Abstract: An assisting force control device 1 includes a torque detection unit that detects the steering torque of a vehicle, a calculation unit that, after the torque detection unit has detected a steering torque of at least a prescribed size, integrates the steering torque to calculate an integrated torque amount, and an assisting force control unit that reduces the steering assisting force to a value that is smaller than a prescribed value in a direction in which the vehicle is prevented from deviating from a lane, such reduction carried out if the integrated torque amount calculated by the calculation unit becomes at least an integration threshold value corresponding to a traveling condition of the vehicle.

Abstract: A system includes a torque overlay device having an input shaft and an output shaft coupled to the input shaft. The system includes a steering wheel coupled to the input shaft. The system includes a processor and a memory storing instructions executable by the processor to detect a torque applied to the input shaft and to actuate the torque overlay device to provide torque to the output shaft in a direction opposite the torque applied to the input shaft.

Abstract: According to one aspect, systems and techniques for driving mode control may include a steering wheel, a sensor, a display, and a controller. The steering wheel may have a button coupled thereto. The button may have a depressed state. When the button is in the depressed state, the steering wheel may be movable between a first position and a second position. The sensor may detect whether the steering wheel is in the first position or the second position. The display may display a display content. The controller may set the display content for the display or a driving mode of a vehicle, such as an autonomous driving mode or a manual driving mode, based on the detected position of the steering wheel.

Abstract: Disclosed herein are an apparatus and method of controlling a motor-driven power steering system. The apparatus may include: a sensor configured to detect at least one of a steering angle, an angular speed, and a column torque in the motor-driven power steering system; and a controller configured to determine whether a reverse steering operation has been performed based on the steering angle or the angular speed, and configured to output, when non-reverse steering, a high-frequency compensation gain (a second gain) based on the column torque, as a final compensation gain, and output, when reverse steering, a value obtained by applying an additional compensation gain (a first gain) optimized corresponding to an angular acceleration to the high-frequency compensation gain (the second gain), as the final compensation gain.

Abstract: A driving support ECU is configured to set, when a recognition state of a lane marker by a sensor is a one side lane marker recognizable state which is a state where the sensor can recognize only one of a left lane marker and a right lane marker, a steering angle guard value and/or a steering angle speed guard value to a value which is smaller than when the recognition state of the lane marker is a both lane markers recognizable state which is a state where the sensor can recognize both the left lane marker and the right lane marker.

Abstract: A method and system for controlling a vehicle along a curved roadway, including receiving vehicle sensed data relating to vehicle operation and/or vehicle position and orientation; identifying first and second lane markers from the sensed data; determining a reference path for the vehicle using the lane markers; calculating a feed-forward control output based upon the curvature of the lane markers; calculating a lateral position of the vehicle relative to the reference path, and a lateral position error based upon the lateral position; and calculating a vehicle heading angle based upon the vehicle sensed data, and a heading angle error. A feedback control output is calculated using a nonlinear control function based upon the lateral position error, the heading angle error, and the sensed velocity. A steering control output is generated for steering the vehicle, based upon the feed-forward control output and the feedback control output.

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: A steering system steers wheels of a vehicle through a shift of a steering shaft. The steering system includes: an electric motor; transmission device that transmits an output of the electric motor to the steering shaft; and a malfunction detector that detects a malfunction of the transmission device based on a rotational angle of the electric motor and a shift distance of the steering shaft.

Abstract: A method and system corrects steering of a vehicle upon a brake system malfunction. The brake system has a diagonal split layout. An electronic brake system (EBS) controls operation of the master cylinder. An electronic power steering system (EPS) includes sensors to measure motion and torque of a steering column of the vehicle and includes a motor to provide torque to the steering column. During driver braking when one of the brake circuits has failed, the system calculates a yaw torque value introduced by a driver braking with just one functioning brake circuit. Based on a steer wheel angle and a steer wheel torque obtained from the sensors of the EPS and on the yaw torque value, a steer wheel torque request defining a steer wheel torque/angle needed to counter the yaw torque value is calculated and sent the EPS which operates the motor to compensate for the steering deviation.

Abstract: A steering device includes a steering wheel, a torsion bar, a spiral cable, a torque sensor, and an electronic control unit. The electronic control unit is configured to compute a rotational angle of the steering wheel. The electronic control unit is configured to compute, as driver torque, a value that includes a sum obtained by adding torsion bar torque, a steering wheel inertial torque compensation value and a spiral cable torque compensation value. The steering wheel inertial torque compensation value is the product of a steering wheel inertial moment and a second-order differential value of the rotational angle of the steering wheel. The spiral cable torque is torque that acts on the steering wheel because of the spiral cable.

