A system and method for detecting a hands-off state of a steering wheel may include acquiring, by a controller, a steering torque, a steering angle and a steering angular speed while driving of a vehicle, determining, by the controller, a variance value of the steering angular speed through cumulation for a designated time, determining, by the controller, a difference value between a steering angular speed estimated through a steering system model determined on an assumption that the steering wheel is in the hands-off state and a measured steering angular speed through cumulation for a designated time, when the variance value of the steering angular speed is less than a first threshold value, and divisionally determining, by the controller, whether or not the steering wheel is in the hands-off state or in the hands-on state according to the difference value between the measured and estimated steering angular speeds.

A collision avoidance assist apparatus includes: a front-and-lateral target information acquisition device configured to acquire front-and-lateral target information; a vehicle information acquisition device configured to acquire vehicle information including a vehicle speed and at least one of a yaw rate or a steering input value; and a control unit configured to execute collision avoidance assist control when a target satisfies a collision condition that is satisfied when the target is determined to have collision possibility. The control unit selects targets that satisfy a predetermined selection condition from targets in the front-and-lateral target information, determines whether the collision condition is satisfied for each selected target, determines, when this determination is to be made, whether an own vehicle is turning based on the vehicle information, and changes the selection condition between a case in which the own vehicle is not turning and a case in which the own vehicle is turning.

During automated driving of a vehicle, an automated driving system searches for a driver's acceptable range being a range of an automated driving parameter accepted by a driver of the vehicle. A positive response is the driver's response when the automated driving parameter is within the driver's acceptable range. A negative response is the driver's response when the automated driving parameter is beyond the driver's acceptable range. The automated driving system executes: parameter change processing that actively changes the automated driving parameter; response determination processing that determines whether the driver's response to the parameter change processing is the positive response or the negative response based on a result of detection by a driver response detection device; and search processing that repeatedly executes the parameter change processing and the response determination processing to search for the driver's acceptable range.

A turn assist device is configured to execute a turn assist process that assists turning of a vehicle in a case in which a steering operation of a steering wheel is in progress in a situation in which collision prediction time is shorter than or equal to determination prediction time. The turn assist process includes: an in-phase process that outputs a command for steering a rear wheel in the same direction as a steering direction of a front wheel, and a counter-phase process that outputs a command for steering the rear wheel in a direction opposite to the steering direction of the front wheel when a difference between an actual value of the lateral acceleration of the vehicle and a lateral acceleration target value exceeds a difference determination value during execution of the in-phase process.

A traveling control apparatus for a vehicle includes a steering angle detector, a vehicle speed detector, and a cruise control unit. The cruise control unit includes a steering angle speed detector, a steering angle correction value setting unit, and a target acceleration rate setting unit. The steering angle correction value setting unit sets a steering angle correction value, on the basis of a speed of the vehicle detected by the vehicle speed detector and a steering angle speed calculated by the steering angle speed detector. The target acceleration rate setting unit sets a target acceleration rate of a cruise control, on the basis of a steering angle and the speed of the vehicle. The steering angle is based on an addition of the steering angle correction value set by the steering angle correction value setting unit to the steering angle absolute value detected by the steering angle detector.

An apparatus may include a driving information input unit for receiving driving information generated while a vehicle travels, a steering angle location control unit for receiving a command steering angle for autonomous driving and a current motor steering angle of a driving motor and outputting an autonomous driving command through location control, and a motor-driven power steering control unit for driving the driving motor based on the autonomous driving command in an autonomous driving mode, determining whether a driver intervenes in steering, based on the driving information during the autonomous driving, computing a driver command according to the driver' steering based on a result of the determination, computing a compensation output between the autonomous driving command and the driver command by applying a weighting according to a steering angular speed, and making a mode transition from the autonomous driving mode to a driver mode while driving the driving motor.

A sensor-fusion approach of using Brain Machine Interface (BMI) to gain a higher resolution perspective of chassis input control is described according to the present disclosure. Traditional chassis control inputs, such as steering wheel, brake and driver state monitoring sensors can calculate input but often cannot well predict intent. By interpreting well known motor command signals, it can become clear how much chassis input the driver was intending to provide. The BMI may monitor motor cortex to identity when a muscular movement is imminent, such as the movement of the arms to grasp the steering wheel. This combination would enable faster and more precise intent calculation. Additionally, information from driver wearable devices may be used to supplement the determination. This allows for a faster response and well as better integration with the driver.

An active roll control apparatus is provided. The apparatus includes a first actuator that is disposed adjacent to front wheels or rear wheels and is configured to adjust roll stiffness. A controller operates the first actuator in a reverse phase control manner in a roll angle increasing direction when a vehicle is in a low-friction turning driving state.

A steering control apparatus includes: a command steering angle acceleration detector configured to detect a command steering angle acceleration, in an autonomous driving mode, using a command steering angle inputted from an autonomous driving system; an autonomous driving determiner configured to determine whether to cancel the autonomous driving mode using any one or any combination of any two or more of a column torque of a steering shaft, a vehicle speed of a vehicle, and the command steering angle acceleration; and a steering angle controller configured to control a steering angle, in the autonomous driving mode, by adjusting a gain according to a steering angle error between the command steering angle and a current steering angle, based on an output from the command steering angle acceleration detector.

Provided is a vehicle control system capable of controlling the behavior of a vehicle, in conformity to a tire longitudinal spring constant, to improve responsivity and linear feeling of the vehicle behavior with respect to a steering manipulation. The vehicle control system comprises a steering angle sensor (8) and a PCM (14). The PCM is configured to set, based on a detection value of the steering angle sensor, an additional deceleration to be added to a vehicle (1), and control the vehicle to generate the set additional deceleration in the vehicle, wherein the additional deceleration is set to be larger when a tire longitudinal spring constant (Kt) of each road wheel of the vehicle is relatively small than when it is not relatively small.