PATENT DOCUMENT

Publication Number: US-11634167-B1
Application Number: US-201916523433-A
Country: US
Kind Code: B1

Title: Transmitting axial and rotational movement to a hub

Abstract:
In one aspect of the present disclosure, a combined suspension and steering module is disclosed that is positionable between an in-hub motor and a body of a vehicle. The module includes a housing, an actuator connected to the housing and including first and second components, and a steering system that is in mechanical cooperation with the actuator to rotate at least one of the first and second components in relation to the housing. The second component is axially movable in relation to the first component and is configured for connection to the in-hub motor to transmit rotational force from the actuator to the in-hub motor to cause angular displacement of the in-hub motor to thereby steer the vehicle.

Claims:
What is claimed is: 
     
       1. A combined suspension and steering module positionable between an in-hub motor and a body of a vehicle, the combined suspension and steering module comprising:
 a housing; 
 an actuator connected to the housing and including first and second components, the second component being axially movable in relation to the first component; and 
 a steering system in mechanical cooperation with the actuator to rotate at least one of the first and second components in relation to the housing, the second component being configured for connection to the in-hub motor to transmit rotational force from the actuator to the in-hub motor to cause angular displacement of the in-hub motor to thereby steer the vehicle, the steering system comprising:
 a motor, 
 a motor shaft connected to the motor, 
 a first gear connected to the motor shaft, and 
 a second gear rotatably connected to the second component of the actuator, the second gear being engageable with the first gear such that rotation of the motor shaft causes corresponding rotation of the first gear and the second gear. 
 
 
     
     
       2. The combined suspension and steering module of  claim 1 , wherein the actuator includes a suspension member positioned between the first and second components to absorb axial force applied to the actuator. 
     
     
       3. The combined suspension and steering module of  claim 1 , wherein the first gear and the second gear are positioned externally of the actuator. 
     
     
       4. The combined suspension and steering module of  claim 1 , wherein the first gear and the second gear are positioned internally within the actuator. 
     
     
       5. The combined suspension and steering module of  claim 4 , wherein the second gear is positioned about the first gear such that the second gear at least partially circumscribes the first gear. 
     
     
       6. The combined suspension and steering module of  claim 1 , further including a power supply system extending through the actuator and configured to supply power to the in-hub motor. 
     
     
       7. The combined suspension and steering module of  claim 6 , wherein the power supply system includes a pair of bus bars, with one of the pair of bus bars fixed relative to the first component and the other one of the pair of bus bars movable axially and rotatably with the second component, with the pair of bus bars configured to transmit electricity between each other to or from the in-hub motor. 
     
     
       8. The combined suspension and steering module of  claim 7 , wherein the power supply system further includes a brush fixed to one of the pair of bus bars and in contact with and slidable along the other one of the pair of bus bars to transmit electricity between the pair of bus bars as the second component moves axially and rotatably relative to the first component. 
     
     
       9. A combined suspension and steering module for use with a vehicle including an in-hub motor, the combined suspension and steering module comprising:
 an actuator including a first component and a second component operatively connected to the first component the second component being axially movable in relation to the first component whereby the actuator is repositionable between a first position, in which the actuator defines a first overall length, and a second position, in which the actuator defines a second overall length less than the first overall length; and 
 a steering system in mechanical cooperation with the second component of the actuator such that the second component is rotatable by the steering system in relation to the first component, the steering system comprising:
 a first gear; and 
 a second gear operatively connected to the second component, the second gear being engageable with the first gear such that rotation of the first gear causes corresponding rotation of the second gear and the second component, 
 wherein the first gear and the second gear are positioned internally within the actuator. 
 
 
     
     
       10. The combined suspension and steering module of  claim 9 , wherein the first component defines an internal chamber configured to receive the second component such that the second component is axially movable within the internal chamber. 
     
     
       11. The combined suspension and steering module of  claim 10 , wherein the actuator further includes a suspension member positioned within the internal chamber to absorb axial force applied to the actuator. 
     
     
       12. The combined suspension and steering module of  claim 11 , wherein the actuator is biased towards the first position by the suspension member. 
     
     
       13. The combined suspension and steering module of  claim 9 , wherein the actuator includes an interface configured for connection to the in-hub motor to transmit rotational force to the in-hub motor. 
     
     
       14. The combined suspension and steering module of  claim 13 , wherein the steering system is in mechanical cooperation with the first component of the actuator to cause rotation of the first component, the second component including the interface and being connected to the first component such that the second component is rotatable in unison with the first component. 
     
     
       15. The combined suspension and steering module of  claim 13 , wherein the interface is connected to the second component. 
     
     
       16. The combined suspension and steering module of  claim 15 , wherein the steering system further comprises a motor, with the first gear operatively connected to the motor. 
     
     
       17. A combined suspension and steering module for use with a vehicle, the combined suspension and steering module comprising:
 a housing connectable to a body of the vehicle; 
 an actuator secured to the housing, the actuator comprising:
 an outer component, and 
 an inner component operatively connected to the outer component such that the inner component is axially movable in relation to the outer component; and 
 
 a steering system in mechanical cooperation with the actuator to cause rotation of the inner component, the inner component including an interface connectable to an in-hub motor of the vehicle to transmit rotation of the inner component to the in-hub motor, the steering system comprising:
 a motor, 
 a motor shaft connected to the motor, 
 a first gear connected to the motor shaft, and 
 a second gear connected to the inner component, the second gear being engageable with the first gear such that rotation of the motor shaft causes corresponding rotation of the first gear and the second gear to thereby rotate the inner component of the actuator relative to the outer component of the actuator and cause angular displacement of the in-hub motor to steer the vehicle. 
 
 
     
     
       18. The combined suspension and steering module of  claim 17 , wherein axial movement of the inner component in relation to the outer component repositions the actuator between a first position, wherein the actuator defines a first overall length, and a second position, wherein the actuator defines a second overall length less than the first overall length. 
     
     
       19. The combined suspension and steering module of  claim 17 , wherein the actuator further includes a suspension member positioned between the inner component and the outer component to absorb axial force applied to the actuator. 
     
     
       20. The combined suspension and steering module of  claim 17 , wherein the first gear and the second gear are positioned internally within the actuator.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application claims the benefit of U.S. Provisional Application No. 62/731,298 filed on Sep. 14, 2018, the contents of which is hereby incorporated by reference in its entirety for all purposes. 
    
