The present invention relates to a vehicle auxiliary steering device comprising a double acting clutch, the device replacing a conventional motor driven power steering (MDPS) system and, more specifically, to a vehicle auxiliary steering device comprising a double acting clutch, the device transmitting power, which is generated from a power generation device rotating in one direction, through the double acting clutch to a handle shaft coupled to a steering wheel and a wheel shaft, so as to assist the direction changing ability of a vehicle, thereby having excellent safety and excellent steerability, which is transmitted to a driver, and operability (handling) of the steering wheel.

An adjustable steering column for a motor vehicle may comprise a rotatable steering shaft that has a shaft part that can be displaced axially along its axis of rotation. The shaft part may be rotatably mounted in a jacket tube that is mounted in an axially sliding manner in a guide box held on a retaining part fixed to the vehicle body and can be displaced by means of an electric motor. The adjustable steering column is improved with respect to a small installation space of the electrical adjustment in conjunction with high strength of the steering column. A gear rack may be attached to an outer face of the jacket tube. Also, the electric motor may be fastened to the guide box and may drive a worm gear that protrudes through an opening in the guide box towards the jacket tube and meshes with the gear rack.

A steering device includes: an electric motor configured to apply a driving force to cause a wheel of a vehicle to roll; a transmission unit configured to transmit the driving force of the electric motor to the wheel; an input determination unit 221 configured to determine whether an excessive external force equal to or greater than a predetermined force is input, or likely to be input, to the transmission unit via the wheel while the electric motor is applying the driving force; and a final target current setting unit 23 configured to, in response to the input determination unit 221 determining that the excessive force is input, or likely to be input, to the transmission unit, reduce the driving force of the electric motor so that a load on the transmission unit does not exceed an upper limit that is preset according to strength of the transmission unit.

A steering device includes: a rack shaft; a rack housing housing the rack shaft; a motor unit having a motor case of which one end is coupled to the rack housing; a moving force application mechanism that moves the rack shaft by an output of the motor unit; and a support member that is fixed to the rack housing and supports the motor case. The rack housing has a fixing projection in which a bolt hole extending in a height direction is formed. The support member has an arc-shaped support part that extends along an outer circumferential surface of the motor case, and a pair of fixing pieces that protrudes from the support part toward a rack shaft housing section. Ends of the pair of fixing pieces are fastened with a bolt to the fixing projection of the rack housing.

A motor includes a first inverter connected to one end of a winding of each phase and a second inverter connected to another end of the winding of each phase. The first inverter includes a terminal electrically connected to one end of a U-phase winding. The second inverter includes a terminal electrically connected to another end of the U-phase winding. Current output from the terminal of the first inverter and passing through the U-phase winding flows to the terminal of the second inverter. Current output from the terminal of the second inverter and passing through the U-phase winding flows to the terminal of the first inverter. The terminal of the first inverter and the terminal of the second inverter are adjacent to each other.

A vehicle steering device includes a first setting portion 41 that sets a target assist torque in accordance with a steering torque, a second setting portion 42 that sets an angle controlling target torque for bringing an angular deviation between a target steering angle and an actual steering angle close to zero, an estimator that estimates a compensation object 43 load with respect to the angle controlling target torque, a first calculating portion 44 that calculates a target automatic steering torque based on the angle controlling target torque set by the second setting portion and the compensation object load estimated by the estimator, and a second calculating portion 44 that performs weighted addition of the target automatic steering torque and the target assist torque in accordance with a value that changes in accordance with a driver input to calculate a target motor torque that is a target value of a motor torque of the electric motor.

The driven-side concave-convex part is engaged to the second coupling-side concave-convex part, and the driven-side concave-convex part is engaged to a part, which is located further toward the other axial side than the partition wall part, of the third coupling-side concave-convex part in a state where a circumferential gap, which is greater than a circumferential gap provided to an engagement part between the driven-side concave-convex part and the second coupling-side concave-convex part, is interposed therebetween. At least a part of the partition wall part is arranged between axial end faces of the drive-side transmission member and the driven-side transmission member.

A gearbox for use in an electric power assisted steering system of the kind in which a motor is connected to a portion of a steering mechanism through the gearbox, comprises a housing, a worm gear carried by a worm shaft and a gear wheel carried by an output shaft, the worm shaft being supported relative to the housing by a tail bearing assembly, in which the bearing assembly is located relative to the gearbox housing by a bearing carrier, the carrier comprising a bearing carrier part which is fixed to the bearing assembly and a reaction part which is fixed to the gearbox housing, the bearing carrier part being connected to the reaction part by at least two connecting elements, the two elements being spaced apart so that they act, in effect, with the bearing carrier part and the reaction part to form a parallelogram linkage that enables the bearing carrier to be relatively free to move relative to the reaction part in one direction whilst being relatively restrained from movement in the two directions orthogonal to that direction.

One or more embodiments are described for preventing controller windup in a motion control system. An example system includes a regulator that receives an input command to adjust a motion control variable of a mechanical system that includes a motor, the regulator configured to generate a first torque command based on the input command and an output torque from the motor. The system further includes a motor control module that receives the first torque command to generate an input torque command that is sent to the motor. The system further includes an anti-windup module that is configured to generate an anti-windup command based on the first torque command and the output torque, the anti-windup command being added to the input command that is sent to the regulator.

An adjustable steering column for a motor vehicle may comprise a rotatable steering shaft that has a shaft part that can be displaced axially along its axis of rotation. The shaft part may be rotatably mounted in a jacket tube that is mounted in an axially sliding manner in a guide box held on a retaining part fixed to the vehicle body and can be displaced by means of an electric motor. The adjustable steering column is improved with respect to a small installation space of the electrical adjustment in conjunction with high strength of the steering column. A gear rack may be attached to an outer face of the jacket tube. Also, the electric motor may be fastened to the guide box and may drive a worm gear that protrudes through an opening in the guide box towards the jacket tube and meshes with the gear rack.