Browse Topic: Steering wheels
The Nissan Sentra has provided straightforward behavior and performance for sedan shoppers in the U.S. for over forty years. For 2026, Nissan took the solid 2025 model and made enough mechanical tweaks and visual changes to call it an all-new vehicle. This might sound like a bit of a stretch, but given how the advancements add up to an improved drive experience in a better-looking vehicle, we'll let it slide. Available in four grades - S, SV, SR and SL that range from $22,400 to $27,990, before destination fees and packages - the 2026 Sentra puts on airs like it's a simple vehicle, hiding some of its advanced technology to keep the interior clean and clear, from the driver's screen to the steering wheel buttons. Wireless device charging and wireless Apple CarPlay/Android Auto minimize wire clutter. The standard 12.3-in NissanConnect infotainment touchscreen hides its options in a selection of tiles, and it has a single round volume button that makes it easy to turn down quickly.
Nowadays, customers expect excellent cabin insulation and superior ride comfort in electric vehicles. OEMs focus on fine tuning the suspension system in electric vehicle to isolate the road induced shocks which finally offers superior ride quality. This paper focuses on enhancing the ride comfort by reducing the road excitation which originates mainly due to road inputs. Higher steering wheel vibration is perceived on the test vehicle on rough road surfaces. To determine the predominant force transfer path, Multi reference Transfer Path Analysis (MTPA) is performed on the front and rear suspension. Based on the finding from MTPA, various recommendations are explored and the effect of each modification is discussed. Apart from this, Operational Deflection Shape (ODS) analysis is used to determine the deflection shape on the entire steering system . Based on ODS findings, recommendations like dynamic stiffness improvements on the steering column and steering wheel are explored and the impact on the steering wheel vibration is discussed. With all the counter measures proposed, steering wheel vibration levels are reduced by ~ 7 dB . Component level modal targets are proposed to avoid the vibration concern due to road excitation.
Vehicles with a high center of gravity (CG) and moderate wheel track, like compact Sport Utility Vehicles (SUVs), have a relatively low Static Stability Factor (SSF) and thus are inherently less stable and more susceptible to rollover crashes. Moreover, to be more maneuverable in highly populated urban areas, a smaller Turning Circle Diameter (TCD) is necessary. Here, Variable Gear Ratio (VGR) steering systems have major benefits over traditional Constant Gear Ratio (CGR) systems in terms of enhancing both roll stability and agility. To adapt VGR steering systems to a particular vehicle dynamic, Full Vehicle (FV) and Driver-in-the-Loop (DIL) simulations are utilized. Using this method, exact calibration is possible according to realistic driving conditions so that the VGR steering C-factor curve is properly tuned for optimal handling in on-center, off-centre, and transitional areas of the Steering Wheel Angle (SWA). Primary performance measures—e.g., SWA gradients at different lateral accelerations and C-factor changes for different SWA ranges—are examined in the DIL environment to maintain a natural feel during steering. In addition, DIL simulation allows a check on cycloidal curve character, manufacturing asymmetry, and its effect on total drive performance.
A futuristic vehicle chassis rendered in precise detail using state-of-the-art CAD software like Blender, Autodesk Alias. The chassis itself is sleek, low-slung, and aerodynamic, constructed from advanced materials such as high-strength alloys or carbon-fibre composites. Its polished, brushed-metal finish not only exudes performance but also emphasizes the refined form and engineered details. Underneath this visually captivating structure, a sophisticated system of self-hydraulic jacks is seamlessly integrated. These jacks are situated adjacent to the four shock absorber mounts. These jacks are designed to lift the chassis specifically at the tyre areas, and the total vehicle, ensuring that underbody maintenance is efficient and that, in critical situations, vital adjustments or emergency lifts can be performed quickly and safely. The design also incorporates an intuitive control system where the necessary buttons are strategically placed to optimize driver convenience. Whether positioned alongside the steering wheel for immediate reach, integrated near the infotainment display for multifunctional control, or mounted within the driver's side door for easy access, these controls underscore a blend of technology and practicality.