    
     FIELD 
     The present disclosure relates generally to vehicle suspension and steering systems, and more specifically, to a combined suspension and steering module. 
     BACKGROUND 
     Conventional vehicles employ a multitude of operational and structural systems to create propulsion and support, including, for example, an engine or a main electrical motor, a transmission, one or more drive shafts, and a power train. The chassis, subframes, link arms, and other supporting structures required to envelop and support these systems can be complex, heavy, and costly, and often create inefficiencies and obstacles with regard to design, integration, packaging, and/or safety. For example, in known suspension and drivetrain systems, the suspension links, driveshafts, and transmissions are often routed through or beneath major crash structures of the vehicle, which can compromise load paths for crash forces. 
     The integration, elimination, and/or relocation of one or more systems would result in the liberation of space that may be otherwise utilized. For example, the additional space created may allow for an increase in interior volume, thereby increasing the comfort of vehicle occupants, as well as the incorporation of additional or more robust crash structures, and may create additional options for the packaging of other components of the vehicle. The elimination of certain systems, such as drivetrains, transmissions, and subframes, for example, may also simplify vehicle design, reduce the overall weight of the vehicle, and reduce cost. 
     The modular unit described herein provides both suspension and steering functionality and can be integrated into existing vehicular platforms to simplify design and replace one or more known systems to address these deficiencies and capitalize on the resultant opportunities. 
     SUMMARY 
     In one aspect of the present disclosure, a combined suspension and steering module is disclosed that is positionable between an in-hub motor and a body of a vehicle. The module includes a housing, an actuator connected to the housing and including first and second components, and a steering system that is in mechanical cooperation with the actuator to rotate at least one of the first and second components in relation to the housing. The second component is axially movable in relation to the first component and is configured for connection to the in-hub motor to transmit rotational force from the actuator to the in-hub motor to cause angular displacement of the in-hub motor to thereby steer the vehicle. 
     In certain embodiments, the actuator may include a suspension member positioned between the first and second components to absorb axial force applied to actuator. 
     In certain embodiments, the steering system may include a motor, a motor shaft connected to the motor, a first gear connected to the motor shaft, and a second gear connected to the second component of the actuator. In such embodiments, the second gear may be engageable with the first gear such that rotation of the motor shaft causes corresponding rotation of the first and second gears. 
     In certain embodiments, the first and second gears may be positioned either externally of the actuator or internally within the actuator. 
     In certain embodiments, the second gear may be positioned about the first gear such that the second gear at least partially circumscribes the first gear. 
     In another aspect of the present disclosure, a combined suspension and steering module is disclosed for use with a vehicle including an in-hub motor. The module includes a steering system and an actuator in mechanical cooperation with the steering system. The actuator includes a first component and a second component operatively connected to the first component such that at least one of the first and second components is rotatable by the steering system. The second component is axially movable in relation to the first component whereby the actuator is repositionable between a first position, in which the actuator defines a first overall length, and a second position, in which the actuator defines a second overall length less than the first overall length. 
     In certain embodiments, the first component may define an internal chamber configured to receive the second component such that the second component is axially movable within the chamber. 
     In certain embodiments, the actuator may further include a suspension member positioned within the internal chamber to absorb axial force applied to actuator. 
     In certain embodiments, the actuator may be biased towards the first position by the suspension member. 
     In certain embodiments, the actuator may include an interface that is configured for connection to the in-hub motor to transmit rotational force to the in-hub motor. 
     In certain embodiments, the steering system may be in mechanical cooperation with the first component of the actuator to cause rotation of the first component. In such embodiments, the second component may include the interface and may be connected to the first component such that the second component is rotatable in unison with the first component. 
     In certain embodiments, the steering system may be in mechanical cooperation with the second component of the actuator such that the second component is rotatable in relation to the first component. In such embodiments, the interface may be connected to the second component. 
     In certain embodiments, the steering system may include a motor, a first gear operatively connected to the motor, and a second gear connected to the second component. In such embodiments, the second gear may be engageable with the first gear such that rotation of the first gear causes corresponding rotation of the second gear and the second component. 
     In certain embodiments, the first and second gears may be positioned either externally of the actuator or internally within the actuator. 
     In another aspect of the present disclosure, a combined suspension and steering module is disclosed for use with a vehicle. The module includes a housing that is connectable to a body of the vehicle, an actuator secured to the housing and including inner and outer components, and a steering system in mechanical cooperation with the actuator to cause rotation of the inner component. The inner component of the actuator is operatively connected to the outer component such that the inner component is axially movable in relation to the outer component. The inner component includes an interface that is connectable to an in-hub motor of the vehicle to transmit rotation of the inner component to the in-hub motor. 
     The steering system includes a motor, a motor shaft connected to the motor, a first gear connected to the motor shaft, and a second gear connected to the inner component. The second gear is engageable with the first gear such that rotation of the motor shaft causes corresponding rotation of the first and second gears to thereby rotate the inner component of the actuator and cause angular displacement of the in-hub motor to steer the vehicle. 
     In certain embodiments, axial movement of the inner component in relation to the outer component may reposition the actuator between a first position, wherein the actuator defines a first overall length, and a second position, wherein the actuator defines a second overall length less than the first overall length. 
     In certain embodiments, the actuator may further include a suspension member positioned between the inner and outer components to absorb axial force applied to actuator. 
     In certain embodiments, the first and second gears may be positioned internally within the actuator. 
     In another aspect of the present disclosure, a combined suspension and steering module is disclosed that is configured for connection to a vehicle wheel. The module includes an actuator defining a longitudinal axis, a first drive assembly, and a second drive assembly. The actuator includes a first component; a drive screw that is rotatable within the first component and axially movable within the first component along the longitudinal axis; and a second component that is fixedly connected to the drive screw such that axial and rotational movement of the drive screw causes corresponding axial and rotational movement of the second component. The second component is configured for connection to the wheel of the vehicle to transmit rotational force from the second component to the wheel to cause angular displacement of the wheel and thereby steer the vehicle. The first drive assembly and the second drive assembly respectively include a ball screw nut and a ball spline nut that are configured for engagement with the drive screw. 
     In certain embodiments, the drive screw may include a helical thread and axial grooves. 
     In certain embodiments, the ball screw nut may be secured to the first component of the actuator and may include ball bearings that are configured for positioning within the helical thread such that relative rotation between the ball screw nut and the drive screw (e.g., via rotation of the ball screw nut relative to the drive screw, or rotation of the drive screw relative to the ball screw nut) causes axial movement of the drive screw along the longitudinal axis. 
     In certain embodiments, the ball spline nut may be secured to the first component of the actuator and may include ball bearings that are configured for positioning within the axial grooves such that rotation of the ball spline nut causes corresponding rotation of the drive screw. In certain embodiments, the first drive assembly and the second drive assembly may be configured such that: (i) rotating the ball screw nut and the ball spline nut at equivalent speeds causes rotational movement of the drive screw without axial movement of the drive screw; (ii) rotating the ball screw nut while maintaining the rotational position of the ball spline nut causes axial movement of the drive screw without rotational movement of the drive screw; and (iii) rotating the ball spline nut while maintaining the rotational position of the ball screw nut causes both axial and rotational movement of the drive screw. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a partial, cross-sectional view of a vehicle including a combined suspension and steering module including an actuator including a first component and a second component according to one embodiment of the present disclosure. 
         FIG.  2    is a side, perspective view of the module seen in  FIG.  1   . 
         FIG.  3    is a longitudinal, partial cross-sectional view of the first component seen in  FIG.  1    shown with the second component. 
         FIG.  4    is a longitudinal, partial cross-sectional view of an alternate embodiment of the first component seen in  FIG.  1    shown with the second component. 
         FIG.  5    is a longitudinal, partial cross-sectional view of the first component seen in  FIG.  1    shown with the second component and one embodiment of a steering system. 
         FIG.  6    is a cross-sectional view of the actuator taken along line  6 - 6  in  FIG.  5    together with one embodiment of a gear. 
         FIG.  7    is a cross-sectional view of the actuator taken along line  6 - 6  in  FIG.  5    together with an alternate embodiment of the gear. 
         FIG.  8    is a longitudinal, partial cross-sectional view of the module seen in  FIG.  1    together with an alternate embodiment of the steering system. 
         FIG.  9 A  is a cross-sectional view taken along line  9 - 9  in  FIG.  8   . 
         FIG.  9 B  is a cross-sectional view taken along line  9 - 9  in  FIG.  8    according to an alternate embodiment of the disclosure. 
         FIG.  9 C  is a cross-sectional view taken along line  9 - 9  in  FIG.  8    according to an alternate embodiment of the disclosure. 
         FIG.  10    is a longitudinal, partial cross-sectional view of the module seen in  FIG.  1    together with an alternate embodiment of the steering system. 
         FIG.  11    is a longitudinal, partial cross-sectional view of the module seen in  FIG.  1    together with an alternate embodiment of the steering system. 
         FIG.  12    is a longitudinal, partial cross-sectional view of the module seen in  FIG.  1    together with the embodiment of the steering system seen in  FIG.  11    and a power supply system. 
         FIG.  13    is an enlargement of the area of detail indicated in  FIG.  12   . 
         FIG.  14    is a longitudinal, partial cross-sectional view of an alternate embodiment of the module seen in  FIG.  1   . 
     
