In a driving support device for a vehicle including a collision avoidance support system and a lane travel support system, a steering control amount is set while maintaining an appropriate relationship between both of the systems. This is by setting a lower upper limit value for the steering torque command during collision avoidance as compared to lane travel support. However, a gradient (i.e., rate of change) of the collision avoidance is set to be greater than a gradient of the lane travel support. As a result, the driving support device balances collision avoidance and lane travel support to have quick response during collision avoidance, and maintaining the ability to adapt to wide changes in road condition during lane travel support.

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.

A vehicle may have actuators, including a drive device with a drive motor that can act on a drive wheel, a brake device with a brake that can act on a drive wheel, and/or a steering device with a steering sensor by way of which the steering angle of a wheel is adjustable, a vehicle movement controller, and a setpoint value input means, a setpoint value processing means for detecting setpoint value settings of the setpoint value input means, to calculate a yaw acceleration setpoint value and translational acceleration setpoint values from the setpoint value settings. The setpoint value processing means may be configured to transfer the calculated yaw acceleration setpoint value and translational acceleration setpoint values to the vehicle movement controller, which is configured to actuate one or more of the actuators such that the yaw acceleration setpoint value and the translational acceleration setpoint values are reached.

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.

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.

In an example embodiment, a vehicle control system includes a memory including computer-readable instructions stored therein and a processor. The processor configured to execute the computer-readable instructions to receive information corresponding to, a yaw rate of a vehicle, a lateral position of the vehicle and a heading angle of the vehicle, determine a stability indicator indicating an estimate of a stability of the vehicle based on the received information, and adjust one or more gains of a steering system of the vehicle based on the determined stability indicator.

In an example embodiment, a vehicle guidance system includes a memory including computer-readable instructions stored therein and a processor. The processor is configured to execute the computer-readable instructions to estimate a wheel angle of a vehicle based on at least a first value, the first value being a hand wheel based estimate of the wheel angle, and adjust steering commands for steering the vehicle based on the estimated wheel angle to permit the vehicle to move along a set path.

A driver assistance system that can reduce time delays in acquiring the traveling state of a vehicle and can stably control the vehicle. In the driver assistance system, a vehicle-mounted camera acquires an image including the boundary of a driving lane on which a vehicle travels. A target path generator generates a target path that is a path, on which the vehicle has to travel on the driving lane, based on the image. A traveling state acquirer acquires the traveling state of the vehicle on the driving lane based on the image. A controller performs steering control for causing the vehicle to travel along the target path based on the target path and the traveling state. A compensator compensates a time delay when the traveling state acquirer acquires the traveling state.

A method for performing autonomous operation of a vehicle is provided. The method identifies, by at least one processor, an error condition of an electric power steering (EPS) device onboard the vehicle; obtains, by the at least one processor, input trajectory data for the autonomous operation of the vehicle; calculates, by the at least one processor, a feedforward rear steer angle, based on the input trajectory data; calculates, by the at least one processor, a feedback signal of the feedforward rear steer angle; calculates, by the at least one processor, a final steer angle command, using the feedforward rear steer angle and the feedback signal; and operates a steering mechanism of the vehicle using the final steer angle command, to autonomously maneuver the vehicle according to the final steer angle command.

Systems and methods are described for controlling vehicle steering. A target yaw rate and a target side-slip angle are determined for the vehicle and an initial steering angle setting is determined based on a position of a steering wheel operated by a driver of the vehicle. A nonlinear vehicle model is applied to calculate a compensated steering angle setting based on the initial steering angle setting, an actual yaw rate of the vehicle, and an actual side-slip angle of the vehicle. A steering system of the vehicle is then controls the angle of the front wheels of the vehicle based on the compensated steering angle and, by doing so, causes both the actual yaw rate and the actual side-slip angle to approach the target yaw rate and the target side-slip angle, respectively.