Abstract: The present disclosure relates to a technology of estimating rack force using force that is transmitted from a steering motor of a Steer-By-Wire (SBW) system to a rack bar. The present disclosure provides a method for estimating rack force of an SBW system, the method calculating restoring force that is applied to a reducer on the basis of the difference between position values of the rack bar that are obtained at the front end and the rear end of the reducer when the position of the rack bar is changed by operation of a steering motor; and calculating rack force by reflecting the restoring force to a motion equation including inertia force of the SBW system.

Abstract: Disclosed herein is a smart parking assist system may include: a forward object sensing unit, a lateral object sensing unit, a rearward object sensing unit, an object distance calculation unit configured to calculate distance from a lateral object and a rearward object, a parking control unit, and a steering angle adjusting unit. The parking control unit recognizes left parallel exiting, right parallel exiting or perpendicular exiting based on a distance from a forward object sensed through the forward object sensing unit, a distance from a rearward object sensed through the rearward object sensing unit, and a distance from a lateral object sensed through the lateral object sensing unit, and controls steering angle adjustment such that the vehicle moves through the recognized left parallel exiting, right parallel exiting or perpendicular exiting. The steering angle adjusting unit adjusts a steering angle according to steering control signal of the parking control unit.

Abstract: An electric power steering apparatus that suppresses occurrence of an abnormal noise at end hitting without providing uncomfortable feeling of steering for a driver, attenuates impact force, and enables suppression of the abnormal noise without making a turning radius worse. The apparatus includes a viscoelastic model following control section that sets a viscoelastic model as a reference model within a predetermined range in front of a rack end, and outputs a control output to correct a current command value; and a rack end approach judging section that performs judgment of being in the predetermined range in front of the rack end based on steering position information; adjusts the control output based on at least the steering position information, a steering velocity and a steering state, and corrects the current command value by the adjusted control output.

Abstract: A driving support device may include, but is not limited to: a plurality of sensors is configured to detect state quantities relating to steering of a vehicle; a determiner is configured to determine whether each of the plurality of sensors is normal or abnormal; and a controller controlling execution of driving support functions for supporting a driving operation for the vehicle, in which the controller is configured to determine a control state of an executable driving support function on the basis of a result of the determination of the determiner.

Abstract: A system and method for identifying a potential parking violation for a location includes storing and rating parking violation related data, and notifying a user, by a computing system communicating with a user's computing device, of the potential parking violation and how to avoid receiving the potential parking violation citation. The data is stored in a database and clustered by data types. The user's computing device is used to identify user type, location, and time. A user engagement panel is used to share and rate parking violation related data and notifications, and rewards are allocated to a user for contributing useful data. Highly rated data may be incorporated into the notifications. The data is analyzed to predict or infer a violation. A notification corresponding to a current location and user type are generated when violations are predicted.

Abstract: A method and system for centering a vehicle in a lane. The system includes an electromagnetic radiation sensor, a motion sensor, a steering system, and an electronic controller. The electronic controller is configured to receive environmental information regarding an environment external to the vehicle from the electromagnetic radiation sensor and to receive a first motion of the vehicle from the motion sensor. The electronic controller is also configured to determine a predicted position of the vehicle based the first motion of the vehicle and the environmental information, store the predicted position, compare the predicted position to a desired position of the vehicle to generate and send a corrective signal to the steering system. The electronic controller is further configured to determine a current position of the vehicle, compare the current position with the predicted position to generate a difference, and calibrate the motion sensor based on the difference.

Abstract: A vehicle traveling control apparatus includes a traveling state detector and a target value setter. The traveling state detector detects a traveling state of an own vehicle when the own vehicle traveling in a curve zone and decelerated to a curve-traveling speed approaches an exit of the curve zone. The curve traveling speed is a speed at which the own vehicle is to travel in the curve zone. The target value setter determines a target value of a vehicle speed control. The vehicle speed control starts to accelerate the own vehicle when the own vehicle approaches the exit of the curve zone. The target value is determined on the basis of the traveling state.