    
    
     DETAILED DESCRIPTION 
     The present disclosure describes suspension and steering modules that are connectable to the in-wheel hub motors of either autonomous or piloted vehicles. Each module includes an actuator having a first component that is connectable to the body of the vehicle and a motor-driven second component that is connectable to one of the in-wheel hub motors. The second components are rotatable in relation to the first components to provide steering functionality to the corresponding wheels of the vehicle. In addition, the second components are axially movable in relation to the first components to absorb forces applied to the wheel of the vehicle during operation, for example, via encounters with surface irregularities or obstacles in the road, and thereby provide suspension functionality. By combining suspension and steering functions into a single module, various components can be eliminated from traditional vehicular design to create additional interior and exterior space that allows for more robust and efficient crash structures, the storage of larger or additional power supplies, and greater flexibility in the packaging of other components of the vehicle. 
       FIGS.  1 - 3    illustrate a combined suspension and steering module  100  for use with a vehicle V having a series of wheels W that are driven by corresponding in-hub motors M. For simplicity, the module  100  is shown in connection with a single wheel W and in-hub motor M in  FIGS.  1  and  2   ; however, it should be understood that identical modules  100  can be utilized in connection with each of the vehicle&#39;s wheels W and in-hub motors M, regardless of their number or location. In addition, it is envisioned that the module  100  may be standardized to facilitate use with any make, model, or style of vehicle V. As discussed in detail below, each module  100  provides both suspension and steering functionality, and includes a housing  102 , an actuator  104 , and a steering system  105  that allows for angular displacement of the wheel W via the application of a rotational force to the actuator  104 . 
     The housing  102  allows for connection of the module  100  to the vehicle V and includes a body portion  106  configured to receive the actuator  104 , and a backing plate  108 . In the particular embodiment illustrated in  FIGS.  1 - 3   , the body portion  106  is configured as a yoke  110  defining a receiving space  112  that is configured to accommodate the actuator  104 . To facilitate receipt of the actuator  104 , the yoke  110  may be configured in correspondence with the actuator  104 . For example, as seen in  FIGS.  1  and  2   , the receiving space  112  may define an arcuate inner contour corresponding to an outer contour defined by the actuator  104 . 
     The backing plate  108  is configured for attachment to a body B of the vehicle V in any suitable location. For example, the backing plate  108  may be connected to a crash structure C of the vehicle V, as shown in  FIGS.  1  and  2   , or to the vehicle chassis (not shown). The backing plate  108  may be secured to the body B of the vehicle V in any suitable manner, such as, for example, through the use of one or more fasteners  114  and bushes  116 , which may be tuned in accordance with the required compliance for the vehicle V, for example, to facilitate an acceptable amount of lateral displacement. 
     In one embodiment of the disclosure, it is envisioned that that body portion  106  and the backing plate  108  may be integrally or monolithically formed so as to define a unitary structure, as shown in  FIGS.  1 - 3   . Alternatively, the housing  102  and the backing plate  108  may be formed separately and connected via welding or any other suitable method of attachment. 
     With continued reference to  FIGS.  1 - 3   , the actuator  104  includes a cylindrical body  118  having a first (outer) component  120  and a second (inner) component  122  that is movable in relation to the first component  120 . More specifically, in the illustrated embodiment, the first component  120  and the second component  122  are operatively connected so as to permit axial and rotational movement of the second component  122  in relation to the first component  120 . In particular, the actuator  104  is configured such that the second component  122  is axially movable in relation to the first component  120  along a longitudinal axis Y ( FIG.  2   ) of the actuator  104 , as well as rotatable in relation to the first component  120  in the directions indicated by arrows  1 ,  2  via the steering system  105  ( FIGS.  1 ,  2   ). 
     In the embodiment shown in  FIGS.  1 - 3   , the first component  120  is connected to the housing  102  to restrain axial and rotational movement of the first component  120  in relation to the housing  102  so as to facilitate the transmission of force between the body B of the vehicle V and the module  100 . The first component  120  may be connected to the housing  102  in any suitable manner. For example, it is envisioned that the housing  102  and the first component  120  may be integrally or monolithically formed so as to define a unitary structure, as shown in  FIG.  3   . Alternatively, as shown in  FIG.  4   , it is envisioned that the housing  102  and the first component  120  may be formed separately and mechanically connected such that the entire actuator  104  (i.e., both the respective first and second components  120 ,  122 ) is rotatable in relation to the housing  102  via the steering mechanism  105  ( FIGS.  1 ,  2   ). To facilitate rotation of the actuator  104  in relation to the housing  102 , it is envisioned that the module  100  may include bearings  424 , or any other suitable structure or mechanism. In such embodiments, the respective first and second components  120 ,  122  may include corresponding structures that are configured to allow the components  120 ,  122  to rotate in unison while permitting relative axial movement between the components  120 ,  122 , such as, for example, splines or a key and keyway arrangement. 
     With reference now to  FIGS.  1 - 3  and  5   , an interface  126  is secured to a lower portion  128  of the second component  122 . The interface  126  establishes a mechanical connection between the actuator  104  and the in-hub motor M ( FIG.  1   ) such that axial and rotational forces are transferrable between the actuator  104  and the wheel W via the in-hub motor M and the interface  126 . The interface  126  may be connected to the actuator  104  in any suitable manner. For example, as seen in  FIG.  2   , the lower portion  128  of the second component  122  and the interface  126  may be formed as separate, discrete structures that are mechanically connected, such as through the use of fasteners  130 , via welding, or any other suitable method of attachment. Alternatively, it is envisioned that the lower portion  128  of the actuator  104  and the interface  126  may be integrally or monolithically formed so as to define a unitary structure. 
     As seen in  FIG.  3   , the first component  120  includes a chamber  332  that receives the second component  122  such that the second component  122  extends axially from the first component  120 . The chamber  332  is configured to allow for axial and rotational movement of the second component  122  in relation to the first component  120  in the manner described herein. 
     Upon the application of force F 1  to the actuator  104 , for example, via encounter with a surface irregularity or an obstacle in the road, the actuator  104  is compressed and moves from a first position, wherein the actuator  104  defines an overall length L 1  ( FIG.  3   ), to a second position, wherein the actuator  104  defines a reduced overall length L 2 . The first component  120  and the second component  122  may be configured and connected to facilitate any desirable range of axial motion R 1  along the longitudinal axis Y. By altering the dimensions of the first component  120 , the second component  122 , and the chamber  332 , the range of axial motion R 1  can be varied to permit increased or decreased travel along the longitudinal axis Y. 
     To facilitate absorption of the force F 1 , the actuator  104  may further include a suspension member  334  ( FIG.  3   ). Although illustrated as being positioned within the chamber  332  between the respective first and second components  120 ,  122  of the actuator  104 , the suspension member  334  may be positioned in any suitable location. For example, in alternate embodiments, a coil-over system may be employed in which the suspension member  334  is positioned externally about the actuator  104  such that the suspension member  334  circumscribes the actuator  104 . 
     The suspension member  334  may be any member, structure, or component suitable for the intended purpose of absorbing and dissipating the forces F 1  ( FIGS.  1 ,  3   ) applied to the actuator  104  during use of the vehicle V. For example, the suspension member  334  may include one or more passive members, such as springs or coils, for example, to bias the actuator  104  towards the first (uncompressed) position. In such embodiments, the suspension member  334  may further include one or more dampers (or other such structure) to suppress vibration transmission and influence operation of the suspension member  334 . Additionally, or alternatively, the suspension member  334  may include a hydraulic or pneumatic system, one or more motors or actuators, or any other suitable structure(s) or mechanism(s) allowing for active functionality. 
     As seen in  FIG.  1   , the vehicle V may include one or more sensors  136  positioned in any suitable location, for example, on the body B of the vehicle V or on the module  100 , to receive and interpret data regarding, for example, the condition of the road surface, the presence of obstacles, etc. In active embodiments of the module  100 , the sensors  136  may be positioned on, or may be in communication with, the module  100  to prepare the module  100  for the force(s) F 1  that will be applied in anticipation of an encounter with a surface irregularity or obstacle in the road. For example, the suspension member  334  may be stiffened upon the detection of an obstacle by the sensor(s)  136 . Additionally, or alternatively, the sensor(s)  136  may relay information to the module  100  regarding the magnitude of the force F 1  once applied such that the module  100  can actively generate and apply a counteractive force F 2 . 
