Abstract: A method for vehicle stabilization includes, in response to a determination that a fault occurred in a rear steering mechanism, identifying a fault type associated with the fault. The method also includes determining whether a position of a rack of the rear steering mechanism is controllable based on the fault type. The method also includes, in response to a determination that the position of the rack is controllable, selectively positioning the rack to a center position and holding, using a motor control system of the rear steering mechanism, the rack in the center position. The method also includes, in response to a determination that the position of the rack is not controllable, holding, using the motor control system of the rear steering mechanism, the rack in a current position.

Abstract: A method to determine, in real time, a use-life of a steering system includes tracking an attribute signal associated with the steering system. The method further includes, based on a determination that the attribute signal rises above an upper threshold and subsequently falls below a lower threshold, selecting a subset of categories based on a frequency content of the attribute signal. The method further includes selecting a category from the subset of categories based on a peak load occurring in sequence to the attribute signal via a secondary attribute signal. The method further includes incrementing a counter for the selected category. The method further includes computing the use-life based on a ratio of the counter for the selected category and a predetermined count for said selected category.

Abstract: A method includes receiving motor velocity data, and, in response to a determination that the motor velocity data indicates that a velocity of a motor is below a threshold velocity: calculating a thermal metric corresponding to a phase imbalance of the motor; identifying at least one thermal mitigation parameter based on the thermal metric; generating at least one thermal management motor position command based on the at least one thermal mitigation parameter; and selectively controlling the motor according to the thermal management motor position command.

Abstract: Technical solutions are described for attenuating dither noise in a steering system. An example method includes computing a torque command based on an input torque, and generating a current command corresponding to the torque command. Further, the method includes determining an adjustment parameter based on a plurality of steering system signals. Further, the method includes reducing dither noise of the steering system by dynamically modifying a controller parameter value using the adjustment parameter. Further, the method includes generating a voltage command using the current command and the modified controller parameter value, the voltage command used to generate torque by a motor.

Abstract: Technical solutions are described for attenuating dither noise in a steering system. An example method includes computing multiple filter parameters, each filter parameter based on a corresponding signal in the steering system. The method further includes determining at least one final filter parameter from the plurality of filter parameters by arbitrating the plurality of filter parameters. The method further includes dynamically configuring a filter using the at least one final filter parameter. Further, the method includes filtering a motor torque command using the filter, a filtered motor torque command being applied to a motor to generate a corresponding amount of torque.

Abstract: A method for vehicle stabilization includes, in response to a determination that a fault occurred in a rear steering mechanism, identifying a fault type associated with the fault. The method also includes determining whether a position of a rack of the rear steering mechanism is controllable based on the fault type. The method also includes, in response to a determination that the position of the rack is controllable, selectively positioning the rack to a center position and holding, using a motor control system of the rear steering mechanism, the rack in the center position. The method also includes, in response to a determination that the position of the rack is not controllable, holding, using the motor control system of the rear steering mechanism, the rack in a current position.

Abstract: A method to determine, in real time, a use-life of a steering system includes tracking an attribute signal associated with the steering system. The method further includes, based on a determination that the attribute signal rises above an upper threshold and subsequently falls below a lower threshold, selecting a subset of categories based on a frequency content of the attribute signal. The method further includes selecting a category from the subset of categories based on a peak load occurring in sequence to the attribute signal via a secondary attribute signal. The method further includes incrementing a counter for the selected category. The method further includes computing the use-life based on a ratio of the counter for the selected category and a predetermined count for said selected category.

Abstract: According to one or more embodiments of the present invention a steer by wire steering system includes a deviation detection unit configured to determine a deviation signal that is indicative of a disturbance in one or more components coupled to a rack. The steer by wire steering system further includes a handwheel notification module configured to generate a modification signal based on the deviation signal, in response to the deviation signal being detected for at least a predetermined duration. The steer by wire steering system further includes a handwheel control module that generates an input command corresponding to a reference torque generated by a road wheel actuator, a feedback torque for a driver is generated based on the input command. The handwheel control module further modifies the input command using the modification signal, the modification providing a notification corresponding to the disturbance to the driver.

Abstract: Technical solutions are described for attenuating dither noise in a steering system. An example method includes computing a torque command based on an input torque, and generating a current command corresponding to the torque command. Further, the method includes determining an adjustment parameter based on a plurality of steering system signals. Further, the method includes reducing dither noise of the steering system by dynamically modifying a controller parameter value using the adjustment parameter. Further, the method includes generating a voltage command using the current command and the modified controller parameter value, the voltage command used to generate torque by a motor.

Abstract: According to one or more embodiments of the present invention a steer by wire steering system includes a deviation detection unit configured to determine a deviation signal that is indicative of a disturbance in one or more components coupled to a rack. The steer by wire steering system further includes a handwheel notification module configured to generate a modification signal based on the deviation signal, in response to the deviation signal being detected for at least a predetermined duration. The steer by wire steering system further includes a handwheel control module that generates an input command corresponding to a reference torque generated by a road wheel actuator, a feedback torque for a driver is generated based on the input command. The handwheel control module further modifies the input command using the modification signal, the modification providing a notification corresponding to the disturbance to the driver.

