angular velocity transmission path having an input and an output. A current generator includes a velocity-torque input, an angular position input, and a motor drive output. The velocity-torque input is coupled to the output of the angular velocity transmission path. An angular velocity feedback path is coupled between a first terminal and a first location on the angular velocity transmission path. The first location is between the input and the output of the angular velocity transmission path. A current feedback path is coupled between the first terminal and a second location on the angular velocity transmission path. The second location is disposed between the first location on the angular velocity transmission path and the velocity-torque input of the current generator.

Abstract: A tailgate hitch sensor system is installed by mounting a housing around the end of a receiver tube on the back of a hitch, and then plugging the system into both the OEM passenger side tailgate locking mechanism and the OEM driver side tailgate locking mechanism. A magnetically operated reed switch is positioned at the top of the housing, and a cover supporting a magnet is pivotally hinged to the housing so the cover has a normally closed position covering the receiver tube. When the cover is closed, the tailgate operates normally. When the cover is open, the electrical circuit for at least one stage of lowering the tailgate is de-activated.

Abstract: A vibration reduction apparatus of an MDPS may include: an adaptive control module configured to detect an error signal, generated by disturbance, from a torque signal of a torque sensor which senses torque of the MDPS, and generate a compensation signal for compensating for a disturbance signal by using the error signal; and an adaptive filter module configured to generate a filter signal by using the vibration frequency of the disturbance of the MDPS, remove a disturbance component of a current command outputted from an MDPS controller, on the basis of the filter signal, and output a current command in which the disturbance is suppressed. The MDPS controller may generate a final current command on the basis of the compensation signal and the current command in which the disturbance is suppressed, and control a motor of the MDPS according to the final current command.

Abstract: A steer-by-wire steering system for a vehicle, including: an operating device including a steering operating member, a counterforce applying mechanism configured to apply, to the steering operating member, an operation counterforce by a counterforce motor, and an operating controller configured to control the operation counterforce; a steering device including a steering actuator configured to steer a wheel by a steering motor and a steering controller configured to control an amount of steering of the wheel by the steering actuator; and a communication line communicably connecting the operating controller and the steering controller, wherein the steering controller is configured to: determine a status code based on a status of the steering device; and transmit the status code to the operating controller via the communication line; and wherein the operating controller is configured to change a magnitude of the operation counterforce in accordance with the status code received by the operating controller.

Abstract: A method autonomously controls a mobility of an automotive apparatus, which mobility is such as to have an influence on the path of the apparatus. The method includes steps of: acquiring parameters relative to the path of the apparatus, and of computing a new control setpoint for the mobility of the apparatus depending on said parameters, this new control setpoint being determined by means of a controller that respects a model that limits the variation in the control setpoint.

Abstract: An integrated memory system for a driving position is provided. The integrated memory system includes a steering column having an inner column, and an outer column that is movable in an axis direction relative to the inner column. A position detecting unit including a plurality of detection positions detects a relative position of the outer column with respect to the inner column in response to a movement of the outer column and a controller is connected to the position detecting unit.

Abstract: An apparatus includes an interface and a processor. The interface may be configured to receive pixel data corresponding to an exterior view from a vehicle. The processor may be configured to (a) process the pixel data arranged as video frames, (b) generate video data for a display in response to the video frames, (c) store a plurality of view preferences for the display, (d) determine (i) a current location of the vehicle, (ii) a current status of the vehicle, (iii) a current maneuver being performed, and (iv) which portion of the current maneuver is being performed, and (e) generate an output signal to select a view for the display. Each view preference generally corresponds to one or more of (i) a location, (ii) a vehicle status, (iii) a maneuver, and (iv) a portion of the maneuver, when the maneuver comprises more than one portion.

Abstract: The invention relates to a motor vehicle and to a method for operating a motor vehicle for carrying out a parking procedure, wherein the motor vehicle comprises at least a first parking assistance function and a second parking assistance function, which may be selected as desired, and wherein the method comprises: detecting a gripping status of a steering handle of the motor vehicle by a driver; and automatically selecting the first or the second parking assistance function depending on the gripping status.

Abstract: A riding lawn mower includes a power output assembly including a mowing element, a cutting motor for driving the mowing element to move, and a cutting control module for controlling the cutting motor; a walking assembly including a walking wheel, a walking motor for driving the walking wheel to travel, and a walking control module for controlling the walking motor; and a first operating component configured to set starting modes of the walking motor. The first operating component has a first operating state configured to start the walking motor in a first starting mode, and a second operating state configured to start the walking motor in a second starting mode. In the first starting mode, the walking motor starts at a first starting acceleration. In the second starting mode, the walking motor starts at a second starting acceleration. The second starting acceleration is greater than the first starting acceleration.