Abstract: A photographing direction deviation detection method is provided for a deviation detection device. The method includes obtaining a horizontal acceleration of an image capturing device at each of a plurality of time points in a pre-determined time period, and determining a target photographing direction of the image capturing device according to the horizontal acceleration at each of the time points. The method also includes, when a direction angle satisfies a preset condition, determining that an actual photographing direction of the image capturing device deviates, where the direction angle is an angle between the target photographing direction and the actual photographing direction of the image capturing device at an end time point of the pre-determined time period.

Abstract: A driving support control system includes a steering device and a control device. The control device performs a target value calculating process of calculating a target value; a first steering angle calculating process of calculating, as a first steering angle, a steering angle for causing a vehicle motion parameter to coincide with the target value; an actual value calculating process of calculating an actual value of the vehicle motion parameter; a second steering angle calculating process of calculating, as a second steering angle, a steering angle for cancelling out an external force based on a difference value between the actual value and the target value; a target steering angle calculating process of calculating, as a target steering angle, a summed value of the first and second steering angles; and a control process of controlling the steering device so that the steering angle coincides with the target steering angle.

Abstract: A method for delivering a steering intention of an autonomous driving module to a steering apparatus more accurately by using a reference map is provided. And the method includes steps of: (a) a computing device, if a subject intended steering signal inputted by the autonomous driving module at a current timing is acquired, instructing a signal adjustment module to select, by referring to the reference map, specific reference steering guide values corresponding to the subject intended steering signal; (b) the computing device (i) adjusting the subject intended steering signal by referring to the specific reference steering guide values, in order to generate a subject adjusted steering signal, and (ii) transmitting the subject adjusted steering signal to the steering apparatus, to thereby support the steering apparatus to rotate the subject vehicle by a specific steering angle corresponding to the subject intended steering signal.

Abstract: A system for operating a vehicle includes a perception sensor, vehicle controls, a controller circuit, and a leveling actuator. The perception sensor is operable to determine a slope of an area within an operable range of a vehicle. The vehicle controls are operable to control movement of the vehicle. The controller circuit is in communication with the perception sensor, the vehicle controls, and the leveling actuator. The controller circuit is configured to determine, using the perception sensor, a first slope of a first site within the area to stop the vehicle, and compare the first slope to a slope threshold. In response to a determination that the first slope is steeper than the slope threshold, the controller circuit is configured to access a digital map that indicates a plurality of slopes coinciding with a plurality of locations at least comprising a second site characterized by a second slope that is not steeper than the slope threshold.

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: A steer-by-wire steering system for motor vehicles may include a primary steering level with a steering transmission device, which is arranged to subject wheels of the motor vehicle to a desired setpoint steering effect, and a secondary steering level with a safety device that provides predefined functions, so that in the case of a malfunction of the primary steering level, steering the wheels remains possible during an emergency mode. The steer-by-wire steering system may also include an authentication system with a communications interface for communications with the safety device. The authentication system may be arranged so that in the case of a successful authorization, the secondary steering level of the steer-by-wire steering system is also available after the emergency mode.

Abstract: A power source device includes a switching circuit configured to switch the power supply mode between a first power supply mode, in which power is supplied to a drive circuit for an electric motor by only a main power source, and a second power supply mode, in which power is supplied to the drive circuit utilizing both the main power source and an auxiliary power source. A control device includes: a determination unit that determines whether the operation state of the electric motor is a regeneration state or a power-running state; and a unit configured to limit power to be supplied to the drive circuit when the power supply mode is the second power supply mode and it is determined by the determination unit that the operation state of the electric motor is the regeneration state.

Abstract: An electric power steering apparatus of a vector control system that drives and controls a motor by an inverter and applies an assist torque to a steering system of a vehicle, including the first compensation function to perform a dead time (DT) compensation based on respective phase motor terminal voltages and respective phase duty command values, the second compensation function to perform a DT compensation based on steering assist command values, the third compensation function to perform the DT compensation based on dq-axis current command values, and a temperature detecting section to detect temperature of ECU, wherein the correction of the DT compensation is performed based on the temperature, wherein switches of the compensation functions are performed by using a conditional branch due to software and a gradual-changing switch, wherein the dq-axis DT compensation values after the conditional branch and the gradual-changing switch are performed are calculated, and wherein the dq-axis voltage command val

Abstract: A motor control device of a vehicle including an engine and a motor generator, a transmission transmitting an engine torque and/or a motor torque to a wheel, and a damper reducing vibration of a crankshaft of the engine includes: a damper torque calculation unit calculating a damper torque generated by the damper according to fluctuation in engine torque based on a difference between a crank angle and a motor angle; a reverse-phase torque calculation unit calculating a reverse-phase torque with a reverse phase to the damper torque; a correction amount calculation unit calculating a first value calculated at least based on the crank angle and the motor angle; and a motor torque command output unit outputting a motor torque command given to the motor generator based on the reverse-phase torque corrected by the correction amount.

