A steer-by-wire steering system for a vehicle is disclosed, comprising a steering wheel unit, connected with a wheel unit. The steering wheel unit has a steering wheel angle sensor, a steering wheel actuator for setting a steering wheel target torque, and a steering wheel controller for actuating the steering wheel actuator. The wheel unit has a steering sensor for capturing at least one actual steering value, a wheel actuator for setting a target steering value, and a wheel controller. The wheel controller is designed to calculate a virtual torsion rod torque based on the target steering value and the actual steering value, to actuate the wheel actuator based on the calculated virtual torsion rod torque, and to transfer the calculated virtual torsion rod torque to the steering wheel unit. The steering wheel controller is designed to calculate the steering wheel target torque based on the transferred virtual torsion rod torque.

An electric power steering system includes a basic assist amount calculation section calculating a basic assist amount for assisting the manipulation of a steering wheel, and an assist compensation amount calculation section calculating an assist compensation amount for correcting the basic assist amount. The system includes an assist amount correction section calculating a corrected assist amount by correcting the basic assist amount based on the assist compensation amount, and a motor drive section driving a motor using the corrected assist amount. The assist compensation amount calculation section uses a reverse input specification that more transmits the signal components of specific frequency in road-surface input torque, to a steering wheel than in the case of using only the basic assist amount, and calculates the assist compensation amount suitable for a vehicle-state value, such as a steering torque, to suppress variation in the transmission characteristics due to variation of the vehicle-state value.

The microcomputer calculates a first assist component based on a vehicle speed value and a steering torque, calculates a rotation angle command value based on at least the vehicle speed value and a first assist component, and calculates a second assist component by adjusting a rotation angle to the rotation angle command value through feedback control. The microcomputer sets a limited state 1 where the second assist component is disabled when a vehicle is stationary. During an abnormality determination period during which the vehicle speed value is determined to be abnormal, the microcomputer sets the vehicle speed value to a provisional vehicle speed value. Further, in a limited state 2 that is set when the vehicle is stationary during the abnormality determination period, the microcomputer calculates the first assist component based on a provisional vehicle speed value, and disables the second assist component.

A method for controlling a power steering system utilizes a vehicle having a motor, a controller coupled to the motor, and a steering assembly. The method includes detecting a steering rate using the controller. A base level steering damping is computed using the steering rate. At least one approximate vehicle acceleration is determined. A steering torque of the steering assembly is sensed through a torque sensor configured to sense the steering torque of the steering assembly. Moreover, a user torque is determined using the torque sensor. A damping boost is computed using the user torque and the at least one approximate vehicle acceleration. A final steering damping gain is determined using the base level steering damping and the damping boost. The final steering damping gain is applied to the steering assembly to minimize unwanted feedback to the steering assembly.

The embodiments of the present disclosure relate to a torque compensating device and method. Specifically, the torque compensating device according to the present disclosure may include a compensation torque amount calculator for calculating a compensation torque amount by performing band pass filtering on a frequency corresponding to a vehicle speed of a host vehicle, an inverse compensation torque generator for generating an inverse compensation torque if it is determined that judder and shimmy of a steering wheel have occurred based on the compensation torque amount, and a controller configured to control the generation of the inverse compensation torque to be stopped by determining to be a temporary kickback if the compensation torque amount is calculated to be less than or equal to a first reference value.

The present disclosure relates to a device and method for generating steering reaction torque. In providing a reaction torque to a steering wheel of a steer-by-wire steering system, the device may determine a target frequency according to the rotational speed of the wheel, generate a filtered rack force signal excluding a cutoff band including the target frequency from the rack force signal, generate a target reaction torque signal based on the filtered rack force signal, and generate the reaction torque based on the target reaction torque signal. Therefore, it is possible to improve the steering feeling of the SBW steering system by providing the steering wheel with reaction torque from which unnecessary vibration components such as shimmy and judder are removed.

A system and method for controlling the steering of a vehicle includes a processor, a velocity sensor in communication with the processor a steering angle sensor in communication with the processor, accelerometer in communication with the processor and a steering angle controller in communication with the processor. The processor is configured to receive the acceleration of the vehicle from the accelerometer and the velocity from the velocity sensor, determine the estimated tie-rod force utilizing the lookup table tie-rod force estimation lookup table, and instruct the steering wheel angle controller to apply an additional force substantially equal to the estimated tie-rod force to the steering torque.

Provided are a power steering method and a power steering device applied in a vehicle including a power steering assembly. The method includes detecting whether a direction changing wheel of the vehicle is a driving wheel; determining a power assisted gear position of the power steering assembly according to whether the direction changing wheel of the vehicle is the driving wheel and controlling the power steering assembly to generate a power steering torque according to the power assisted gear position of the power steering assembly. The direction changing wheel of the vehicle is a front wheel or a rear wheel of the vehicle.

A method for the gradual activation and deactivation of a steering return function in a vehicle, the vehicle including at least two wheels, a steering wheel, an assist motor applying an assist torque to a steering rack, and a drive motor applying a wheel torque to the wheels, the method including a step of calculating an application gain including a first phase of determining a first gain dependent on the wheel torque of at least one of the two wheels, a step of estimating the assist torque associated with the return function, and a step of multiplying the assist torque associated with the return function and the application gain, wherein during the application gain calculation step the method also includes a second phase of determining a second gain dependent on the angle of the steering wheel and the difference in the rotation speeds of the at least two wheels.

Provided is a structure of a steering device capable of securing a foot space of the driver's seat widely in the vertical direction. The steering column 3b has a cylindrical front-side column 9a and a cylindrical rear-side column 10a having a front-end portion that is connected to a rear-end portion of the front-side column 9a. The steering shaft 2b has a front-side shaft 11a rotatably supported inside the front-side column 9a, a rear-side shaft 12a rotatably supported inside the rear-side column 10a and has a rear-end portion to which the steering wheel 1 is supported and fastened, and a universal joint 13a that connect the rear-end portion of the front-side shaft 11a and the front-end portion of the rear-side shaft 12a. The front-end portion of the front-side column 9a is always arranged above a portion of the extension line of the center axis of the rear-side column 10a which exists at the same location in the front-rear direction as the front-end portion.