A rotation limiting means for a steer-by-wire steering system comprises a fixedly arranged outer housing and a steering column which is received at least partially in the outer housing and can be rotated relative to the outer housing. Furthermore, at least one actuating member is provided which is arranged between the outer housing and the steering column and can be rotated to a limited extent relative to the outer housing and relative to the steering column, in order to mechanically limit a rotation of the steering column relative to the outer housing. Furthermore, a steering system and a method for limiting a rotational movement in a steering system are described.

A vehicle (1) having: a chassis portion (2) and a tilting suspension arrangement (10) such that the chassis portion can tilt relative to ground; a tilt control arrangement (50) including at least a tilt controller and a tilt motor (48) to selectively apply a torque between the chassis portion (2) and at least one member (12) of the tilting suspension arrangement (10). The tilt controller has an active, tilt-controlled first mode (200) which adjusts a tilt angle (a) of the chassis towards an unstable equilibrium position using the tilt motor (48). The tilt controller has a primarily passive, free-tilt second mode (220) in which the tilt angle of the chassis is not adjusted for at least fifty percent of time. The tilt controller selectively permits a transition between the first mode and the second mode in dependence on at least one operating parameter of the vehicle.

A blind spot warning system is provided for a motor vehicle having a longitudinal axis and a steering shaft. The system includes a steering angle sensor (SAS), which is coupled to the steering shaft and generates a steering signal associated with a wheel angle in response to the steering shaft rotating. The system further includes a computer having one or more processors and a non-transitory computer readable storage medium storing instructions. The processor is programmed to determine a blind spot region extending from a sideview mirror of the motor vehicle and based on the wheel angle. The processor is further programmed to generate an actuation signal associated with the blind spot region. The system further includes one or more light projectors that project a light onto a roadway adjacent to the motor vehicle to indicate a current size and a current location of the blind spot region.

An object of the present invention is to provide a steering control device and a steering control method that can reduce a driving burden imposed on a driver during low velocity driving. The present invention is provided with an arithmetic logic unit that changes a steering angle of a wheel 11 by driving a wheel steering actuator 7 based on a manipulated variable of a steering 3, and calculates a controlled variable of the wheel steering actuator 7. In turning the steering 3, the arithmetic logic unit controls the wheel steering actuator 7 based on a first gain at which a ratio of an actual steering angle of the wheel 11 changes with respect to a steering angle δ, and in returning the steering 3, the arithmetic logic unit controls the wheel steering actuator 7 based on a second gain that differs from the first gain.

A yaw stability control system is provided for a motor vehicle. The system includes one or more cameras, a plurality of wheel speed sensors, a yaw angle sensor, and a steering angle sensor. The system further includes an electric motor connected to a reaction wheel. The system further includes a processor and a memory including instructions such that the processor is programmed to: determine a desired yaw angle of the motor vehicle based on a video signal, speed signals, a yaw signal, and a steering signal. The processor is further programmed to generate an actuation signal associated with the desired yaw angle. The electric motor angularly rotates the reaction wheel at a predetermined angular rate in a predetermined rotational direction to produce a counter-acting torque that rotates the motor vehicle to the desired yaw angle, in response to the electric motor receiving the actuation signal from the processor.

Systems and methods for detecting magnetic turn counter errors with redundancy are provided. In one aspect, a magnetic field turn sensor system includes a magnetic field angle sensor having a sine bridge and a cosine bridge and first to third comparators configured to compare the outputs from the sine and cosine bridges. The system further includes a processor configured to receive outputs from each of the first to third comparators, determine that a combination of the outputs from the first to third comparators corresponds to an invalid state, and indicate a fault in response to determining that the combination of the outputs from the first to third comparators corresponds to the invalid state.

A torque compensation apparatus for a Motor Driven Power Steering (“MDPS”) system including: a column torque sensor configured to detect column torque applied to a steering shaft; a steering angle sensor configured to detect a steering angle of a steering wheel; and a controller configured to calculate a compensation ratio by sudden steering, based at least one of the column torque detected by the column torque sensor and a steering angular velocity calculated from the steering angle detected by the steering angle sensor. The basic assist torque outputted from the MDPS system is then compensated for according to the compensation ratio.

Systems and methods for determining whether a vehicle is in an understeer or oversteer situation. The system includes a controller circuit coupled to an IMU and an EPS, and programmed to: calculate, for a steered first axle, an axle-based pneumatic trail for using IMU measurements and EPS signals and estimate a saturation level as a function of a distance between the axle-based pneumatic trail and zero. The system estimates, for an unsteered second axle, an axle lateral force curve with respect to a slip angle of the second axle, and a saturation level as a function of when the axle lateral force curve with respect to the slip angle transitions from positive values to negative values. The saturation level of the first axle and the second axle are integrated. The system determines that the vehicle is in an understeer or oversteer situation as a function of the integrated saturation levels.

An electric power steering apparatus according to the present embodiments comprises an input shaft connected to an steering shaft, a first output shaft coupled to the input shaft, a first gear provided at one end of the first output shaft, a second gear meshed with the first gear, a second output shaft provided with the second gear at one end and having an outer screw groove formed on an outer circumferential surface of a position spaced apart from the second gear in an axial direction and rotating in conjunction with the second gear, and a sliding member having an inner screw groove corresponding to the outer screw groove formed on an inner circumferential surface thereof, coupled to the second output shaft via a ball, and sliding in an axial direction to operate a link connected to vehicle wheels.

A work vehicle includes a hydraulic actuator that changes an actual steering angle, an actual steering angle detecting part, an operating unit that performs a steering operation, a relative angle detecting part, a steering control part, and a position adjustment control part. The operating unit includes an operating part, a support part, a rotating part, a biasing part biasing the operating part to a predetermined position with respect to the rotating part, and a position adjusting part that adjusts the rotating part. The relative angle detecting part detects a relative rotation angle of the operating part with respect to the rotating part. The steering control part controls the hydraulic actuator based on a rotation operation of the operating part. The position adjustment control part sets a torque based on the relative rotation angle and uses the torque to control the position adjusting part based on the actual steering angle.