Abstract: A method for detecting a malfunction in a hydraulic-assisted steering system for a vehicle includes: measuring a steering torque; determining the steering torque exceeding a threshold torque for a predetermined length of time; and generating a malfunction signal in response to the determining the steering torque exceeding the threshold torque for the predetermined length of time. A system for detecting a malfunction in a hydraulic-assisted steering system for a vehicle includes a torque sensor configured to measure a steering torque, and a controller configured to: determine the steering torque exceeding a threshold torque for a predetermined length of time; and generate a malfunction signal in response to determining the steering torque exceeding the threshold torque for the predetermined length of time.

Abstract: A system and method for actively compensating excessive noise, vibration, and harshness (NVH) in a vehicle front suspension is provided. The method includes sensing a vibration in the vehicle front suspension; generating an input signal representing the vibration in the vehicle front suspension; filtering the input signal using a bandpass filter; and calculating a compensation signal using a proportional-integral-derivative (PID) controller. The method also includes generating a compensation torque, based on the compensation signal, by an electric power steering (EPS) system motor, with the motor coupled to the vehicle front suspension. Method steps for enabling and disabling the active compensation system are also provided. The active compensation is enabled in response to a turn-on criteria being satisfied. The turn-on criteria may include suspension vibration above a threshold, and the suspension vibration being not caused by driver input.

Abstract: A steering assembly for steering a vehicle in response to a steering input, the steering assembly includes an axle extending between a pair of wheels, a plurality of linkages, a primary electric drive source, and a secondary electric drive source. The plurality of linkages includes a pair of knuckles operatively coupled to the wheels, a tie rod extending between and coupled to the pair of knuckles, and a drag link attached to one of the knuckles. The primary electric drive source is operatively attached to the drag link, and moves the drag link in response to the steering input to transfer movement through the plurality of linkages to turn the wheels. The secondary electric drive source is operatively attached to one of the plurality of linkages to move the one of the plurality of linkages in response to the steering input and independently from the primary electric drive source.

Abstract: A system and method for actively compensating excessive noise, vibration, and harshness (NVH) in a vehicle front suspension is provided. The method includes sensing a vibration in the vehicle front suspension; generating an input signal representing the vibration in the vehicle front suspension; filtering the input signal using a bandpass filter; and calculating a compensation signal using a proportional-integral-derivative (PID) controller. The method also includes generating a compensation torque, based on the compensation signal, by an electric power steering (EPS) system motor, with the motor coupled to the vehicle front suspension. Method steps for enabling and disabling the active compensation system are also provided. The active compensation is enabled in response to a turn-on criteria being satisfied. The turn-on criteria may include suspension vibration above a threshold, and the suspension vibration being not caused by driver input.

Abstract: A differential angle sensor for measuring a differential angle between an input shaft and an output shaft includes a target assembly fixed to rotate with one of the shafts and a ring magnet with equidistantly spaced magnet segments fixed to rotate with the other one of the shafts. The target assembly includes four identical targets extending about the common axis parallel and axially spaced apart from one another, and each having a plurality of wedge-shaped teeth extending radially toward the ring magnet. A first magnetic field sensor is disposed between first and second targets for measuring a first magnetic field strength therebetween. A second magnetic field sensor is disposed between third and fourth targets for measuring a second magnetic field strength. The targets are all circumferentially offset relative to one another such that the magnetic field strengths each vary with the differential angle between the shafts and differently from one-another.

Abstract: A torque and angular sensor includes a differential angle sensor to precisely measure a differential angle between an input shaft and an output shaft and an angular position sensor to measure the angle of at least one of the shafts over a full angular range. The differential angle sensor measures an output rotation angle of an output target and an input rotation angle of an input target using changing voltages in taps on the input and output coils, which each carry an AC excitation current and which are each inductively coupled with teeth on targets fixed to rotate with one of the shafts. Input shaft rotation angle region is combined with the input angular position as a rotation angle composite. A raw torque angle is determined based on the difference between the input and output rotation angles. Rotational and Linear compensation provides a high-precision torque angle.