Abstract: In exemplary embodiments, methods, systems, and vehicles are provided that include: one or more sensors disposed onboard a vehicle and configured to at least facilitate obtaining sensor data for the vehicle; one or more location systems configured to at least facilitate obtaining location data pertaining to a location of the vehicle; a computer memory configured to store map data pertaining to a path corresponding to the location; and a processor disposed onboard the vehicle and configured to at least facilitate: generating an elevation profile along the path using the sensor data and the map data; and providing instructions for controlling the vehicle using the elevation profile.

Abstract: A method is provided for steering control of a vehicle by using lateral velocity of two know points (or lateral velocity of one known point and yaw rate), longitudinal velocity and steer angle information. These factors are used to calculate a target steer angle based on the track angle based on yaw decomposition to thus adjust a current steer angle of the vehicle based on the target steer angle.

Abstract: A computer includes a processor and a memory storing instructions executable by the processor to receive data indicating a lane change by a first vehicle that is towing a second vehicle, the data including data indicating a direction that first wheels of the first vehicle are turning while the first vehicle is performing the lane change; and during the lane change, instruct a steering system of the second vehicle to turn second wheels of the second vehicle in a same direction as the first wheels.

Abstract: A vehicle steering system includes an input configured to receive a signal representing a target steering angle, an output configured to provide a torque output command to a steering motor based on the target steering angle, and a torque limiter module configured to receive the torque output command and apply a torque limit thereto, prior to the torque output command being provided to the steering motor. The torque limit is configurable dynamically based on at least one vehicle parameter.

Abstract: A system comprises: a radio frequency (RF) resonator comprising a cavity and a tuning element, the cavity having at least one port, and the tuning element having a length inside the cavity; a processor; a spectrum analyzer coupled to the at least one port, the spectrum analyzer to provide to the processor values of a resonance parameter, the resonance parameter indicative of a resonant wavelength of the RF resonator; and an automotive steering mechanism coupled to the tuning element.

Abstract: The steering control device includes an automatic steering controller that generates an automatic steering control amount and a manual steering controller that generates a manual steering control amount, and selects either one of an automatic steering mode and a manual steering mode to control an electric motor. When steering torque exceeds a predetermined value during the control in the automatic steering mode, the manual steering controller generates a manual steering control amount change based on the change in the manual operation amount with reference to the time of exceeding, generates the manual steering control amount based on the steering torque, controls the electric motor based on a control amount obtained by adding the manual steering control amount change to the automatic steering control amount at the time of exceeding, and then controls the electric motor in the manual steering mode.

Abstract: In one embodiment, a first trajectory is generated for a driving environment using control values allowed for a driving-by-wire system. If the trajectory includes a collision with an object, the ADV estimates the time of the collision and the relative speed between the ADV and the object at the time of the collision. A second trajectory is then generated for the driving environment using control values allowed for a human driver. The time of the collision and the relative speed between the ADV and the object at the time collision on the second trajectory are also estimated. The ADV then compares the two collision times and the two relative speeds, and based on the comparison, generates an alert message for the human driver to take over the control of the ADV.

Abstract: A method is described for controlling an electric motor having a rotor. The method is carried out after a shutdown of the motor has been initiated. The method includes starting a timer in a motor controller, performing regenerative braking to recapture kinetic energy from the rotor as electrical energy, and using the recaptured electrical energy from the regenerative braking to power the motor controller. If the timer in the motor controller exceeds a predetermined timer value, a flag is set in memory in the motor controller to indicate that the motor has stopped.

Abstract: A method in which a continuous estimation of the intermediate friction rate is carried out, allowing the integration of the method into a general friction compensation method so as to continuously improve the feel on the steering wheel, particularly for speeds below a determined threshold. Also, a method for friction compensation in an electrical power steering system, characterised in that the compensation method takes into account a continuous estimation of the intermediate friction rate obtained by the estimation method.

Abstract: A vehicular trailering assist system includes a rear backup camera disposed at a rear portion of a vehicle and a video display screen disposed in the vehicle and viewable by a driver of the vehicle. During a reversing maneuver of the vehicle with the trailer hitched thereto, the vehicular trailering assist system determines a projected path of travel of the vehicle with the trailer hitched thereto based at least in part on (i) image data captured by the rear backup camera, (ii) vehicle parameters provided to the vehicular trailering assist system and (iii) trailer parameters provided to the vehicular trailering assist system. During the reversing maneuver of the vehicle with the trailer hitched thereto, the video display screen displays the projected path for viewing by the driver of the equipped vehicle during the reversing maneuver.

