KR20230142484A - Active/semi-active wire-steering system and method - Google Patents

Abstract

A combined brake and motor providing tactile feedback control to a human-machine interface steering input device is provided as part of a wire-steering system. The brake is a tactile feedback device (TFD) brake, and the motor is an electric motor coupled to the brake. The brakes provide stopping control and resistance torque to the wire-steering system. The motor provides motion control to the wire-steering system, which may include center-return, command execution, on-center control, active force-feel, and/or (e.g., similar to an aircraft stick shaker or lane departure). Includes warning mode. The wire-steering system is an active system.

Description

Active/semi-active wire-steering system and method

Cross-reference to related applications

This application claims priority to U.S. Provisional Application No. 63/146,277, filed February 5, 2021, which is incorporated herein by reference.

The subject matter claimed herein relates generally to the field of resistive torque-generating devices and motor control. More particularly, the subject matter of the present application relates to tactile feedback device (TFD) brakes used in conjunction with motors to provide active/semi-active wire-steering control for human-machine interfaces.

Existing tactile feedback devices (TFDs) can be used for steering position output and semi-active torque feedback for wire-steering applications. TFD brakes typically include one or more sensors to measure steering position, and a magnetically responsive (MR) medium, such as a magnetically responsive fluid (MR fluid) or magnetically responsive powder (MR powder), to generate brake torque. Includes coil. Collectively referred to as a tactile feedback control unit (TFCU), the TFD, which includes an on-board microcontroller, position sensor(s) and amplifier, can communicate position to an external vehicle controller and control brake feel. You can. TFD can provide good end stop control and variable resistance torque. However, TFDs may have return-to-center, command execution, on-center control, active force-feel, or (e.g., similar to an aircraft stick shaker) It cannot provide active features such as warning mode. Conversely, motors used for active control provide good fine motion control active characteristics, but provide inadequate end-stop control, braking, and resistive torque. When you want to use a motor to achieve torque equivalent to that of a TFD, and have the motor provide stop control, braking, and/or resistance torque, the motor will need significantly more torque than the brake to achieve that torque. It must be large and use significantly higher current levels. If a wire-steering system uses only a motor with sufficient torque to resolve the resistive brake torque, the motor becomes very large and it is nearly impossible for a human to provide control through a steering input device to overcome the peak torque.

The solution provides a combination TFD brake and relatively smaller motor as a wire-steering system capable of producing both a tactile feel and shaft motion controlled by the TFCU. In this solution, the TFD and motor work together to maximize its strength and optimize performance for the human operator.

The present invention provides a combined brake and motor that provides tactile feedback control to a human-machine interface steering input device as part of a wire-steering system. The brake is a tactile feedback device (TFD) brake, and the motor is an electric motor coupled to the brake. The brakes provide stopping control and resistance torque to the wire-steering system. The motor provides motion control to the wire-steering system, which may include center-return, command execution, on-center control, active force-feel, and/or (e.g., similar to an aircraft stick shaker or lane departure). Includes warning mode. The wire-steering system is an active system.

In one aspect, a wire-steering system that provides 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 motor. At least one position sensor may provide the angular position of the shaft. At least one microcontroller includes programming suitable for providing input to the motor and brake to generate a steering response, and 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 the driver driving the vehicle, the driver steering the vehicle steering system, the driver rotating the shaft to provide at least one steering input to the vehicle steering system, the at least one steering input converting an electronic steering command to a wire-steering system, communicating the steering angle position from the at least one microcontroller to a steering controller, and providing semi-active tactile feedback to the driver, comprising: Steering feedback involves generating a steering response that simulates a direct linkage steering system. The vehicle steering system has a wire-steering system capable of providing a steering response, the wire-steering system generating and providing a brake, a motor coupled to the brake, a shaft coupled to the brake or motor, and an angular position signal of the shaft. and at least one position sensor capable of providing input to a motor and a brake to generate a steering response, wherein the brake, motor, and position sensor are in electronic communication with the at least one microcontroller.