Innovators at NASA Johnson Space Center have developed a programmable steering wheel called the Tri-Rotor, which allows an astronaut the ability to easily operate a vehicle on the surface of a planet or moon despite the limited dexterity of their spacesuit. This technology was originally conceived for the operation of a lunar terrain vehicle (LTV) to improve upon previous Apollo-era hand controllers. In re-evaluating the kinematics of the spacesuit, such as the rotatable wrist joint and the constant volume shoulder joint, engineers developed an enhanced and programmable hand controller that became the Tri-Rotor.
For mature virtual development, enlarging coverage of performances and driving conditions comparable with physical prototype is important. The subjective evaluation on various driving conditions to find abnormal or nonlinear phenomena as well as objective evaluation becomes indispensable even in virtual development stage. From the previous research, the road noise had been successfully predicted and replayed from the synthesis of system models. In this study, model based NVH simulator dedicated to virtual development have been implemented. At first, in addition to road noise, motor noise was predicted from experimental models such as blocked force and transfer function of motor, mount and body according to various vehicle conditions such as speed and torque. Next, to convert driver’s inputs such as acceleration and brake pedal, mode selection button and steering wheel to vehicle’s driving conditions, 1-D performance model was generated and calibrated. Finally, the audio and visual feedback correspondent with driver’s input was represented in the simulator with real-time data network between various hardware and software. To validate the simulator, subjective evaluation was performed with so-called virtual vehicles by changing tires, rubber mounts, suspension and body on various roads, speed and torque, which showed contextual results with physical prototypes. In conclusion, the NVH simulator equipped with consistent experimental and simulation models could be utilized to find and improve abnormal or nonlinear phenomena in virtual vehicle development stage, which can help to frontload vehicle development.
The research activity aims at defining specific Operational Design Domains (ODDs) representative of Italian traffic environments. The paper focuses on the human-machine interaction in Automated Driving (AD), with a focus on take-over scenarios. The study, part of the European/Italian project “Interaction of Humans with Level 4 AVs in an Italian Environment - HL4IT”, describes suitable methods to investigate the effect of the Take-Over Request (TOR) on the human driver’s psychophysiological response. The DriSMI dynamic driving simulator at Politecnico di Milano has been used to analyse three different take-over situations. Participants are required to regain control of the vehicle, after a take-over request, and to navigate through a urban, suburban and highway scenario. The psychophysiological characterization of the drivers, through psychological questionnaires and physiological measures, allows for analyzing human factors in automated vehicles interactions and for contributing to advance AD technologies. Physiological signals, including electrocardiographic (ECG) and electroencephalographic (EEG) are acquired synchronously with eye-tracking and instrumented steering wheel signals throughout the entire test. The use of dynamic driving simulation enhances the study’s efficacy, facilitating early-stage development insights crucial for the advancement of AD technologies.
Advancements in sensor technologies have led to increased interest in detecting and diagnosing “driver states”—collections of internal driver factors generally associated with negative driving performance, such as alcohol intoxication, cognitive load, stress, and fatigue. This is accomplished using imperfect behavioral and physiological indicators that are associated with those states. An example is the use of elevated heart rate variability, detected by a steering wheel sensor, as an indicator of frustration. Advances in sensor technologies, coupled with improvements in machine learning, have led to an increase in this research. However, a limitation is that it often excludes naturalistic driving environments, which may have conditions that affect detection. For example, reductions in visual scanning are often associated with cognitive load [1]; however, these reductions can also be related to novice driver inexperience [2] and alcohol intoxication [3]. Through our analysis of the research, we discover that the tendency to explore these singular driver states with only a comparison to “normal” driving is common. Additionally, research on interventions for these driver states is relatively scarce (fewer than 10% of cognitive load-related papers we examined assessed or discussed intervention solutions) and narrowly tailored to specific states [e.g., 4, vis-à-vis cognitive load]. States that share common behavioral and physiological markers tend to be explored independently when a more universal and integrated approach may be warranted. In this paper, we identify the need for a driver state and intervention framework that addresses these limitations by exploring state indicators and their overlap, interventions for one or multiple states, and major research gaps. Our framework offers practical approaches for handling one or many driver states, including interventions that may be deployed at different timings during a trip.