Abstract: A parking assistance device includes a range setting unit configured to set a search range searching for an obstacle based on a movement range of a host vehicle for a case in which the host vehicle is moved along a parking route, in terms of two directions, and a judgment unit configured to detect an object having a possibility of interfering with the movement of the host vehicle, based on the surrounding condition around the host vehicle, in a case in which the detected object is positioned within the search range, to judge whether the detected object is an obstacle interfering with the movement of the host vehicle along the parking route, and, in a case in which the detected object is positioned outside the search range, not to make judgment whether the detected object is the obstacle.

Abstract: A steering control system includes a central processing unit. The central processing unit calculates a plurality of types of axial forces acting on the turning shaft based on a state quantity. The central processing unit calculates a distributed axial force which is used to calculate the command value by summing the plurality of types of axial forces at predetermined distribution proportions. The central processing unit calculates the axial forces to have hysteresis with change of the state quantity. The hysteresis of each axial force is adjusted to approach hysteresis of one specific axial force out of the plurality of types of axial forces.

Abstract: This control device is provided with a detection unit that detects a steering angle of a vehicle, a determination unit that determines whether or not the vehicle is moving straight ahead, and an updating unit that, on the basis of the steering angle detected by the detection unit and the determination result in the determination unit, updates play section information indicating an angle range of steering angles corresponding to a play section of the steering of the vehicle. When the vehicle is determined to be moving straight ahead by the determination unit and the steering angle detected by the detection unit is beyond the angle range of steering angles indicating the play section at the current point in time, the updating unit updates the angle range so that the detected steering angle is included in the angle range.

Abstract: A driving assistance control device outputs a driving assistance command value to a steering control device as information indicating a target course that is generated on the basis of the detection result of a vehicle-mounted sensor. The driving assistance command value is output as a torque component or an angle component depending on the design of the driving assistance control device. In response, processing in which a driving assistance command value input from the exterior of the steering control device is used as input for angle control processing or input for torque control processing within an assist command value calculation unit is performed by a microcomputer as assistance command value input processing by an assistance command value input processing unit.

Abstract: A system and a method for active steering control with automatic torque compensation are disclosed with a processor that generates a targeted torque signal after receiving a steering assistance signal generated by an active driver assistance device, overlays the targeted torque signal on a driver's torque signal after receiving the driver's torque signal sensed by a torque sensor to generate a steering torque signal, and performs an assistance logic algorithm according to the steering torque signal. As the assistance logic algorithm is performed based on both the steering assistance signal and the driver's torque signal, the steering assistance effect provided by the system and the method will not resist against the way of driver's steering, allowing the driver to easily and stably control the vehicle.

Abstract: A motor drive device includes an inverter output unit that drives a motor using electrical power supplied from a supply power generation unit, a voltage detection unit that detects a voltage value of a DC voltage, a current detection unit, a current limiting resistor and a current change-over switch connected in parallel between a bus and the voltage detection unit, and a motor drive control unit that controls the inverter output unit based on the voltage value and controls turning on and off of the current change-over switch based on the current value. The motor drive control unit turns on the current change-over switch when the motor is to be driven, and turns off the current change-over switch when the current value changes only by an amount less than a first threshold in a first time period during driving of the motor.

Abstract: Provided are a lane separation line detection correcting device/method and an automatic driving system for stabilizing the behavior of a vehicle by correcting overestimated curvature information resulting from an erroneous detection of a curvature of a lane separation line. A travel speed detecting circuit detects, for example, a target travel speed as vehicle sensor information. A maximum curvature estimating circuit estimates, based on the target travel speed, a maximum curvature of a road along which an own vehicle is traveling. A curvature correcting circuit corrects a curvature of a lane separation line input thereto based on the maximum curvature. A control unit controls steering of the own vehicle based on the lane separation line having a corrected curvature. As a result, vehicle steering can be automatically controlled so as to prevent the own vehicle while traveling from departing from a driving lane.

Abstract: Technical solutions described herein include a method of controlling, in an electric power steering system, a steering angle according to a target steering angle by computing an initial value of an integral control term in a proportional integral derivative (PID) control loop used to calculate a control output signal, such as a motor torque command. The initial value of the integral control term is computed as a negative of the initial value of the feedforward term minus the initial value of the feedback term. The initial value of the integral control term corresponds to an initial value of a control output. Accordingly, the technical solutions described herein facilitate handling non-zero initial condition in Electric Power Steering angle control.