1 shows a schematic diagram of a wire-steering system according to at least one embodiment.
Figure 2A shows a perspective view of the configuration of a wire-steering system with a motor coupled in-line with a tactile feedback device (TFD) brake.
Figure 2b shows a perspective view of another configuration of a wire-steering system with a motor coupled in-line with TFD drum brakes.
Figure 3 is a side view of the TFD brake and motor of Figure 2A.
Figure 4 is a side view of the TFD brake and motor of Figure 2b.
Figure 5 is a side view of a TFD disc brake with an in-line coupled motor.
6A-6C show examples of steering input devices attached to a wire-steering system.
7A and 7B show another example of a steering input device attached to a wire-steering system.
8 shows electronic communication for a wire-steering system.
Figure 9 shows a method for creating an artificial feel using a wire-steering system.
Figure 10 shows a process flow diagram for the feel algorithm.
Figure 11 shows a process flow diagram for the motion algorithm.
Figure 12 shows a process flow diagram for the current algorithm.
Figure 13 is a plot of torque versus current.

Current tactile feedback devices (TFDs) are mainly brakes containing magnetorheological fluids (MR fluids) or magnetically responsive powders (MR powders), which provide steering position output and semi-active torque feedback for wire-steering applications. It is used for This device includes one or more sensors to measure steering position, and a brake coil to activate the MR fluid or MR powder to generate braking torque. As disclosed herein, the TFD is coupled with a motor to, at least, overcome the “off-state” torque of the device. This minimum torque is the torque required to provide motion control such as return-to-center, command execution, on-center control, active force-feel, or warning mode.

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

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

The brakes described below are TFD brakes, but the system can use any brake capable of providing end stop control, braking, and/or resistive torque. Accordingly, the use of TFD brakes herein refers only to representative types of brakes and is not meant to be limited to only TFD brakes or MR TFD brakes.

1-7B, the wire-steering system, commonly referred to as device 10 or wire-steering system 10, denoted SBW in FIGS. 10 and 11, includes a brake 12, a motor 14 ), a shaft 16, at least one position sensor 18, and at least one microcontroller 22. Motor 14 is coupled to brake 12. Shaft 16 is coupled to brake 12, motor 14, or both brake 12 and motor 14. Position sensor 18 is arranged to provide the angular position of shaft 16. Microcontroller 22 is in electronic communication with brakes 12, motors 14, and sensors 18 and includes appropriate programming to perform operations and instructions necessary to provide the desired tactile feedback to the driver. Microcontroller 22 may provide control input to brake 12 and motor 14. Microcontroller 22 may communicate reference inputs to motor 14 suitable for actively controlling the rotation of shaft 16. Collectively, microcontroller 22, position sensor 18, and amplifier 24 form a tactile feedback control unit (TFCU) 26. TFCU 26 executes feel and motion control algorithms for tactile feel and provides communication with an external controller. An example feel algorithm is provided in FIG. 10 and an example motion algorithm is provided in FIG. 11 .

Shaft 16 is coupled directly or indirectly to steering input device 28. Microcontroller 22 is in electronic communication with steering controller 30, vehicle controller 32, and/or Controller Area Network bus (CAN bus) 34. Alternatively, microcontroller 22 is in electronic communication with steering controller 30 and/or vehicle controller 32 via CAN bus 34. Microcontroller 22 may receive electronic communications from steering controller 30 and/or vehicle controller 32, either directly or via CAN bus 34. Steering controller 30 and/or vehicle controller 32 are collectively referred to as external controllers.

Although any motor 14 may be used herein, a frameless brushless direct current motor (BLDC) is mentioned herein as an acceptable solution. However, the use of BLDC motors does not mean that the present invention is limited to only BLDC motors. 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 brake 12, motor 14 is arranged to actively control shaft 16.

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

In the embodiment shown in Figures 1-4, brake 12 is coupled with motor 14. The coupling is shown in FIGS. 1-4 as being positioned below motor 14, in-line with brake 12 and along the centerline of both brake 12 and motor 14; Motor 14 may also be placed in line with and above brake 12. Additionally, the motor 14 may be arranged externally, i.e., offset, with respect to the brake 12. Accordingly, the depicted embodiments are meant to be non-limiting and illustrative only. In all embodiments, motor 14 is capable of producing torque sufficient to overcome at least the off-state torque of the wire-steering system. The term “off-state” refers to the minimum friction torque in the assembly with no excitation current in the brake coil. This mainly consists of friction within the bearing, within the seal, and between the unenergized MR material and the brake surface.

