CN117203115A - Active/semi-active steer-by-wire system and method - Google Patents

Abstract

A combination brake and motor is provided that provides tactile feedback control to a human-machine interface steering input device as part of a steer-by-wire system. The brake is a Tactile Feedback Device (TFD) brake and the motor is an electric motor coupled to the brake. The brake provides end stop control and resistance torque for the steer-by-wire system. The motor provides motion control for the steer-by-wire system, wherein the motion control includes back-to-center, command following, on-center control, active power feel, and/or warning modes (e.g., similar to an aircraft stick shaker or lane departure). Steer-by-wire systems are active systems.

Description

Active/semi-active steer-by-wire system and method

Cross Reference to Related Applications

The present application claims priority from U.S. provisional patent application No.63/146,277, filed 2/5/2021, which is incorporated herein by reference.

Technical Field

The subject matter herein relates generally to the field of resistive torque generating devices and motor control. More particularly, the subject matter herein relates to a haptic feedback device (TFD) brake used in combination with a motor to provide active/semi-active steer-by-wire control for a human-machine interface.

Background

Existing haptic feedback devices (TFDs) may be used for steering position output and semi-active torque feedback for steer-by-wire applications. TFD brakes typically include one or more sensors to measure the steering position and coils to activate a Magnetically Responsive (MR) medium, such as magnetorheological fluid (MR fluid) or magnetically responsive powder (MR powder), to generate a brake torque. A TFD, including an on-board microcontroller, position sensors, and amplifiers, collectively referred to as a Tactile Feedback Control Unit (TFCU), may be in communication with an external vehicle controller to communicate position and control brake feel. TFD is good at providing end stop control and variable resistance torque. However, TFD cannot provide active characteristics such as back-to-center, command-following, on-center control, active feel, or alert mode (e.g., similar to an aircraft boom). In contrast, motors used for active control are adept at providing the active characteristics of fine motion control, but provide deficiencies in end stop control, braking, and drag torque. When attempting to use a motor to achieve equivalent torque in TFD and have the motor provide end stop control, braking, and/or resistive torque, the motor must be significantly larger in size than the brake and use significantly higher current levels to achieve that torque. By using only a motor with sufficient torque to address the resistive braking torque of, for example, a steer-by-wire system, the motor can be very large, and it is nearly impossible for a human to provide control via the steering input device to overcome the peak torque.

The solution is to provide a combination of TFD brake and relatively small motor as a steer-by-wire system capable of producing both a haptic sensation and shaft motion controlled by the TFCU. In this solution, the TFD and motor work together to maximize its advantage and optimize the performance of the human operator.

Disclosure of Invention

The present application provides a combination brake and motor that provides tactile feedback control to a human-machine interface steering input device that is part of a steer-by-wire system. The brake is a Tactile Feedback Device (TFD) brake and the motor is an electric motor coupled to the brake. The brake provides end stop control and resistance torque for the steer-by-wire system. The motor provides motion control for the steer-by-wire system, wherein the motion control includes back-to-center, command following, center control, active power feel, and/or warning modes (e.g., similar to an aircraft stick shaker or lane departure). Steer-by-wire systems are active systems.

In one aspect, a steer-by-wire system that provides a steering response is provided. The system includes a brake, a motor, a shaft, at least one position sensor, and at least one microcontroller. The motor is coupled to the brake. The shaft is coupled to the brake and the motor. At least one position sensor can provide an angular position of the shaft. At least one of the microcontrollers includes programming adapted to provide inputs to the motor and the brake to generate a steering response, wherein the brake, motor and position sensor are in electronic communication with the microcontroller.

In another aspect, a method of providing steering response in a vehicle is provided. The method includes an operator driving a vehicle, the driving including an operator steering a vehicle steering system, rotating the shaft by the operator to provide at least one steering input to the vehicle steering system, converting the at least one steering input to an electronic steering command with the steer-by-wire system, communicating a steering angle position from the at least one microcontroller to a steering controller, and providing semi-active haptic feedback to the operator, the semi-active haptic feedback producing a steering response simulating a direct-linked steering system. The vehicle steering system has a steer-by-wire system capable of providing a steering response, the steer-by-wire system comprising a brake, a motor coupled to the brake, a shaft coupled to the brake or the motor, at least one position sensor capable of generating and providing an angular position signal of the shaft, at least one microcontroller capable of providing inputs to the motor and the brake to generate the steering response, wherein the brake, the motor, and the position sensor are in electronic communication with the at least one microcontroller.

