Abstract: A convoy travel system includes a plurality of vehicles and is configured such that the plurality of vehicles form a convoy and travel. The plurality of vehicles include a preceding vehicle and following vehicles configured so as to follow the preceding vehicle by means of automatic driving. The preceding vehicle is equipped with a steering information acquisition unit configured so as to acquire steering information pertaining to steering of the preceding vehicle, and a transmission unit configured so as to transmit the steering information to the following vehicles. The following vehicles are equipped with a reception unit configured so as to receive the steering information, and an automatic driving control unit configured so as to begin a steering angle control for avoiding a collision with an obstruction when the steering information indicates the execution of emergency steering for avoiding a collision with the obstruction.

Abstract: A travel assistance device configured to execute travel assistance when a plurality of vehicles form a vehicle group and travel in a line. The travel assistance device includes: a first control unit configured to, if there is lane-change instruction for the vehicle group, cause an end-of-line vehicle to change lanes, such vehicle being the vehicle from among the plurality of vehicles forming the vehicle group that is positioned at the end of the line; and a second control unit configured to, following the lane change of the end-of-line vehicle, allow a lane change for at least one vehicle that is other than the end-of-line vehicle and that is one of the vehicles forming the vehicle group.

Abstract: A convoy travel system includes a plurality of vehicles and is configured such that the plurality of vehicles form a convoy and travel. The plurality of vehicles include a preceding vehicle and following vehicles configured so as to follow the preceding vehicle by means of automatic driving. The preceding vehicle is equipped with a steering information acquisition unit configured so as to acquire steering information pertaining to steering of the preceding vehicle, and a transmission unit configured so as to transmit the steering information to the following vehicles. The following vehicles are equipped with a reception unit configured so as to receive the steering information, and an automatic driving control unit configured so as to begin a steering angle control for avoiding a collision with an obstruction when the steering information indicates the execution of emergency steering for avoiding a collision with the obstruction.

Abstract: A travel assistance device configured to execute travel assistance when a plurality of vehicles form a vehicle group and travel in a line. The travel assistance device includes: a first control unit configured to, if there is lane-change instruction for the vehicle group, cause an end-of-line vehicle to change lanes, such vehicle being the vehicle from among the plurality of vehicles forming the vehicle group that is positioned at the end of the line; and a second control unit configured to, following the lane change of the end-of-line vehicle, allow a lane change for at least one vehicle that is other than the end-of-line vehicle and that is one of the vehicles forming the vehicle group.

Abstract: A platooning system includes a vehicle control system installed in each of vehicles that include a manually-driven head vehicle. The vehicle control system controls a host vehicle such that the host vehicle follows a lead vehicle through wireless communication between the host vehicle and the lead vehicle. The vehicle control system is installed in the host vehicle and the lead vehicle. The vehicle control system includes a sensor that detects a state of the host vehicle, an actuator that adjusts a behavior of the host vehicle, and a controller that controls the host vehicle. The controller of the head vehicle physically notifies a driver of the host vehicle of a state of a subsequent vehicle by operating the actuator of the host vehicle when a state signal including information that indicates the state of the subsequent vehicle is received through the wireless communication.

Abstract: A steering apparatus is provided which can suppress unintended movement of a steering wheel when a clutch is engaged. When a power switch is turned off and a steering wheel is steered, a reaction force control circuit makes a reaction force motor to generate a steering reaction force stronger than a normal steering reaction force to give a driver an appropriate feeling of response according to a steering torque. The strong steering reaction force is applied to a steering shaft to suppress steering of the steering wheel. A steering operation control circuit executes steering operation control, that is, control that makes an actual steered angle equal to a target steered angle based on a steering angle, and then a clutch is engaged. The clutch is engaged after confirmation of an immovable state of steered wheels, and thus rotation of the steering wheel unintended by the driver is suppressed.

Abstract: A vehicle steering system includes a clutch provided on a power transmission path extending from a steering wheel to steered wheels, a reactive-force motor connected to a first portion of the power transmission path, which is closer to the steering wheel than the clutch is, a steering motor including a first motor coil and a second motor coil, and connected to a second portion of the power transmission path, which is closer to the steered wheels than the clutch is, a driving circuit configured to supply electric power to the reactive-force motor, a first driving circuit configured to supply electric power to the first motor coil, and a second driving circuit configured to supply electric power to the second motor coil.

