Description:DESCRIPTION
TECHNICAL FIELD
[001] This disclosure relates generally to steering systems in a vehicle, more particularly to a method and a system of providing steering assistance in the vehicle.
BACKGROUND
[002] Presently, automobile steering systems are broadly categorized as mechanical steering systems, hydraulic steering systems, and Electric Power Assisted Steering (EPAS) systems. Mechanical steering systems comprise a rack-and-pinion or worm-and-sector steering gear that is physically connected to a steering wheel. When the steering wheel is rotated, this mechanical system also turns which in turn, physically turns the wheels of the vehicle. It is to be noted that such mechanical steering systems are characterized by higher steering effort by the driver.
[003] The hydraulic steering systems, or the EPAS systems provided enhanced comfort of driving and driver control when compared to the mechanical steering systems. However, the hydraulic steering systems or EPAS systems comprised enhanced sensors and actuators that added to the cost of the vehicles. Vehicles with such enhanced steering systems also require regular maintenance and are not economical. Therefore, due to budgetary constraints some vehicles may not comprise enhanced steering assistance-enabled steering systems to make them affordable for the consumer. Further, failure of hydraulic steering systems, or the EPAS systems may lead to complete collapse of steering system of the vehicle rendering it unsuitable for driving.
[004] Therefore, there is a requirement for a steering assist system for providing steering assistance in an economical yet effective manner without adding to the cost of the vehicle substantially.
SUMMARY
[005] In one embodiment, a steering assist system in a vehicle is disclosed. The system may comprise an electrical motor mechanically coupled to a torsion bar of a steering system of the vehicle. The system may further comprise two pairs of lugs each coupled to the torsion bar and electrically couplable to an electrical power supply. The system may further comprise two relay contactors that may be electrically coupled to the electrical power supply, the electrical motor and each of the two pairs of lugs based on a rotation of the torsion bar. In an embodiment, the rotation of the torsion bar greater than a predefined minimum angle in a clockwise direction or an anticlockwise direction may conjoin one pair of lugs from the two pairs of lugs. In an embodiment, upon conjoining of the one pair of lugs, the two relay contactors may electrically couple the electrical power supply to the electrical motor to enable transmission of a predetermined amount of electrical power to the electrical motor from the electrical power supply. Further, in an embodiment, the two relay contactors may configure the electrical motor to transmit an auxiliary torque to the torsion bar in a direction of rotation of the torsion bar.
[006] In another embodiment, a method of providing steering assist in a vehicle is disclosed. The method may comprise transmitting, by an electrical power supply, a predetermined amount of electrical power to an electrical motor mechanically coupled to a torsion bar of a steering system of the vehicle. In an embodiment, the torsion bar may comprise two pairs of lugs electrically couplable to the electrical power supply. The electrical power supply may be electrically couplable to the electrical motor via two relay contactors. In an embodiment, the transmission of the predetermined amount of electrical power may be based on conjoining of one pair of lugs from the two pairs of lugs based on a rotation of the torsion bar greater than a predefined minimum angle in a clockwise direction or an anticlockwise direction. In an embodiment, upon conjoining of the one pair of lugs, the two relay contactors may be configured to electrically couple the electrical power supply to the electrical motor to enable transmission of the predetermined amount of electrical power. The method may further comprise transmitting an auxiliary torque, by the electrical motor, to the torsion bar in a direction of rotation of the torsion bar based on the predetermined amount of electrical power to provide the steering assist.
[007] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention, as claimed.
BRIEF DESCRIPTION OF THE DRAWINGS
[008] The accompanying drawings, which are incorporated in and constitute a part of this disclosure, illustrate exemplary embodiments and, together with the description, serve to explain the disclosed principles.
[009] FIG. 1 illustrates a block diagram of a steering assistance system in a vehicle, in accordance with an embodiment of the present disclosure.
[010] FIG. 2 illustrates a flow chart of the methodology of providing the steering assistance by the steering assist system of FIG 1, in accordance with an embodiment of the present disclosure.