SBW(Steer-by-wire) is a steering system that transmits the driver’s request and gives feedback to the driver through electrical signals. This system eliminates the mechanical connection of the traditional steering system, and can realize the decoupling of the steering wheel and the road wheel. In addition, this system has a perfect torque feedback system, which can accurately and delicately feedback the road surface information to the driver. However, vehicle driving deviation is one of the most common failure modes affecting vehicle performance in the automotive aftermarket, this failure mode can exacerbates tire wear, reducing their life cycle, at the same time, the driver must apply a counter torque to the steering wheel for a long time to maintain straight-line travel during driving. This increases the driver’s operational burden and poses safety hazards to the vehicle’s operation. Based on the steer-by-wire system and vehicle driving deviation characteristics, this paper proposes Pull Drift Compensation (PDC) function. This function is based on the identification of vehicle driving deviation conditions. Based on Hardware In Loop Test (HIL) platform for tuning and simulation verification.
The structural integrity of the steering wheel is important for vehicle operations. It is subjected to various load conditions during the vehicle motion. It thus becomes important to understand various aspects of the same which include stiffness, natural frequency, and regulatory requirements i.e. body block test, head form impact test, etc. Simulation plays an important role in understanding the structural integrity and validation requirements of products at the design stage itself. This paper discusses the modeling and simulation of the steering wheel at both the armature level and the complete steering wheel level. As armature is critical from a structural strength and stiffness point of view, certain simulations like modal analysis are performed first at the armature level, and design iterations were done to achieve the natural frequency target. The list of simulations performed includes modal analysis, bending rigidity, static compression, bending stiffness, body block test and head form test as per AIS-096. Simulation results which include deformation, stress, energy absorption and 'g' levels during impact were studied.
ZF rethinks safety with new airbags, belt tensioner. ZF knows that the steering wheel remains one of the most relevant components in an automotive interior, because this is where drivers have direct contact to the vehicle. As steering wheels become adorned with more functions than some drivers know what to do with, ZF put Marc Schledorn in charge of the teams rethinking how the driver airbag could operate in a world with ever-busier steering wheels. The solution is a new type of steering wheel airbag that ZF Lifetec (ZF's renamed Passive Safety Systems division) announced in June. Instead of moving through a thermoplastic airbag cover mechanically fixed in the center of the wheel, Schledorn told SAE Media, the new design positions the airbag on the top side of the steering wheel and then expands through the upper rim of the wheel when needed.
This research aims to develop an inverse controller to track target vibration signals for the application to car subsystem evaluations. In recent times, perceptive assessments of car vibration have been technically significant, particularly parts interacting with passengers in the car such as steering wheels and seats. Conventional vibration test methods make it hard to track the target vibration signals in an accurate manner without compensating for the influence of the transfer function. Hence, this paper researched the vibration tracking system based on inverse system identification and digital signal processing technologies. Specifically, the controller employed a semi-active algorithm referring to both the offline modeling of the inverse system and the adaptive control. The semi-active controller could reconstruct the target vibration signal in a more efficient and safer way. The proposed methodology was first confirmed through computation simulations using Simulink. The simulation results verified that the semi-active controller could outperform the conventional active controller with respect to converging speed and stability. Following the simulation studies, actual vibration tests validated the suggested method in a steering wheel. A weight disturbance of about 0.24 kg was attached to the steering wheel to realize the possible change in the system characteristics. The semi-active controller could successfully track target vibration, such as a single or a dual harmonic signal, at the target spot of the steering wheel within the control error of about 1.6 dB regardless of the variation of the system transfer function. The proposed semi-active controller will provide an accurate, efficient tracking of vibrations in the evaluation of car subsystems.
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