Drawings

FIG. 1 illustrates a schematic diagram of a steer-by-wire system in accordance with at least one embodiment.

Fig. 2A depicts a perspective view of a configuration of a steer-by-wire system having a motor coupled in-line with a haptic feedback device (TFD) brake.

Fig. 2B depicts a perspective view of a different configuration of steer-by-wire system having a motor directly coupled to a TFD drum brake.

Fig. 3 is a side view of the TFD brake and motor of fig. 2A.

Fig. 4 is a side view of the TFD brake and motor of fig. 2B.

Fig. 5 is a side view of a TFD disk brake with a motor in direct communication therewith.

Fig. 6A to 6C show examples of steering input devices attached to a steer-by-wire system.

Fig. 7A and 7B illustrate another example of a steering input device attached to a steer-by-wire system.

Fig. 8 illustrates electronic communications for a steer-by-wire system.

Fig. 9 illustrates a method of creating a synthetic feel using a steer-by-wire system.

Fig. 10 shows a flow chart of a sensory algorithm.

Fig. 11 shows a flow chart of the motion algorithm.

Fig. 12 shows a flow chart of the current algorithm.

Fig. 13 is a graph of torque versus current.

Detailed Description

Current Tactile Feedback Devices (TFDs) are primarily brakes comprising magnetorheological fluid (MR fluid) or magnetically responsive powder (MR powder) and are used for steering position output and semi-active torque feedback for steer-by-wire applications. These devices include one or more sensors for measuring steering position and a brake coil for activating the MR fluid or MR powder to generate braking torque. As disclosed herein, the TFD is coupled to the motor to overcome at least the "off-state" torque of the device. The minimum torque is the torque necessary to provide motion control such as back to center, command following, control in center, active force feel, or warning mode.

In embodiments disclosed herein, a brake is combined with a motor to provide steer-by-wire control for a human-machine interface. Such a combination may be referred to as an active hybrid steer-by-wire system.

In many cases, the human-machine interface is a steering input device such as a wheel or yoke, but it could also be a joystick or joystick, as well as any other device that can provide control input from a person and require tactile feedback.

The brakes described below are TFD brakes, but the system may use any brake capable of providing end stop control, braking, and/or drag torque. Thus, the use of TFD brakes herein is meant to be only representative of the type of brake, but it is not meant to be limited to only TFD brakes or MR TFD brakes.

Referring to fig. 1-7B, a steer-by-wire system (identified as SBW in fig. 10 and 11), generally referred to as the apparatus 10 or steer-by-wire system 10, includes a brake 12, a motor 14, a shaft 16, at least one position sensor 18, at least one microcontroller 22. The motor 14 is coupled to the brake 12. Shaft 16 is coupled to brake 12, motor 14, or both brake 12 and motor 14. The position sensor 18 is positioned to provide the angular position of the shaft 16. The microcontroller 22 is in electronic communication with the brake 12, motor 14 and sensor 18 and contains programming adapted to perform the calculations and commands necessary to provide the desired tactile feedback to the operator. Microcontroller 22 is capable of providing control inputs to brake 12 and motor 14. The microcontroller 22 is capable of communicating to the motor 14 a reference input suitable for actively controlling the rotation of the shaft 16. Together, microcontroller 22, position sensor 18, and amplifier 24 form a Tactile Feedback Control Unit (TFCU) 26. The TFCU 26 performs sensory and motor control algorithms for tactile sensations and provides communication with an external controller. An exemplary sensory algorithm is provided in fig. 10, and an exemplary motion algorithm is provided in fig. 11.