Abstract: A method for controlling an electrically powered steering assistance system including an electric motor for providing assisting torque to an axle of a vehicle such that impact between a wheel and the wheel housing can be prevented. Electrically powered steering assist systems include an electric motor for providing an assist steering torque to the steerable wheels of the vehicle. The electrical current used by the electric motor has a typical dependence with the amount of output torque from the motor. The electrical current of the electrical current used by the electric motor exhibits distinguishable characteristics when the wheels reach the end stop in the wheel housing. By monitoring the electrical current used by the electric motor for providing the assisting torque it is possible to determine that the wheels have reached the end-stop.

Abstract: A steering control device includes: an electric motor configured to apply an assist force to steering of a steering wheel; a torque sensor configured to detect steering torque of the steering wheel; a base target current setting unit configured to set a base driving force of the electric motor on the basis of the steering torque detected by the torque sensor; and an addition determination unit configured to determine whether a driving force larger than the base driving force is to be set, on the basis of a rotation speed of the electric motor.

Abstract: A side collision risk estimation system for a vehicle comprises a speed sensor, a road line markers detector, a movement sensor, an object detector, and a controller. The controller is configured to estimate: the current speed of the vehicle, a heading of the adjacent road line ahead of the vehicle, a heading of the vehicle, a compensated heading of the vehicle, a predicted lateral change position of the vehicle, a heading of a target vehicle relative to the vehicle, the current speed of the target vehicle, the current lateral distance between the vehicles, the heading of the adjacent road line ahead of the target vehicle, a compensated relative heading of the target vehicle, a predicted lateral change position of the target vehicle, a predicted lateral distance over time between the vehicles, and a side collision risk over time from the predicted lateral distance between the vehicles.

Abstract: Technical solutions described herein include a method of controlling, in an electric power steering system, a steering angle according to a target steering angle by computing an initial value of an integral control term in a proportional integral derivative (PID) control loop used to calculate a control output signal, such as a motor torque command. The initial value of the integral control term is computed as a negative of the initial value of the feedforward term minus the initial value of the feedback term. The initial value of the integral control term corresponds to an initial value of a control output. Accordingly, the technical solutions described herein facilitate handling non-zero initial condition in Electric Power Steering angle control.

Abstract: A controller for a steering device includes an electronic control unit configured to control the steering device. The electronic control unit is configured to acquire an action force and to calculate a basic reaction force based on the acquired action force. The action force includes at least two of axial forces of a plurality of types and a tire force. The axial forces of a plurality of types are applied to a turning shaft that is connected to turning wheels. The tire force is applied to the turning wheels. The electronic control unit is configured to, when one predetermined force of the acquired action force is abnormal, calculate the basic reaction force such that a contribution proportion of the predetermined force to the basic reaction force is lower than a contribution proportion when the predetermined force is not abnormal.

Abstract: A system for compensating acceleration of electrical motorbike includes a throttle unit and an electro-mechanic assembly. After the electrical motorbike starts, the throttle unit receives external operation from a rider for generating a series of original throttle signal. An acceleration compensating module calculates a throttle variation rate based on the original throttle signal and variation of a throttle operation magnitude, and calculates a throttle compensating value based on the throttle variation rate when the throttle variation rate is larger than or equal to a correction threshold. A throttle compensating module receives and sums the original throttle signal and the throttle compensating value up for generating a new throttle signal. A torque controller generates a corresponding torque command based on the new throttle signal, and outputs the torque command to the electro-mechanic assembly for operation.

Abstract: Assist torque or reaction force torque with little unnatural feeling to a driver is applied. An ECU includes: a control amount calculation section that calculates a control amount for controlling magnitude of the assist torque or the reaction force torque with reference to steering torque applied to a steering member; and a control amount correction section that corrects the control amount calculated by the control amount calculation section with reference to a lateral G of a vehicle body, a steering angle of the steering member, and a steering angle speed of the steering member.

Abstract: A method for detecting the presence of a driver's hands on the steering wheel of a motor vehicle is described. By means of a mathematical model, at least one part of a steering system of the motor vehicle is modeled. In addition, a rotational angle of a lower end and/or an upper end of a torsion bar of the steering system is determined. A torque acting on the torsion bar is determined by means of a measuring device and a total torque acting on the steering wheel and a rotational angle acceleration of the steering wheel are estimated by means of a Kalman Filter.