     It is envisioned that the particular components, geometry, and materials used in construction of the suspension member  334  may be chosen to influence the range of axial motion R 1  ( FIG.  3   ) of the actuator  104  to achieve a particular result. For example, a more compliant suspension member  334  may be chosen to permit increased travel and a greater range of axial motion R 1 , whereas a more rigid suspension member  334  may be chosen to reduce travel and limit the range of axial motion R 1 . 
     With reference now to  FIG.  5   , an embodiment of the aforementioned steering system will be discussed, which is identified by the reference character  538 . The steering system  538  is connected to the actuator  104  so as to apply a rotational force to the second component  122  in the directions indicated by arrows  1 ,  2  for transmission to the in-hub motor M ( FIG.  1   ) via the interface  126  to cause corresponding angular displacement of the wheel W in the directions indicated by arrows  3 ,  4  and, thus, facilitate steering and control of the vehicle V. The steering system  538  includes a motor  540 , a steering housing  542 , a motor shaft  544 , a first gear  546  (e.g., a pinion), and a second gear  548 . As seen in  FIG.  5   , in the illustrated embodiment, each component of the steering system  538  is located externally of the actuator  104 . 
     The motor  540  may include any mechanism suitable for the intended purpose of generating and applying a rotational force sufficient to cause angular displacement of the wheel W ( FIG.  1   ). For example, in one particular embodiment, the motor  540  may be an electric motor driven by a battery, a generator, or other such suitable source of power. Although illustrated as being positioned above the steering housing  542  in the embodiment depicted in  FIG.  5   , in alternate embodiments, the particular location of the motor  540  may be varied depending upon, for example, the particular geometry of the vehicle V, design tolerances, and spatial allowances. 
     The steering housing  542  is configured and positioned to support the motor  540  and the motor shaft  544  such that the motor shaft  544  extends between the motor  540  and the first gear  546 . The steering housing  542  may be positioned in any suitable location. For example, as illustrated in  FIG.  5   , the steering housing  542  may be connected to the housing  102  of the module  100 . Alternatively, it is envisioned that the steering housing  542  may be connected to the body B ( FIG.  1   ) of the vehicle V. 
     The first gear  546  is connected to the motor shaft  544  such that rotation of the motor shaft  544  by the motor  540  causes corresponding rotation of the first gear  546 . The first gear  546  includes a set of teeth  550 , splines, or other such structure that is configured for engagement with a corresponding set of teeth  552 , splines, or other such structure included on the second gear  548  such that rotation of the first gear  546  is imparted to the second gear  548 . Although respectively illustrated as an elongate, splined shaft  554  and a gear  556  in the embodiment shown in  FIG.  5   , in alternate embodiments, the gears  546 ,  548  may be configured in any manner suitable for the intended purpose of transmitting rotational force from the motor  540  to the second component  122 . 
     The second gear  548  is connected to, and extends from, an external surface  558  of the second component  122  such that rotation of the second gear  548  causes corresponding rotation of the second component  122  and, thus, the interface  126 . The second gear  548  and the second component  122  may be connected in any suitable manner. For example, in one embodiment, it is envisioned that the second gear  548  and the second component  122  may be integrally or monolithically formed so as to define a unitary structure. Alternatively, it is envisioned that the second gear  548  and the second component  122  may be formed separately and connected via welding or any other suitable method of attachment. 
     The degree to which the second gear  548  circumscribes the second component  122  may be varied depending upon the desired or intended range of angular motion of the wheel W ( FIG.  1   ). As such, it is envisioned that the second gear  548  may either partially circumscribe the second component  122 , for example, such that the second gear  548  extends between approximately 90° and approximately 180° about the second component  122  ( FIG.  6   ), or that the second gear  548  may entirely circumscribe the second component  122  ( FIG.  7   ). 
     As seen in  FIG.  5   , the teeth  550  included on the first gear  546  and the teeth  552  included on the second gear  548  are in directional correspondence. In the illustrated embodiment, for example, the teeth  550 ,  552  are oriented vertically, in generally parallel relation to the longitudinal axis Y of the actuator  104 . Correspondence in the orientation of the teeth  550 ,  552  allows for axial compression and expansion of the actuator  104  without disrupting operation of the steering system  538 . More specifically, during compression and expansion of the actuator  104 , the teeth  552  included on the second gear  548  are permitted to traverse (i.e., slide along) the outer surface of the first gear  546 , thereby preserving engagement of the teeth  550 ,  552  and allowing for uninterrupted rotation of the gears  546 ,  548 . To further facilitate such operation, the first gear  546  (or the teeth  550 ) may define an axial dimension Y 1  ( FIG.  5   ) that is greater than the range of axial motion R 1  for the actuator  104 , that is, the axial distance traveled by the second component  122  during compression and expansion of the actuator  104 , to maintain engagement of the gears  546 ,  548 . Additionally, or alternatively, it is envisioned that the second gear  548  (or the teeth  552 ) may define an axial dimension Y 2  greater than the range of axial motion R 1  for the actuator  104 . Thus, embodiments are envisioned in which the axial dimension Y 1  may be greater than, less than, or equal to the axial dimension Y 2 . 
     With reference again to  FIGS.  1 - 3  and  5   , use and operation of the module  100  will be discussed. During operation of the vehicle V, power is supplied to each of the in-hub motors M ( FIG.  1   ) from a main power source  160  ( FIG.  1   ) in the vehicle V to propel the vehicle V. As force(s) F 1  are applied to the wheels W, those forces F 1  are absorbed by the module  100 . Specifically, the forces F 1  are communicated from the wheel W to a corresponding actuator  104  via the interface  126 , which causes axial compression of the actuator  104  via displacement of the second component  122  ( FIG.  3   ) in relation to the first component  120  along the longitudinal axis Y. As the actuator  104  is compressed, the second component  122  moves axially within the chamber  332  ( FIG.  3   ), through the range of motion R 1 , to thereby absorb the force(s) F 1 , for example, via the suspension member  334 , and reduce communication of the force(s) F 1  to the body B of the vehicle V. 
     To steer the vehicle V, power is supplied to the motor  540  ( FIG.  5   ) of the steering system  538  to rotate the motor shaft  544  and, thus, the first gear  546 . Via engagement of the teeth  550 ,  552 , rotation of the first gear  546  causes rotation of the second gear  548  and, thus, corresponding rotation of the second component  122  and angular displacement (rotation) of the interface  126 . As the interface  126  rotates, rotational force is communicated to the in-hub motor M ( FIG.  1   ) to cause corresponding angular displacement of the wheel W in the directions indicated by arrows  3 ,  4  and permit directional changes in the vehicle V. 
     In certain embodiments, it is envisioned that the steering system  538  may be manually controlled, for example, by an occupant of the vehicle V. Alternatively, in the context of autonomous vehicles, control over the steering system  538  may be relegated to the vehicle V itself, for example, to a central processor  162  ( FIGS.  1 ,  5   ) in directional communication with the steering system  538 . In such embodiments, conditions may be monitored by one or more sensors  564  ( FIG.  5   ), for example, to monitor speed, acceleration, the angular position of the wheels W, force, etc., which may be positioned in any location permitting communication with the central processor  162  to inform control of the vehicle V. For example, as shown in  FIG.  5   , the sensor(s)  564  may be positioned on the steering system  538 . During autonomous function, the central processor  162  may communicate control signals to the steering system  538  to govern operation of the motor  540  and, thus, steering of the vehicle V. 
       FIG.  8    illustrates an alternate embodiment of the steering system, which is identified by the reference character  838 . The steering system  838  includes the aforementioned motor  540 , motor shaft  544 , and first gear  546 , and is substantially similar in both structure and operation to the steering system  538  discussed above with respect to  FIG.  5   . Accordingly, in the interest of brevity, the steering system  838  will only be discussed with respect to any differences from the steering system  538 . 
     In contrast to the steering system  538 , in the steering system  838 , the motor shaft  544  and the first gear  546  are each positioned internally within the actuator  104 . More specifically, the motor shaft  544  and the first gear  546  are positioned within an internal cavity  866  defined by the second component  122 . The first gear  546  is configured and positioned for engagement with a gear  848 , which is substantially similar in both structure and function to the second gear  548  ( FIG.  5   ) discussed above. The gear  848  is secured to an inner wall  868  defining the cavity  866  such that the gear  848  extends inwardly into engagement with the first gear  546 , whereby rotation of the first gear  546  is imparted to the gear  848  and, thus, the second component  122 . 
     As seen in  FIGS.  8  and  9 A , in one embodiment, it is envisioned that the gear  848  may include an annular configuration such that the gear  848  completely circumscribes the first gear  546 . Alternatively, as seen in  FIG.  9 B , the second component  122  may include one or more crescent-shaped gears (or gear tracks)  848  that partially circumscribe the first gear  546 . 