The shaft 16 is coupled, either directly or indirectly, with a steering input 28. The microcontroller 22 is in electronic communication with a steering controller 30, a vehicle controller 32, and/or a CAN bus 34 (controller area network bus). Alternatively, the microcontroller 22 is in electronic communication with the steering controller 30 and/or the vehicle controller 32 via the CAN bus 34. Microcontroller 22 CAN receive electronic communications from steering controller 30 and/or vehicle controller 32 directly or via CAN bus 34. The steering controller 30 and/or the vehicle controller 32 are collectively referred to as an external controller.

Any motor 14 may be used in the present application, but a frameless brushless direct current motor (BLDC) is referred to herein as an acceptable solution. However, the use of a BLDC motor does not mean that the present application is limited to only a BLDC motor. The frameless design of the BLDC motor 14 allows for easier mechanical in-line integration with the brake 12, while the brushless design ensures long life and low maintenance. When combined with the brake 12, the motor 14 is positioned to actively control the shaft 16.

Motor control is performed using the output from the position sensor 18 and appropriate commutation electronics. The motor 14 includes a motor rotor 64, a stator 66, and at least one winding coil (not shown). The motor rotor 64 rotates with the shaft 16 passing through the motor rotor 64 or mated with the motor rotor 64. At least one optional amplifier 24 capable of transmitting a variable current through at least one winding coil may be used. The same or different optional amplifiers 24 may be used to transmit and receive signals with the brake 12.

In the embodiment shown in fig. 1-4, the brake 12 is coupled with the motor 14. The coupling is shown in fig. 1-4 as brake 12 being below motor 14 and in direct communication along the centerline of brake 12 and motor 14; however, the motor 14 may also be positioned directly in-line and above the brake 12. In addition, the motor 14 may also be positioned externally, i.e., offset, with respect to the brake 12. Accordingly, the illustrated embodiments are meant to be non-limiting and for exemplary purposes only. In all embodiments, the motor 14 is capable of generating sufficient torque to at least overcome the off state torque of the steer-by-wire system. The term "off state" refers to the minimum friction torque in the assembly when the excitation current in the brake coil is zero. It mainly consists of bearings, seals and friction between the unpowered MR material and the brake surface.

Brake 12 may be a TFD brake, a drum brake, a disc brake, a friction brake, an electromagnetic brake, or a combination thereof. For illustrative purposes only, fig. 2A-4 depict a TFD drum brake 12 using MR material 36. Referring to fig. 3 and 4, tfd drum brake 12 has a housing 38 enclosing a shaft 16, a drum rotor 40, a core 42 with a brake coil 44, a pole ring 48, MR material 36, an upper seal 50, and a lower seal 52 therein. The housing 38 includes a housing wall 54. The housing wall 54 includes a housing top 56 and a housing bottom 58. A housing cover 60 is secured to the housing top 56. The housing cover 60 is made of a non-magnetic material (e.g., 628861-T6 aluminum or similar material).

In some embodiments, the housing 38 has at least a portion of the motor 14 positioned within the housing 38. As shown in fig. 3 and 4, the motor housing 62 is secured to the housing bottom 58 and encloses the motor rotor 64 and stator 66. Alternatively, the motor rotor 64 and stator 66 are enclosed within the housing 38. In a non-limiting configuration, the sensor housing 68 is secured to the motor housing bottom 58, housing at least one microcontroller 22 for the TFD drum brake 12 and motor 14.

The shaft 16 is rotatably disposed within the housing 38 and the motor housing 62. In some embodiments, the shaft adapter 72 supports the shaft 16, with the motor rotor 64 and stator 66 positioned outboard thereof. As shown, the shaft 16 is rotatably supported by upper and lower bearings 74, 76 and shaft adapter 72. In the configuration of the TFD drum brake 12, the shaft 16 has a rotating disc 78 attached thereto and extending radially outwardly therefrom. The drum rotor 40 is connected to the rotating disc 78 at an end 80 of the rotating disc 78 and rotates with the shaft 16. As shown in fig. 3 and 4, drum rotor 40 extends radially outward from end 80 and is perpendicular to shaft 16 before it is bent parallel to shaft 16 and perpendicular to rotating disk 78. Alternatively, the rotating disc 78 may extend radially outward and the drum rotor 40 may be parallel to the shaft 16. Further, the drum rotor 40 and the rotating disc 78 may be a single component directly fixed to the shaft 16.