Brake 12 may be a TFD brake, drum brake, disc brake, friction brake, electromagnetic brake, or a combination thereof. For illustrative purposes only, FIGS. 2A-4 show a TFD drum brake 12 utilizing MR material 36. 3 to 4, the TFD drum brake 12 includes a housing 38 surrounding the shaft 16, a drum rotor 40, a core 42 having a brake coil 44, and a pawl ring ( pole ring 48, MR material 36, upper seal 50, and lower seal 52. Housing 38 includes a housing wall 54. Housing wall 54 includes a housing top 56 and a housing bottom 58. The housing cap 60 is fixed to the upper part 56 of the housing. Housing cap 60 is made of a non-magnetic material (eg, 628861-T6 aluminum or similar material).

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

The shaft 16 is rotatably disposed within the housing 38 and the motor housing 62. In some embodiments, shaft adapter 72 supports shaft 16 and motor rotor 64 and stator 66 are disposed outward therefrom. As shown, shaft 16 is rotatably supported by upper bearing 74 and lower bearing 76, along with shaft adapter 72. In the TFD drum brake 12 configuration, the shaft 16 has a rotating disk 78 attached to the shaft and extending radially outward therefrom. The drum rotor 40 is connected to the rotating disk 78 at an end 80 of the rotating disk 78 and rotates with the shaft 16. 3-4, drum rotor 40 extends radially outward from end 80 until bent parallel to shaft 16 and perpendicular to rotating disk 78. , perpendicular to the shaft 16. Optionally, the rotating disk 78 can extend radially outward and the drum rotor 40 can be parallel to the shaft 16. Additionally, drum rotor 40 and rotating disk 78 may be one component attached directly to shaft 16.

In this configuration, the TFD drum brake 12 provides braking, end-stop control, and resistance torque. Brake 12 may provide a peak resistance force of between 5 newton meters and 25 newton meters; Typically, the peak resistance force required will vary depending on the application of the TFD system. Motor 14 provides motion control including return-to-center, command execution, on-center control, active force-feel, or warning mode (e.g., similar to an aircraft stick shaker or lane departure). In one embodiment, the warning mode includes an active pulsating input to the shaft 16 to generate vibration feedback to indicate a specific warning or abnormal vehicle condition. Motor 14 may also be used for command execution applications. For example, if the vehicle is steered autonomously using global position system (GPS) guided navigation, the movement of the steering input device 28 will follow the actual vehicle movement. Similarly, when used in a boat with two steering input stations, the movement of the unused steering input station is synchronized with the used steering input station. In this way, the two steering input devices 28 are moved in matching.

Motor 14 may provide a force of about 0.5 newton meters to about 5 newton meters. Additionally, motor 14 may provide force that exceeds an off-state brake torque level of about 0.01% to about 25.0% of the maximum possible resistance brake torque of brake 12. In this configuration, device 10 limits the amount of torque generated from motor 14 at the steering input and is safe in wire-steering applications because such amount of torque cannot overcome the driver. . The wire-steering system 10 provides artificial steering response to the driver through the steering input device 28.

Microcontroller 22 controls both TFD brake 12 and motor 14. Position sensor 18 communicates the angular position of shaft 16 to the microcontroller. Additional sensors (not shown) may also communicate brake 12, motor 14, and shaft 16 information to microcontroller 22. Microcontroller 22 may be one microcontroller that controls both brake 12 and motor 14. Alternatively, the microcontrollers 22 may be at least two microcontrollers 22, at least one to control the brakes 12 and one to control the motor 14.

