A work vehicle steering control apparatus comprises a vehicle body (11), front wheels and rear wheels both of which can be steered respectively; a front-wheel steering cylinder (92) and a rear-wheel steering cylinder (94); a steering dial (72); a steering actuation controller (50); and a steering angle detector. The steering actuation controller (50) is configured in a manner such that when a steering operation is performed, and when the steering angles of one set of wheels are less than a predetermined angle (.sub.1), the controller (50) controls the steering actuator to steer only the one set of wheels in response to the directional-change steering operation. When the steering angles of the one set of wheels are equal to or more than the predetermined angle, the controller (50) controls the steering actuator to steer the other set of wheels in a direction opposite to steering direction.

A controller for controlling the operation of a motor vehicle includes an electronic control unit that ascertains a target trajectory for a turning maneuver of the motor vehicle, ascertains the curve of the radius and/or the curvature of the curve of the target trajectory based on the target trajectory, and controls the steering of the motor vehicle based on the ascertained curve of the radius and/or the curvature of the curve. The steering is controlled via a continuous control of the steering ratio and/or the setting of a fixed value for the steering ratio.

A power pack including a motor shaft, the motor shaft being configured to rotate, a main gear, the main gear being configured to coaxially rotate with the motor shaft, a main gear magnet fixed to the main gear, a sub-gear, the sub-gear being configured to rotate in conjunction with the main gear, a sub-gear magnet fixed to the sub-gear, a main gear rotation detection sensor, the main gear rotation detection sensor being configured to detect a main gear rotation of the main gear from a change in a magnetic field of the main gear magnet, and a sub-gear rotation detection sensor, the sub-gear rotation detection sensor being configured to detect a sub-gear rotation of the sub-gear from a change in a magnetic field of the sub-gear magnet.

An electrically operable axle drive train for a motor vehicle, comprising a first vehicle axle having a first electric machine configured to drive a first vehicle wheel of the first vehicle axle, a second electric machine configured to drive a second vehicle wheel of the first vehicle axle, a steering system configured to steer the motor vehicle, and a control unit designed to actuate the steering system. In response to a malfunction of one of the electric machines in which at least one of a lower speed and a lower torque is applied to one of the vehicle wheels than to the other vehicle wheel, the control unit actuates the steering system to a steering position that counteracts a resulting torque that acts on the motor vehicle in response to the malfunction.

A system performs a method for operating a vehicle. The system includes a first steering system for a first axle of the vehicle and a processor. The processor determines the first axle to have a misaligned wheel thereon, applies a non-zero steering wheel angle to a steering wheel of the vehicle to maintain the vehicle moving straight with the misaligned wheel, measures a value of the non-zero steering wheel angle, determines a misalignment angle of the misaligned wheel from the value of the non-zero steering wheel angle, determines a reduced travel range for the first axle from a first nominal travel range of the first axle and the misalignment angle and activates the first steering system to steer the vehicle by limiting the movement of the first axle using the reduced travel range. The reduced travel range allows the misaligned wheel to move without contacting the vehicle.

A dual-mode active rear-wheel steering device, including: a steering angle control motor, a speed-reduction mechanism, a differential mechanism assembly, two steering motion conversion mechanisms, a first electromagnetic clutch and a second electromagnetic clutch. An output end of the steering angle control motor is connected to the speed-reduction mechanism. The differential mechanism assembly is a bevel gear differential, in which center holes at outer ends a two half shafts are respectively provided with a raceway to form an inner cyclical ball-lead screw-nut pair with a first lead screw and a second lead screw of the steering motion conversion mechanisms. The first lead screw and the second lead screw are the same in parameters but with opposite rotation direction. The first electromagnetic clutch controls connection between a differential housing and a frame. The second electromagnetic clutch controls connection between the differential housing and the second half shaft.