In this configuration, the TFD drum brake 12 provides braking, end stop control, and drag torque. The brake 12 is capable of providing a peak resistance between 5 nm and 25 nm; however, the peak resistance that is generally desired will vary with the application of the TFD system. The motor 14 provides motion control including back-to-center, command following, center control, active power feel, and/or warning modes (e.g., similar to an aircraft boom or lane departure). In one embodiment, the alert mode involves active pulsating input to the shaft 16 to generate vibratory feedback and indicate specific alert or abnormal vehicle conditions. The motor 14 may also be used for command following applications. For example, if the vehicle is autonomously steered using global positioning system guided navigation, the movement of the steering input 28 will follow the actual vehicle motion. Similarly, when used on a boat with two diverted input stations, the movement of the diverted input stations not in use is synchronized with the diverted input stations in use. In this way, the two steering input devices 28 have a matching movement.

The motor 14 is capable of providing a force of between about 0.5 nm and about 5 nm. The motor 14 is also capable of providing a force that exceeds the off state braking torque level between about 0.01% and about 25.0% of the maximum viable drag braking torque of the brake 12. The device 10 in this configuration limits the amount of torque that the motor 14 generates in the steering input device and is safe for steer-by-wire applications because it does not overwhelm the operator. The steer-by-wire system 10 provides a manual steering response to the operator via a steering input device 28.

Microcontroller 22 controls both TFD brake 12 and motor 14. The position sensor 18 provides communication of the angular position of the shaft 16 to the microcontroller. Additional sensors (not shown) may also communicate information of the brake 12, motor 14, and shaft 16 to the microcontroller 22. Microcontroller 22 may be a single microcontroller that provides control of both brake 12 and motor 14. Alternatively, the microcontroller 22 may be two more microcontrollers 22, at least one of which is dedicated to controlling the brake 12 and one of which is dedicated to controlling the motor 14.

The position sensor 18 includes one or more sensors. The position sensor 18 may be an absolute position sensor, an optical position sensor, a hall effect sensor, an encoder, a resolver (resolvers), or a combination thereof. The position sensor 18 is capable of measuring the angular position of the shaft 16 and communicating those measurements to the microcontroller 22. The position sensor 18 may be in direct electronic communication, indirect electronic communication, or both direct and indirect electronic communication with an external controller (e.g., the steering controller 30 and/or the vehicle controller 32). The external controller is separate from the microcontroller 22 in the steer-by-wire system 10. As known to those skilled in the art, each sensor 18 of the described type will "read" a location point on the end of the shaft 16. For example, when using a hall effect sensor 18, the magnet 19 would be located at the end of the shaft 16.

In one embodiment, the position sensor 18 is a non-contact sensor. The microcontroller 22 uses the sensor measurements together with advanced motion control algorithms to control the rotation of the shaft 16 and to return the shaft 16 to the center at idle when the operator is not operating the steering input device 28. An example of a suitable motion control algorithm is provided in fig. 11. The sensor measurements may also be transmitted to the steering controller 30 and/or the vehicle controller 32 using one or more different communication techniques (e.g., analog, PWM, digital).

In embodiments having two or more position sensors 18, the position sensors 18 are capable of providing an angular position of the shaft 16 within an error range of between about-5 degrees and about +5 degrees. For a more refined apparatus 10, the position sensor 18 is capable of providing the angular position of the shaft 16 within an error of about + -3 degrees, or the angular position of the shaft 16 within an error of at least + -1 degree. The location of each sensor 18 will be selected to provide the degree of accuracy required by the system, e.g., one sensor 18 on top of the printed circuit board supporting the microcontroller and one sensor 18 below the printed circuit board. In one embodiment, the disclosed steer-by-wire system 10 does not require a gear set or assembly of gears between the shaft 16 and the position sensor 18 to support or drive the position sensor 18. Thus, in the disclosed application, the position sensor 18 may be located on-axis and directly coupled to the shaft 16. Positioning the position sensor 18 on the axis of the shaft 16 reduces the complexity of the sensor assembly, thereby reducing the number of potential failure modes and mechanical noise. Furthermore, the configuration of such an assembly provides manufacturing efficiency. However, the off-axis position of the position sensor 18 also works satisfactorily in the steer-by-wire system 10.