Abstract: Technical solutions are described for attenuating dither noise in a steering system. An example method includes computing multiple filter parameters, each filter parameter based on a corresponding signal in the steering system. The method further includes determining at least one final filter parameter from the plurality of filter parameters by arbitrating the plurality of filter parameters. The method further includes dynamically configuring a filter using the at least one final filter parameter. Further, the method includes filtering a motor torque command using the filter, a filtered motor torque command being applied to a motor to generate a corresponding amount of torque.

Abstract: A pulley assembly for a road wheel actuator assembly includes a driven pulley assembly, a driven pulley, and a belt. The driven pulley assembly includes a driven pulley and a retainer. The driven pulley is at least partially disposed about a ball nut that is operatively connected to a rack bar. The retainer is received within the driven pulley. The belt is arranged to connect the driven pulley assembly to the drive pulley.

Abstract: A pulley assembly for a road wheel actuator assembly includes a driven pulley assembly, a driven pulley, and a belt. The driven pulley assembly includes a driven pulley and a retainer. The driven pulley is at least partially disposed about a ball nut that is operatively connected to a rack bar. The retainer is received within the driven pulley. The belt is arranged to connect the driven pulley assembly to the drive pulley.

Abstract: A system for actively damping a power steering system includes a damping activation module that generates a damping activation signal based on a motor velocity signal, a t-bar torque signal, and a final motor command; a command calculation module that generates a calculated command based on the motor velocity signal and a vehicle speed signal; and a damping calculation module that generates a damping command based on the damping activation signal and the calculated command, the damping command reduces a motor velocity of a motor of the power steering system to mitigate a rack disturbance.

Abstract: A system for actively damping a power steering system includes a damping activation module that generates a damping activation signal based on a motor velocity signal, a t-bar torque signal, and a final motor command; a command calculation module that generates a calculated command based on the motor velocity signal and a vehicle speed signal; and a damping calculation module that generates a damping command based on the damping activation signal and the calculated command, the damping command reduces a motor velocity of a motor of the power steering system to mitigate a rack disturbance.

Abstract: A learning function is configured to determine a plurality of piecewise linear function coefficients based on measured data for an electric power-assisted steering (EPS) system. The measured data include a vehicle speed. The learning function is further configured to model a hysteresis loop of the EPS system using a piecewise linear function based on the plurality of piecewise linear function coefficients to determine an average friction. An average friction change compensator is configured to adjust friction-based EPS system compensation based on the average friction for a plurality of vehicle speed intervals of the vehicle speed.

Abstract: A learning function is configured to determine a plurality of piecewise linear function coefficients based on measured data for an electric power-assisted steering (EPS) system. The measured data include a vehicle speed. The learning function is further configured to model a hysteresis loop of the EPS system using a piecewise linear function based on the plurality of piecewise linear function coefficients to determine an average friction. An average friction change compensator is configured to adjust friction-based EPS system compensation based on the average friction for a plurality of vehicle speed intervals of the vehicle speed.

Abstract: A power steering apparatus includes a housing defining a chamber. A rack is disposed within the chamber and is moveable along a longitudinal axis. A pinion extends into the chamber for meshing engagement with the rack. A bearing supports the rack relative to the housing and is moveable relative to the housing to re-position the rack relative to the pinion. An adjustment mechanism continuously biases the bearing in response to loosening of the meshing engagement to re-position the rack. A dampener resists the movement of the bearing to slow the re-positioning of the bearing. Preferably, the dampener includes a plastic fluid having a very high viscosity. The plastic fluid is disposed between adjacent moving parts to resist the relative movement between the bearing and the housing.

Abstract: A steering gear assembly with a pinion shaft, rack, housing and rack bearing. A biasing assembly biases the rack bearing against the rack and into engagement with the pinion. The biasing assembly includes a gross adjustment member secured to the housing, a bearing assembly with a bearing member coupled with the rack bearing and a first adjustment member. A first biasing member is coupled with the bearing member and first adjustment member which are relatively moveable to thereby define a compliance zone to allow for dimensional variations in the meshing of the rack and pinion. An adjustment biasing assembly is operably disposed between the gross adjustment member and the bearing assembly. The adjustment biasing assembly is disposed entirely within the housing, includes a second biasing member, and urges the first adjustment member toward the rack bearing in continuously-variable axial movements while preventing movement away from the rack bearing.

Abstract: A steering gear assembly with a pinion shaft, rack, housing and rack bearing. A biasing assembly biases the rack bearing against the rack and into engagement with the pinion. The biasing assembly includes a gross adjustment member secured to the housing, a bearing assembly with a bearing member coupled with the rack bearing and a first adjustment member. A first biasing member is coupled with the bearing member and first adjustment member which are relatively moveable to thereby define a compliance zone to allow for dimensional variations in the meshing of the rack and pinion. An adjustment biasing assembly is operably disposed between the gross adjustment member and the bearing assembly. The adjustment biasing assembly is disposed entirely within the housing, includes a second biasing member, and urges the first adjustment member toward the rack bearing in continuously-variable axial movements while preventing movement away from the rack bearing.