A parking-slot-exit assist system includes: an estimation unit configured to estimate a passage angle indicating an angle formed by a longitudinal direction of a parking area and an extending direction of a passage, on the basis of pre-parking information that is acquired before a start of a parking operation of parking a vehicle from the passage to the parking area and is used for estimating the extending direction of the passage, and on the basis of a post-parking vehicle direction that indicates an orientation of the vehicle after completion of parking and is used for estimating the longitudinal direction of the parking area; and a setting unit configured to set a parking-slot-exit target position of the vehicle on the basis of the passage angle.

A working vehicle includes a steering handle, a vehicle body to travel with either manual steering by the steering handle or automatic steering of the steering handle based on a traveling reference line, and a display including a line orientation display portion to indicate an orientation of the traveling reference line, and a vehicle orientation display portion to indicate an orientation of the vehicle body.

A vehicle control device is equipped with a target steering angle generating unit adapted to generate a target steering angle for a vehicle from a relationship between acquired lane information and an attitude of the vehicle, during a period in which a low speed traveling state is being detected, or during a period until a predetermined condition from a mode transition time point is satisfied, and a steering angle control unit adapted to control the steering angle of the vehicle so as to agree with the generated target steering angle.

A set of driving scenarios are determined for different types of vehicles. Each driving scenario corresponds to a specific movement of a particular type of autonomous vehicles. For each of the driving scenarios of each type of autonomous vehicles, a set of driving statistics is obtained, including driving parameters used to control and drive the vehicle, a driving condition at the point in time, and a sideslip caused by the driving parameters and the driving condition under the driving scenario. A driving scenario/sideslip mapping table or database is constructed. The scenario/sideslip mapping table includes a number of mapping entries. Each mapping entry maps a particular driving scenario to a sideslip that is calculated based on the driving statistics. The scenario/sideslip mapping table is utilized subsequently to predict the sideslip under the similar driving environment, such that the driving planning and control can be compensated.

A control unit for a vehicle having an active steering system capable of changing a steering gear ratio between a steering angle of a steering wheel and a tire steering angle includes a steering turning assist controller and a left-right driving force controller. The steering turning assist controller controls the steering gear ratio so that a yaw rate generated by the vehicle becomes a target yaw rate to assist a turning of the vehicle. The left-right driving force controller controls, in the left and right electric drive wheels which each add a yaw moment to a vehicle body independently of a steering system and are able to be independently driven, driving forces of the electric drive wheels so that the yaw rate generated by the vehicle becomes the target yaw rate based on a roll of the vehicle.

In one embodiment, a driving scenario is identified for a next movement for an autonomous vehicle, where the driving scenario is represented by a set of one or more predetermined parameters. A first next movement is calculated for the autonomous vehicle using a physical model corresponding to the driving scenario. A sideslip predictive model is applied to the set of predetermined parameters to predict a sideslip of the autonomous vehicle under the driving scenario. A second next movement of the autonomous vehicle is determined based on the first next movement and the predicted sideslip of the autonomous vehicle. The predicted sideslip is utilized to modify the first next movement to compensate the sideslip. Planning and control data is generated for the second next movement and the autonomous vehicle is controlled and driven based on the planning and control data.

A vehicle includes: motor(s), steering, processor(s) configured to: (a) receive a current heading; (b) receive a desired heading; (c) calculate a first steering angle (FSA) based on (a) and (b); (d) move the vehicle, via the motor(s) and steering: (i) in a first direction based on the FSA; (ii) in a second, opposing direction, based on an opposite of the FSA.

According to at least one exemplary embodiment, a system and method for synchronizing and controlling at least one dolly may be provided. The system may include at least one dolly, a power unit, and a control device, all communicatively coupled via at least one network. Dolly coordinates and steer points for a load may be recorded. Adjustments to the dolly may be made based on desired changes to the orientation of the steer points.

An apparatus for performing driving aid control to cause a travel trajectory of a mobile object to follow a setpoint trajectory by transmitting a control command value to a yaw moment controller. In the apparatus, a setpoint trajectory setter sets the setpoint trajectory of the mobile object. A first control command value calculator calculates a first control command value by performing target-position following control to cause a position of the mobile object to follow a future target position of the mobile object set on the setpoint trajectory. A second control command value calculator calculates a second control command value by performing setpoint-trajectory following control based on a current lateral error that is a lateral error between a current position of the mobile object and the setpoint trajectory. A third control command value calculator calculates the control command value based on the first control command value and the second control command value.

An automotive vehicle includes a vehicle steering system, an actuator configured to control the steering system, a first controller, and a second controller. The first controller is in communication with the actuator. The first controller is configured to communicate an actuator control signal based on a primary automated driving system control algorithm. The second controller is in communication with the actuator and with the first controller. The second controller is configured to, in response to a first predicted vehicle path based on the actuator control signal deviating from a desired route by a threshold distance, control the actuator to maintain a current actuator setting. The second controller is also configured to, in response to the first predicted vehicle path not deviating from the desired route by the threshold distance, control the actuator according to the actuator control signal.