Abstract: An ECU acquires a steering torque detected by a torque sensor (step S1). The ECU drives an electromagnet of a solenoid actuator (step S2). The ECU drives a steering operation motor in accordance with the direction of the detected steering torque acquired in step S1 to apply, to an output shaft of a clutch, a torque acting in such a direction that a torque being exerted on a clutch mechanism is reduced (step S3). When a predetermined time has elapsed since driving of the steering operation motor in step S3 (step S4: YES), the ECU 40 reverses a driving direction of the steering operation motor to apply, to the output shaft of the clutch, a torque acting in a direction opposite to the direction of the last torque applied (step S5).

Abstract: A steering apparatus is provided which can suppress unintended movement of a steering wheel when a clutch is engaged. When a power switch is turned off and a steering wheel is steered, a reaction force control circuit makes a reaction force motor to generate a steering reaction force stronger than a normal steering reaction force to give a driver an appropriate feeling of response according to a steering torque. The strong steering reaction force is applied to a steering shaft to suppress steering of the steering wheel. A steering operation control circuit executes steering operation control, that is, control that makes an actual steered angle equal to a target steered angle based on a steering angle, and then a clutch is engaged. The clutch is engaged after confirmation of an immovable state of steered wheels, and thus rotation of the steering wheel unintended by the driver is suppressed.

Abstract: An ECU acquires a steering torque detected by a torque sensor (step S1). The ECU drives an electromagnet of a solenoid actuator (step S2). The ECU drives a steering operation motor in accordance with the direction of the detected steering torque acquired in step S1 to apply, to an output shaft of a clutch, a torque acting in such a direction that a torque being exerted on a clutch mechanism is reduced (step S3). When a predetermined time has elapsed since driving of the steering operation motor in step S3 (step S4: YES), the ECU 40 reverses a driving direction of the steering operation motor to apply, to the output shaft of the clutch, a torque acting in a direction opposite to the direction of the last torque applied (step S5).

Abstract: A second shaft is configured by a shaft portion extending outside a housing in which a nutation gear mechanism is housed, a housing portion, and a cylindrical portion. A communicating hole, through which an outside and an inside of the housing portion communicate with each other, is formed in the shaft portion. A preload applying mechanism includes a preload adjusting plug that is screwed to the housing portion and is able to be operated from outside through the communicating hole, a wave washer compressed in accordance with a position of the preload adjusting plug, and a lock nut that is screwed to the housing portion of the second shaft so as to press the preload adjusting plug toward the nutation gear mechanism.

Abstract: In a manufacturing method for a hollow rack shaft, and a hollow rack shaft, a tubular member (23) having a planar flat portion (22) that is formed in part of a tubular body portion (21) is sandwiched and held between a cope (25) and a drag (26) that has a tooth-shaped portion (29) substantially symmetrical with rack teeth (7) so that a surface (22a) of the flat portion (22) is in contact with the tooth-shaped portion (29). A back die (14) having a plurality of protrusions (15) is arranged so that the protrusions (15) face groove portions (29a) of the tooth-shaped portion (29) across the flat portion (22), and the back die (14) is pressed against the flat portion (22) to form the rack teeth (7) to thereby manufacture the rack shaft.

Abstract: A variable transmission ratio mechanism is provided on an intermediate portion of a steering shaft, and is able to change a transmission ratio between a shaft on the steering wheel side and a shaft on the steered wheel side by transmitting the sum of rotation of the first shaft and rotation of a rotary shaft of a motor to the second shaft. The variable transmission ratio mechanism is provided with a lock mechanism that restricts the operation of the variable transmission ratio mechanism. When the fact that a rate of change in torque that acts on the steering shaft exceeds a predetermined rate is detected, a period of time until the torque that acts on the steering shaft reaches a torque determination value is estimated. On the condition that the estimated time is shorter than or equal to a predetermined period of time, the lock mechanism is activated.

