A steering assembly system is provided having a steering actuator comprising a double rod end cylinder having: a cylinder barrel having a length, a first end with a first cap, and a second end with a second cap, and a first, second and third fluid port, each respectively in fluid communication with a first, second, and third chamber; a piston rod having a first rod end and a second rod end with a length extending therebetween, and the first rod end extending through the first cap and the second rod end extending through the second cap of the cylinder barrel; a first piston having a first dimension and mechanically secured at a point along the length of the main piston rod; a second piston having a second dimension larger than the first dimension of the first piston, and main piston rod extending through at least the length of the barrel.

A hydraulic rear axle steering for multi-axle vehicles, including a steering cylinder with a piston and two working chambers. The steering cylinder has a mechanical blocking device, which blocks the piston when it reaches a central position within the steering cylinder. The blocking device has a blocking member, which is retained in an engaged position by a locking element in the blocked state. The locking element is movable by a separate, hydraulically actuated actuator between a blocking position and a first unblocking position in which the locking element releases the blocking element. An admission-pressure-controlled load safety valve is provided for each working chamber, and control connections of the valves are connected to a pressure line leading to the respective other working chamber. The actuator is adjusted such that, when a lower, first pressure value is applied, the locking element moves into the unblocking position, and the valves are adjusted such that, when a higher, second pressure value is applied, the valves open towards the tank.

A commercial vehicle having various GVWR configurations with a vehicle body with two or more axles, and a cab that does not pivot relative to the vehicle body, and a battery-electric-powered or hydrogen-electric-powered propulsion system. The vehicle has a center of gravity that is substantially lower, and a track width which is substantially narrower, than an articulating tractor-trailer combination with a trailer size comparable to the vehicle body of the present invention, providing substantially increased stability, and with all axles preferably being steerable E-axles, substantially improving the turning and trailing of the vehicle. Additional attributes are improved safety, increased payload weight and cubic capacity, higher productivity and lower maintenance costs. Many other advantages flow from this vehicle design.

A commercial vehicle having various GVWR configurations with a vehicle body with two or more axles, and a cab that does not pivot relative to the vehicle body, and a battery-electric-powered or hydrogen-electric-powered propulsion system. The vehicle has a center of gravity that is substantially lower, and a track width which is substantially narrower, than an articulating tractor-trailer combination with a trailer size comparable to the vehicle body of the present invention, providing substantially increased stability, and with all axles preferably being steerable E-axles, substantially improving the turning and trailing of the vehicle. Additional attributes are improved safety, increased payload weight and cubic capacity, higher productivity and lower maintenance costs. Many other advantages flow from this vehicle design.

Systems, methods, and computer-readable storage media for a dynamic Ackermann geometry control system. The system receives, at a processor aboard a tractor of an articulated vehicle, vehicle information associated with ongoing movement of the articulated vehicle as well as a driver optimization preference. The system then executes an Ackermann control algorithm, with inputs such as the vehicle information and/or at least one feedback item. The outputs of the Ackermann control algorithm can include estimations of tire forces for each tire of the articulated vehicle and estimations of cornering characteristics of the articulated vehicle. The system then calculates, based on the estimations of tire forces and based on the estimations of cornering characteristics, a desired Ackermann geometry for the articulated vehicle. The system then transmits a command to modify a turning angle associated with at least one wheel of the articulated vehicle.

Modular kinematic steering device, for installation on at least a first module and module of a system of modular vehicles, each module including at least two axes, for each axis, a kinematic steering mechanism adapted to move wheels connected to the axis, a rudder for controlling the kinematic steering mechanism, arranged transversely relative to the axes, the rudder constrainable to the mechanism to transmit rudder motion to the wheels by the mechanism, the rudder defining a variable steering ratio relative to each axis, a mechanism locking device, to make one of the axes a fulcrum rotation of the rudder rigidly connecting the mechanism with the rudder, wherein the first module includes a first rudder having first and second distal ends and the second module includes a second rudder having first and second distal ends, and the distal ends countered and/or counter-shaped to be rigidly connected to each other.