A steering angle calculation circuit of an ECU includes a neutral point calculation circuit, a correction amount calculation circuit, an adder, and an absolute angle calculation circuit. When started, the neutral point calculation circuit calculates a motor neutral point from a steering angle detected through a steering sensor and a motor rotation angle detected through a relative angle sensor. The correction amount calculation circuit calculates a correction angle that is a difference between a conversion value and an actual value of the motor rotation angle with respect to the steering angle. The conversion value is obtained by converting the steering angle in terms of the motor rotation angle by taking into account a theoretical specific stroke. The adder calculates a final motor neutral point by adding the correction angle calculated by the correction amount calculation circuit to the motor neutral point calculated by the neutral point calculation circuit.

A steering angle calculating circuit includes a first neutral point calculating circuit, a second neutral point calculating circuit, and an absolute angle calculating circuit. The first neutral point calculating circuit calculates a motor neutral point (θm01), based on a steering angle detected by a steering sensor and a rotation angle of a motor detected by the relative angle sensor, when a drive source for driving a vehicle is started. The second neutral point calculating circuit calculates a motor neutral point when the steering angle detected by the steering sensor falls within a predetermined angle range in which a specific stroke with respect to the steering angle is constant. After the motor neutral point is calculated by the second neutral point calculating circuit, the absolute angle calculating circuit calculates the steering angle as an absolute angle, using the motor neutral point calculated by the second neutral point calculating circuit.

An assembly includes a motor having a shaft. The assembly includes a first gear operatively coupled to the shaft. The assembly includes a second gear operatively coupled to the shaft. The assembly includes a first magnet supported by the first gear. The assembly includes a second magnet supported by the second gear. The assembly includes a first sensor configured to detect the first magnet. The assembly includes a second sensor configured to detect the second magnet.

A steering operation apparatus is configured to turn one of a plurality of tire-wheel assemblies of a vehicle independently of the other tire-wheel assemblies. The steering operation apparatus includes: an electric motor serving as a drive source; an action conversion mechanism configured to convert an action of the electric motor into a turning action of the tire-wheel assembly; and a controller configured to control a supply current to the electric motor to turn the tire-wheel assembly based on an action position of the electric motor.

A turning apparatus includes tie rods, a wheel turning shaft, two motors, two ball screws, a transmission mechanism, and two controllers. The wheel turning shaft turns steered wheels of a vehicle. A first controller that is any one of the two controllers computes a current command value and allocates the current command value to the motors at a ratio that varies with a position of the wheel turning shaft in an axial direction. The two controllers each supply any one of the motors, which is an object to be controlled by a corresponding one of the controllers, with a current according to a corresponding of individual current command values.

A vehicular control device includes a determining unit configured to determine whether an absolute value of a steering angle as a rotation angle of a steering wheel exceeds a first threshold value, an estimating unit configured to estimate a lithium deposition amount as an amount of lithium metal deposited on the lithium-ion battery by regenerative current flowing into the lithium-ion battery, based on vehicle information obtained from the vehicle, when the determining unit determines that the absolute value of the steering angle exceeds the first threshold value, and a reporting command unit configured to give a command to report that the vehicle is in a first state, based on the lithium deposition amount estimated by the estimating unit.

A position measurement system for a steering system includes a steering shaft. The position measurement system also includes a worm gear coupled to the steering shaft. The position measurement system further includes a worm in meshed engagement with the worm gear, the worm driven by a motor. The position measurement system yet further includes a first sensor operatively coupled to the worm to detect an angular position of the worm and the motor that drives the worm. The position measurement system also includes a driving gear coupled to the steering shaft. The position measurement system further includes a spur gear in meshed engagement with the driving gear. The position measurement system yet further includes a second sensor operatively coupled to the spur gear to detect an angular position of the spur gear.

An electric power steering system includes a housing, a ball screw, a motor, an angular position sensor and a computing unit. The ball screw includes a nut and a threaded shaft. The motor is disposed in the housing and connected to the nut and includes a bushing and a metal component. The metal component is fixed on the bushing and includes a central portion, a first wing portion and a second wing portion. The first wing portion and the second wing portion are disposed on an outer circumferential surface of the central portion. The angular position sensor is disposed in the housing and fixed relative to the housing. The angular position sensor includes a first sensing unit and a second sensing unit. The computing unit is electrically connected to the first sensing unit and the second sensing unit.

An apparatus for controlling an motor-driven power steering (MDPS) may include: a driving information input unit configured to receive driving information; a steering angle position control unit configured to receive a command steering angle and a current motor steering angle of a driving motor, and output an autonomous driving command; and an MDPS control unit configured to drive the driving motor based on the autonomous driving command in an autonomous driving mode, determine whether a driver intervenes in steering, calculate a driver command by the driver's steering according to whether the driver intervenes in steering, and change an operation mode from the autonomous driving mode to a driver mode while driving the driving motor with a compensation output between the driver command and the autonomous driving command.

The present disclosure relates to a rear-wheel steering system and a controlling method thereof. The rear-wheel steering system includes: a rack configured to transmit a driving force generated from a rear-wheel steering motor to rear wheels; a first correction module configured to, when an engine is started, detect a position of the rack using a displacement sensor and calculate a first correction value that is a difference between the detected position and a neutral position; a second correction module configured to, when the engine is started, detect a position of the rack using a motor position sensor that detects a rotation angle of the rear-wheel steering motor and calculate a second correction value that is a difference between the detected position and the neutral position; a comparison determiner configured to compare the first correction value and the second correction value to determine whether the displacement sensor has malfunctioned; and a steering controller configured to control an operation of the rear-wheel steering motor. Accordingly, it is possible to determine whether an error occurs in the displacement sensor and to return the rack to the neutral position even when the error has occurred in the displacement sensor.