DETAILED DESCRIPTION OF THE DRAWINGS
[011] The foregoing description has broadly outlined the features and technical advantages of the present disclosure in order that the detailed description of the disclosure that follows may be better understood. Additional features and advantages of the disclosure will be described hereinafter which forms the subject of the claims of the disclosure. It should be appreciated by those skilled in the art that the conception and specific embodiments disclosed may be readily utilized as a basis for modifying other devices, systems, assemblies, and mechanisms for carrying out the same purposes of the present disclosure. It should also be realized by those skilled in the art that such equivalent constructions do not depart from the scope of the disclosure as set forth in the appended claims. The novel features which are believed to be characteristics of the disclosure, to its device or system, together with further objects and advantages will be better understood from the following description when considered in connection with the accompanying figures. It is to be expressly understood, however, that each of the figures is provided for the purpose of illustration and description only and is not intended as a definition of the limits of the present disclosure.
[012] The terms “including”, “comprises”, “comprising”, “comprising of” or any other variations thereof, are intended to cover a non-exclusive inclusions, such that a system or a device that comprises a list of components or steps does not include only those components or steps but may include other components or steps not expressly listed or inherent to such setup or device. In other words, one or more elements in a system or apparatus proceeded by “comprises… a” does not, without more constraints, preclude the existence of other elements or additional elements in the system or apparatus.
[013] Reference will now be made to the exemplary embodiments of the disclosure, as illustrated in the accompanying drawings. Wherever possible, same numerals have been used to refer to the same or like parts. The following paragraphs describe the present disclosure with reference to FIGs 1 – 2.
[014] The steering assistance systems are employed in modern vehicles in order to provide an ease of maneuvering the vehicle in traffic or steep turning roads in the hilly areas. However, conventional steering assist systems provided in vehicles comprise hydraulic systems or are embedded with the EPAS systems to provide steering assistance. Such conventional steering assist systems are expensive since they rely on various sensors to gather data and provide accurate steering assistance based on the driving conditions. Further, such conventional steering assist systems adds substantially to the cost of the vehicles. Accordingly, economical vehicles cannot employ such expensive steering assist systems. The present disclosure provides an affordable and effective steering assistance which may be employed in a vehicle without adding to its cost. It is to be noted that the system may be employed in any vehicle including but is not limited to a passenger vehicle, a utility vehicle, a commercial vehicle, and any other transportable machinery. For the sake of clarity, vehicle is not shown.
[015] Referring to FIG. 1, a steering assistance system 100 in a vehicle (not shown) is illustrated, in accordance with an embodiment of the present disclosure. The steering assistance system 100 may provide steering assistance to a steering system 102 of the vehicle. It is to be noted that the steering assistance system 100 may comprise an electronic control unit (ECU) 104, an electrical power supply 110, a DC-DC converter 112, a pair of relay contactors 114A, 114B and an electrical motor 118.
[016] By way of an example, the ECU 104 may be implemented as an embedded system in automotive electronics that may control one or more of the electrical systems or subsystems in the vehicle. In an embodiment, the ECU 104 may comprise a controller 106 and a memory 108. In an embodiment, the functions of the controller 106 may interchangeably be performed by a processor (not shown). The memory 108 may store instructions that, when executed by the controller 106, cause the controller 106 to perform various operations in order to provide steering assist to the steering system 102. The memory 108 may be a non-volatile memory or a volatile memory. Examples of non-volatile memory may comprise but are not limited to a flash memory, a Read Only Memory (ROM), a Programmable ROM (PROM), Erasable PROM (EPROM), and Electrically EPROM (EEPROM) memory. Examples of volatile memory may comprise but are not limited to Dynamic Random Access Memory (DRAM), and Static Random-Access memory (SRAM).
[017] The ECU 104 may be operatively connected to the DC-DC converter 112 via a vehicle communication bus, operating on wireless protocols, including, but not limited to A²B (Automotive Audio Bus), AFDX, ARINC 429, Byteflight, CAN (Controller Area Network) , D2B – (Domestic Digital Bus), FlexRay, IDB-1394, IEBus, I²C, ISO 9141-1/-2, J1708 and J1587, J1850, J1939 and ISO 11783 – an adaptation of CAN for commercial (J1939) and agricultural (ISO 11783) vehicles, Keyword Protocol 2000 (KWP2000), LIN (Local Interconnect Network), MOST (Media Oriented Systems Transport), IEC 61375, SMARTwireX, SPI, and/or VAN – (Vehicle Area Network), and the like.