Abstract: A second shaft is configured by a shaft portion extending outside a housing in which a nutation gear mechanism is housed, a housing portion, and a cylindrical portion. A communicating hole, through which an outside and an inside of the housing portion communicate with each other, is formed in the shaft portion. A preload applying mechanism includes a preload adjusting plug that is screwed to the housing portion and is able to be operated from outside through the communicating hole, a wave washer compressed in accordance with a position of the preload adjusting plug, and a lock nut that is screwed to the housing portion of the second shaft so as to press the preload adjusting plug toward the nutation gear mechanism.

Abstract: A steering-force transmitting apparatus including (a) an operating-member-side shaft; (b) a turning-device-side shaft offset from the operating-member-side shaft; and (c) a rotation transmitting mechanism having (c-1) an axially protruding portion provided in one of the two shafts and (c-2) a radially extending groove provided in the other of the two shafts such that the axially protruding portion is engaged in the radially extending groove. The rotation transmitting mechanism is configured to change a rotational phase difference between the two shafts while causing one of the two shafts to be rotated by rotation of the other of the two shafts. An axially end portion of a main body portion of one of the two shafts and an axially end portion of the other of the two shafts overlap with each other in the axial direction.

Abstract: A transmission ratio variable mechanism is provided with: an input member and an output member capable of rotation about a first axis; an inner race for differentially rotatably coupling to each member; an outer race for rotatably supporting the inner race via a rolling element; and a transmission ratio variable mechanism-use electric motor for rotation-driving the outer race. A second axis which is a center line of the inner race and the outer race is inclined to the first axis. A first concave-convex engaging section for engaging one side end surface of the inner race and a power transmission surface of the input member corresponding to the one end surface are arranged. There is provided a second concave-convex engaging section for engaging the other end surface of the inner race and a power transmission surface of the output member.

Abstract: In a coupling structure for coupling a middle shaft that may function as a first rotary member to an input shaft that may function as a second rotary member such that torque is transmittable therebetween, a snap ring is engaged with both a first engagement groove of a cylindrical member and a second engagement groove of a shaft portion to restrict axial movement of the input shaft relative to the middle shaft. The first and second engagement grooves are formed such that the snap ring is disengaged from the first engagement groove when a load higher than or equal to a predetermined load is applied to the middle shaft and the input shaft in the separating direction. There is provided a separation nut that is fitted to a threaded portion formed on the shaft portion and that rotates and moves toward middle shaft to push the middle shaft.

Abstract: A steering apparatus includes a first shaft coupled to a steering wheel, a second shaft arranged to be eccentric relative to the first shaft, and a joint mechanism for coupling the first shaft and the second shaft to each other. The joint mechanism includes a cam having a cam groove that extends in a direction perpendicular to the first shaft, a cam follower that can slide in the cam groove, an eccentric pin for coupling the second shaft and the cam follower to each other at a position eccentric relative to the second shaft. An outer cylinder serving as a protective member is arranged concentrically with the eccentric pin, so as to surround the outer circumference of the eccentric pin. At least part of the eccentric pin and the outer cylinder is arranged in the cam groove.

Abstract: A cam follower includes an oval rotational body which is rotationally supported on a fixed pin, and in which an outer circumferential shape thereof is an oval, a long axis of the oval is longer than a width of the cam groove, and a short axis of the oval is shorter than the width of the cam groove, the oval rotational body being biased and being rotated by a biasing spring in one direction about the fixed pin. As a consequence, when a steering wheel is in a neutral position, the outer circumferential surface of the cam follower comes into contact with both side surfaces of the cam groove in the width direction of the cam groove and gaps therebetween can be eliminated. As a result, neutral stability of the steering wheel and steering feeling during straightforward traveling are improved.

Abstract: A motor vehicle steering system includes a transmission ratio variable mechanism capable of changing a transmission ratio, and a steering-assist-force imparting mechanism. The transmission ratio variable mechanism is provided with an input member and an output member capable of rotation about a first axis, a first bearing ring for differentially rotatably coupling to each of the input and output member, a second bearing ring for rotatably supporting the first bearing ring via a rolling element, and an electric motor for rotation-driving the second bearing ring. A second axis that is a center line of the first bearing ring and the second bearing ring is inclined relative to the first axis.