     It is envisioned that the gear  848  and the second component  122  may be connected in any suitable manner. For example, the gear  848  and the second component  122  may be integrally or monolithically formed so as to define a unitary structure. Alternatively, the gear  848  and the second component  122  may be formed separately and connected via welding or any other suitable method of attachment. 
       FIG.  9 C  illustrates an alternate embodiment of the disclosure devoid of the aforementioned gear  848  in which the second component  122  includes a series of integral teeth  852  that extend inwardly from the inner wall  868  defining the cavity  866  and into engagement with the teeth  550  included on the first gear  546 . 
     As can be appreciated through reference to  FIG.  8   , each component of the steering system  838  is in axial alignment. By aligning the components of the steering system  838 , stiffness of the steering system  838  may be increased, for example, relative to the steering system  538  ( FIG.  5   ), in which the gears  546 ,  548  are axially offset. 
     Additionally, it is envisioned that by enclosing the gears  546 ,  848  and the motor shaft  544  within the actuator  104 , the actuator  104  may insulate the gears  546 ,  848  and the motor shaft  544  from dust and other such debris. To further facilitate such insulation, the actuator  104  may include one or more gaskets G ( FIG.  8   ), seals, etc. 
     During operation of the vehicle V and axial compression of the actuator  104 , as discussed above, the second component  122  is displaced in relation to the first component  120  and moves (vertically) through the chamber  332 . As can be appreciated through reference to  FIGS.  8  and  10   , the chamber  332  accommodates vertical displacement of the second component  122  by allowing the second component  122  to move about the first gear  546 , whereby a distance Y 3  defined between the first gear  546  and an end wall  870  of the cavity  866  is reduced. As discussed above in connection with the steering system  538  ( FIG.  5   ), the corresponding (vertical) orientations of the teeth  550 ,  852  respectively included on the gears  546 ,  848  allow for axial compression and expansion of the actuator  104  without disrupting rotation of the gears  546 ,  848  and operation of the steering system  838 . To facilitate such operation, the distance Y 3  defined between the first gear  546  and the end wall  870  of the cavity  866  is greater than the range of axial motion R 1  ( FIG.  8   ), that is, the axial distance traveled by the second component  122  during compression and expansion of the actuator  104 , to maintain engagement of the gears  546 ,  848 . 
       FIG.  11    illustrates another embodiment of the steering system, which is identified by the reference character  1138 . The steering system  1138  includes the aforementioned motor  540 , motor shaft  544 , and gears  546 ,  848 , and is substantially similar in both structure and operation to the steering system  838  discussed above with respect to  FIGS.  8  and  10   . Accordingly, in the interest of brevity, the steering system  1138  will only be discussed with respect to any differences from the steering system  838 . 
     The steering system  1138  further includes a steering housing  1172  and a gear assembly  1174  that communicates rotational motion from the motor  540  to the gears  546 ,  848 . The gear assembly  1174  includes respective first, second, and third gears  1176 ,  1178 ,  1180  that are connected by the motor shaft  544  and a drive shaft  1182 . More specifically, the first gear  1176  is connected to the motor shaft  544  such that rotation of the motor shaft  544  causes corresponding rotation of the first gear  1176 . The respective first and second gears  1176 ,  1178  are in engagement such that rotation of the first gear  1176  causes rotation of the second gear  1178 , which causes rotation of the third gear  1180  via the drive shaft  1182 . The third gear  1180  includes a series of teeth  1184  that are configured in correspondence with the teeth  550  included on the first gear  546  such that rotation of the third gear  1180  causes rotation of the first gear  546 . As discussed above with respect to  FIG.  8   , rotation of the first gear  546  causes corresponding rotation of the gear  848  (secured to the inner wall  868  defining the cavity  866 ) to thereby rotate the second component  122 . 
     As discussed in connection with the preceding embodiments, the teeth  1184  included on the third gear  1180  are oriented in correspondence with the teeth  550  included on the first gear  546  and the teeth  852  included on the gear  848 , which allows for vertical displacement of the second component  122  in relation to the first component  120  without disrupting operation of the steering system  1138 . 
     With reference again to  FIG.  1   , as discussed above, during operation of the vehicle V, power is supplied to the in-hub motors M from the power source  160  of the vehicle V. In one embodiment, it is envisioned that power may be delivered to the in-hub motors M by a cable  186 . In such embodiments, the cable  186  and the components thereof may be provided with sufficient slack to permit both rotation and vertical travel of the wheels W. In various implementations, it is envisioned that the cable  186  may be routed either through or around the module  100  and/or the interface  126 . 
     In one particular embodiment, in addition to the cable  186 , or instead of the cable  186 , power may be supplied to the in-hub motors M ( FIG.  1   ) using a power supply system  1288  ( FIGS.  12 ,  13   ) that is routed through and incorporated into the modules  100 . While the power supply system  1288  is shown and described in connection with the actuator  104  and the steering system  1138 , the components and principles of operation of the power supply system  1288  may be employed in connection with any of the embodiments of the disclosure discussed herein. 
     The power supply system  1288  includes a first bus bar  1290 , a second bus bar  1292  positioned coaxially about the first bus bar  1290 , and insulators  1294 ,  1296 . The insulator  1294  separates the bus bars  1290 ,  1292  from electrical contact and the insulator  1296  insulates the second bus bar  1292  from electrical contact with the first gear  546 . The power supply system  1288  extends through the actuator  104  such that the power supply system  1288  is allowed to remain stationary in relation to the module  100  during operation. More specifically, during operation of the module  100 , the second component  122  and the gears  546 ,  848  are displaced both axially and rotationally in relation to the bus bars  1290 ,  1292 . 
     The power supply system  1288  further includes third and fourth bus bars  1298 ,  1300 , respectively, that are embedded within the second component  122 , as well as brushes  1302 ,  1304  that are configured and positioned for electrical contact with the bus bars  1290 ,  1292  and the bus bars  1298 ,  1300 . More specifically, the brush  1302  is in electrical contact with the bus bars  1292 ,  1298  and the brush  1304  is in electrical contact with the bus bars  1290 ,  1300 . 
     The bus bars  1290 ,  1292 ,  1298 ,  1300  and the brushes  1302 ,  1304  may include (e.g., may be formed from) any material suitable for the intended purpose of communicating electrical power. For example, in one particular embodiment, the bus bars  1290 ,  1292 ,  1298 ,  1300  and the brushes  1302 ,  1304  may include (e.g., may be formed from) copper or any other suitable electrically conductive material. 
     During operation of the vehicle V, electrical power is communicated from the power source  160  ( FIG.  1   ) of the vehicle V, through the power supply system  1288  ( FIG.  12   ) and the modules  100 , to the in-hub motors M. More specifically, power is communicated from the power source  160 , through the bus bars  1290 ,  1292 , to the brushes  1302 ,  1304 . The electrical contact established between the brush  1302  and the bus bars  1292 ,  1298  and between the brush  1304  and the bus bars  1290 ,  1300  allows power to be communicated from the bus bars  1290 ,  1292 , through the brushes  1302 ,  1304 , to the bus bars  1298 ,  1300  and, ultimately, to the in-hub motors M ( FIG.  1   ) without disrupting rotation of the second component  122 . 
       FIG.  14    is a longitudinal, partial cross-sectional view of a module  1400 , which is an alternate embodiment of the module  100  of  FIG.  1   . The module  1400  is substantially similar in both structure and operation to the module  100  and will only be discussed with respect to any differences therefrom in the interest of brevity. 
     The module  1400  includes the actuator  104  and is configured to provide both suspension and steering functionality by causing axial and rotational movement of the second component  122  in relation to the first component  120  in the manner described herein below. More specifically, as discussed in connection with the module  100 , the module  1400  causes axial movement of the second component  122  along the longitudinal axis Y of the actuator  104  (active suspension functionality) and rotational movement of the second component  122  in the directions indicated by arrows  1 ,  2  ( FIG.  14   ) (steering functionality) to cause corresponding angular displacement of the wheel W ( FIG.  1   ) in the direction indicated by arrows  3 ,  4  via the interface  126 . In the illustrated embodiment, the second component  122  is shown as including a compressible section  1402  to accommodate axial movement of the second component  122  in relation to the first component  120 . The compressible section  1402  may include a bellows  1404  that encloses other components and is able to compress and expand. The compressible section  1402  may also include passive suspension components such as a coil spring or a pneumatic spring. 
     The module  1400  includes a first drive assembly  1406  and a second drive assembly  1408  and a drive screw  1410 . In the illustrated example, the first drive assembly  1406  and the second drive assembly  1408  are spaced axially from each other and are arranged around the drive screw  1410 . The first drive assembly  1406  and the second drive assembly  1408  are mechanisms that are configured to cause axial and rotational movement of the second component  122  via the drive screw  1410  in the manner described herein. In the illustrated example, the first drive assembly  1406  and the second drive assembly  1408  each include electric motors that cause motion of the drive screw  1410  using electrical power provided from a power source, such as a battery. 
