Abstract: A steering system includes a rack shaft, a rack housing, a rack end, and an impact absorbing member that is provided between a restriction face formed within the rack housing and an end face of the rack end, and that absorbs an impact generated when the restriction face and the end face come into contact with each other. The impact absorbing member includes an elastic portion, and a restriction portion having an elastic modulus higher than that of the elastic portion and having a length in the axial direction, which is shorter than that of the elastic portion. A compression allowance, which is a difference in length in the axial direction between the elastic portion and the restriction portion, is brought to zero when the restriction face and the end face come into contact with each other via the impact absorbing member due to a steering input.

Abstract: A preload applying mechanism includes a preload adjusting plug that is screwed to an inner peripheral surface of a housing body, and is rotationally moved; and a needle bearing and a plate that are arranged between an output shaft and a Z1 gear. In a shoulder of the output shaft, the Z1 gear is supported by the needle bearing and the annular plate for a rolling surface of the needle bearing so that the Z1 gear is rotatable. As the preload adjusting plug presses the output shaft, the shoulder of the output shaft presses the plate, the needle bearing, and the Z1 gear toward the center bearing in the axial direction. Thus, a preload is applied to the bearing gear.

Abstract: In a state in which the energization in the first direction is possible between the motor and the drive circuit and the motor is not rotating at high speed, when the phase induced voltage value of the specific phase that is the target of determination is continuously equal to or smaller than the abnormality determination threshold, the abnormality detecting unit determines that an open malfunction has occurred in the relay FET of the specific phase.

Abstract: The processing means, which control the power assisted steering motor (8), determine and give consideration to a first steering angle signal (A) determined as a function of the calculation or measurement of the force or torque delivered by the power assisted steering motor (8) and possibly of the steering torque or force applied by the driver to the steering wheel (2), a second steering angle signal (B) determined as a function of the calculation of the measurement of the angular position of the power assisted steering motor (8), a third signal (C) of the “index” type, that is to say of the type emitted for certain angular positions of the steering system (21), a convergence signal (D) indicative of the convergence of the steering angle calculations, and a confirmation signal (E) confirming the calculation of the steering angle, the convergence signal (D) being produced thanks to the signal (C) of “index” type to indicate a confidence level on the estimated steering angle value.

Abstract: A sliding type tripod constant velocity joint includes a cage that supports the rolling elements such that the rolling elements circulate on an outer periphery of the intermediate member. The cage includes the first, second, third and fourth circulating paths having opening parts over an entire length in an outer peripheral side of the cage and widths of the opening parts of the third and fourth circulating paths are narrower than widths of the opening parts of the first and second circulating paths.

Abstract: An electric power steering device includes a first housing that supports an output shaft rotatable together with a driven member with a first bearing placed there between and a second housing that rotatably supports a driving member. The first housing includes an eccentric engagement section that is eccentric with respect to a first bearing holding section holding the first bearing. The eccentric engagement section is fitted to an engagement section of the second housing. When the center-to-center distance between the driving member and the driven member is adjusted, the eccentric engagement section of the first housing is rotated with respect to the engagement section of the second housing.

Abstract: When a forced commutation mode ends, a switchover to a sensorless control mode is made. The sensorless control mode immediately after the switchover to the sensorless control mode is executed with a power source current maximum value set at a value higher than a rated current value of a motor. The sensorless control mode immediately after the switchover is executed only over a predetermined period of time, and, after a lapse of the predetermined period of time, a steady sensorless control mode is executed. In the steady sensorless control mode, the power source current maximum value is set at a value equal to the rated current value of the motor.

Abstract: A transmission torque estimation unit estimates a torque transmittable between an outer rotary member and an inner rotary member with respect to a control signal based on: a first model obtained by modeling an equation of motion of the outer rotary member in a rotation direction; a second model obtained by modeling an equation of motion, in the rotation direction, of a support cam member and an inner pilot clutch disc as one unit; a third model obtained by modeling an equation of motion of the outer main clutch discs in the rotation direction; a fourth model obtained by modeling an equation of motion of the inner rotary member in the rotation direction; and a fifth model containing a viscoelastic model and obtained by modeling an equation of motion, in an axial direction, of the inner main clutch disc and the movable cam member as one unit.

Abstract: A four-wheel-drive vehicle includes a first driving force transmission system and a second driving force transmission system. A control device controls the second driving force transmission system. The control device includes a road surface state determination section that determines whether a coefficient of friction of a road surface is equal to or higher than a predetermined value based on an index value regarding the coefficient of friction of the road surface, controls a dog clutch such that the dog clutch is engaged irrespective of the index value regarding the coefficient of friction of the road surface when an ignition switch is brought into the on-state, and controls the dog clutch such that the dog clutch is brought into the disengaged state when it is determined that the coefficient of friction of the road surface is equal to or higher than the predetermined value.

Abstract: An annular wet clutch plate has lubrication grooves formed of multiple grooves in at least one of both axial end faces, the at least one of the both end faces having the lubrication grooves and a frictional engagement surface. The frictional engagement surface has a plurality of small grooves having a width and a depth that are smaller than those of the lubrication grooves. At least one of the small grooves is extended in a direction that crosses a circumferential direction of the annular clutch plate. A mean value of surface roughness of the frictional engagement surface having the small grooves is from 3.0 ?m to 4.0 ?m when the surface roughness is measured with the use of Rz at three positions that are offset from each other by 120° in the circumferential direction around a central axis of the annular clutch plate.

