Abstract: A steering input device for a steer-by-wire system is provided. The input device comprises a first shaft and a hand wheel. The first shaft is rotatably installed in a first housing. The hand wheel is connected to the first shaft such that the hand wheel and the first shaft drive one another. The hand wheel has a range of motion of between about ±45 degrees and about ±90 degrees. The hand wheel also has an outer dimension of about 12 inches. The range of motion and the outer dimension allow the steering input device to be installed in a vehicle in a non-conventional position relative to a twentieth century conventional position including at least one of the hand wheel extending from the first shaft extending along a length defining the vehicle on one of two sides thereof and the hand weel extending rearward in the vehicle farther than an instrument panel.

Abstract: “An electrically operated power steering apparatus has an electric motor disposed parallel to a rack shaft. The system is designed such that the motor can be installed in any angle around a rack housing of smaller diameter. This permits easy installation and flexibility of design. The apparatus is also designed to accommodate off-the-shelf electric motors that are commercially available so as to eliminate the need to customize an electric motor for each application.

Abstract: A steering actuator for adjusting an angle of a steerable wheel of a motor vehicle includes an electronic controller, a rack translatable in opposing directions, and a sleeve assembly translatable along a length of the rack and disposed in mechanical communication with the steerable wheel of the vehicle. The rack is drivable in response to an operator input and further drivable in response to an input signal from the electronic controller. A method of using the actuator includes receiving an input from the operator of the vehicle, receiving an input signal indicative of the behavior of the vehicle from a sensing device, calculating an output signal from the operator input and the motor vehicle behavior input signal, and adjusting an angle of the steerable wheel based on the output signal.

Abstract: An electric power steering system for a vehicle comprising a hand wheel in operable communication with a shaft, a motor in mechanical communication with the shaft, and a non-compliant torque sensor located between about a midpoint along the shaft and an upper end of the shaft.

Abstract: A steering system comprises a hand wheel positioned for manipulation by a driver, a steering shaft extending from the hand wheel, and a magnetic column lock. The steering shaft is supported by a steering column housing so that it can rotate on its own axis. The magnetic column lock includes a rotor attached to steering shaft, a stator attached to column housing, and magnetorheological fluid filling a space between the rotor and stator. In another aspect of the steering system, the steering shaft extends from the hand wheel through a hand wheel actuator having a position sensor and a motor for providing driver feedback. A steering column extends from a lower portion of said steering shaft to a rack, and includes a pinion at its lower end for engagement with the rack, so that the rack translates left and right when the pinion is rotated in corresponding directions. The rack is connected to the front road wheels and causes the front road wheels to steer when it is translated.

Abstract: An electric power steering system for a vehicle comprising a hand wheel in operable communication with a shaft, a motor in mechanical communication with the shaft, and a non-compliant torque sensor located between about a midpoint along the shaft and an upper end of the shaft.

Abstract: A steering actuator comprising an intermediate shaft, an electric motor, a transmission, a first stopping device, a second stopping device, and a controller is provided. The steering column transmits a first rotational force to the intermediate shaft. The electric motor generates a second rotational force on a rotor shaft upon application of an electric current. The transmission transmits either or both of the first rotational force and the second rotational force to a lower shaft of a steering gear. The first stopping device prevents the first rotational force from being transmitted to the rotor shaft. Similarly, the second stopping device prevents the second rotational force from being transmitted to the steering column. The controller operates the steering actuator in a first mode, a second mode, or a third mode by selectively applying the electric current to the electric motor and the stopping devices.

Abstract: A steering input device for a steer-by-wire system is provided. The input device comprises a first shaft and a hand wheel. The first shaft is rotatably installed in a first housing. The hand wheel is connected to the first shaft such that the hand wheel and the first shaft drive one another. The hand wheel has a range of motion of at least about ±45 degrees, but less than about ±90 degrees. The hand wheel also has an outer dimension of about 12 inches. The range of motion and the outer dimension allow the steering input device to be installed in a vehicle in a non-conventional position.

Abstract: A system for compensating for the oversteer of a motor vehicle includes a controller configured to receive input signals from at least one sensor. The controller may be configured to produce an output signal that is capable of being received by a steering system of the motor vehicle. The input signals typically include a steering pinion gear angle signal, a vehicle velocity signal, and a yaw rate signal. The output signal may be received by a motor that is configured to provide power assist to the steering system in order to maintain the stability of the motor vehicle during an oversteer condition. A method of using the system includes receiving the signals into the controller, producing at least one transmittable output signal to the steering system of the motor vehicle, and articulating at least one steerable wheel in response to the output signal.

