Provided is a driving support apparatus configured to calculate a torque control amount based on at least a first steering control amount for causing an own vehicle to travel along a target travel line set in a travel lane and a second steering control amount for assisting an operation on a steering wheel by a driver, and drive a motor provided in a steering mechanism based on the torque control amount, the driving support apparatus being further configured to, when a predetermined condition is satisfied, correct the torque control amount.

Provided is a driving support apparatus configured to calculate a torque control amount based on at least a first steering control amount for causing an own vehicle to travel along a target travel line set in a travel lane and a second steering control amount for assisting an operation on a steering wheel by a driver, and drive a motor provided in a steering mechanism based on the torque control amount, the driving support apparatus being further configured to, when a predetermined condition is satisfied, correct the torque control amount.

The present invention provides a vehicle including wheels, and a steering module configured to steer the wheels in one of two mutually opposite right and left directions, or in one and the other of the two mutually opposite right and left directions, respectively. In the vehicle, a caster angle is set within the range of 3 degrees relative to a kingpin angle. Though each wheel usually forms a camber angle when steered, by setting in the wheel the caster angle beforehand within the above range, the wheel does not or is less likely to form the camber angle because the camber angle and the caster angle cancel each other. Therefore, it is possible to prevent the steering angles of the wheels from being restricted, and to prevent the deterioration of steering operability.

The present invention provides a vehicle including wheels, and a steering module configured to steer the wheels in one of two mutually opposite right and left directions, or in one and the other of the two mutually opposite right and left directions, respectively. In the vehicle, a caster angle is set within the range of 3 degrees relative to a kingpin angle. Though each wheel usually forms a camber angle when steered, by setting in the wheel the caster angle beforehand within the above range, the wheel does not or is less likely to form the camber angle because the camber angle and the caster angle cancel each other. Therefore, it is possible to prevent the steering angles of the wheels from being restricted, and to prevent the deterioration of steering operability.

A steering device for a vehicle, having an actuator which is designed to apply an axial force to a push rod. The push rod is connected to a respective steering rod on both sides in an articulated manner, and each steering rod is connected to a respective steering arm in an articulated manner. Each steering arm is operatively connected to a respective wheel carrier in order to rotate a respective wheel of a vehicle axle about a respective steering axis according to an axial movement of the push rod and has at least one first and a second arm section. The two arm sections of each steering arm can be moved towards each other in an axial direction in order to change a transmission ratio of the steering device when the wheels are being steered and to reduce the axial force on the actuator.

A steering device for a vehicle, having an actuator which is designed to apply an axial force to a push rod. The push rod is connected to a respective steering rod on both sides in an articulated manner, and each steering rod is connected to a respective steering arm in an articulated manner. Each steering arm is operatively connected to a respective wheel carrier in order to rotate a respective wheel of a vehicle axle about a respective steering axis according to an axial movement of the push rod and has at least one first and a second arm section. The two arm sections of each steering arm can be moved towards each other in an axial direction in order to change a transmission ratio of the steering device when the wheels are being steered and to reduce the axial force on the actuator.

A steering system for a vehicle including at least one pair of wheel units which can be actuated and deflected independently of each other. Each wheel unit is paired with at least one sensor device for detecting a deviation from a specified deflection of the wheel units relative to each other, and each wheel unit is paired with at least one actuation device in order to actuate the wheel units. At least one control unit is designed to actuate the actuation devices of the wheel units when the sensor devices detect a specified deviation of the specified deflection of the wheel units relative to each other.

Systems, methods, and computer-readable storage media for a dynamic Ackermann geometry control system. The system receives, at a processor aboard a tractor of an articulated vehicle, vehicle information associated with ongoing movement of the articulated vehicle as well as a driver optimization preference. The system then executes an Ackerman control algorithm, with inputs such as the vehicle information and/or at least one feedback item. The outputs of the Ackerman control algorithm can include estimations of tire forces for each tire of the articulated vehicle and estimations of cornering characteristics of the articulated vehicle. The system then calculates, based on the estimations of tire forces and based on the estimations of cornering characteristics, a desired Ackerman geometry for the articulated vehicle. The system then transmits a command to modify a turning angle associated with at least one wheel of the articulated vehicle.

Systems, methods, and computer-readable storage media for a dynamic Ackermann geometry control system. The system receives, at a processor aboard a tractor of an articulated vehicle, vehicle information associated with ongoing movement of the articulated vehicle as well as a driver optimization preference. The system then executes an Ackerman control algorithm, with inputs such as the vehicle information and/or at least one feedback item. The outputs of the Ackerman control algorithm can include estimations of tire forces for each tire of the articulated vehicle and estimations of cornering characteristics of the articulated vehicle. The system then calculates, based on the estimations of tire forces and based on the estimations of cornering characteristics, a desired Ackerman geometry for the articulated vehicle. The system then transmits a command to modify a turning angle associated with at least one wheel of the articulated vehicle.

A wheel suspension system (101) with at least one wheel support (103), first and second coupling rods (105, 107) and at least one track rod (109). The first and second coupling rods (105, 107) are connected to one another in an articulated manner. The second coupling rod (107) and the wheel support (103) are connected to one another in an articulated manner. The track rod (109) is designed to apply a steering torque to the first coupling rod (105). The steering torque is transmitted from the first coupling rod (105), via the second coupling rod (107), to the wheel support (103). The wheel suspension system has at least one suspension link (111) which is mounted, in an articulated manner, on a vehicle body or chassis and is articulated to the wheel support (103). The suspension link (111) and the first coupling rod (105) are articulated to one another.