     The first drive assembly  1406  includes a first stator  1412  and a first rotor  1414 , and a ball screw nut  1416 . The first stator  1412  and the first rotor  1414  define a first electric motor, which can be constructed according to many suitable well-known designs. The first stator  1412  is fixedly connected to the actuator  104  (e.g., to the first component  120 ) and the first rotor  1414  is rotatable in relation to the first stator  1412  in response to interaction of electromagnetic forces between the first stator  1412  and the first rotor  1414 . The first rotor  1414  is connected to the ball screw nut  1416  such that rotation of the first rotor  1414  causes corresponding rotation of the ball screw nut  1416 . 
     The ball screw nut  1416  is conventional in design. For example, the ball screw nut  1416  may include a helical bearing race in which ball bearings  1432  are located for engagement with the drive screw  1410 , and recirculating passages for circulating the ball bearings  1432  through the helical bearing race. 
     In the illustrated example, the first rotor  1414  is connected directly to the ball screw nut  1416 . In alternative implementations, the first rotor  1414  may be connected to the ball screw nut  1416  by intervening components, such as a gear train. 
     In the illustrated example, the first stator  1412  and the first rotor  1414  define the first electric motor such that it is arranged around the drive screw  1410 , for example, with an axis of rotation of the first rotor  1414  being coincident with the longitudinal axis of the drive screw  1410 . In alternative implementations, the first electric motor may be configured differently relative to the drive screw  1410 , such as in an off-axis configuration in which the first electric motor is positioned outside of the housing  102  and the first electric motor and is connected to the ball screw nut  1416  by a gear train or other suitable structure. 
     The second drive assembly  1408  includes a second stator  1420  and a second rotor  1422 , and a ball spline nut  1424 . The second stator  1420  and the second rotor  1422  define a second electric motor, which can be constructed according to many suitable well-known designs. The second stator  1420  is fixedly connected to the actuator  104  (e.g., to the first component  120 ) and the second rotor  1422  is rotatable in relation to the second stator  1420  in response to interaction of electromagnetic forces between the second stator  1420  and the second rotor  1422 . The second rotor  1422  is connected to the ball spline nut  1424  such that rotation of the second rotor  1422  causes corresponding rotation of the ball spline nut  1424 . 
     The ball spline nut  1424  is conventional in design. For example, the ball spline nut  1424  may include axial bearing races that are arrayed around an axial passage through which the drive screw  1410  is received. Ball bearings  1434  are located in the axial bearing races for engagement with the drive screw  1410 , and the ball spline nut includes recirculating passages for circulating the ball bearings  1434  through the axial bearing races. 
     In the illustrated example, the second rotor  1422  is connected directly to the ball spline nut  1424 . In alternative implementations, the second rotor  1422  may be connected to the ball spline nut  1424  by intervening components, such as a gear train. 
     In the illustrated example, the second stator  1420  and the second rotor  1422  define the second electric motor such that it is arranged around the drive screw  1410 , for example, with an axis of rotation of the second rotor  1422  being coincident with the longitudinal axis of the drive screw  1410 . In alternative implementations, the second electric motor may be configured differently relative to the drive screw  1410 , such as in an off-axis configuration in which the second electric motor is positioned outside of the housing  102  and the second electric motor and is connected to the ball spline nut  1424  by a gear train or other suitable structure. 
     The drive screw  1410  is an elongate, generally cylindrical structure that includes a helical groove  1428  (i.e., a screw thread) and axial grooves  1430  that are arrayed around the periphery of the drive screw  1410  and extend in the axial direction of the drive screw  1410  (e.g., in parallel relation to the longitudinal axis Y of the actuator  104 ). As will be explained further herein, the first drive assembly  1406  is configured for engagement with the helical groove  1428  of the drive screw  1410  and the second drive assembly  1408  is configured for engagement with the axial grooves  1430  of the drive screw  1410 . The drive screw  1410  extends axially through the actuator  104  and is secured to the interface  126  such that axial and rotational movement of the drive screw  1410  causes corresponding axial and rotational movement of the interface  126 . 
     The helical groove  1428  is configured for engagement with the ball screw nut  1416  such that relative rotation of the ball screw nut  1416  relative to the drive screw  1410  causes axial movement of drive screw to move the second component  122  along the longitudinal axis Y (i.e., vertically upward and downward movement of the second component  122 ). 
     The axial grooves  1430  are configured for engagement with the ball bearings  1434  of the ball spline nut  1424  to prevent relative rotation between the ball spline nut  1424  and the drive screw  1410  and, thus, to prevent relative rotation between the ball spline nut  1424  and the second component  122 . At the same time, drive screw  1410  is able to move axially relative to the ball spline nut  1424 , as the ball bearings  1434  slide along the axial grooves  1430 . As discussed in further detail below, preventing relative rotation between the ball spline nut  1424  and the drive screw  1410  allows the rotational position of the drive screw  1410  to be controlled via the application of force by the second rotor  1422 . 
     Upon actuation of the first drive assembly  1406 , the ball screw nut  1416  may be caused to rotate either in a first direction of rotation or in a second direction of rotation that is opposite the first direction. As the ball screw nut  1416  is rotated in the first direction (e.g., clockwise), the drive screw  1410  and, thus, the second component  122 , may be moved vertically upward (i.e., towards the first component  120 ) via engagement between the bearings  1432  of the ball screw nut  1416  and the helical groove  1428 . As the ball screw nut  1416  is rotated in the second direction (e.g., counterclockwise), the drive screw  1410  and, thus, the second component  122 , may be moved vertically downward (i.e., away from the first component  120 ). 
     It is envisioned that the orientation and/or pitch of the helical groove  1428  may be varied in alternate embodiments of the disclosure (e.g., depending upon the particular configuration and/or power of the drive assemblies  1406 ,  1408  and/or the motors used therein) to achieve any desired result. For example, in certain embodiments, the orientation of the helical groove  1428  may be reversed such that rotation of the ball screw nut  1416  in the first direction causes downward movement of the second component  122  (i.e., away from the first component  120 ) and rotation of the ball screw nut  1416  in the second direction causes upward movement of the second component  122  (i.e., towards the first component  120 ). Additionally, or alternatively, the pitch of the helical groove  1428  may be increased or decreased to cause increased or decreased vertical travel of the drive screw  1410  for a given degree of relative rotation between the ball screw nut  1416  and the drive screw  1410 . 
     Upon actuation of the second drive assembly  1408 , a force is applied to the ball spline nut  1424  by the second rotor  1422  to control and/or vary the rotational position of the drive screw  1410  and, thus, the second component  122 . For example, the force applied to the ball spline nut  1424  may be sufficient to maintain the rotational positions of the ball spline nut  1424  and the second component  122  (e.g., the second drive assembly  1408  may be used to apply a rotational force to the drive screw  1410  to counteract an opposing rotational force). Alternatively, the force applied to the ball spline nut  1424  may be sufficient to cause rotation of the ball spline nut  1424 , the drive screw  1410 , and the second component  122 , and consequently, rotation of the interface  126  and the wheel W ( FIG.  1   ) in the manner discussed above. 
     With continued reference to  FIG.  14   , operation of the module  1400  will be discussed. By varying the speed of the drive assemblies  1406 ,  1408 , the relative rotational positions of the ball screw nut  1416  and the ball spline nut  1424  and the drive screw  1410  can also be varied. For example, rotating the ball screw nut  1416  and the ball spline nut  1424  at equivalent speeds (i.e., such that there is no relative rotation between the ball screw nut  1416  and the drive screw  1410 ) causes corresponding rotation of the drive screw  1410  via engagement between the ball spline nut  1424  and the axial grooves  1430  such that the ball screw nut  1416 , the ball spline nut  1424 , and the drive screw  1410  are rotated in unison. The absence of relative rotation between the ball screw nut  1416  and the drive screw  1410  allows for rotation of the second component  122  via the interface  126  without any resultant change in the axial position of the drive screw  1410  or the second component  122 . Operating the drive assemblies  1406 ,  1408  such that the ball screw nut  1416  and the ball spline nut  1424  are rotated at equivalent speeds thus results in pure steering functionality. 
     By varying the speed of the drive assemblies  1406 ,  1408 , however, relative rotation between the ball screw nut  1416  and the ball spline nut  1424  and, thus, relative rotation between the ball screw nut  1416  and the drive screw  1410 , can be realized to thereby control the axial position of the second component  122  thereby apply active suspension forces. More specifically, by maintaining the rotational position of the ball spline nut  1424  during rotation of the ball screw nut  1416  (i.e., via the application of force by the second rotor  1422  or by another locking mechanism), the rotational position of the drive screw  1410  can be preserved. Consequently, as the ball screw nut  1416  rotates in relation to the drive screw  1410 , the bearings  1432  are moved through the helical groove  1428  to thereby shift the drive screw  1410  and the second component  122  axially, the direction of which is dependent upon the direction of rotation of the ball screw nut  1416 . Since the rotational position of the drive screw  1410  is maintained via the force applied to the ball spline nut  1424  by the second rotor  1422 , axial movement of the drive screw  1410  and the second component  122  can be achieved without any rotation of the second component  122 , thus resulting in pure suspension functionality. 