Abstract: A steering actuator comprising an intermediate shaft, an electric motor, a transmission, a first stopping device, a second stopping device, and a controller is provided. The steering column transmits a first rotational force to the intermediate shaft. The electric motor generates a second rotational force on a rotor shaft upon application of an electric current. The transmission transmits either or both of the first rotational force and the second rotational force to a lower shaft of a steering gear. The first stopping device prevents the first rotational force from being transmitted to the rotor shaft. Similarly, the second stopping device prevents the second rotational force from being transmitted to the steering column. The controller operates the steering actuator in a first mode, a second mode, or a third mode by selectively applying the electric current to the electric motor and the stopping devices.

Abstract: A steering system comprises a hand wheel positioned for manipulation by a driver, a steering shaft extending from the hand wheel, and a magnetic column lock. The steering shaft is supported by a steering column housing so that it can rotate on its own axis. The magnetic column lock includes a rotor attached to steering shaft, a stator attached to column housing, and magnetorheological fluid filling a space between the rotor and stator. In another aspect of the steering system, the steering shaft extends from the hand wheel through a hand wheel actuator having a position sensor and a motor for providing driver feedback. A steering column extends from a lower portion of said steering shaft to a rack, and includes a pinion at its lower end for engagement with the rack, so that the rack translates left and right when the pinion is rotated in corresponding directions. The rack is connected to the front road wheels and causes the front road wheels to steer when it is translated.

Abstract: A motor system includes an electric motor, a shaft extending through the motor and through a magnetorheological fluid stopper, which comprises a rotor and a stator in operable communication with the rotor. A magnetorheological fluid is disposed at the rotor and the stator.

Abstract: A linear vibration damping system includes a piston slideably disposed within a cylinder, a magneto-rheological fluid disposed within the cylinder, and a magnet disposed in magnetic communication with the magneto-rheological fluid. A rotary vibration damping system includes a cylinder having a steering shaft extending therethrough, a magneto-rheological fluid disposed between an inner surface of the cylinder and an outer surface of the steering shaft, and a magnet disposed in magnetic communication with the magneto-rheological fluid. In either system, the magnet is controllable to provide variable control of the magneto-rheological fluid. A method of damping vibrations in a motor vehicle includes disposing a magneto-rheological fluid at a source of vibration in the motor vehicle, controlling the magneto-rheological fluid to effectuate a structural change in the magneto-rheological fluid, and subjecting the magneto-rheological fluid to a vibration from the source of the vibration.

Abstract: A steering actuator for adjusting an angle of a steerable wheel of a motor vehicle includes an electronic controller, a rack translatable in opposing directions, and a sleeve assembly translatable along a length of the rack and disposed in mechanical communication with the steerable wheel of the vehicle. The rack is drivable in response to an operator input and further drivable in response to an input signal from the electronic controller. A method of using the actuator includes receiving an input from the operator of the vehicle, receiving an input signal indicative of the behavior of the vehicle from a sensing device, calculating an output signal from the operator input and the motor vehicle behavior input signal, and adjusting an angle of the steerable wheel based on the output signal.

Abstract: An electric power steering system for a vehicle comprising a hand wheel in operable communication with a shaft, a motor in mechanical communication with the shaft, and a non-compliant torque sensor located between about a midpoint along the shaft and an upper end of the shaft.

Abstract: A magnetorheological fluid stopper comprises a rotor and a stator, which is in operable communication with the rotor, and wherein one of the rotor and the stator is disposed around the other of the rotor and the stator. A magnetorheological fluid is disposed at the rotor and the stator.

Abstract: A system for compensating for the oversteer of a motor vehicle includes a controller configured to receive input signals from at least one sensor. The controller may be configured to produce an output signal that is capable of being received by a steering system of the motor vehicle. The input signals typically include a steering pinion gear angle signal, a vehicle velocity signal, and a yaw rate signal. The output signal may be received by a motor that is configured to provide power assist to the steering system in order to maintain the stability of the motor vehicle during an oversteer condition. A method of using the system includes receiving the signals into the controller, producing at least one transmittable output signal to the steering system of the motor vehicle, and articulating at least one steerable wheel in response to the output signal.

Abstract: A linear vibration damping system includes a piston slideably disposed within a cylinder, a magneto-rheological fluid disposed within the cylinder, and a magnet disposed in magnetic communication with the magneto-rheological fluid. A rotary vibration damping system includes a cylinder having a steering shaft extending therethrough, a magneto-rheological fluid disposed between an inner surface of the cylinder and an outer surface of the steering shaft, and a magnet disposed in magnetic communication with the magneto-rheological fluid. In either system, the magnet is controllable to provide variable control of the magneto-rheological fluid. A method of damping vibrations in a motor vehicle includes disposing a magneto-rheological fluid at a source of vibration in the motor vehicle, controlling the magneto-rheological fluid to effectuate a structural change in the magneto-rheological fluid, and subjecting the magneto-rheological fluid to a vibration from the source of the vibration.