A turning control system includes a controller. The controller is configured to perform a decrease process of decreasing a magnitude of an angle operation amount which is reflected in an operation process with respect to the magnitude of the angle operation amount calculated in an angle operation amount calculating process when a vehicle speed is equal to or lower than a prescribed speed and a magnitude of an input torque of a steering wheel is equal to or less than a prescribed value. The controller is configured to perform a correction process of correcting an input when the decrease process is performed such that a magnitude of the input decreases when an angle command value calculating process calculates an angle command value.

Described herein are steer-by-wire systems and methods of operating these systems in vehicles. A steer-by-wire system comprises a steering wheel assembly, comprising a steering wheel, sensors, and a torque generator. The system comprises a rack assembly, comprising a steering rack, sensors, and a rack actuator. The steering wheel assembly and the rack assembly are communicatively coupled by a steer-by-wire system controller, without having any direct mechanical links between the assemblies. In some examples, the controller instructs the rack assembly to control the steering rack position based on the steering input, such as changes in the steering wheel position. A steering map is used to determine the desired steering rack position based on the current steering wheel position. In some examples, a steering map is selected from a steering map set based on, e.g., the vehicle speed, vehicle direction, driver preference, and the like.

A system includes a steering-system motor, a first electronic control unit (ECU) and a second ECU each electrically connected to the steering-system motor, a communication line directly communicatively connecting the first ECU and the second ECU, and a gateway module communicatively connecting the first ECU to a controller area network (CAN) bus and communicatively connecting the second ECU to the CAN bus. The first ECU is programmed to, upon detecting a fault, transmit a fault code to the second ECU via the communication line and via the gateway module. The second ECU is programmed to, upon detecting a fault, transmit a fault code to the first ECU via the communication line and via the gateway module.

The failure detection device includes: an output unit detecting failure of a torque detection device that detects torque applied to a pinion shaft with torque sensors, and a target current calculation unit controlling drive of the electric motor. In response to detection of failure of one of the torque sensors, the target current calculation unit causes the motor to output continuous torque continuously generating torque that is detectable by the other of the torque sensors and, in response to the motor outputting the continuous torque, the output unit diagnoses failure of the other of the torque sensors based on a pattern of vibrations detected by the other torque sensor due to the continuous torque and determines that the other torque sensor is having failure if amplitude of vibrations is less than a reference amplitude.

An apparatus for controlling a motor included in a vehicle may comprise a main regulator configured to supply a source voltage, a plurality of sub-regulators connected to the main regulator, each of the sub-regulators configured to convert the source voltage to a respective sub-voltage, a passive component connected to the main regulator, and a plurality of sensors comprising first sensors and a second sensor, each of the first sensors connected to a corresponding sub-regulator of the sub-regulators, the second sensor connected to the main regulator through the passive component.

An ECU including a control circuit is provided to control driving of a motor, which outputs at least a part of torque required for steering a vehicle. The control circuit is configured to switch control modes including an ADS mode for controlling driving of the motor based on an angle command value and an EPS mode for controlling the driving of the motor based on a basic assist command value which is a torque command value. The control circuit is configured to change the calculation cycle period of at least a part of the calculations related to the driving control of the motor according to the selected control mode. Accordingly, an appropriate calculation cycle period can be set for each calculation related to the driving control of the motor according to the control mode, and the calculation load can be reduced.

In at least two groups of independent sensors connected to an electronic control device(s), at least two output signal ports are included in a sensor of a first group, and one output signal port is included in a sensor of a second group; and two output signals in the first group have different characteristics while having a constant relationship to each other defined in advance, and the one output signal in the second group has an equivalent characteristic to either one of the two output signals in the first group. The electronic control device(s) includes an abnormality determination unit which is configured in such a manner that all of output signals of the output signal ports are compared, and, for the control by the electronic control device(s), only a normal output signal(s) is used among the output signals thereof having been determined by the abnormality determination unit.

Provided is a control apparatus for a vehicle configured to perform steering assist control and driving support control based on a motor control amount, the control apparatus being further configured to correct the motor control amount such that a specific steering amount in a second period becomes smaller than that in a first period, the specific steering amount being an amount of change in a steering angle required for a magnitude of a steering torque to reach a torque threshold, the first period being a period from a first time point at which a driving support operation state is changed to an on state to a second time point at which a driving operation switching request is issued, and the second period being a period from the second time point to a third time point at which the driving support operation state is changed to an off state.

A scalable tractive power system for vehicles (car, truck, bus, semi-trailer), integrated with all-wheel steering system which leverage synergies between plurality of differently designed electric traction-motors and all-wheel electric steering-motors is configured with plurality of sensors to virtually eliminate wheel-dragging and EPS, as part of virtually 100% dynamic efficiency. A fully automated electronic clutch-system attached to selected electric traction motors is configured to carry out above 90% traction efficiency by coupling to wheels selected electric traction-motors in their high efficiency range of operation, and de-coupling and replacing electric traction-motors with another electric traction-motors while the vehicle is changing speed or when the vehicle requires higher or lower tractive-power, from forward-motion start to top-rated speed of the vehicle. A holistic controller is configured with multi-objective optimization design (MOOD) procedures computing complex variable values and parameters, finding the required trade-off among design objectives, and improving the pertinence of solutions, while complying with NHTSA's ‘fail operational systems’ for steer-by-wire.

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.