Abstract: An electric drive configuration for a skid steered vehicle comprises: a pair of propulsion motors (74a, 74b), each with a motor shaft protruding from both ends of the motor and mounted on the same axis across the vehicle, each being coupled at the outer end to drive one of a pair of tracks or set of wheels of the skid steered vehicle; a control differential steep gear unit (72) positioned between the two propulsion motors and in driveable communication with the inner ends of the two motor shafts: and a steer motor (71) in driveable communication with the controlled differential (72), the steer motor (71) being controllable from zero speed giving straight line running in which both motor shafts are coupled to run at the same speed, to a range of speeds in both directions of rotation giving steering capability in both directions.

Abstract: A device of a cart includes a control, a speed regulating potentiometer, a microprocessor, a digital-to-analogue converter, a motor controlling unit, and a switch; the control is angularly displaceable and near to handlebars of the cart; the potentiometer is connected to the control so as to output a voltage, which depends on displacement of the control; the microprocessor can produce digital signals according to the output voltage of the potentiometer; the converter is used for converting the digital signals into analogue voltage; the motor controlling unit is used for making a motor run at a variable-speed mode, at which mode the speed of the motor will depend on output voltage of the converter; immediately after the rider presses the switch, the microprocessor will ignore output voltage of the potentiometer, and start and continue giving a same digital signal to the converter so that the motor starts running at constant speed.

Abstract: A steering drive for an industrial truck, comprising a steered wheel which is rotatably supported about a horizontal axis in a bearing component wherein the bearing component is pivotally supported about a vertical axis and has a ring gear, and a steering motor which drives a pinion meshing with the ring gear, wherein the ring gear or pinion has a circumferential groove in which a ring-shaped absorbing member of a resilient material is received so that the teeth of the pinion or ring gear get into engagement with the absorbing member.

Abstract: An apparatus used in a motor vehicle that provides load prioritization, load shedding, start sequencing and support of ultra or super capacitors when coupled to the motor vehicle's electrical power source and distribution network. The apparatus includes circuit Breakers, Solid State Relays, Controller Area Network (CAN) physical, transport and logical interface which enables the apparatus to connect or interface with power sources and to the vehicle's multiplex bus. The apparatus also includes decision, threshold detection and operational awareness logical software functions that enable it to prioritize power between the vehicles electrical components and interrogative/processing software functions that enable the apparatus to diagnosis abnormalities and communication status information to the vehicle operator.

Abstract: A power steering system capable of giving a driver no discomfort even when an incoming current instruction value sharply decreases. The power steering system comprises a controller C for determining a solenoid current instruction value SI on the basis of a current instruction value I1 in accordance with a steering angle supplied from a steering angle sensor, a current instruction value I2 in accordance with a steering angular velocity, and a current instruction value in accordance with a vehicle speed. The controller C comprises a delay control section for reducing the rate of decrease only when the incoming current instruction value sharply decreases and outputting the resulting current instruction value.

Abstract: A power steering system capable of preventing an unnecessary standby flow produced in high speed travel. A controller C determines a basic current instruction value Id based on a current instruction value I1 in accordance with a steering angle detected by a steering angle sensor 14, a current instruction value I2 in accordance with a steering angular velocity and current instruction values I5, I6 in accordance with a vehicle speed, and adds a standby current instruction value Is to the basic current instruction value Id, and outputs the resultant value of the addition as a solenoid current instruction value SI, and changes the standby current instruction value Is on the basis of the vehicle speed.

Abstract: A system for calculating the actual steering angle position based upon signals received from a relative position steering angle sensor and other vehicle sensors. The system involves calculating a steering angle value based upon a plurality of vehicle models and then weighting and combining the values to determine a steering angle reference value which is used to calculate an offset value which can be applied to the relative position steering angle sensor value to provide a true steering angle value. The vehicle models include a yaw rate model, a lateral acceleration model, a front axle model and a rear axle model. An uncertainty factor is calculated and used to filter the offset value. The data used to determine the offset value may be obtained when the vehicle is driving forward and also when driving rearwardly and relatively straight.

Abstract: An apparatus and method for a steering system which compensates a drive current for certain variables in a steer-by-wire and electrical power assist steering system. The present invention utilizes a steering wheel angle sensor, a road wheel angle sensor, and a controller for determining a precise time and amount of compensation for the drive current.

Abstract: A steering device for a motor vehicle comprises a stationary steering wheel rim, a measurement transducer integrated into the steering wheel rim and provided for generating an electric or electronic signal, and an actuator that can be actuated as a function of the electronic signal in order to adjust steerable wheels. The measurement transducer comprises touch-sensitive sensors on the circumference of the steering wheel rim which detect a position and movement of the hands of a driver touching the steering wheel rim and generate the electric or electronic signal that corresponds to the position and the movement of the hands. An electronic unit for detecting the signal and converting it into a steering signal for controlling the actuator is associated with the measurement transducer.

Abstract: A housing for a hydrostatic transaxle is provided wherein the housing has a chamber in which is disposed a hydrostatic transmission and a chamber in which is disposed an axle shaft that is engaged to the hydrostatic transmission. The housing is also provided with a plurality of caps to cover the chambers.

Abstract: Provides a control unit for an electric power steering apparatus with improved steering performance by recognizing a turn and a return of a steering wheel in a steering wheel return control, and by employing information on a steering angular velocity in calculating a current. This control unit controls a motor for giving steering assist force to a steering mechanism based on a current control value calculated from a steering assist command value calculated based on the steering torque generated in the steering shaft, and a current value of the motor. A steering wheel return controller for applying a steering wheel return control signal to the steering assist command value is provided, thereby to execute the steering wheel return control only when the steering wheel returns.

Abstract: The left and right rear wheels 16B are controlled independently, and the traveling direction of the vehicle 10 is changed (turned) with the speed difference thereof. In other words, conventionally, it was necessary to provide a steering wheel, and the passenger was required to constantly operate such steering wheel. Nevertheless, since merely a designation of the turning direction by previously moving the operation stick 92 to the left or right will enable an automatic turn at an optimum curvature, the passenger is freed from complicated steering operations. Moreover, since the left and right independent control is implemented with PLL control, a highly precise and highly responsive turn is realized.

Abstract: A steer-by-wire system of the preferred embodiment of the invention includes a steering sensor, a turning subsystem, a vehicle sensor, and a controller subsystem. The turning subsystem further includes a first turning actuator to adjust a turning angle of a first road wheel, a first turning sensor to sense first turning factors of the first turning actuator, a second turning actuator to adjust a turning angle of a second road wheel, and a second turning sensor to sense second turning factors of the second turning actuator. The controller subsystem is connected to the steering sensor, to the first turning sensor, to the second turning sensor, and to the vehicle sensor. The control subsystem independently controls the first turning actuator and the second turning actuator.

Abstract: A hydrostatic zero turn transaxle is provided with two transmission housings, wherein the housings and the output axle for the hydrostatic transmission can be easily adapted to be use for left-hand or right-hand drive, without the need for changing the casing or any of the internal gearing. Such housing may be used to improve tracking efficiency in a zero turn vehicle. Another feature of the invention comprises the arrangement of axles and shafts relative to one another. A further feature of the invention is an improved parking brake feature comprising a brake shaft forming part of the output gear train and means for securing said brake shaft when the gear train is stopped to prevent movement of the gear train and the vehicle.