Position sensor 18 includes one or more sensors. Position sensor 18 may be an absolute position sensor, an optical position sensor, a Hall effect sensor, an encoder, a resolver, or a combination thereof. Position sensor 18 can determine the angular position of shaft 16 and communicate this measurement to microcontroller 22. Position sensor 18 may be in direct electronic communication, indirectly in electronic communication, or in direct electronic communication and indirect electronic communication with an external controller, such as steering controller 30 and/or vehicle controller 32. You can do it all. The external controller is separate from the microcontroller 22 within the wire-steering system 10. As known to those skilled in the art, each described version of sensor 18 will “read” a position point on the end of shaft 16. For example, when using a Hall effect sensor 18, a magnet 19 would be placed at the end of the shaft 16.

In one embodiment, position sensor 18 is a non-contact sensor. The sensor measurements are used by the microcontroller 22, along with state-of-the-art motion control algorithms, to control the rotation of the shaft 16 and, when idling, when the driver does not operate the steering input device 28. 16) and return it to the center. An example of a suitable motion control algorithm is provided in Figure 11. Sensor measurements may also be transmitted to steering controller 30 and/or vehicle controller 32 by one or more different communication technologies (e.g., analog, PWM, digital).

In embodiments with more than one position sensor 18, the position sensors 18 can provide shaft 16 angular position within an error range of about -5 degrees to about +5 degrees. In a more advanced device 10, the position sensor 18 may provide the shaft 16 angular position within an error range of approximately ±3 degrees, or the shaft 16 angular position within an error range of at least ±1 degree. there is. The location of each sensor 18 will be selected to provide the accuracy required by the system, for example, one sensor 18 on the top of the printed circuit board supporting the microcontroller and one sensor 18 on the top of the printed circuit board supporting the microcontroller. ) is located below the printed circuit board. In one embodiment, the disclosed wire-steering system 10 does not require a gear pack or assembly of gears between the shaft 16 and the position sensor 18 to support or drive the position sensor 18. As a result, in the disclosed invention, the position sensor 18 can be positioned on-axis and in-line with the shaft 16. Locating 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. Additionally, the configuration of the components provides manufacturing efficiency. However, the off-axis position of position sensor 18 will also function satisfactorily in wire-steering system 10.

In operation, motor 14 may provide input to induce an artificial steering response for the driver through steering input device 28. Inputs include return-to-center, caution warning, mid-range feel, active force feel, wheel traction feel, wheel slip feel, and/or two or more steering synchronization. Synchronizing two or more steering means that there are two or more steering input devices 28 synchronized together to have synchronized movement and response.

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 pawl ring 48. There is a shear surface. When the brake 12 is a TFD brake utilizing MR material 36, the integrated coil 44 can energize/activate the MR material 36 upon application of a magnetic field. Application of an electric current creates a magnetic field, which in turn causes alignment of magnetically responsive particles within the MR material 36. This causes the MR material 36 to shear on all four surfaces. Shear creates resistive torque. Additionally, the amount of applied current controls the amount of resistance torque. When the MR material 36 is activated and controlled by application of an electric current, the brake 12 produces a finely controlled mid-range torque or maximum possible torque at the end of the movement. Figure 13 shows an example of resistive torque production by brake 12 when the current to brake coil 44 is increased from 0 Amps to 1.5 Amps. As indicated by the resulting curve, as the current applied to the brake coil 44 increases, the torque produced increases continuously. Torque conversion according to current changes is converted into smooth control of the resistance torque experienced by the user of the wire-steering system 10. The normal operating range of the torque curve will vary depending on the application of the wire-steering system 10.

Microcontroller 22, through control of brake 12 and motor 14, provides variable tactile feel to the human driver via steering input device 28. Microcontroller 22 controls braking, end stop control, and resistance torque of brake 12. This is achieved by controlling the current to the integrated coil 44 and/or by providing command inputs to the brakes 12, where the command inputs are: travel-end stop, normal operation, and/or steering response. creates a braking action that replicates the resistance force corresponding to the action associated with it.

Additionally, microcontroller 22 may communicate commands to motor 14 to provide motion control. For example, in one embodiment, microcontroller 22 provides return-to-center operation capability. In this embodiment, the microcontroller 22 using the position sensor 18 detects movement of the steering shaft 16 away from the centered position and commands the motor 14 to return the shaft 16 to the centered position. provided to. Additionally, the microcontroller 22 provides on-center control for controlling the angular position of the shaft 16 and for introducing warning commands/modes to the shaft 16 to vibrate or vibrate the shaft 16. Commands may be communicated to the motor 14 to provide and/or provide active force-feel input to the shaft 16.

