A steering system of a vehicle is provided. The steering system adjusts the torsional rigidity of a torsion bar without limitation as to the configuration thereof and performs active control responding to the vehicle state by adjusting steering characteristics by controlling the torsional rigidity of the torsion bar based on the traveling condition, load state or driving mode of the vehicle. The steering system includes an MR assist device, which is coupled to an end portion of the torsion bar and adjusts the rotation and torsional rigidity of the torsion bar using an MR fluid as a working fluid.

A mechatronic transmission for transmitting a torque from the drive shaft that can be supported axially on a shaft to an output shaft, the rotational speeds of which can have an arbitrary and variable ratio (stepless transmission). The transmission includes a coupling gear and a torsion spring, with the coupling gear rotatably mounted on the same shaft and connected to the output shaft by the torsion spring, and having a first coupling for producing and cancelling a rotationally fixed, planar, force-fitting first coupling between the drive shaft and the coupling gear. The transmission comprises a supporting device which is rotatable having a fixed transmission ratio of 1:X relative to the output shaft, where X can be any real number between approximately 10 and 1, and a second coupling for producing and cancelling a rotationally fixed, force-fitting second coupling between the supporting device and the coupling gear.

Various examples of systems, methods, and applications of variable stiffness springs are described. In one example, a variable stiffness joint apparatus can include a torsional spring; a variable stiffness mechanism comprising a self-locking mechanism and a linkage system, the self-locking mechanism comprising an auxiliary spring; and an actuator in communication with the auxiliary spring of the self-locking mechanism. When the actuator changes position, a force is applied to the auxiliary spring by the actuator and a stiffness is adjusted at an energy cost that is independent of the stiffness of the spring and the energy stored by the spring. In another example, a self-adjusting variable stiffness mechanism can include a compression spring. The energy stored by compressing the compression spring and the mechanism can self-adjust a stiffness to enable energy accumulation using a same maximal compression force which is not dependent on the energy accumulated in the spring.

A sway bar system is described. The sway bar system includes a sway bar having a first end and a second end. The sway bar system further includes a first electronically controlled damper link which is coupled to the first end of the sway bar. The first electronically controlled damper link is configured to be coupled a first location of a vehicle. The sway bar system also has a second link which is coupled to the second end of the sway bar. The second link is configured to be coupled a second location of the vehicle.

In at least one embodiment, a rotational spring is provided with adjustable stiffness and includes at least one beam arranged about an axis between an input tuning port and an output port, wherein the input tuning port is configured to change an effective bending length of at least one beam so as to change a shear stiffness with respect to the input tuning port and the output port.

Provided is a vehicular holding device that, in an ON state, holds a vehicle component in a state where displacement of the vehicle component in an axial direction is restrained, and that, in an OFF state, holds the vehicle component in a state where displacement of the vehicle component in the axial direction is possible. The vehicular holding device includes at least one engagement part, a cam mechanism, and an axial direction restraining part. The at least one engagement part is at a position where the engagement part engages with an engaged part in the ON state, and is at a position where the engagement part is separated from the engaged part in the OFF state. The cam mechanism displaces the at least one engagement part from the OFF-state position to the ON-state position. The axial direction restraining part receives axial-direction force acting on the at least one engagement part.

A sway bar system is described. The sway bar system includes a sway bar having a first end and a second end. The sway bar system further includes a first electronically controlled damper link which is coupled to the first end of the sway bar. The first electronically controlled damper link is configured to be coupled a first location of a vehicle. The sway bar system also has a second link which is coupled to the second end of the sway bar. The second link is configured to be coupled a second location of the vehicle.

A mechatronic transmission for transmitting a torque from the drive shaft that can be supported axially on a shaft to an output shaft, the rotational speeds of which can have an arbitrary and variable ratio (stepless transmission). The transmission includes a coupling gear and a torsion spring, with the coupling gear rotatably mounted on the same shaft and connected to the output shaft by the torsion spring, and having a first coupling for producing and cancelling a rotationally fixed, planar, force-fitting first coupling between the drive shaft and the coupling gear. The transmission comprises a supporting device which is rotatable having a fixed transmission ratio of 1:X relative to the output shaft, where X can be any real number between approximately 10 and 1, and a second coupling for producing and cancelling a rotationally fixed, force-fitting second coupling between the supporting device and the coupling gear.

Anti-roll systems and related methods are disclosed. An example anti-roll system includes a first stabilizer bar having a first end to operatively couple to a first wheel assembly of a vehicle and a second stabilizer bar having a first end to operatively couple to a second wheel assembly of the vehicle. A rotary damper is to couple a second end of the first stabilizer bar and a second end of the second stabilizer bar. A damping characteristic of the rotary damper is to vary based on a driving condition of the vehicle.

A sway bar system is described. The sway bar system includes a sway bar having a first end and a second end. The sway bar system further includes a first electronically controlled damper link which is coupled to the first end of the sway bar. The first electronically controlled damper link is configured to be coupled a first location of a vehicle. The sway bar system also has a second link which is coupled to the second end of the sway bar. The second link is configured to be coupled a second location of the vehicle.