The vehicle steering control system includes a control unit configured to control the steering actuator to achieve the steered angle based on at least one of the steering angle and the steering torque. The control unit executes an output restriction control to restrict an output of the steering actuator when a steering torque is equal to or greater than a prescribed threshold value, and cancels the output restriction control when the detection unit has detected a prescribed mode of operation by the operator while the output restriction control is being executed.

According to a steer-by-wire steering apparatus of the present embodiments, by means of offsetting a gap due to abrasion occurring in a rotation preventing member for preventing the rotation of a sliding bar as the sliding bar connected to wheels slide, noise is reduced, precision of a sensor for sensing the position of the sliding bar is enhanced, and sensor precision degradation due to moving or bending of the sliding bar can be prevented.

The embodiments of the present disclosure relate to a steering control device and method of a vehicle, specifically, may provide a steering control device and method of a vehicle capable of securing the driving stability by controlling the alignment of the vehicle wheels by rapidly detecting a misalignment between the steering angle of the steering wheel and the steering angle of the vehicle wheel.

The present embodiments provide a steer by wire type steering apparatus including a first rotating member coupled to the steering shaft to rotate in interlocking, a second rotating member supported on the outer periphery of the first rotating member and rotating in conjunction with the first rotating member when the steering shaft rotates, and a housing in which the first rotating member and the second rotating member are built-in, coupled to the steering column, and the outer circumferential side of the second rotating member is supported on an inner circumferential surface to restrict rotation of the second rotating member.

Technical solutions are described herein for steer-by-wire (SBW) steering systems to detect an end-of-travel condition dynamically and generate responsive handwheel torque for a driver. According to one or more embodiments, a steer-by-wire steering system includes a first controller that generates a plurality of torque commands. Generating the plurality of torque commands includes generating a curb torque command in response to detecting a curb condition in which road wheels are stationary despite a change in handwheel position, and generating an end-of-travel torque command in response to detecting an end-of-travel condition. The steer-by-wire steering system further includes an arbitrator module that determines a notification torque command by arbitrating between the plurality of torque commands, which comprises the curb torque command and the end-of-travel torque command. The steer-by-wire steering system further includes a second controller that generates a notification torque using the notification torque command.

A steering system includes a mechanism configured to turn a steer wheel of a vehicle, a motor configured to generate driving force that is applied to the mechanism, and a controller configured to control the motor according to a steering status. The controller includes a limiting control circuit configured to limit a current that is supplied to the motor to a limiting value, a determining circuit configured to determine whether the steer wheel is in contact with an obstacle by using at least a comparison between a value of the current that is supplied to the motor and a threshold, and a threshold computing circuit configured to compute the threshold that is used by the determining circuit, the threshold computing circuit being configured to compute a value less than the limiting value according to the limiting value as the threshold.

According to one or more embodiments, a steer by wire steering system includes a handwheel actuator, a roadwheel actuator, and a resynchronization module to dynamically adjust handwheel position that is used for rack position reference calculation. The dynamic adjustment includes determining a desynchronization amount based on a difference in an actual handwheel position and a synchronized handwheel position. The dynamic adjustment further includes computing a handwheel adjustment using the desynchronization amount, a vehicle speed, and a handwheel speed. The dynamic adjustment further includes computing an adjusted handwheel position based on the handwheel adjustment and the actual handwheel position. The dynamic adjustment further includes updating the reference rack position based on the adjusted handwheel position. The dynamic adjustment is continuously repeated until the handwheel adjustment is substantially equal to zero.

An electric power steering device including: a control rotational displacement calculation unit configured to calculate a control rotational displacement when a steering angle of the steering system is in an angular range from a maximum allowable steering angle for the steering system to a predetermined threshold steering angle; a control steering angle shifting unit configured to calculate the control rotational displacement corrected by a correction amount based on one of the steering torque and rack axial force and a sign of one of the control rotational displacement and the steering angle as a shift control steering angle; and a feedforward control unit configured to output a second current command value based on the shift control steering angle and steering velocity. An assist control is controlled with a third current command value calculated by adding the second current command value to the first current command value.

A power steering system includes a pair of wheel steering mechanisms configured to turn a pair of steered wheels of a vehicle, and a coupling mechanism coupling the steered wheels and coupling the wheel steering mechanisms including operating-side and nonoperating-side mechanisms. The operating-side mechanism includes a drive shaft coupled to one end of the coupling mechanism and extending in an axial direction, and a steering operation member engaged with the drive shaft. The nonoperating-side mechanism includes a drive shaft coupled to the other end of the coupling mechanism and extending in an axial direction, and an electric assist device engaged with the drive shaft. The operating-side mechanism includes at least two operating-side stoppers respectively configured to limit right and left turns of the steered wheels. The nonoperating-side mechanism includes at least one nonoperating-side stopper configured to limit any one of right and left turns of the steered wheels.

The application relates to a method for operating an actuator for a motor vehicle, the actuator having an actuating drive and a signal input. The actuating drive is operated as a function of a setpoint value received via the signal input and a threshold value stored in the actuator for setting an actual value of the actuator to the setpoint value, wherein the threshold value is set equal to the setpoint value when the actuator leaves an operating range of the actuator defined by the threshold value of the setpoint value. The application further relates to an actuator for a motor vehicle and a method for operating an arrangement of an actuator and a control unit for a motor vehicle.