[018] It is to be noted that the steering system 102 may comprise a steering wheel 122 that may be rotated by a driver of the vehicle in a clockwise manner or an anticlockwise manner in order to maneuver the vehicle towards a right side or a left side respectively. The steering wheel 122 may be coupled to a steering column 103. The steering column 103 may include a first portion of steering shaft 123A and a second portion of steering shaft 123B. A torsion bar 124 may be provided between the first portion of steering shaft 123A and the second portion of steering shaft 123B. The steering wheel 122 may be coupled to the first portion of steering shaft 123A which is then coupled to a first section 124A of the torsion bar 124. The first section 124A of the torsion bar 124 may be rotatably coupled to a second section 124B of the torsion bar 124. The second section 124B of the torsion bar 124 may be coupled to the second portion of steering shaft 123B which is then connected to front wheels of the vehicle 104 via a rack and pinion arrangement (not shown) in order to turn the vehicle towards the left or the right direction. The first section 124A and the second section 124B may comprise two pair of notches 125A, 125B, 125C (not shown) and 125D (not shown) at a junction where each sections of the torsion bar 124 that may conjoin. At least one pair of the two pair of notches 125A-D may be conjoined based on rotation of the steering wheel 122 by a predefined minimum angle in a clockwise or an anticlockwise direction from an initial position. The rotation of the steering wheel 122 by the predefined minimum angle in any of the direction of rotation from a clockwise or an anticlockwise direction may in turn rotate the first portion of the steering shaft 123A which then may rotate the first section 124A of the torsion bar 124 in the same direction of rotation.
[019] In an embodiment, the two pair of notches 125A-D may not be conjoined when the first section 124A of the torsion bar 124 is at the initial position. Further, each of the two pair of notches 125A and 125B may comprise an electrical lug 126A, 126B, 126C (not shown) and 126D (not shown) electrically coupled to the two relay contactors 114A and 114B. One pair of the electrical lugs 126A-D may be conjoined based on conjoining of the corresponding one pair of complementary notches 125A-D based on the rotational movement of the steering wheel 122 by the predefined minimum angle in the clockwise or the anticlockwise direction from the initial position.
[020] It is to be noted that the electrical motor 118 may be mechanically and rotatably coupled to the torsion bar 124. In an embodiment, the electrical motor 118 may be mechanically and rotatably coupled to the torsion bar 124 via a gear arrangement (not shown) such as but not limited to, helical gear, bevel gear, miter gear, linear gear, reduction gear, etc. The electrical motor 118 is further electrically coupled to the electrical power supply 110 via the two relay contactors 114A and 114B. Further, the electrical lugs 126A-D are electrically coupled to the two relay contactors 114A and 114B. It is to be noted that upon conjoining of one pair of lugs 126A-D, the two relay contactors 114A and 114B may electrically couple the electrical power supply 110 to the electrical motor 118 to enable transmission of a predetermined amount of electrical power to the electrical motor 118 from the electrical power supply 110. In an embodiment, the electrical lugs 126A-D may be, but not limited to, copper lugs, etc.
[021] Further, based on the transmission of the predetermined amount of electrical power to the electrical motor 118, the electrical motor 118 may transmit an auxiliary torque to the torsion bar 124 in a direction of rotation of the torsion bar 124. In an embodiment, the ECU 104 may determine a real-time speed of the vehicle. Based on the real-time speed of the vehicle, when the steering wheel 122 is rotated by the predefined minimum angle in a clockwise or an anticlockwise direction, the ECU 104 may determine an amount of auxiliary torque that is required to be generated by the motor 118 in order to provide the steering assistance while turning the vehicle. In an embodiment, the predefined minimum angle of rotation of the first section 124A of the torsion bar 124 may be, but not limited to, 3° in both clockwise and anticlockwise direction. Based on the real-time speed determined by the ECU 104, it may further determine an amount of electrical power that may be required by the motor 118 to generate the required auxiliary torque. Accordingly, based on the determination of the amount of electrical power required by the motor 118, the ECU may configure the DC-DC converter 112 to transmit the predetermined amount of electrical power from the electrical power supply 110. In an embodiment, the electrical power supply 110 may be, but not limited to, a 12V battery. Further, in an embodiment, the DC-DC converter 112 may regulate the electrical power supply from the electrical power supply 110 to the electrical motor 118 based on the amount of auxiliary torque determined by the ECU 104. In an embodiment, the DC-DC converter 112 may comprise a voltage ramp-up/ramp-down circuit that may be coupled to the electrical power supply 110 to supply of the predetermined amount of electrical power based on the real-time speed of the vehicle and the determined auxiliary torque to be generated by the motor 118.