Abstract: A differential angle sensor for measuring a differential angle between an input shaft and an output shaft includes a target assembly fixed to rotate with one of the shafts and a ring magnet with equidistantly spaced magnet segments fixed to rotate with the other one of the shafts. The target assembly includes four identical targets extending about the common axis parallel and axially spaced apart from one another, and each having a plurality of wedge-shaped teeth extending radially toward the ring magnet. A first magnetic field sensor is disposed between first and second targets for measuring a first magnetic field strength therebetween. A second magnetic field sensor is disposed between third and fourth targets for measuring a second magnetic field strength. The targets are all circumferentially offset relative to one another such that the magnetic field strengths each vary with the differential angle between the shafts and differently from one-another.

Abstract: A worm shaft (46) has a first end section (52) and a second end section (54) extending from a worm section (50). A first drive system (98) is in driving engagement with the first end section (52) of the worm shaft (46), and a second drive system (104) is in driving engagement with the second end section (54) of the worm shaft (46) for redundantly steering a vehicle. The worm section (50) of the worm shaft (46) is disposed between the first drive system (98) disposed on the first end section (52) of the worm shaft (46) and the second drive system (104) disposed on the second end section (54) of the worm shaft (46). A lost motion connection (82) is disposed between an input shaft (76) and said worm shaft (46).

Abstract: A control assembly (20) for overcoming a rotational resistance required to activate supplementary steering force associated with conventional power steering systems. The control assembly (20) includes a shaft (26) subject to rotational resistance via a torsion bar (62). A valve assembly (22) has a first hydraulic circuit (76) that is interchangeable from an unassisted condition (36) to an assisted condition (34) for providing supplementary steering force to a steering gear after the rotational resistance of the torsion bar (22) is overcome by rotating the shaft (26). An actuator (38) includes a second hydraulic circuit (86) interchangeable from an unengaged condition (42) to an engaged condition (40) applying circumferential force on the shaft (26) to overcome the rotational resistance of the torsion bar (62) and rotate the shaft (26) from a non-rotated position thereby activating the supplementary force of the first hydraulic circuit (76).

Abstract: A steering gear housing and method of manufacturing same are provided. The steering gear housing is comprised of aluminum alloy and is at least partially anodized. The steering gear housing defines a plurality of mounting apertures. A plurality of nuts is fit into a respective one of the mounting apertures for use in mounting to a vehicle. Each of the nuts defines a plurality of splines for establishing a press-fit relationship between the mounting apertures and the nuts. The method involves casting a steering gear housing defining a plurality of mounting apertures out of aluminum alloy. Next, the casted steering gear housing is at least partially anodized. After anodization, a plurality of nuts is fit into respective ones of the mounting apertures. The nuts define splines for allowing a press-fit relationship to be established between the mounting apertures and the nuts.

Abstract: A torque and angular sensor includes a differential angle sensor to precisely measure a differential angle between an input shaft and an output shaft and an angular position sensor to measure the angle of at least one of the shafts over a full angular range. The differential angle sensor measures an output rotation angle of an output target and an input rotation angle of an input target using changing voltages in taps on the input and output coils, which each carry an AC excitation current and which are each inductively coupled with teeth on targets fixed to rotate with one of the shafts. Input shaft rotation angle region is combined with the input angular position as a rotation angle composite. A raw torque angle is determined based on the difference between the input and output rotation angles. Rotational and Linear compensation provides a high-precision torque angle.

Abstract: A worm shaft (46) has a first end section (52) and a second end section (54) extending from a worm section (50). A first drive system (98) is in driving engagement with the first end section (52) of the worm shaft (46), and a second drive system (104) is in driving engagement with the second end section (54) of the worm shaft (46) for redundantly steering a vehicle. The worm section (50) of the worm shaft (46) is disposed between the first drive system (98) disposed on the first end section (52) of the worm shaft (46) and the second drive system (104) disposed on the second end section (54) of the worm shaft (46). A lost motion connection (82) is disposed between an input shaft (76) and said worm shaft (46).