Abstract: An electric power steering system includes: an electric motor that generates assist torque; an auxiliary power supply device including a capacitor connected to a main power supply and discharging electric power to the electric motor; and a control device that controls the auxiliary power supply device. There is a plurality of modes of connection between the main power supply and the auxiliary power supply device. The control device switches the mode of connection between the main power supply and the auxiliary power supply device, depending on the situation.

Abstract: The invention relates to a power assisted steering system (21) that includes an electric assist motor (22) arranged to assist the manual force exerted by a driver on the steering wheel of the automobile, a processing means (23) arranged to control the electric assist motor (22), the processing means (23) including a means (28) for predetermining a signal (S3) for controlling the electric assist motor on the basis of a first operation signal (S1) determined on the basis of the angular position of the electric assist motor, and a second operation signal (S2) determined on the basis of the measurement or calculation of the angular acceleration of the electric assist motor and the measurement or calculation of the assistance torque output by the electric assist motor.

Abstract: In a reduction-transmission mechanism, a plurality of output members are arranged at such positions that a size that is the sum of a fitting clearance formed between an outer periphery of each output member and a corresponding one of needle roller bearings, a fitting clearance formed between the needle roller bearing and an inner periphery of an input member, which defines a corresponding one of a plurality of pin insertion holes, and a radial internal clearance in the needle roller bearing is smaller than a size that is the sum of a fitting clearance formed between a ball bearing and an outer periphery of an eccentric portion, a fitting clearance formed between the ball bearing and an inner periphery of the input member, which defines a center hole, and a radial internal clearance in the ball bearing.

Abstract: The absolute value of a steering torque detected by a steering torque sensor is compared with a predetermined threshold. When the absolute value of the detected steering torque is smaller than the threshold, a steering reaction force is controlled on the basis of the steering torque; whereas, when the absolute value of the detected steering torque is larger than or equal to the threshold, the steering reaction force is controlled using a detected reaction motor current value as a reference value.

Abstract: A motor driving force transmission system includes an electric motor that generates motor torque for actuating a differential mechanism portion and outputs the motor torque, and that has a motor shaft with eccentric portions, and a bearing mechanism including a ball bearing interposed between one-side axial end portion of a housing and one-side axial end portion of a differential case, a ball bearing interposed between the other-side axial end portion of the differential case and one-side axial end portion of the motor shaft, and a ball bearing interposed between the other-side axial end portion of the housing and the other-side axial end portion of the motor shaft. An axial load is applied to the ball bearings of the bearing mechanism by a spring.

Abstract: A driving force distribution controller comprises: a control device determining the value of torque which must be transmitted to a rear wheel; and a driving force transmission device transmitting torque corresponding to the torque value determined by the control device to the rear wheel. The control device reduces a torque value calculated based on an opening degree of an accelerator and a rotational speed difference when the rotational speed of an engine is lower than a first threshold value but higher than a second threshold value.

Abstract: An inner rotary retaining member has an annular outward rolling surface formed of part of a radially outward tapered surface centering on the central axis of a first rotary drive shaft. An outer rotary retaining member has an annular inward rolling surface formed of part of a radially inward tapered surface centering on the central axis of a second rotary drive shaft. The rolling surfaces are opposed to each other. A pocket that supports a workpiece such that the workpiece rotates and revolves as the retaining members rotate is formed at a portion of the carrier, the portion being positioned between the rolling surfaces. The central axis of the workpiece supported by the pocket is inclined relative to the central axis of the rotary drive shafts.

Abstract: A cage bar of at least one of pockets, the cage bar being on one side of the at least one of the pockets in the circumferential direction, has a bent portion that is bent toward one side in an axial direction such that an end face of the cage bar on the other side in the axial direction is recessed toward the one side in the axial direction. Further, a cage bar of the at least one of the pockets, the cage bar being on the other side of the at least one of the pockets in the circumferential direction, has a bent portion that is bent toward the other side in the axial direction such that an end face of the cage bar on the one side in the axial direction is recessed toward the other side in the axial direction.

Abstract: A rotation urging mechanism includes an outer member which includes an outer raceway surface on an inner periphery thereof and is rotatable about a first axis, an inner member which includes, on an outer periphery thereof, an inner raceway surface disposed on a radially inner side of the outer raceway surface and is rotatable about the first axis, and a ball disposed rollably between the outer raceway surface and the inner raceway surface. One of the outer and inner raceway surfaces is formed about a second axis which is inclined with respect to the first axis, and the other raceway surface is formed about a third axis which is inclined with respect to the second axis and is disposed so as to cross the one raceway surface. The ball is disposed at a portion of intersection between the outer and inner raceway surfaces.

Abstract: A first side-face spline of a hub spindle and a second side-face spline of a constant velocity joint each has a tooth tip formed by tip tilted surfaces tilted from tooth flanks constituting a tooth chevron, an internal angle of the tooth tip is set to be less than 180 degrees, and a tooth tip-side perpendicular distance, which is a perpendicular distance between a tooth tip virtual intersection and a first virtual plane is set larger than a bottom land-side perpendicular distance, which is a perpendicular distance between a bottom land virtual intersection and a second virtual plane.