[022] Further, the two relay contactors 114A and 114B configure the electrical motor 118 to transmit the auxiliary torque to the torsion bar 124 in the direction of rotation of the torsion bar 124 by changing a polarity of connection between the electrical power supply 110 and the electrical motor 118. Each of the two relay contactors 114A and 114B may comprise plurality of contacts or pins such as 85 as coil control pins and 86 coil ground pins and 30 as common pins, 87 as closed pins, and 87a open pins. The stepped down electrical power from the DC-DC converter 112 may be transmitted to the electrical motor 118 via the relay contactors 114A and 114B to operate the electrical motor 118. Further, the electrical motor 118 may be operated to provide auxiliary torque to the torsion rod 124 to rotate it in the direction of the rotation of the torsion bar 124.
[023] The relay contactors 114A and 114B may electrically couple the electrical power supply 110 to the electrical motor 118 based on coupling or conjoining of one pair of lugs 125A-D. It is to be noted that one pair of lugs 125A-D may be coupled or conjoined when the first section 124A of the torsion bar 124 rotates in clockwise direction by the predefined minimum angle to turn the vehicle towards right. Accordingly, the corresponding one pair of lugs 125A-D may be connected to corresponding contacts of the two relay contactors 114A and 114B such that the motor 118 is operated to provide auxiliary torque to the torsion rod 124 in order for it to rotate it in the clockwise direction. Similarly, other pair of lugs 125A-D may be coupled or conjoined when the first section 124A of the torsion bar 124 rotates in anticlockwise direction by the predefined minimum angle to turn the vehicle towards left. Accordingly, the corresponding other pair of lugs 125A-D may be connected to corresponding contacts of the two relay contactors 114A and 114B such that the motor 118 is operated to provide auxiliary torque to the torsion rod 124 to rotate it in the anticlockwise direction to provide steering assistance. In an embodiment, the motor 118 may be mechanically coupled to the second section 124B of the torsion bar 124 via a gear arrangement (not shown) to transmit the auxiliary torque to the torsion bar 124. Accordingly, the motor 118 may provide the steering assist by providing auxiliary torque as per the real-time speed of the vehicle to provide steering assistance in the direction of rotation of the torsion bar 124. In an embodiment, the gear arrangement may be used to mechanically couple a shaft (not shown) of the motor 118 to the torsion bar 124. In an embodiment, the gear arrangement may include, but not limited to, helical gear, bevel gear, miter gear, linear gear, reduction gear, etc.
[024] Further, the steering assist system 100 may comprise a mechanical stopper 116 that may disable the transmission of electrical power from the DC-DC converter 112 to the motor 118 in case the torsion bar 124 is rotated beyond or greater than a predefined maximum angle in the clockwise direction or the anticlockwise direction. In an embodiment, the predefined maximum angle may be, but not limited to, 359 degrees in the clockwise or anticlockwise direction. Accordingly, no steering assistance may be provided to the torsion bar 124 in case the vehicle reaches a maximum turn radius. Further, the two pair of lugs may be separated from each other keeping the circuit open between the electrical power supply 110 and the electrical motor 118 until the torsion bar 124 is rotated by the predefined minimum angle. In an embodiment, Accordingly, the mechanical stopper 116 may be operated through a limit switch that cuts off the electrical power supply to the electrical motor 118 from the DC-DC voltage converter 112.
[025] Further, the steering assist system 100 may comprise a current limiter 128 that may be electrically coupled to the DC-DC converter 112 and may cut off the transmission of electrical power from the DC-DC converter 112 in case a current level supplied increases above a predefined threshold current.
[026] Further, the steering assist system 100 may comprise a thermal cutoff relay 120 that may be electrically coupled to the motor 118 and may cut off the transmission of electrical power from the DC-DC converter 112 to the motor 118 in case a temperature of the motor 118 increases above a predefined threshold temperature. In an embodiment, temperature of the motor 118 may increase above the predefined threshold temperature in case of a frequent and excessive turning of the steering wheel 122. The thermal cutoff relay 120 may cut off the electrical power supply to the electrical motor 118 to prevent any short-circuit or burning in the electrical motor 118.
