Even in the case that the steered wheels are turned by an actual turning angle due to a disturbance from the road surface, and the steering shaft, which is mechanically connected to the steered wheels, attempts to rotate, a command current to an assist motor is set so that the actual turning angle becomes a corrected target turning angle. The force (torque) that attempts to cause rotation of the steering shaft due to the disturbance input from the road surface is instantaneously canceled by the assist motor.

A vehicle steering system comprises: an input shaft rotatable in response to an input for moving vehicle wheels; a motor generating torque to be supplied to an output shaft through a belt assembly; a gear assembly; a rotary-linear conversion mechanism, and a sector gear; and the rotary-linear conversion mechanism combining rotary motion of the input shaft and the torque transferred from the motor. The torque generated by the motor can be transferred to the output shaft through the belt assembly, the gear assembly, the rotary-linear conversion mechanism, and the sector gear, thereby improving mechanical efficiency, reducing back-drive torque, and providing a multi-stage reduction mechanism to generate required pitman torque from the motor. The combined use of the belt assembly, the gear assembly, the rotary-linear conversion mechanism, and the sector gear enables to the motor to generate required steering torque, while meeting system back-drive performance requirements and current draw power requirements.

A serrated component (10) for use in a progressive steering gear includes first and second inclined prong ramps (14, 16). The first and second inclined prong ramps (14, 16) include a plurality of prongs (20, 50) each having a first flank angle and a second flank angle with respect to a center plane (48) that extends normal to a longitudinal direction (34) of the serrated component (10). For at least 50% of the prongs (20, 50) of the plurality of prongs (20, 50), the first flank angles have a single first angle value and the second flank angles have a single second angle value, the first angle value corresponding to a reflection of the second angle value at the center plane (48). The invention further comprises a progressive steering gear, a method of manufacturing a serrated component, and a method of manufacturing a steering gear.

Vehicle steering systems are disclosed. An example apparatus disclosed herein includes a first gear, a first pinion engaged with the first gear, a second pinion fixed to the first gear, a second gear engaged with the second pinion, and a third pinion fixed to the second gear, the third pinion to engage with a steering rack of a vehicle.

A hub unit with a steering function includes: a hub bearing that rotatably supports a wheel; a cylindrical turning shaft section extending from an outer ring thereabove and thereunder with the outer ring being located at an outer peripheral surface of an outer race of the hub bearing; a steering actuator that causes the hub bearing to rotate about an axis of the turning shaft section; a unit support member that rotatably supports the hub bearing about the axis on a vehicle body; and an arm section projecting from the outer ring rearward of a vehicle, with the actuator being coupled to the arm section. The actuator includes: an extensible and retractable assembly capable of providing extension or retraction in a direction perpendicular to the axis; and the extensible and retractable assembly is coupled to the arm section through a joint assembly providing two or more directions of freedom.

An electromechanical actuator package for actuating a brake assembly configured to operate a vehicle brake comprises: a motor; a differential operably connected to the motor, the differential comprising a pulley and an output connectable to the brake assembly; and a locking mechanism configured to lock the pulley of the differential, the locking mechanism comprising: a base configured to be movable, a plurality of projections projecting from the movable base, the projections comprising first and second projections, wherein at least a part of the pulley is positioned between the first and second projections projected from the movable base, an electromagnet assembly disposed adjacent to at least one of the projections, the electromagnet assembly operably associated with at least one of the projections, and one or more springs operably coupled to the movable base and/or at least one of the projections.

The disclosure relates to an electromechanical rack and pinion steering system for a motor vehicle with an input shaft which is connected to a pinion shaft, wherein a torsion bar is arranged between the input shaft and the pinion shaft, and is directly connected to the input shaft, and the pinion shaft has a steering pinion section for interacting with a rack, and with an electric motor for driving the pinion shaft. The electric motor is connected to the pinion shaft by a transmission. An intermediate shaft piece is arranged between the pinion shaft and the input shaft. The intermediate shaft piece is connected directly to the pinion shaft and connected directly to the torsion bar.

An electric powered recirculating ball assembly includes a steering rack. The electric powered recirculating ball assembly also includes a steering gear housing. The electric powered recirculating ball assembly further includes a plurality of rolling elements operatively coupled to the steering rack and in contact with mating geometry of a component operatively coupled to, or integrally formed with, the steering gear housing.

A steering angle calculating circuit includes a first neutral point calculating circuit, a second neutral point calculating circuit, and an absolute angle calculating circuit. The first neutral point calculating circuit calculates a motor neutral point (θm01), based on a steering angle detected by a steering sensor and a rotation angle of a motor detected by the relative angle sensor, when a drive source for driving a vehicle is started. The second neutral point calculating circuit calculates a motor neutral point when the steering angle detected by the steering sensor falls within a predetermined angle range in which a specific stroke with respect to the steering angle is constant. After the motor neutral point is calculated by the second neutral point calculating circuit, the absolute angle calculating circuit calculates the steering angle as an absolute angle, using the motor neutral point calculated by the second neutral point calculating circuit.

A steering operation apparatus is configured to turn one of a plurality of tire-wheel assemblies of a vehicle independently of the other tire-wheel assemblies. The steering operation apparatus includes: an electric motor serving as a drive source; an action conversion mechanism configured to convert an action of the electric motor into a turning action of the tire-wheel assembly; and a controller configured to control a supply current to the electric motor to turn the tire-wheel assembly based on an action position of the electric motor.