Abstract: Described herein is a system and method for preemptive chassis control intervention for an autonomous vehicle having a mechanical system and a chassis controller. The chassis controller is configured to output a consumption signal that represents a percentage of an activation threshold consumed by an operation monitored by the chassis controller, wherein the chassis controller is activated to manipulate the mechanical system when the activation threshold is reached. A computing system of the autonomous vehicle receives the consumption signal output by the chassis controller to determine a path plan for the autonomous vehicle based upon the percentage of the activation threshold consumed by the operation monitored by the chassis controller. The computing system further controls the mechanical system to execute the path plan to preempt activation of the chassis controller.

Abstract: The present technology relates to an image processing apparatus, an image processing method, and an image processing system enabling the presentation of more useful information. An image in a viewpoint direction corresponding to the state of an object is generated from a captured image. Alternatively, an image of the periphery of the object is captured at a wide angle, and then an image obtained by projecting a part of the wide-angle captured image thus obtained onto a plane in a viewpoint direction corresponding to the state of the object is displayed. For example, an image of the periphery of an object is captured at a wide angle, an image in a viewpoint direction corresponding to the state of the object is generated from the obtained captured image, and the generated image is displayed.

Abstract: Real-time wind data for a location is determined based on a detected movement of an object relative to a vehicle. The real-time wind data includes a wind speed and a wind direction. Upon receiving stored wind data for the location from a remote computer, a crosswind risk is determined based on the real-time wind data and the stored wind data. A vehicle component is actuated to compensate for the crosswind risk.

Abstract: A manual steering command value generation unit generates a manual steering command value, using a steering torque. A summed angle command value calculation unit calculates a summed angle command value, by adding the manual steering command value to an automatic steering command value. A control unit performs angle control of an electric motor, based on the summed angle command value. The control unit includes a basic torque command value calculation unit that calculates a basic torque command value, a disturbance torque estimation unit that estimates a disturbance torque other than a motor torque of the electric motor applied to an object driven by the electric motor, and a disturbance torque compensation unit that corrects the basic torque command value, based on the disturbance torque. The manual steering command value generation unit uses an estimated torque calculated based on the disturbance torque, when generating the manual steering command value.

Abstract: An automatic steering device may include a route calculator, an indirect target point calculating module, a command steering angle calculating module, and a steering controlling module. The route calculator may calculate a route of a ship based on positions of a plurality of target points. The indirect target point calculating module may calculate an indirect target point ahead of the ship. The command steering angle calculating module may calculate a command steering angle based on a positional relation between the route and the indirect target point. The steering controlling module may control a steering mechanism of the ship based on the command steering angle.

Abstract: A vehicle control system includes: a turning device that turns a wheel of a vehicle; a steering sensor that detects a driver's steering operation; and a control device configured to execute automated turning control that controls the turning device to automatically turn the wheel, independently of the driver's steering operation. A modification desire degree represents a degree to which the driver's steering operation modifies vehicle travel caused by the automated turning control. During execution of the automated turning control, the control device calculates the modification desire degree based on a result of detection by the steering sensor. When the modification desire degree exceeds a threshold, the control device executes system suppression processing without terminating the automated turning control. In the system suppression processing, the control device weakens the automated turning control as compared to a case where the modification desire degree is equal to or lower than the threshold.

Abstract: A calculator or an electronic control unit (ECU) calculates an instruction value of a column assist torque and a rack assist torque output from a column actuator, or a column motor, and a rack actuator, or a rack motor, based at least on a torsion torque. The calculator includes a base assist controller, a stabilization controller, and an adder. The base assist controller individually or commonly calculates a base assist torque based on the torsion torque. The stabilization controller individually or commonly calculates a stabilization torque for stabilizing a steering system. The adder performs addition of the base assist torque and the stabilization torque.

Abstract: There is provided an electric power steering device, including: a reverse steering detection unit configured to determine start of reverse steering when a magnitude of a rotational speed of a motor is equal to or smaller than a set speed, a rotational acceleration of the motor is in a direction of causing the rotational speed of the motor to become 0, and a magnitude of the rotational acceleration of the motor is equal to or larger than a set acceleration; and a current command control unit configured to output a current command for the motor based on the steering torque or the rotational speed of the motor, in which the current command control unit is configured to increase a transfer gain from input to output by the current command control unit when the reverse steering detection unit determines start of the reverse steering.

Abstract: A method for scanning a location, including the following features: an ego velocity is measured at predefined points in time, and a counter is incremented as a function of the ego velocity, and as soon as the counter reaches a predefined threshold value, the location is determined.

Abstract: A leaning vehicle includes a caliper and an electric motor supported at a same position in a vehicle body frame.