     To achieve both steering and suspension functionality, the ball spline nut  1424  is caused to rotate while the ball screw nut  1416  remains stationary such that rotational movement is imparted to the second component  122  via the drive screw  1410 . More specifically, rotation of the ball spline nut  1424  causes corresponding rotation of the drive screw  1410  via engagement between ball bearings  1434  and the axial grooves  1430  and, thus, the second component  122 , the interface  126 , and the wheel W ( FIG.  1   ) to thereby steer the vehicle V. In addition, as a result of the relative rotation between the drive screw  1410  and the (stationary) ball screw nut  1416 , the bearings  1432  are moved through the helical groove  1428  to thereby shift the drive screw  1410  and the second component  122  axially, as discussed above, creating suspension functionality as well. 
     To manage and/or absorb forces applied to the actuator  104  during use of the vehicle V ( FIG.  1   ) (e.g., via encounter with a surface irregularity or an obstacle in the road), the direction of rotation of the ball spline nut  1424  can be varied to move the second component  122  upwards or downwards as needed. More specifically, depending upon the particular orientation of the helical groove  1428 , rotating the ball spline nut  1424  in a first direction (e.g., clockwise) will cause upward movement of the second component  122  whereas rotating the ball spline nut  1424  in a second direction opposite the first direction (e.g., counterclockwise) will cause downward movement of the second component  122 . 
     Although shown as being positioned concentrically about the drive screw  1410 , the ball screw nut  1416 , and the ball spline nut  1424  in the embodiment seen in  FIG.  14   , the location of the stators  1412 ,  1420  and/or the rotors  1414 ,  1422  may be varied in alternate embodiments of the disclosure. For example, depending upon the particular geometry of the vehicle V ( FIG.  1   ), design tolerances, and/or spatial allowances, it is envisioned that the stators  1412 ,  1420  and/or the rotors  1414 ,  1422  may be located remotely from the ball screw nut  1416  and the ball spline nut  1424  and connected thereto via a belt, chain, gear train, or other such suitable structure or mechanism. 
     Additionally, although the drive assemblies  1406 ,  1408  are shown as being identical in the embodiment seen in  FIG.  14   , but for differences in the ball screw nut  1416  as compared to the ball spline nut  1424 , in various embodiments of the disclosure, it is envisioned that the drive assemblies  1406 ,  1408  may be dissimilar. For example, due to the increased force required to control suspension of the vehicle V ( FIG.  1   ) as compared to steering of the vehicle V, the second drive assembly  1408  may be smaller, less powerful, and/or operable at a lower bandwidth than the first drive assembly  1406  (e.g., the first drive assembly  1406  may be rated at 50 Hz to 100 Hz whereas the second drive assembly  1408  may be rated at 5 Hz to 10 Hz). 
     Persons skilled in the art will understand that the various embodiments of the disclosure described herein and shown in the accompanying figures constitute non-limiting examples. Additionally, persons skilled in the art will understand that the elements and features shown or described in connection with one embodiment may be combined with those of another embodiment without departing from the scope of the present disclosure. 
     In the preceding description, reference may be made to the spatial relationship between the various structures illustrated in the accompanying drawings and to the spatial orientations of the structures. However, as will be recognized by those skilled in the art after a complete reading of this disclosure, the structures described herein may be positioned and oriented in any manner suitable for their intended purpose. Thus, the use of terms such as “above,” “below,” “upper,” “lower,” “inner,” “outer,” etc., should be understood to describe a relative relationship between structures and/or a spatial orientation of the structures. 
     The use of terms such as “approximately” and “generally” should be understood to allow for variations in any numerical range or concept with which they are associated. For example, it is envisioned that the use of terms such as “approximately” and “generally” should be understood to encompass variations on the order of 25%, or to allow for manufacturing tolerances and/or deviations in design. 
     The present technology may be implemented in the context of systems that gather and use data available from various sources to improve control of vehicle actuator systems, for example, by customizing control of vehicle actuator systems based on user preferences that are stored in a profile that is associated with a user. The present disclosure contemplates that in some instances, this gathered data may include personal information data that uniquely identifies or can be used to contact or locate a specific person. Such personal information data can include demographic data, location-based data, telephone numbers, email addresses, twitter ID&#39;s, home addresses, data or records relating to a user&#39;s health or level of fitness (e.g., vital signs measurements, medication information, exercise information), date of birth, or any other identifying or personal information. 
     The present disclosure recognizes that the use of such personal information data, in the present technology, can be used to the benefit of users. For example, the personal information data can be used to identify a person who is present in a vehicle and change comfort-related settings based on information from a stored profile. Further, other uses for personal information data that benefit the user are also contemplated by the present disclosure. 
     The present disclosure contemplates that the entities responsible for the collection, analysis, disclosure, transfer, storage, or other use of such personal information data will comply with well-established privacy policies and/or privacy practices. In particular, such entities should implement and consistently use privacy policies and practices that are generally recognized as meeting or exceeding industry or governmental requirements for maintaining personal information data private and secure. Such policies should be easily accessible by users, and should be updated as the collection and/or use of data changes. Personal information from users should be collected for legitimate and reasonable uses of the entity and not shared or sold outside of those legitimate uses. Further, such collection/sharing should occur after receiving the informed consent of the users. Additionally, such entities should consider taking any needed steps for safeguarding and securing access to such personal information data and ensuring that others with access to the personal information data adhere to their privacy policies and procedures. Further, such entities can subject themselves to evaluation by third parties to certify their adherence to widely accepted privacy policies and practices. In addition, policies and practices should be adapted for the particular types of personal information data being collected and/or accessed and adapted to applicable laws and standards, including jurisdiction-specific considerations. For instance, in the US, collection of or access to certain health data may be governed by federal and/or state laws, such as the Health Insurance Portability and Accountability Act (HIPAA); whereas health data in other countries may be subject to other regulations and policies and should be handled accordingly. Hence different privacy practices should be maintained for different personal data types in each country. 
     Despite the foregoing, the present disclosure also contemplates embodiments in which users selectively block the use of, or access to, personal information data. That is, the present disclosure contemplates that hardware and/or software elements can be provided to prevent or block access to such personal information data. For example, the present technology can be configured to allow users to select to “opt in” or “opt out” of participation in the collection of personal information data during registration for services or anytime thereafter. In another example, users can limit the types of uses of personal information or may limit the time period over which such information is stored and available for use. In addition to providing “opt in” and “opt out” options, the present disclosure contemplates providing notifications relating to the access or use of personal information. For instance, a user may be notified upon downloading an app that their personal information data will be accessed and then reminded again just before personal information data is accessed by the app. 
     Moreover, it is the intent of the present disclosure that personal information data should be managed and handled in a way to minimize risks of unintentional or unauthorized access or use. Risk can be minimized by limiting the collection of data and deleting data once it is no longer needed. In addition, and when applicable, including in certain health related applications, data de-identification can be used to protect a user&#39;s privacy. De-identification may be facilitated, when appropriate, by removing specific identifiers (e.g., date of birth, etc.), controlling the amount or specificity of data stored (e.g., collecting location data a city level rather than at an address level), controlling how data is stored (e.g., aggregating data across users), and/or other methods. 
     Therefore, although the present disclosure broadly covers use of personal information data to implement one or more various disclosed embodiments, the present disclosure also contemplates that the various embodiments can also be implemented without the need for accessing such personal information data. That is, the various embodiments of the present technology are not rendered inoperable due to the lack of all or a portion of such personal information data.