Microcontroller 22 can estimate the torque experienced by shaft 16 from the current used by device 10. Additionally, to provide the control operations described above, microcontroller 22 may receive and process measurements of the angular position of shaft 16 from one or more position sensors 18. Preferably, each position sensor 18 is arranged aligned with the axis of shaft 16.

In operation, microcontroller 22 may command motor 14 with one or more currents having a specific phase difference for communication and direction of motor 14 to provide motion control input to shaft 16. ) can be rotated.

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

Device 10 may be installed in a vehicle (not shown) where an active wire-steering system is required. Vehicle types may be construction vehicles, agricultural vehicles, forestry vehicles, transportation vehicles, material handling vehicles, marine vessels, and aircraft.

Referring to Figure 9, the use of device 10 in an active system enables a method of providing steering response in a vehicle. This method includes the driver steering the vehicle steering system. In this case, the vehicle steering system utilizes device 10 as an active wire-steering system. Once device 10 is installed, an active wire-steering control mechanism provides artificial steering response. Device 10 is described above and includes a brake 12, a motor 14 coupled to the brake 12, a shaft 16 coupled to the brake 12 or motor 14, and a shaft 16. at least one position sensor (18) capable of generating and providing an angular position signal of at least one microcontroller (22) capable of providing input to the motor (14) and brake (12) to generate an artificial steering response. ) includes. Brake 12, motor 14, and position sensor 18 are in electronic communication with microcontroller 22.

The method further includes the driver driving the vehicle and rotating the shaft 16 by providing at least one steering input to the vehicle steering system. The method also 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. Device 10 provides semi-active tactile feedback to the driver. Semi-active haptic feedback creates an artificial steering response that simulates a direct linkage steering system.

In the method, the steering response provides a plurality of electronic steering commands, including: exit stop control, resistance torque, center-return, at least one departure warning, traction feel, wheel slip feel, center feel, and/or steering synchronization. Includes the ability to

Semi-active tactile feedback is based on a combination of digital inputs from the position sensor 18, the calculated steering speed, i.e. angular velocity, the calculated steering acceleration, i.e. angular acceleration, or the steering controller 30. Semi-active tactile feedback includes constant, periodic, or variable braking torque generated by transmitting electrical current through the integrated coil 44. As explained, application of current and control of the current is provided by microcontroller 22.

In the method, rotating the shaft 16 further includes measuring the driver's steering input through the shaft 16 by the position sensor 18. Position sensor 18 communicates position signals to microcontroller 22 and/or steering controller 30. Microcontroller 22 or TFCU 24 using microcontroller 22 provides semi-active tactile feedback to the driver through control and regulation of brake 12 and/or motor 14.

As described above, the method provides the step of returning the shaft 18 to the center position when the position sensor 18 fails to detect that the driver is providing at least one steering input after lapse of a manufacturer-selected interval. do.

The method allows controlling the brake 12 with a first microcontroller of at least two microcontrollers 22 and controlling the motor 14 with a second microcontroller of at least two microcontrollers 22. . Regardless of whether there is one microcontroller 22 or more than one microcontroller 22, the method is such that the microcontroller controlling the motor 14 uses an angular position signal from the position sensor 18 to Allows calculation of required communication signals for brushed direct current (BLDC) motor 14.

Other embodiments of the invention will be apparent to those skilled in the art. Accordingly, the foregoing description merely enables and describes the general uses and methods of the present invention. Accordingly, the following claims define the true scope of the invention.

