An adaptive front steering system is capable of ensuring steering convenience and driving safety by changing a steering gear ratio in accordance with a driving situation of a vehicle. The adaptive front steering system is implemented as a new type of active front steering (AFS) system in which a hollow motor is applied to a steering column shaft, and a steering gear ratio is changed in accordance with a rotation direction and a rotation amount of a shaft of the hollow motor which is rotated together with an upper shaft.

A power steering assembly includes a first housing containing a worm gear operatively coupled to a steering shaft, the worm gear rotatable about a worm gear axis. The power steering assembly also includes a second housing containing an electric motor and a worm arranged to engage the worm gear. The power steering assembly further includes a worm gear axis bearing disposed between the worm gear and an inner surface of the first housing, the worm gear axis bearing protruding from the second housing to position the first housing relative to the worm gear axis.

A control system calculates inputs to a control target that has m inputs and n outputs (m=n, each of m and n is a natural number that is more than one), while designating a plurality of combinations of the inputs and the outputs. A feedback controller calculates, with respect to each designated combination, a control input to a non-interference controller based on a difference between a target value and a current value of the control quantity to make the current value follow the target value. The non-interference controller executes, with respect to each designated combination, a non-interference control to reduce influence due to mutual interference between n control quantities. This reduces the number of combinations of the inputs and the outputs, the combinations whose mutual interference needs considering; thereby, the non-interference control may be easily achieved.

Techniques and systems are described that enable evasive steering assist (ESA) with a pre-active phase. An ESA system predicts that a collision with an object is imminent and enters a pre-active phase. The pre-active phase causes a required drop in steering force to occur prior to determining that the collision is imminent. At a later time, the ESA system determines that the collision is imminent and enacts an active phase. The active phase causes a steering force effective to avoid the collision. By enacting the pre-active phase prior to the determination of the imminent collision, the ESA system may provide the additional steering force needed to avoid the collision without delay while simultaneously shielding a driver of vehicle from feeling the drop in steering force.

Techniques and systems are described that enable evasive steering assist (ESA) with a pre-active phase. An ESA system predicts that a collision with an object is imminent and enters a pre-active phase. The pre-active phase causes a required drop in steering force to occur prior to determining that the collision is imminent. At a later time, the ESA system determines that the collision is imminent and enacts an active phase. The active phase causes a steering force effective to avoid the collision. By enacting the pre-active phase prior to the determination of the imminent collision, the ESA system may provide the additional steering force needed to avoid the collision without delay while simultaneously shielding a driver of vehicle from feeling the drop in steering force.

An intermittent failure diagnostic system that, in addition to a failure detection of a conventional failure threshold, appropriately sets an intermittent diagnostic threshold at which a probability of false-positive detection of the intermittent failure is equal to a probability of false-positive detection of the conventional failure, more accurately detects the intermittent failure, suppresses an unprepared system down and improves the reliability, may be used with an electric power steering apparatus.

Methods and systems for steering-based oscillatory braking are described herein. A method may involve making a determination, by a computing device, to reduce a speed of a vehicle. The vehicle may include a pair of wheels. The method may further involve providing instructions to turn the pair of wheels of the vehicle in an oscillatory manner, such that each wheel of the pair of wheels is turned in substantially the same direction and turning of the pair of wheels oscillates each wheel of the pair of wheels between given directions about a direction of travel of the vehicle so as to reduce the speed of the vehicle.

Methods and systems for steering-based oscillatory braking are described herein. A method may involve making a determination, by a computing device, to reduce a speed of a vehicle. The vehicle may include a pair of wheels. The method may further involve providing instructions to turn the pair of wheels of the vehicle in an oscillatory manner, such that each wheel of the pair of wheels is turned in substantially the same direction and turning of the pair of wheels oscillates each wheel of the pair of wheels between given directions about a direction of travel of the vehicle so as to reduce the speed of the vehicle.

A steering device includes a clutch and a wheel-turning shaft. The clutch includes an input shaft, an output shaft, a planetary gear mechanism, a housing, and a restriction member. The planetary gear mechanism is coupled to each of the input shaft and the output shaft. The housing is configured to accommodate the planetary gear mechanism and at least part of the output shaft. The restriction member is secured to the housing or constitutes part of the housing. The restriction member is opposed to an outer surface of the output shaft through a gap so as to restrict inclination of the output shaft. The wheel-turning shaft is configured to be displaced in accordance with rotation of the output shaft so as to turn wheels of a vehicle.

A clutch includes a sun gear, an internal gear, planetary gears, a carrier, a first area, a second area, and a third area. The carrier has a through hole through which an output shaft extends. The first area is disposed on an inner wall of the carrier defining the through hole. The second area is disposed on an outer surface of the output shaft and is spline-fitted to the first area. The third area is disposed at a position that is on the outer surface of the output shaft and that is closer to the input shaft than the second area is to the input shaft. The third area has a shape that makes the third area rotatable while being fitted to the first area.