The vehicle attitude control device generates target yaw moment on the basis of the deviation between a standard yaw rate and an actual yaw rate and is applied to a vehicle driven with the target yaw moment. The vehicle attitude control device is provided with a detection speed processor that performs a process such that a vehicle speed gently changes, a limit yaw rate calculator that determines a limit yaw rate by dividing lateral acceleration by the processed vehicle speed, and a standard yaw rate corrector that corrects the standard yaw rate using the limit yaw rate when the standard yaw rate is higher than the limit yaw rate. A target yaw moment calculator generates target yaw moment on the basis of the deviation between the standard yaw rate corrected by the standard yaw rate corrector and the actual yaw rate.

A vehicle includes first and second steering drivers that steer first and second wheel pairs, a steering for the first and second wheel pairs, a detector that detects a steering detection angle of the first wheel pair, a lock that locks the first wheel pair to be non-steerable, a first steering controller that controls the first steering driver in accordance with a first steering angle, and a second steering controller that controls the second steering driver in accordance with a second steering angle. The first steering controller controls the lock to lock the steering of the first wheel pair upon detecting anomaly in the steering of the first wheel pair from the steering angle and the steering detection angle. The second steering controller controls the second steering driver in accordance with a second corrected steering angle, if the steering of the first wheel pair exhibits anomaly.

A method for vehicle stabilization includes, in response to a determination that a fault occurred in a rear steering mechanism, identifying a fault type associated with the fault. The method also includes determining whether a position of a rack of the rear steering mechanism is controllable based on the fault type. The method also includes, in response to a determination that the position of the rack is controllable, selectively positioning the rack to a center position and holding, using a motor control system of the rear steering mechanism, the rack in the center position. The method also includes, in response to a determination that the position of the rack is not controllable, holding, using the motor control system of the rear steering mechanism, the rack in a current position.

An over actuated system capable of controlling wheel parameters, such as speed (e.g., by torque and braking), steering angles, caster angles, camber angles, and toe angles, of wheels in an associated vehicle. The system may determine the associated vehicle is in a rollover state and adjust wheel parameters to prevent vehicle rollover. Additionally, the system may determine a driving state and dynamically adjust wheel parameters to optimize driving, including, for example, cornering and parking. Such a system may also dynamically detect wheel misalignment and provide alignment and/or corrective driving solutions. Further, by utilizing degenerate solutions for driving, the system may also estimate tire-surface parameterization data for various road surfaces and make such estimates available for other vehicles via a network.

A steering control method and system for a vehicle may determine whether the snow chain has been mounted by comparing the number of times of vibrations of a certain peak or more detected by respective wheel speed sensors with respect to a current vehicle speed with a predetermined value, and selectively controls the operations of an AFS and a RWS according to the position of the wheel on which the snow chain has been mounted, when it is determined that the snow chain has been mounted.

A trailer recognition device of a vehicle includes: a sensor sensing a distance value between the vehicle and a rear object; a controller detecting whether a trailer is connected, depending on an internal signal of the vehicle and the distance value and predicting a first hitch angle based on a vehicle model and a second hitch angle based on the sensor to generate a control signal; and a trailer mode controller controlling a trailer mode of the vehicle in response to the control signal.

A method for operating an industrial truck having three wheels. During longitudinal travel, two steerable wheels run in succession in a first lane, and a third wheel runs in a second lane. The third wheel initially runs on an inside during a turning in while cornering until the industrial truck, during a further turning in, transitions into a revolving motion. The method includes reducing a drive power as of a specific steering angle during the turning in prior to the revolving motion, and disengaging or reversing a direction of a drive rotation of the third wheel after a delay time which begins with the reducing of the drive power, or, continuously reducing the drive power from the specific steering angle during the further turning in, and disengaging or reversing the direction of rotation of the third wheel when transitioning into the revolving motion.

An over actuated system capable of controlling wheel parameters, such as speed (e.g., by torque and braking), steering angles, caster angles, camber angles, and toe angles, of wheels in an associated vehicle. The system may determine the associated vehicle is in a rollover state and adjust wheel parameters to prevent vehicle rollover. Additionally, the system may determine a driving state and dynamically adjust wheel parameters to optimize driving, including, for example, cornering and parking. Such a system may also dynamically detect wheel misalignment and provide alignment and/or corrective driving solutions. Further, by utilizing degenerate solutions for driving, the system may also estimate tire-surface parameterization data for various road surfaces and make such estimates available for other vehicles via a network.

An apparatus for controlling rear wheel steering includes a steering angle sensor detecting a steering angle of a steering wheel; a vehicle speed sensor detecting a vehicle speed of a vehicle; a steering torque sensor detecting a steering torque applied to a steering shaft; and a control unit calculating a front wheel angle and a steering angle velocity from the steering angle detected by the steering angle sensor, calculating a rear wheel angle compensation factor for improving rear wheel steering responsiveness based on at least one of the steering torque detected by the steering torque sensor and the calculated steering angle velocity and a same/opposite phase gain depending on the vehicle speed detected by the vehicle speed sensor, and calculating a target rear wheel angle based on the front wheel angle, the rear wheel angle compensation factor and the same/opposite phase gain.

A steering controller includes processing circuitry configured to execute a first operation process that, when an angle command value is not input from outside of the processing circuitry, calculates a first torque command value corresponding to a steering-side operation amount and operating a drive circuit of an electric motor to adjust torque of the electric motor to the first torque command value. The processing circuitry is further configured to execute a second operation process that, when the angle command value is input from the outside of the processing circuitry, calculates a second torque command value corresponding to at least an angle-side operation amount of the steering-side operation amount and the angle-side operation amount and operating the drive circuit of the electric motor to adjust the torque of the electric motor to the second torque command value.