In operation, the motor 14 is capable of providing input through the steering input device 28 to induce a manual steering response for an operator. Inputs include a back-to-center, warning alert, mid-section feel, active feel, wheel traction feel, wheel slip feel, and/or two or more steering synchronizations. By two or more steering synchronizations is meant that there are two or more steering input devices 28 synchronized together to have synchronized movement and response.

In the representative embodiment shown in fig. 3 and 4, there are four shear surfaces: two between the core 42 and the drum rotor 40 and two between the drum rotor 40 and the pole ring 48. When the brake 12 is a TFD brake using MR material 36, the integrated coil 44 is capable of energizing/activating the MR material 36 under the application of a magnetic field. The application of the current creates a magnetic field that in turn causes alignment of magnetically responsive particles found in the MR material 36. This causes the MR material 36 to shear on all four surfaces. The shearing produces a resistive torque. Further, the amount of current applied may control the amount of resistive torque. When the MR material 36 is activated and controlled by application of an electrical current, the brake 12 produces a finely controlled mid-range torque or maximum available torque at the end of travel. Fig. 13 depicts an example of the resistive torque that the brake 12 generates when the current to the brake coil 44 increases from zero amperes to 1.5 amperes. As represented by the generated curve, the generated torque continues to increase as the current applied to the brake coil 44 increases. The torque transition from the current change is converted to a resistive torque that is smoothly experienced by the user controlling the steer-by-wire system 10. The normal operating range of the torque curve will vary depending on the application of the steer-by-wire system 10.

Microcontroller 22 provides a variable tactile sensation to the human operator through steering input 28 through control of brake 12 and motor 14. The microcontroller 22 controls braking, end stop control, and resistive torque of the brake 12. This is accomplished by controlling the current to the integrated coil 44 and/or providing command inputs to the brake 12 that result in a braking action that repeats end-of-travel stops, normal operation, and/or resistance corresponding to steering response related actions.

In addition, the microcontroller 22 can communicate commands to the motor 14 to provide motion control. For example, in one embodiment, the microcontroller 22 provides a off-center operational capability. In this embodiment, the microcontroller 22 using the position sensor 18 detects movement of the steering shaft 16 away from the center position and provides commands to the motor 14 to return the shaft 16 to the center position. Moreover, microcontroller 22 is capable of communicating commands to motor 14 suitable for controlling the angular position of shaft 16, introducing warning commands/patterns to shaft 16 to cause shaft 16 to vibrate or shake, providing on-center control, and/or providing active sensory input to shaft 16.

Microcontroller 22 is able to estimate the torque experienced by shaft 16 from the current used by device 10. Further, to provide the control operations previously discussed, the microcontroller 22 is capable of receiving and processing measurements of the angular position of the shaft 16 from one or more position sensors 18. Preferably, the position of each position sensor 18 is aligned with the axis of the shaft 16.

In operation, the microcontroller 22 can command the motor 14 to commutate using one or more currents having a particular phase difference and can rotate the motor 14 in a desired direction to provide a motion control input to the shaft 16.

Referring to fig. 8, electronic communication between various elements of a steer-by-wire system is shown. The position sensor 18 communicates with the microcontroller 22. Within the microcontroller, the position sensor 18 provides data to the sensory and motor algorithms. Similarly, external commands from an external controller (such as steering controller 30 or vehicle controller 32) communicate data to the sensory and motor algorithms. The sensory and motor algorithms provide data to the current algorithm. An example of a suitable sensory algorithm is provided in fig. 10, and an example of a suitable motor algorithm is provided in fig. 11. At least one current sensor associated with the motor 14 and brake coil 44 also provides data to the current algorithm. The current algorithm provides data to the current control loop, which in turn communicates data to both the motor 14 and the brake 12. An example of a suitable current algorithm is provided in fig. 12.

The apparatus 10 can be mounted on a vehicle (not shown) where a drive-by-wire steering system is desired. The carrier types may be construction carriers, agricultural carriers, forestry carriers, transportation carriers, material handling carriers, boats and aircraft.