[027] Now Referring to FIG. 2, a flow diagram 200 of the methodology of providing steering assist by the steering assistance system 100 is illustrated, in accordance with an embodiment of the present disclosure. At step 202, determining a conjoined state of one pair of lugs from the two pair of lugs 125A-D based on a rotation of the torsion bar 124 greater than a predefined minimum angle in a clockwise direction or an anticlockwise direction. In an embodiment, one pair of lugs from the two pair of lugs 125A-D may conjoin when the first section of the torsion bar 125A rotated by the predefined minimum angle in the clockwise direction or the anticlockwise direction. Further, the predefined minimum angle may be, but not limited to, 3 degrees in the clockwise direction or the anticlockwise direction. At step 204, upon conjoining of the one pair of lugs from the two pair of lugs 125A-D, the ECU 104 may determine a real-time speed of the vehicle. Further, at step 206 based on the real-time speed of the vehicle, the ECU 104 may determine an amount of electrical power to be transmitted to the electrical motor 118 from the electrical power supply 110. In an embodiment, the electrical power may be transmitted from the electrical power supply 110 via the DC-DC converter 112. It is to be noted that in order to provide the steering assist to the torsion bar 124, the electrical motor 118 may be supplied with an appropriate amount of electrical power from the electrical power supply 110 for it to generate auxiliary torque to supply to the torsion bar in the direction of rotation of the torsion bar 124. Accordingly, the ECU may determine the amount of electrical power to be transmitted to the electrical motor 118 in order for it to generate the appropriate amount of auxiliary torque to provide steering assist based on the real-time speed. At step 208, the ECU may configure the DC-DC converter 112 to transmit the determined amount of electrical power to the electrical motor 118 in order to operate the electrical motor 118 to generate the auxiliary torque in the direction of rotation of the torsion bar 124. Accordingly, the auxiliary torque provided by the electrical motor 118 to the torsion bar 124 may provide the steering assist in turning the vehicle in the direction of rotation of the steering wheel 122. In an embodiment, the auxiliary torque may be transmitted to the torsion bar 124 from a shaft (not shown) of the motor 118 via a gear arrangement (not shown) such as, but not limited to, helical gear, bevel gear, miter gear, linear gear, reduction gear, etc.
[028] Further, the electrical motor 118 may transmit the auxiliary torque to the torsion bar 124 in the direction of rotation of the torsion bar 124 by changing a polarity of connection between the electrical power supply 110 and the electrical motor 118 by using two relay contactors 114A and 114B. In an embodiment, the two relay contactors 114A and 114B may be configured to switch the polarity of the applied voltage from the electrical power supply 110 based on the direction of rotation of the first section 124A of the torsion bar 124. In an embodiment, in case the direction of rotation of the torsion bar 124 is in the clockwise direction the electrical motor 118 may provide auxiliary torque in the clockwise direction. Further, in case the direction of rotation of the torsion bar 124 is in the anticlockwise direction the electrical motor 118 may provide auxiliary torque in the anticlockwise direction.
[029] Thus, the disclosed method and system provides steering assist to reduce the steering efforts of the driver in an economical manner. The disclosed system and method may comprise an electrical power supply 110 that may be regulated using a voltage converter 112 in order to enable transmission of a predetermined electrical power to an electrical motor 118. The voltage converter 112 may be configured with two relay contactors 114A and 114B that may be used to change the polarity of connection with the electrical motor 118 based on the direction of rotation of the torsion bar 124. Further, the ECU 104 may determine the amount of electrical power to be transmitted to the electrical motor 118 to generate auxiliary torque to provide steering assist based on a real-time speed of the vehicle. Accordingly, the system 100 relies on economical electrical components and not on expensive sensors to provide steering assistance. In an embodiment, the system 100 may act as a steering assist system in vehicles having a mechanical steering system. In an embodiment, the system 100 may act as a supplementary steering assistance system in vehicles in case the EPAS steering system, or the hydraulic steering system of the vehicle fails due to any error or fault.