Claims (50)

It is a wire-steering system that provides steering response:
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 angular position of the shaft;
At least one microcontroller capable of providing input to at least one of the motor and the brake to generate the steering response, wherein the brake, motor, and position sensor are in electronic communication with the microcontroller. A wire-steering system comprising: According to paragraph 1,
A wire-steering system further comprising at least two microcontrollers, wherein one of the at least two microcontrollers controls the brake and one of the at least two microcontrollers controls the motor. According to paragraph 1,
The brake may be a TFD brake, drum brake, disc brake, friction brake, or electromagnetic brake, wire-steering system. According to paragraph 2,
A wire-steering system, wherein the brake is capable of providing terminal stopping torque and variable resistance torque. According to paragraph 2,
A wire-steering system, wherein the brake is a TFD brake. According to clause 5,
wherein the TFD brake includes a housing, and at least a portion of the motor is disposed within the housing. According to clause 5,
The TFD brake is a drum brake; The drum brake is:
a rotating disk rotatably connected to the shaft;
a drum rotor connected to the rotating disk;
a core disposed radially inward from the drum rotor and having an integrated coil forming a first gap therebetween;
a pole ring fixedly disposed radially outward from the drum rotor and forming a second gap therebetween;
a magnetically responsive (MR) material disposed within the first gap and the second gap;
a top seal positioned to block MR material from migrating from the second gap;
a lower seal positioned to block MR material from migrating from the first gap; and
A wire-steering system comprising a housing surrounding the shaft, drum rotor, core, upper seal, and lower seal, the housing having a housing cap and a sensor housing secured thereto. According to clause 5,
The TFD disk is a disk brake, and the disk brake is:
a rotor mounted on the shaft and made of a magnetically permeable material, the rotor being molded to have at its periphery a working portion extending parallel to the shaft on which the rotor is mounted;
A housing having a first sealed chamber rotatably receiving the rotor therein, the housing comprising a magnetic field generator spaced apart from the rotor and arranged to generate magnetic flux in a direction perpendicular to the shaft and the working portion of the rotor. a housing comprising a second sealing chamber, the second sealing chamber housing a brake control electronics system for controlling and monitoring operation of the brake; and
A controllable magnetically responsive (MR) material disposed within the first sealing chamber, the MR material in contact with at least a working portion of the rotor, the MR material responsive to a magnetic field generated by the magnetic field generator. A wire-steering system, possibly including magnetically responsive (MR) materials. According to paragraph 1,
The motor may provide input to the steering response, wherein the input includes center-return, perimeter warning, mid-range feel, active force feel, and/or two or more steering synchronization. According to paragraph 1,
A wire-steering system further comprising two or more position sensors. According to clause 10,
The two or more sensors can provide shaft position within an error range of approximately ±3 degrees. According to clause 10,
wherein the two or more sensors can provide shaft position within an error range of at least about ±1 degree. According to clause 10,
The two or more sensors can provide shaft position within an error range of about -5 degrees to about +5 degrees. According to paragraph 1,
A wire-steering system, wherein the position sensor is a non-contact position sensor. According to clause 10,
A wire-steering system, wherein the position sensor is an absolute position sensor, an optical position sensor, an encoder, a resolver, or a Hall effect sensor. According to clause 10,
wherein the signal from the position sensor comprises a measurement of the angular position of the shaft. According to paragraph 1,
The position sensor is in direct electronic communication, indirect electronic communication, or both direct and indirect electronic communication with an external controller, wherein the external controller is separate from a microcontroller in the wire-steering system. system. According to paragraph 1,
A wire-steering system further comprising at least one amplifier capable of delivering a variable current through at least one winding coil of the motor. According to paragraph 1,
A wire-steering system, wherein the brake comprises a magnetic flow (MR) fluid or a magnetically responsive (MR) material. According to clause 19,
wherein the brake further comprises at least one brake coil, the at least one brake coil capable of energizing the MR fluid or MR material upon application of an electric current. According to clause 20,
A wire-steering system further comprising at least one amplifier capable of delivering current through the at least one brake coil. According to paragraph 1,
A wire-steering system, wherein the motor is a sub-brush direct current (BLDC) motor. According to paragraph 1,
wherein the motor is coupled to the brake along a centerline of the motor and the brake. According to paragraph 1,
A wire-steering system, wherein the microcontroller is in electronic communication with a CAN bus. According to clause 24,
wherein the microcontroller is capable of receiving electronic communications from a vehicle controller via the CAN bus. According to paragraph 1,