Referring to fig. 9, the use of the apparatus 10 in an active system allows for a method of providing steering response in a vehicle. The method includes steering, by an operator, the vehicle steering system. In this case, the vehicle steering system employs the apparatus 10 as an active steer-by-wire system. With the apparatus 10 installed, the active steer-by-wire control mechanism provides a manual steering response. The apparatus 10 is as described above and includes a brake 12, a motor 14 coupled to the brake 12, a shaft 16 coupled to the brake 12 or the motor 14, at least one position sensor 18 capable of generating and providing an angular position signal of the shaft 16, at least one microcontroller 22 capable of providing inputs to the motor 14 and the brake 12 to generate a manual steering response. The brake 12, motor 14, and position sensor 18 are in electronic communication with a microcontroller 22.

The method further includes having the operator drive the vehicle and rotate the shaft 16 by providing at least one steering input to the vehicle steering system. The method further includes the position sensor 18 converting the steering input into an electronic steering command. The steering angle position determined by the position sensor 18 is communicated to the steering controller 30 by the microcontroller 22. The device 10 provides semi-active tactile feedback to the operator. Semi-active haptic feedback produces a manual steering response that simulates a direct-linked steering system.

In the method, the steering response includes the ability to provide a plurality of electronic steering commands including end stop control, drag torque, back-to-center, at least one deviation warning, traction feel, wheel slip feel, feel at center, and/or steering synchronization.

The semi-active haptic feedback is based on a combination of the position sensor 18, a calculated steering speed (i.e., angular velocity), a calculated steering acceleration (i.e., angular acceleration), or a digital input from the steering controller 30. Semi-active haptic feedback includes a constant, periodic, or variable braking torque generated by the sending of current through the integrated coil 44. As discussed, the application of current and control of current is provided by the microcontroller 22.

In this method, the step of rotating the shaft 16 further includes measuring, by the position sensor 18, a steering input by an operator via the shaft 16. The position sensor 18 communicates a position signal to the microcontroller 22 and/or the steering controller 30. Microcontroller 22 or TFCU 24 using microcontroller 22 provides semi-active tactile feedback to the operator by controlling and adjusting brake 12 and/or motor 14.

As described above, the method may provide for centering the shaft 18 when the position sensor 18 fails to detect that the operator provides at least one steering input after a manufacturer selected time interval.

The method allows control of the brake 12 with a first one of the at least two microcontrollers 22 and control of the motor 14 with a second one of the at least two microcontrollers 22. Whether there is one microcontroller 22 or more than one microcontroller 22, the method provides a microcontroller for controlling the motor 14 to use the angular position signal from the position sensor 18 and is able to calculate the required commutation signal for the brushless direct current (BLDC) motor 14.

Other embodiments of the application will be apparent to those skilled in the art. As such, the foregoing description is only the general purpose and method of implementing and describing the present application. Accordingly, the following claims define the true scope of the application.

Claims (50)

1. A steer-by-wire system providing a steering response, the system comprising:

a brake;

a motor coupled to the brake;

a shaft coupled to the brake and/or the motor;

at least one position sensor capable of providing an angular position of the shaft;

at least one microcontroller capable of providing an input to at least one of the motor and the brake to generate the steering response, wherein the brake, the motor, and the position sensor are in electronic communication with the microcontroller.

2. The steer-by-wire system of claim 1, further comprising at least two microcontrollers, wherein one of the at least two microcontrollers provides control to the brake and one of the at least two microcontrollers provides control to the motor.

3. The steer-by-wire system of claim 1, wherein the brake is a TFD brake, a drum brake, a disc brake, a friction brake, or an electromagnetic brake.

4. The steer-by-wire system of claim 2, wherein the brake is configured to provide a final detent torque and a variable resistance torque.

5. The steer-by-wire system of claim 2, wherein the brake is a TFD brake.

6. The steer-by-wire system of claim 5, wherein the TFD brake has a housing and at least a portion of the motor is positioned within the housing.

