Abstract: Methods and systems for in-situ determination of system response functions. One example method includes coupling a controlled blocked force exciter to a calibration receiver structure. The method also includes operating the controlled blocked force exciter under controlled operation conditions to induce vibration in the calibration receiver structure and measuring response data for the calibration receiver structure. The method further includes determining blocked forces based on the response data for the calibration receiver structure. The method also includes coupling the controlled blocked force exciter to a target receiver structure. The method further includes operating the controlled blocked force exciter under the controlled operation conditions to induce vibration in the target receiver structure and measuring response data for the target receiver structure.

Abstract: One aspect of this disclosure is directed to a steering system comprising a housing in which a steering rack is movably arranged and extends out of the housing on at least one side of the housing, the steering rack being connected with a tie rod via a ball joint, wherein the connection is covered by a protective bellows defining a central axis and the bellows further comprising a first end defining a first opening around the central axis, a second end defining a second opening around the central axis, and several annular folds arranged along the central axis between the first end and second end, and wherein the bellows comprises a plurality of skirts arranged along the central axis and extending away from the bellows.

Abstract: The system (10) is configured to detect high friction in a steering gear used with a vehicle. The system (10) has a speed sensor (17), a steering angle sensor (17, 108), a plurality of vehicle sensors (23, 112) to monitor vehicle parameters and a plurality of steering system sensors (17, 108) to monitor steering system parameters. A repository stores (27, 120) the normal operating values for the vehicle and steering system sensors (17, 108). A correlation block (21, 130) compares the vehicle and steering system values with the values in the repository (27, 120). A trigger block (15) receives signals from the speed and steering angle sensors, and activating the correlation block (21, 130) when the speed and steering angle sensors are in a select range. The correlation block (21, 130) sends a warning signal if the values from the repository (27, 120) and the signal from the speed and steering angle sensors (17, 108) exceed a predetermined value.

Abstract: A method and system for estimating the corrosion levels of a steering rack of a vehicle. Measurements of torsional force applied to the steering rack are taken with respect to the displacement of the steering rack from a neutral position and the moving velocity of the vehicle, and compared to the expected values corresponding to a non-corroded steering rack. The degree of difference between the measured and expected values may then be used to estimate the level of corrosion of the steering rack.

Abstract: A system and method for detecting corrosion in a steering rack of a vehicle based upon the performance of the steering rack in comparison to reference data collected for a non-corroded steering rack. Corrosion may be detected based upon analysis of performance data with respect to steering joggle or a data transform. Performance data may comprise displacement of the steering rack with respect to a neutral position, or the force applied to the components of the steering system.

Abstract: A rake adjustment mechanism for an electronically adjustable steering col disclosed.

Abstract: A friction clutch mechanism for a steering column of a vehicle is disclosed.

Abstract: A shifter for the transmission of a vehicle is described. The shifter has a shift lever operatively connected to the transmission. A rotatable shaft is connected to the lever. A lateral movement device is operatively connected to the shaft. A cable pin is positioned on the lateral movement device and connected to the shift mechanism for the transmission.

Abstract: An adjustable steering column (5) that is designed to absorb energy by collapsing is described. The steering column (5) has a jacket body (10) secured to the vehicle and a steering shaft assembly (17) adjustably and slidably positioned in the jacket body (10). An energy absorbing strap (23) has a second end (26) secured to the jacket body (10) and a first end (25) releasably secured to the steering shaft assembly (17). The energy absorbing strap (23) being disposed to deform to absorb energy when the steering shaft assembly (17) is displaced with respect to the jacket body (10). The energy absorbing strap (23) is deformed at a second predetermined energy absorbing rate. A spring plate (41) has its first end (43) secured to the jacket body (10) and a second end (45) releasably engaging the energy absorbing strap (23). At least one elongated slot (47) is positioned adjacent the first end (43) of the spring plate (41).

Abstract: The invention is directed to a lock for an adjustable steering column. The lock has a first member having at least one tooth disposed in a first direction. The lock has a second member having at least one tooth disposed in a second direction. A moveable locking device having a first recess disposed to engage at least one tooth on the first member and a second recess positioned to engage the at least one tooth on the second member. A releasable clamping device is positioned to be moved into and away from an engagement position with the first and second members. The first recess restricting movement in the first direction and the second recess restricting movement in the second direction when the moveable locking device is engaged with the first and second members.

Abstract: A shifter for the transmission of a vehicle is described. The shifter has a shift lever operatively connected to the transmission. A rotatable shaft is connected to the lever. A lateral movement device is operatively connected to the shaft. A cable pin is positioned on the lateral movement device and connected to the shift mechanism for the transmission.

Abstract: The tie rod is designed to elongate when subjected to an overload in tension that is placed on the tie rod. A plurality of threads and a reduced diameter section on the tie rod elongated when subjected to a tension overload that exceeds the design parameters of the tie rod. The elongation of the tie rod is designed to provide a warning to the operator of the vehicle that the tie rod has been subjected to an overload and should be inspected and repaired as needed. The deformation and elongation of the tie rod absorbs energy and protects other components of the steering and suspension systems of the vehicle.

Abstract: The tie rod is designed to elongate when subjected to an overload in tension that is placed on the tie rod. A plurality of threads and a reduced diameter section on the tie rod elongated when subjected to a tension overload that exceeds the design parameters of the tie rod. The elongation of the tie rod is designed to provide a warning to the operator of the vehicle that the tie rod has been subjected to an overload and should be inspected and repaired as needed. The deformation and elongation of the tie rod absorbs energy and protects other components of the steering and suspension systems of the vehicle.

Abstract: The tie rod is designed to elongate when subjected to an overload in tension that is placed on the tie rod. A plurality of threads and a reduced diameter section on the tie rod elongated when subjected to a tension overload that exceeds the design parameters of the tie rod. The elongation of the tie rod is designed to provide a warning to the operator of the vehicle that the tie rod has been subjected to an overload and should be inspected and repaired as needed. The deformation and elongation of the tie rod absorbs energy and protects other components of the steering and suspension systems of the vehicle.

Abstract: The present invention involves a primary electric assist with a secondary fall back steering assist in the case of failures of the primary steering system. The primary and fall back systems can be steering column or steering rack based or any combination of these two options. The secondary steering assist system is a low cost design that ensures the steering torque levels will not exceed predetermined values. The secondary electric steering assist will usually deliver less than 50% of the assistance that is provided by the primary steering assistance system. This level of assistance by the secondary system is sufficient to provide for safe operation of the vehicle.