A wire-steering system wherein the microcontroller is capable of providing a variable tactile feel. According to clause 26,
wherein the microcontroller can communicate commands to the motor to return to center in the absence of input from the position sensor. According to clause 26,
The microcontroller can communicate commands to the motor to return to center in the absence of motion, and the motion is detected by a contactless position sensor. According to clause 26,
wherein the microcontroller can communicate commands to the motor to control the angular position of the shaft. According to clause 26,
wherein the microcontroller can introduce warning commands to the shaft by communicating commands to the motor to cause the shaft to vibrate or vibrate. According to clause 26,
The microcontroller includes suitable programming to provide a command input for the brake, the command input being a brake that replicates a resistance force corresponding to an end-of-travel stop, normal operation, and/or action associated with the steering response. A wire-steering system that produces action. According to paragraph 1,
A wire-steering system further comprising a vehicle equipped with the wire-steering system. According to paragraph 1,
wherein the wire-steering system does not include a gear pack between the at least one position sensor and a shaft coupled to the brake and/or motor. According to paragraph 1,
The microcontroller is capable of estimating torque from current. According to paragraph 1,
wherein the microcontroller is capable of measuring and processing angular position measurements communicated from the position sensor. According to paragraph 1,
The microcontroller can command the motor with a current having a specific phase difference for communication and rotate the motor in a desired direction. According to paragraph 1,
The wire-steering system of claim 1, wherein the motor is capable of providing a force of about 0.5 newton meters to about 5 newton meters. According to paragraph 1,
wherein the motor is capable of providing force exceeding an off-state brake torque level of about 0.01% to about 25.0% of the maximum possible resistive brake torque of the brake. According to paragraph 1,
A wire-steering system wherein the brake can provide a resisting force of less than about 20 newton meters. According to paragraph 1,
A wire-steering system, wherein the shaft is connected to a steering input device. According to paragraph 1,
wherein the motor is arranged to actively control motion of the shaft. According to clause 41,
wherein the at least one microcontroller communicates a reference input to the motor and actively controls rotation of the shaft. This is how a vehicle provides steering response:
A driver driving the vehicle, wherein the driving includes the driver steering a vehicle steering system, the vehicle steering system having a wire-steering system capable of providing a steering response, the wire -The steering system is:
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 input to the motor and the brake to generate the steering response, wherein the brake, motor, and position sensor are in electronic communication with the at least one microcontroller. Steps comprising;
a driver rotating the shaft to provide at least one steering input to the vehicle steering system;
converting at least one steering input into an electronic steering command with the wire-steering system;
communicating the steering angle position from the at least one microcontroller to a steering controller;
A method comprising providing semi-active tactile feedback to the driver, wherein the semi-active tactile feedback produces a steering response that simulates a direct linkage steering system. According to clause 43,
The steering response may provide a plurality of electronic steering commands, exit stop control, resistance torque, center-return, at least one departure warning, traction feel, wheel slip feel, center feel, and steering synchronization. According to clause 43,
The method of claim 1, wherein the semi-active tactile feedback is based on a combination of steering sensor position, steering speed, steering acceleration, or digital input from the steering controller. According to clause 45,
The method of claim 1, wherein the semi-active tactile feedback includes a constant, periodic, or variable braking torque generated by transmitting a current through an integrated coil. According to clause 43,
Rotating the shaft further includes measuring at least one steering input of the driver through the shaft with the position sensor, wherein the position sensor communicates a position signal to the at least one microcontroller or steering controller. and wherein the at least one microcontroller provides the semi-active tactile feedback to the driver via the brake and/or motor. According to clause 43,
Returning the shaft to a centered position when the at least one position sensor does not detect a change in at least one steering input from the driver during a manufacturer selected interval. According to clause 43,
The method further comprising controlling the brake with a first microcontroller of at least two microcontrollers and controlling the motor with a second microcontroller of the at least two microcontrollers. According to clause 44,
The method further comprising calculating, in the at least one microcontroller, a required communication signal for a brushless direct current (BLDC) motor using the angular position signal from the at least one position sensor.

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