Abstract: A vehicle control unit (e.g., a control unit for an automobile) receives feedback from an intelligent voltage/current sensor and a DC/DC controller. The DC/DC controller comprises a first switch for controlling power from a primary power source (e.g., low voltage power supplied from a high voltage battery). The intelligent voltage/current sensor senses power output from the primary power source. The vehicle control unit processes feedback from the intelligent voltage/current sensor and/or the DC/DC controller to determine if a failure has occurred in the primary power source. In response to determining the failure in the primary power source, the vehicle control unit disables the power from the primary power source using a second switch (e.g., a switch in a relay).

Abstract: This assist device for pulling out of a parking spot includes: an assist control unit for performing assist control to change the steering angle of a vehicle to a target steering angle; and a pulling out possibility determination unit for determining whether or not the vehicle can pull out on the basis of the detection result of a forward obstacle detected by forward detection unit. If it is determined that the vehicle can pull out, the assist control unit performs assist control to change the steering angle of the vehicle from the target steering angle to a neutral angle or a neutral vicinity angle.

Abstract: A steering control device includes a command value setting processing portion configured to set a current command value based on a detection value of steering torque; a feedback processing portion configured to control a voltage applied to a motor so as to control a current flowing through the motor to the current command value, based on an output value of an integral element obtained by using a difference between the current and the current command value; an end determination processing portion configured to determine whether a turning angle of steered wheels has reached a limit angle; and an end-time limit processing portion configured to perform correction to increase a magnitude of the difference, based on a degree of a decrease in a magnitude of a rotational speed of the motor when the end determination processing portion determines that the turning angle has reached the limit angle.

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

Abstract: An electric power steering apparatus compensates a dead time of an inverter without tuning operation, improves distortion of a current waveform and responsibility of a current control, and suppresses sound, vibration and ripple. The apparatus calculates dq-axes steering-assist command values based on at least a steering torque, calculates dq-axes current command values from the dq-axes steering-assist command values, converts the dq-axes current command values into 3-phase duty command values, driving-controls a 3-phase brushless motor by an inverter of a PWM control, and applies an assist torque to a steering system of a vehicle. Dead time reference compensation values are calculated based on a motor rotational angle. Dead time compensation of the inverter adds dead time compensation values in which the dead time reference compensation values are processed by using a gain, a sign and the like, to dq-axes voltage command values or to 3-phase voltage command values.

Abstract: A driving support ECU is configured to, when a specific recognition state occurs where a lane marker recognized changes from a left lane marker to a right lane marker or vice versa under a one side lane marker recognizable state, set a steering angle guard value to a second steering angle guard value smaller than a first steering angle guard value and set a steering angle speed guard value to a second steering angle speed guard value smaller than a first steering angle speed guard value.

Abstract: A control unit of an electric power steering apparatus including a feedforward control section, that inputs input angle information and calculates a first compensation signal compensating the current command value, a feedback control section, that inputs output angle information and calculates a second compensation signal compensating the current command value, and a response control section that adjusts the current command value based on the first compensation signal and the second compensation signal.

Abstract: [Problem] An object of the present invention is to provide an electric power steering apparatus that achieves manual steering even if steering intervention is performed by a driver during automatic steering, ensures more safety when the driver steers urgently, and enables both assist control and steering angle control.

Abstract: An electric power steering apparatus of vector control system that calculates steering assist command values of dq axes based on at least a steering torque, calculates dq-axes current command values from the steering assist command values, converts the dq-axes current command values into 3-phase duty command values, driving-controls a 3-phase brushless motor by an inverter of a PWM control, and applies an assist torque to a steering system of a vehicle, wherein the electric power steering apparatus has plural dead time compensating functions of which efficiencies to respectively perform a dead time compensation of the inverter are different each other, and performs the dead time compensation by switching from one of the plural dead time compensating functions to an another dead time compensating function with a predetermined condition.