Abstract: A control assembly (20) for overcoming a rotational resistance required to activate supplementary steering force associated with conventional power steering systems. The control assembly (20) includes a shaft (26) subject to rotational resistance via a torsion bar (62). A valve assembly (22) has a first hydraulic circuit (76) that is interchangeable from an unassisted condition (36) to an assisted condition (34) for providing supplementary steering force to a steering gear after the rotational resistance of the torsion bar (22) is overcome by rotating the shaft (26). An actuator (38) includes a second hydraulic circuit (86) interchangeable from an unengaged condition (42) to an engaged condition (40) applying circumferential force on the shaft (26) to overcome the rotational resistance of the torsion bar (62) and rotate the shaft (26) from a non-rotated position thereby activating the supplementary force of the first hydraulic circuit (76).

Abstract: A steering gear housing and method of manufacturing same are provided. The steering gear housing is comprised of aluminum alloy and is at least partially anodized. The steering gear housing defines a plurality of mounting apertures. A plurality of nuts is fit into a respective one of the mounting apertures for use in mounting to a vehicle. Each of the nuts defines a plurality of splines for establishing a press-fit relationship between the mounting apertures and the nuts. The method involves casting a steering gear housing defining a plurality of mounting apertures out of aluminum alloy. Next, the casted steering gear housing is at least partially anodized. After anodization, a plurality of nuts is fit into respective ones of the mounting apertures. The nuts define splines for allowing a press-fit relationship to be established between the mounting apertures and the nuts.

Abstract: A method is provided for assembling a plurality of catalytic substrates and support materials within a catalytic converter housing using a uniform compression. Outer profiles of a plurality of catalytic substrates are determined. Weight factors of a plurality of the support materials are determined. A lookup table containing a list of associated outer profiles of catalytic substrates and weight factors of support materials are provided. A first catalytic substrate and a first support material are joined as a first pre-assembly based on a matching outer profile and weight factor from the lookup table. A second catalytic substrate and a second support material are joined as a second pre-assembly based on a matching outer profile and weight factor from the lookup table. The first and second pre-assemblies are inserted into the catalytic converter housing. The first catalytic element and the second catalytic element are secured within the catalytic converter housing.

Abstract: A vehicle exhaust system is provided that includes a first exhaust member having an end that includes an enlarged section. A second exhaust member is sized to receive a portion of the first exhaust member. The enlarged section of the first exhaust member has an outer diameter that is larger than an inner diameter of at least one section of the second exhaust member for creating an interference condition between the first and second exhaust member to prevent axial movement of the first exhaust member in at least one axial direction. The first exhaust member is secured to the second exhaust member by magnetic pulse welding.

Abstract: A catalytic converter assembly is provided that includes a metallic tubular member having a first end and a second end. A first substrate is disposed within the metallic tubular. A second substrate is disposed within the metallic tubular member. A spacer is axially positioned the between the first and second substrate that includes a cylindrical body with a first wall and a second wall formed substantially perpendicular to the cylindrical body. The first wall abuts an end of the first substrate for retaining the first substrate between the first end and the first wall for preventing movement. The second wall abuts an end of the second substrate for retaining the second substrate between the second end and the second wall for preventing movement.

Abstract: A catalytic converter assembly is provided that includes a metallic tubular member having a first end and a second end. The metallic tubular member includes an aperture centrally formed between the first end and the second end. A sensor is received in the aperture and extends into an interior of the metallic tubular member for sensing a content of gas flowing through the metallic tubular member. At least one substrate is disposed within the metallic tubular member. The at least one substrate has a cavity formed in an exterior surface of the at least one substrate and extends radially inward. The cavity is aligned with the aperture of the metallic tubular member and receives a portion of the sensor extending into the interior of the metallic tubular member.

Abstract: A hybrid yoke for a vehicle driveshaft assembly includes a cast iron portion having a pair of opposed yoke arms at a first end. The hybrid yoke also includes a steel portion having a yoke end and a shaft end, the shaft end for coupling to the driveshaft assembly and the yoke end for insertion into a second end of the cast iron portion.

Abstract: A stabilizer bar assembly for an automotive vehicle includes a stabilizer bar, a bushing mounted to the stabilizer bar, and a support ring mounted onto the stabilizer bar adjacent the bushing to provide a stop to prevent the bushing from moving axially along the stabilizer bar. The support ring has a plurality of inwardly extending projections. Each of the inwardly extending projections has a distal end in contact with an outer surface of the stabilizer bar. The distal ends of the inwardly extending projections are welded to the outer surface of the stabilizer bar to secure the support ring onto the stabilizer bar.