A system for controlling steering torque of a steering system of a vehicle may include a steering wheel, a steering shaft rotatably fixed to the steering wheel, a steering actuator controllable to apply a steering torque associated with a perceived stiffness to the steering shaft, and one or more driving style sensors provided in association with the steering wheel, where the driving style sensors generate data indicative of a grip style of a driver on the steering wheel. The system may further include a computing device communicatively coupled to the one or more driving style sensors and the steering actuator. The computing device may determine a driving style of the driver based at least in part on the data generated by the one or more driving style sensors and control an operation of the steering actuator to adjust the perceived stiffness based at least in part on the driving style.

The present embodiments provide a steer by wire type steering apparatus including a screw shaft coupled to the steering shaft to rotate and having an outer circumferential screw portion formed on an outer circumferential surface, a moving member coupled to an outer peripheral side of the screw shaft, an inner circumferential screw portion corresponding to the outer circumferential screw portion being formed on an inner circumferential surface to move in an axial direction when the screw shaft rotates, a housing formed in a cylindrical shape and having the screw shaft and the moving member disposed therein, and at least one guide member provided in the housing to support the outer peripheral side of the moving member and guide the axial movement of the moving member.

According to one or more embodiments, a method includes computing, by a steering system, a model rack force value based on a vehicle speed, steering angle, and a road-friction coefficient value. The method further includes determining, by the steering system, a difference between the model rack force value and a load rack force value. The method further includes updating, by the steering system, the road-friction coefficient value using the difference that is determined.

A steering assembly including an electric motor, and a motor shaft coupled to and extending from the electric motor to an end. The motor shaft is rotatable about a motor shaft axis by the motor. The steering assembly further includes a friction pad at the end of the motor shaft, where the friction pad has a coefficient of friction configured to resist rotation of the motor shaft.

A steer-by-wire steering system for a motor vehicle with a steerable front wheel axle that has two steerable wheels. The front wheel axle includes a single wheel drive which, by means of a drive controller, individually drives wheel drives which are associated with the steerable wheels. The drive controller has a controller which determines a target speed for the left-hand wheel and a target speed for the right-hand wheel in accordance with an accelerator pedal angle and a rotational angle of a steering shaft, and which limits the target speeds to a slip-limited speed. The drive controller individually drives the wheel drives in such a way that the difference between the target speed and the actual speed for each steerable wheel is minimal.

A steering input device for steer-by-wire, according to the present invention, includes a steering shaft that is mechanically separated from a steered wheel, a reaction force motor that applies a steering load to the steering shaft, a lock mechanism that regulates rotation of the steering shaft, a steering amount sensor that detects an operation amount of the steering shaft and outputs an operation amount signal, and a controller. The controller increases the reaction torque generated by the reaction force motor after the starting switch of the vehicle is switched to an OFF state, and after the reaction torque is increased, switches the lock mechanism to a locked state. Thereby, it is possible to suppress an uncomfortable sensation of the driver in steering, while suppressing occurrence of a phase shift between the steering wheel and the steered wheel when the starting switch of the vehicle is switched to the OFF state.

According to the embodiments of the present invention, the overall size reduction allows installation space to be advantageously secured, reduction in noise generated during operation improves the comfort of the driver, and the strength and stability of the connective structure between parts can be increased and power transmission can be more effective.

A number of illustrative variations may include a system and method of modifying steering wheel effort and end of travel limits dynamically during electronic power steering failure, steer-by-wire failure, or brake-to-steer implementation within a vehicle where steering systems have degraded or failed to provide a driver with a normal or near-normal steering driving experience while brake-to-steer systems are in use.

Electric vehicles may have alternative positions for the drivetrain components such as the electric motor such as toward the rear of the vehicle. Thus, the hood/bonnet of the vehicle may be shortened and various features of the vehicle may be adjusted. For example, the driver may be seated at a position more towards the front of the vehicle. Various features of the vehicle may be adjusted to accommodate the driver's altered positioning. For example, the electric vehicle may include forward positioned side view minors that are disposed on an angled mounting arm such that the field of view of the mirrors meets regulatory requirements for vehicles. Additional embodiments incorporate a street view window disposed at the front portion of the vehicle and designed to allow increased forward visibility for the driver.

A steering control device includes an electronic control unit. The electronic control unit is configured to calculate a target rotation angle of a shaft rotating with a turning operation of turning wheels based on a steering angle of a steering wheel acquired from a rotation angle of a reaction motor, to calculate a command value based on the target rotation angle and a steering torque acquired from a torsion angle of a torsion bar twisting with an operation of the steering wheel, and to compensate for the torsion angle by adding the torsion angle as a compensation value to the steering angle. The electronic control unit is configured to change a value of the torsion angle that is added to the steering angle according to a degree of change of a state variable used to calculate the command value.