Abstract: The vehicle driving force control device comprises: a behavior control mechanism for reducing a driving force of an engine according to a steering speed; a driving force distribution mechanism for distributing the driving force of the engine to rear road wheels; and an ECU for controlling the mechanisms. The behavior control mechanism reduces the driving force by a target torque reduction amount set based on the steering speed, to thereby generate a deceleration, and the driving force distribution mechanism distributes the driving force to the front road wheels and the rear road wheels based on a distribution rate set for the rear road wheels depending on a traveling state, and the ECU corrects the distribution rate based on the target torque reduction amount during cornering of the vehicle.

Abstract: It is an object of the present invention to provide a power steering apparatus control device in which it is possible to suppress generation of the canceling of the automatic steering unintended by the driver. The present invention provides a control device controlling the operation of a power steering apparatus in which there is selected either an assist control (28) in which a steering force is assisted based on a steering torque input through the operation of a steering wheel or an automatic steering control (29) in which a steering angle of a turning wheel is controlled based on a steering angle command value. When, in the state in which the automatic steering control (29) is selected, the steering torque exceeds a predetermined threshold value, the automatic steering control (29) is canceled and the assist control (28) is selected.

Abstract: An electric power steering apparatus that easily obtains equivalent steering torques to vehicle information such as a steering angle without being affected by a road surface state and aging-changes of mechanism characteristics of a steering system. The apparatus includes a torsion bar provided in a column shaft of a steering wheel of a vehicle, and assist-controls a steering system by driving and controlling a motor connected to the column shaft based on a current command value. A target steering torque generating section generates a target steering torque based on vehicle driving information, a converting section converts the target steering torque into a target torsional angle, and a torsional angle control section calculates the current command value so that a torsional angle of the torsion bar follows the target torsional angle; and performs a control so that a detection torque of the torsion bar follows a value depending on driving information.

Abstract: A method for determining a neutral position of a MDPS (Motor Driven Power Steering) system may include: determining, by a controller, whether a vehicle is driving; determining, by the controller, whether a steering torque is smaller than a preset break point on a boost curve, when the vehicle is driving; and determining, by the controller, that the vehicle is in a neutral state, when the steering torque is smaller than the preset break point on the boost curve.

Abstract: A motor driving device is operable with low current consumption at low cost and can be started up without delay. The motor driving device includes inverter circuits, relay circuits, power supply stabilizing capacitors, pre-charge circuits, and a control unit. The inverter circuits individually drive coil sets of a motor. Each relay circuit is provided between a power supply and a corresponding one of the inverter circuits. Each capacitor is provided between a corresponding one of the relay circuits and a corresponding one of the inverter circuits. The pre-charge circuits, which are provided corresponding individually to the capacitors, each charge a corresponding one of the capacitors before the relay circuits are driven. The control unit controls the pre-charge circuits so that the pre-charge circuits charge the capacitors at mutually different timings or alternately when failure diagnosis is performed on the relay circuits.

Abstract: Methods and apparatus are provided for determining steering performance. The method includes: generating a torque disturbance signal; applying the torque disturbance signal to a torque command of the steering system; measuring a value of torque on the steering system; recording the measured value and a value associated with the torque disturbance signal; computing at least one performance metric of the steering system based on the recorded measured value and the recorded value associated with the torque disturbance signal; and selectively improving a steering system based on the at least one performance metric.

Abstract: Examples of techniques for estimating stability margins in a steer-by-wire system are disclosed. In one example implementation, a method for open-loop steer-by-wire (SbW) system linearization includes linearizing, by a processing device, an open-loop SbW system at different operating points. The method further includes determining, by the processing device, an open-loop transfer function of the op en-loop SbW system. The method further includes estimating, by the processing device, margins of stability for the open-loop SbW system. The method further includes implementing the margins of stability into a vehicle to reduce instability in a steering system of the vehicle.

Abstract: A steering display device of a work vehicle visually displaying a steering state of control wheels of the work vehicle, includes a display and an image generation unit. The display displays a rectangular frame representing a vehicle width of the work vehicle and a pointer representing a state of a steering of the control wheels as graphic information, and the image generation unit rotates the pointer about a rotation axis of the pointer and widens or narrows the rectangular frame based on the steering of the control wheels. The image generation unit generates the pointer and the rectangular frame in a manner such that when a steering angle of the control wheels exceeds a predetermined value, part of the pointer protrudes from the rectangular frame.