[030] As will be appreciated by those skilled in the art, the method and system described in various embodiments discussed above are not routine, or conventional or well understood in the art. The method and system as discussed above may be capable of offering several advantages. Furthermore, the versatility of the system, which is adaptable to different scenarios such as in EPAS system, hydraulic steering system, or the mechanical steering system, demonstrates its robustness. Further, the adaptability of the system of the present disclosure enhances the overall reliability and effectiveness of the steering system of the vehicles.
[031] With respect to the use of substantially any plural and/or singular terms herein, those having skill in the art can translate from the plural to the singular and/or from the singular to the plural as is appropriate to the context and/or application. The various singular/plural permutations may be expressly set forth herein for sake of clarity.
[032] It will be understood by those within the art that, in general, terms used herein, and especially in the appended claims (e.g., bodies of the appended claims) are generally intended as “open” terms (e.g., the term “including” should be interpreted as “including but not limited to,” the term “having” should be interpreted as “having at least,” the term “includes” should be interpreted as “includes but is not limited to,” etc.). It will be further understood by those within the art that if a specific number of an introduced claim recitation is intended, such an intent will be explicitly recited in the claim, and in the absence of such recitation no such intent is present. For example, as an aid to understanding, the following appended claims may contain usage of the introductory phrases “at least one” and “one or more” to introduce claim recitations. However, the use of such phrases should not be construed to imply that the introduction of a claim recitation by the indefinite articles “a” or “an” limits any particular claim containing such introduced claim recitation to inventions containing only one such recitation, even when the same claim includes the introductory phrases “one or more” or “at least one” and indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be interpreted to mean “at least one” or “one or more”); the same holds true for the use of definite articles used to introduce claim recitations. In addition, even if a specific number of an introduced claim recitation is explicitly recited, those skilled in the art will recognize that such recitation should typically be interpreted to mean at least the recited number (e.g., the bare recitation of “two recitations,” without other modifiers, typically means at least two recitations, or two or more recitations). Furthermore, in those instances where a convention analogous to “at least one of A, B, and C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, and C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). In those instances where a convention analogous to “at least one of A, B, or C, etc.” is used, in general such a construction is intended in the sense one having skill in the art would understand the convention (e.g., “a system having at least one of A, B, or C” would include but not be limited to systems that have A alone, B alone, C alone, A and B together, A and C together, B and C together, and/or A, B, and C together, etc.). It will be further understood by those within the art that virtually any disjunctive word and/or phrase presenting two or more alternative terms, whether in the description, claims, or drawings, should be understood to contemplate the possibilities of including one of the terms, either of the terms, or both terms. For example, the phrase “A or B” will be understood to include the possibilities of “A” or “B” or “A and B.” Ranges can be expressed herein as from “about” one particular value, and/or to “about” another particular value. When such a range is expressed, another aspect includes from the one particular value and/or to the other particular value. Similarly, when values are expressed as approximations, by use of the antecedent “about,” it will be understood that the particular value forms another aspect. It will be further understood that the endpoints of each of the ranges are significant both in relation to the other endpoint, and independently of the other endpoint.
[033] In addition, where features or aspects of the disclosure are described in terms of Markush groups, those skilled in the art will recognize that the disclosure is also thereby described in terms of any individual member or subgroup of members of the Markush group.
[034] While various aspects and embodiments have been disclosed herein, other aspects and embodiments will be apparent to those skilled in the art. The various aspects and embodiments disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope and spirit being indicated by the following claims.
, Claims:1. A steering assist system (100) in a vehicle, comprising:
an electrical motor (118) mechanically coupled to a torsion bar (124) of a steering system (102) of the vehicle;
two pairs of lugs (126A-D) each coupled to the torsion bar (124) and electrically couplable to an electrical power supply (110); and
two relay contactors (114A, 114B) configured to electrically couple the electrical power supply (110), the electrical motor (118) and each of the two pairs of lugs (126A-D) based on a rotation of the torsion bar (124),
wherein the rotation of the torsion bar (124) greater than a predefined minimum angle in a clockwise direction or an anticlockwise direction conjoins one pair of lugs from the two pairs of lugs (126A-D),
wherein upon conjoining of the one pair of lugs, the two relay contactors (114A, 114B) electrically couple the electrical power supply (110) to the electrical motor (118) to enable transmission of a predetermined amount of electrical power to the electrical motor (118) from the electrical power supply (110), and
wherein the two relay contactors (114A, 114B) configure the electrical motor (118) to transmit an auxiliary torque to the torsion bar (124) in a direction of rotation of the torsion bar (124).