Metadata:
Filing Date: 20190726
Publication Date: 20230425
Grant Date: 20230425
Priority Date: 20180914
Inventors: DOWLE, JAMES J.
WOLF, PHILIPP J.
FHYR, DAN-SVERKER A.
LACKRITZ, NEAL M.
Assignee: APPLE INC
CPC Classifications: [{"code": "B62D7/06", "inventive": false, "first": false, "tree": "[]"}, {"code": "B62D5/0418", "inventive": true, "first": true, "tree": "[]"}, {"code": "B62D5/0421", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G11/14", "inventive": true, "first": false, "tree": "[]"}, {"code": "B62D5/0403", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60G17/0195", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G2500/40", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2200/445", "inventive": false, "first": false, "tree": "[]"}, {"code": "B62D5/0403", "inventive": true, "first": true, "tree": "[]"}, {"code": "B60G17/0195", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G11/14", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G2500/40", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2200/445", "inventive": false, "first": false, "tree": "[]"}, {"code": "B62D5/0421", "inventive": true, "first": false, "tree": "[]"}, {"code": "F16H2025/2081", "inventive": false, "first": false, "tree": "[]"}, {"code": "F16H2025/2075", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60K7/0007", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60K2007/0092", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2200/44", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2300/50", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2204/182", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G17/0165", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G2500/10", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2500/20", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2400/823", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G2400/821", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60G13/08", "inventive": true, "first": false, "tree": "[]"}, {"code": "B60G2202/24", "inventive": false, "first": false, "tree": "[]"}]
Family ID: 86059917