Abstract: A system and method for guiding an articulated vehicle having at least a first section and a second section includes one or more sensors positioned separately from the vehicle and adapted to detect the positions of and the angle between the first and second sections. The system also may include one or more position sensors located on the vehicle. A computing system that may be on the vehicle or positioned separately from the vehicle receives the position data and includes a pose-determining algorithm for determining the position and orientation of the vehicle and a guidance-determining algorithm for determining guidance commands to guide the vehicle to a target position. A communications device communicates the guidance commands or sensed position and/or angle information to the vehicle.

Abstract: An electric power steering system includes a vehicle speed sensor configured to detect a vehicle speed, a motor driving circuit configured to supply power to an electric motor, a main power supply and a capacitor that can supply power to a driving circuit, a charging circuit configured to charge the capacitor based on the main power supply, and an ECU for power source control that controls the charging circuit. The ECU for power source control drives the charging circuit to charge the capacitor only when the vehicle speed is lower than a first predetermined value and an inter-terminal voltage of the capacitor is lower than a second predetermined value.

Abstract: A vehicle turning control device mounted on a vehicle includes a control device that calculates a control yaw moment for increasing turning performance of the vehicle and uses a yaw moment generation device to generate the control yaw moment. A limit control yaw moment, which is an upper limit of an allowable range of the control yaw moment in which the vehicle does not spin, is a function of a lateral jerk equivalent and decreases as the lateral jerk equivalent increases. The control device calculates the limit control yaw moment based on the lateral jerk equivalent and the function, updates a hold control yaw moment with a latest value of the limit control yaw moment when the latest value is less than the hold control yaw moment, and determines the control yaw moment so as not to exceed the hold control yaw moment.

Abstract: In a steering control apparatus, a basic assistance torque calculating unit calculates a basic assistance torque. A correction torque calculating unit calculates a correction torque to be added to the basic assistance torque. In the correction torque calculating unit, a returning state determining unit determines whether a steering wheel is turning or returning. A returning speed stabilization control unit calculates a returning speed stabilization torque to stabilize a returning speed of the steering wheel, as the correction torque. The returning speed stabilization control calculates the returning speed stabilization torque such as to bring a second-order time differential value of steering wheel position-related information correlated with a steering wheel position closer to zero, and such that an absolute value of the returning speed stabilization torque when the steering wheel is returning is relatively greater than that when the steering wheel is turning.

Abstract: Methods and apparatus to implement nonlinear control of vehicles moved using multiple motors, apparatus, systems and articles of manufacture are disclosed. An example apparatus includes a logic circuit configured to calculate virtual position control variables for a vehicle moved using multiple motors. The virtual position control variables calculated based on an application of a control law to position information of the vehicle. The control law is derived from a nonlinear model of movement of the vehicle. The logic circuit is configured further to calculate control inputs based on the virtual position control variables. The control inputs are to control the motors to navigate the vehicle along a designated path of movement.

Abstract: The invention relates to a method for the at least semi-autonomous maneuvering of a motor vehicle (1), in which a relative position between the motor vehicle (1) and at least one object (10, 11) in a surrounding area (7) of the motor vehicle (1) is detected by means of a sensor device (9) of the motor vehicle (1), a travel trajectory (12) for travel of the motor vehicle (1) past the at least one object (10, 11) is determined on the basis of the detected relative position, and a collision distance, which describes a distance between the motor vehicle (1) and the at least one object (10, 11) during the travel along the determined travel trajectory (12), is determined, wherein before the travel of the motor vehicle (1) along the travel trajectory (12) an uncertainty area (a, a?) is determined between the motor vehicle (1) and the at least one object (10, 11), and the collision distance is adjusted as a function of the determined uncertainty area (a, a?), and the travel of the motor vehicle (1) along the travel t

Abstract: A driver assistance system for a vehicle executes, as steering control using an EPS device, automated steering control for causing an actual steering angle of a wheel to approach a target steering angle and steering angle return control for returning the actual steering angle to a neutral point in response to a steering operation by a driver being ended during non-automated steering control. Under comparison in a condition where a first angle difference is equal to a second angle difference, the driver assistance system is configured, in reverting to the automated steering control after a steering intervention of the driver is performed during the automated steering control and causing the actual steering angle to approach the target steering angle, to change the actual steering angle with a change rate that is lower than that in returning the actual steering angle to the neutral point during the steering angle return control.