2. The steering assist system (100) as claimed in claim 1, wherein the auxiliary torque transmitted by the electrical motor (118) to the torsion bar (124) is based on the predetermined amount of electrical power, and
wherein the predetermined amount of electrical power is determined based on a real-time speed of the vehicle (104) during the rotation of the torsion bar (124).

3. The system as claimed in claim 1, wherein the two pairs of lugs (126A-D) are separated in case of no rotation in the torsion bar (124) or in case the rotation of the torsion bar (124) is less than the predefined minimum angle from an initial position.

4. The system as claimed in claim 1, wherein the two relay contactors (114A, 114B) configure the electrical motor (118) to transmit the auxiliary torque to the torsion bar (124) in the direction of rotation of the torsion bar (124) by changing a polarity of connection between the electrical power supply (110) and the electrical motor (118).

5. The system as claimed in claim 1, comprises a mechanical stopper (116) to disable the transmission of the predetermined amount of electrical power from the electrical power supply (110) upon the rotation of the torsion bar (124) greater than a predefined maximum angle in the clockwise direction or the anticlockwise direction.

6. The system as claimed in claim 1, wherein the predetermined amount of electrical power from the electrical power supply (110) is transmitted through a voltage converter (112).

7. The system as claimed in claim 1, wherein the electrical motor (118) is mechanically coupled to the torsion bar (124) via a gear arrangement selected from a group comprising of helical gear, bevel gear, miter gear, linear gear or reduction gear.

8. A method (200) of providing steering assistance in a vehicle, comprising:
transmitting, by an electrical power supply (110), a predetermined amount of electrical power to an electrical motor (118) mechanically coupled to a torsion bar (124) of a steering system (102) of the vehicle (104),
wherein the torsion bar (124) comprises two pairs of lugs (126A-D) electrically couplable to the electrical power supply (110),
wherein the electrical power supply (110) is electrically couplable to the electrical motor (118) via two relay contactors (114A, 114B),
wherein the transmission of the predetermined amount of electrical power is based on:
a conjoining of one pair of lugs from the two pairs of lugs (126A-D) based on a rotation of the torsion bar (124) greater than a predefined minimum angle in a clockwise direction or an anticlockwise direction, and
upon the conjoining of the one pair of lugs, the two relay contactors (114A, 114B) are configured to electrically couple the electrical power supply (110) to the electrical motor (118) to enable transmission of the predetermined amount of electrical power, and
transmitting an auxiliary torque, by the electrical motor (118), to the torsion bar (124) in a direction of rotation of the torsion bar (124) based on the predetermined amount of electrical power to provide the steering assistance.

9. The method (200) as claimed in claim 8, comprises determining, by a controller (104) of the vehicle, a real-time speed of the vehicle during the rotation of the torsion bar (124),
wherein the predetermined amount of electrical power is determined based on the real-time speed, and
wherein the auxiliary torque transmitted by the electrical motor (118) to the torsion bar (124) is based on the predetermined amount of electrical power.

10. The method (200) as claimed in claim 8, wherein the two pairs of lugs (126A-D) are separated in case of no rotation in the torsion bar (124) or in case the rotation of the torsion bar (124) is less than the predefined minimum angle.

11. The method (200) as claimed in claim 8, wherein the two relay contactors (114A, 114B) configure the electrical motor (118) to transmit the auxiliary torque to the torsion bar (124) in the direction of rotation of the torsion bar (124) by changing connection polarity of the electrical power supply transmitting the predetermined amount of electrical power to the electrical motor (118).

12. The method (200) as claimed in claim 8, comprises disabling, by a mechanical stopper (116), the transmission of the predetermined amount of electrical power from the electrical power supply (110) upon the rotation of the torsion bar (124) greater than a predefined maximum angle in the clockwise direction or the anticlockwise direction.

13. The method as claimed in claim 8, wherein the electrical motor (118) is mechanically coupled to the torsion bar (124) via a gear arrangement selected from a group comprising of helical gear, bevel gear, miter gear, linear gear or reduction gear.