7. The steer-by-wire system of claim 5, wherein the TFD brake is a drum brake comprising:

a rotating disk rotatably connected to the shaft;

a drum rotor connected to the rotary disk;

a core having a consolidated coil positioned radially inward from the drum rotor, a first gap being formed between the drum rotor and the consolidated coil;

a magnetic pole ring fixedly positioned radially outwardly from the drum rotor, a second gap being formed between the drum rotor and the magnetic pole ring;

a Magnetically Responsive (MR) material disposed within the first gap and the second gap;

an upper seal positioned to block movement of the MR material from the second gap;

a lower seal positioned to block movement of the MR material from the first gap; and

a housing enclosing the shaft, drum rotor, core, upper seal and lower seal, the housing having a housing cover and sensor housing secured thereto.

8. The steer-by-wire system of claim 5, wherein the TFD brake is a disc brake comprising:

a rotor mounted to the shaft and made of a magnetically permeable material, the rotor being shaped to have a working portion at its periphery extending parallel to the shaft on which the rotor is mounted;

the housing having a first sealed cavity rotatably receiving the rotor therein and including a magnetic field generator spaced from the rotor and positioned to generate magnetic flux in a direction perpendicular to the shaft and the working portion of the rotor, and the housing including a second sealed cavity receiving brake control electronics for controlling and monitoring operation of the brake; and

a controllable Magnetically Responsive (MR) material disposed within the first sealed cavity, the MR material being in contact with at least the working portion of the rotor, the MR material being responsive to a magnetic field generated by the magnetic field generator.

9. The steer-by-wire system of claim 1, wherein the motor is configured to provide input to the steering response, the input comprising a back-to-center, a warning alert, a mid-section feel, a primary power feel, and/or two or more steering synchronizations.

10. The steer-by-wire system of claim 1, further comprising two or more position sensors.

11. The steer-by-wire system of claim 10, wherein the two or more sensors are configured to provide a shaft position within an error range of about ± 3 degrees.

12. The steer-by-wire system of claim 10, wherein the two or more sensors are configured to provide a shaft position within an error range of at least ± 1 degrees.

13. The steer-by-wire system of claim 10, wherein the two or more sensors are configured to provide a shaft position within an error range of between about-5 degrees and about +5 degrees.

14. The steer-by-wire system of claim 1, wherein the position sensor is a non-contact position sensor.

15. The steer-by-wire system of claim 10, wherein the position sensor is an absolute position sensor, an optical position sensor, an encoder, a resolver, or a hall effect sensor.

16. The steer-by-wire system of claim 10, wherein the signal from the position sensor comprises a measurement of an angular position of the shaft.

17. The steer-by-wire system of claim 1, wherein the position sensor is in direct electronic communication, indirect electronic communication, or both direct and indirect electronic communication with an external controller that is separate from the microcontroller in the steer-by-wire system.

18. The steer-by-wire system of claim 1, further comprising at least one amplifier configured to transmit a variable current through at least one winding coil of the motor.

19. The steer-by-wire system of claim 1, wherein the brake comprises a Magnetorheological (MR) fluid or a Magnetically Responsive (MR) material.

20. The steer-by-wire system of claim 19, wherein the brake further comprises at least one brake coil configured to energize the MR fluid or the MR material under application of an electrical current.

21. The steer-by-wire system of claim 20, further comprising at least one amplifier configured to transmit current through the at least one winding coil.

22. The steer-by-wire system of claim 1, wherein the motor is a brushless direct current (BLDC) motor.

23. The steer-by-wire system of claim 1, wherein the motor is coupled with the brake along a centerline of the motor and the brake.

24. The steer-by-wire system of claim 1, wherein the microcontroller is in electronic communication with a CAN bus.

25. The steer-by-wire system of claim 24, wherein the microcontroller is capable of receiving electronic communications from a vehicle controller via the CAN bus.

26. The steer-by-wire system of claim 1, wherein the microcontroller is capable of providing a variable haptic sensation.

27. The steer-by-wire system of claim 26, wherein the microcontroller is capable of communicating commands to the motor back to center without input from the position sensor.

28. The steer-by-wire system of claim 26, wherein the microcontroller is capable of communicating commands to the motor back to center without movement, wherein the movement is detected by a non-contact position sensor.

29. The steer-by-wire system of claim 26, wherein the microcontroller is capable of communicating commands to a motor to control the angular position of the shaft.

30. The steer-by-wire system of claim 26, wherein the microcontroller is capable of communicating a command to the motor to introduce a warning command to the shaft that causes the shaft to vibrate or shake.

31. A steer-by-wire system as claimed in claim 26, wherein the microcontroller comprises a programmed adapted to provide a command input to the brake, the command input producing a braking action that repeats an end-of-travel stop, normal operation and/or a resistance corresponding to an action associated with a steering response.

32. The steer-by-wire system of claim 1, further comprising a vehicle on which the steer-by-wire system is mounted.

33. The steer-by-wire system of claim 1, wherein the steer-by-wire system does not include a gear set between the at least one position sensor and the shaft coupled to the brake and/or the motor.

34. The steer-by-wire system of claim 1, wherein the microcontroller is capable of estimating torque from current.

35. The steer-by-wire system of claim 1, wherein the microcontroller is capable of measuring and processing angular position measurements communicated from the position sensor.

36. The steer-by-wire system of claim 1, wherein the microcontroller is capable of commanding the motor to commutate with a current having a particular phase difference and is capable of rotating the motor in a desired direction.

37. The steer-by-wire system of claim 1, wherein the motor is configured to provide a force of between about 0.5 nm and about 5 nm.

38. The steer-by-wire system of claim 1, wherein the motor is configured to provide a force that exceeds an off state braking torque level between about 0.01% and about 25.0% of a maximum viable drag braking torque of the brake.

39. The steer-by-wire system of claim 1, wherein the brake is configured to provide a resistance of up to about 20 nm.

40. The steer-by-wire system of claim 1, wherein the shaft is connected to a steering input.

41. The steer-by-wire system of claim 1, wherein the motor is positioned to actively control movement of the shaft.

42. The steer-by-wire system of claim 41, wherein the at least one microcontroller communicates a reference input to the motor and is capable of actively controlling rotation of the shaft.

43. A method of providing a steering response in a vehicle, the method comprising:

an operator drives the vehicle;

the driving includes the operator steering a vehicle steering system having a steer-by-wire system capable of providing the steering response, the steer-by-wire system comprising:

a brake;

a motor coupled to the brake;

a shaft coupled to the brake or the motor;

at least one position sensor capable of generating and providing an angular position signal of the shaft;

at least one microcontroller capable of providing inputs to the motor and the brake to generate the steering response, wherein the brake, the motor, and the position sensor are in electronic communication with the at least one microcontroller;

rotating the shaft by the operator providing at least one steering input to the vehicle steering system;

converting the at least one steering input into an electronic steering command with the steer-by-wire system;

communicating the steering angle position from the at least one microcontroller to a steering controller;

semi-active haptic feedback is provided to the operator that produces the steering response that simulates a direct-linked steering system.

44. The method of claim 43, wherein the steering response includes a capability to provide a plurality of electronic steering commands, end stop control, resistive torque, back-to-center, at least one deviation warning, traction feel, wheel slip feel, on-center feel, and steering synchronization.

45. The method of claim 43, wherein the semi-active haptic feedback is based on a combination of steering sensor position, steering speed, steering acceleration, or digital input from the steering controller.

46. The method of claim 45, wherein the semi-active haptic feedback comprises a constant, periodic, or variable braking torque generated by sending a current through an integrated coil.

47. The method of claim 43, wherein rotating the shaft further comprises measuring at least one steering input of the operator via the shaft by the position sensor, the position sensor communicating a position signal to the at least one microcontroller or the steering controller, the at least one microcontroller providing the semi-active tactile feedback to the operator through the brake and/or the motor.

48. The method of claim 43, further comprising returning the shaft to a centered position when the at least one position sensor detects no change in at least one steering input from the operator during a manufacturer selected time interval.

49. The method of claim 43, further comprising controlling the brake with a first one of at least two microcontrollers and controlling the motor with a second one of the at least two microcontrollers.

50. The method of claim 44, further comprising the step of using the angular position signal from the at least one position sensor in the at least one microcontroller to calculate a commutation signal required for a brushless direct current (BLDC) motor.