Abstract: A rear wheel suspension for a motor vehicle having front wheel drive includes a telescopic strut rigidly mounted to a wheel support member and having its upper end pivotably mounted to the vehicle chassis. Two laterally extending control arms are pivotably connected at their outboard ends to the wheel support member and at their inboard ends to the vehicle chassis. The two control arms are spaced and have a spring seat bracket pivotably mounted therebetween which seats an outer end of a transverse leaf spring interposed between the bracket and the vehicle chassis. The spring seat is pivotable with respect to the control arms to allow the control arms to undergo jounce and rebound movement while maintaining the spring seat bracket in a near horizontal position. In addition, the spring seat bracket allows the control arms to control the toe angle of the rear wheel during recession of the rear wheel as well as evenly distributes the leaf spring load onto the two arms.

Abstract: A foot operated vehicle having a frame with a flat foot support platform supported by front and rear wheels for the support of one foot of the operator while the vehicle is propelled by the other foot of the operator and wherein turning is accomplished by a leaning motion of the operator in the intended direction of the turn. A steerable front wheel assembly of the vehicle includes a front axle, a front wheel mounted on the front axle, a steering shaft connected to the front axle and assembled to the frame for pivotal rotation of the front wheel about a generally upright axis. Bias means are connected between the steering shaft and the frame operable to bias the front wheel in a straight ahead or centered position with respect to the frame whereby upon execution of a turn, the front wheel pivots in the direction of the turn against the influence of the bias means, and is returned to the straight ahead position by the bias means upon completion of the turn.

Abstract: A method and an apparatus for measuring wheel alignment of motor vehicles, particularly, toe-in and the angle of camber, comprising at least a pair of measuring units. Each unit comprises a sensor plate having a semi-circular configuration substantially corresponding to the upper half of the wheel to be measured. The sensor plate is brought into contact with the outer side face of one of a pair of front or rear wheels of a vehicle. The sensor detects the inclination of the sensor plate in the vertical level which is perpendicular to the floor surface on which the vehicle is placed. The sensor also detects the direction of the sensor plate in the horizontal level which is parallel to the floor surface. The angle of camber of the wheel is determined on the basis of the measured inclination of the sensor plate. The toe-in of the pair of wheels is determined on the basis of the measured directions of the sensor plates for the pair of wheels.

Abstract: An apparatus and corresponding method for detecting steering or front-end alignment defects in a vehicle, such as an automobile, having a steering wheel steerably connected to dirigible front wheels. Each side of the vehicle being tested is restrained from sideward motion by a retaining brace having a force transducer mounted therein. A roller mounted in a support floor rotates or allows the rotation of each of the front wheels of the vehicle. While the front wheels are rotated, the steering wheel of the vehicle is turned from center position through a relatively small angle of rotational to the right and then to the left (or vice versa). An angle indicating device measures the angles of steering wheel rotation. While the steering wheel is maintained momentarily at each of the respective angles of rotation, a rotating-force measuring device, such as a torque wrench, is used to measure the force exerted on the steering wheel and the force transducers, in cooperation with a readout device, are used to determine the force exerted on the respective retainers. All force values thus obtained are then mathematically compared to determine if a steering or front-end alignment defect exists in the vehicle.

Abstract: A vehicle suspension system comprises a combination of cantilevered spring members which extend in opposite directions across the front and rear ends of the vehicle and are supported between upper and lower bearing members which are spaced to regulate the degree of resistance to roll or cornering loads both at the front and rear end suspensions. Novel and improved A-frame assemblies with toe and camber adjustments are provided at the front end of the system, and outboard extensions are provided at the rear end to increase the effective span or extension of the spring members in countering any tendency of the vehicle to roll.

Abstract: An independent rear wheel suspension for a motor vehicle having front wheel drive includes a wheel support member, and two laterally extending control arms pivotably connected at their outboard ends to the wheel support member and at their inboard ends to the vehicle chassis. The two laterally extending control arms are longitudinally and vertically spaced apart. One arm has an integrally formed spring seat which seats a coil spring interposed between the arm and the vehicle chassis. A trailing arm is rigidly connected to the wheel support member and has its front end connected through a resilient bushing. The resilient bushing has an outer sleeve coaxially mounted about an inner sleeve with layers of bonded elastomeric material and coaxial rings interposed therebetween and bonded to the inner and outer sleeves. In addition, the suspension can be constructed to control toe-in of the rear wheel during jounce or recession of the rear wheel. The central axis of the inner and outer sleeve are angled rearwardly and inboard. The outer sleeve is axially fixed to the front end of the trailing arm and can axially move against the resilient forces of the elastomeric material. As the wheel recesses, the bushing allows the front end of the trailing arm to move inboard and promotes the wheel to toe-in during recession.

Abstract: A tricycle type vehicle with two forwardly disposed spaced apart drive wheels and a rear centrally disposed caster wheel. Spaced apart auxiliary drive wheels flank both sides of the rear caster wheel and are arranged for vertical movement on the vehicle. The auxiliary drive wheels may be in an up inoperative position to permit the vehicle to act solely as a tricycle with two driving wheels, or down in ground engaging operative position causing the caster wheel to be raised off the ground and thus converting the vehicle to a four wheel drive vehicle.

Abstract: An arrangement for the measuring and correction of the steering geometry of motor vehicles, in particular their alignment and camber angles, through the intermediary of mechanical components associated with each wheel of a wheel pair and which serves for the scanning of the actual value of the wheel angles, whereby the values determined in this manner are converted into electrical signals through the utilization of data pick-ups and are then displayed. This arrangement essentially inventively consists of in that in the measuring of the steering geometry provided as the measuring basis on the wheel suspension of a wheel pair with the utilization, for instance, of individually adjustable wheel positioning elements, of which each is connected with a carriage extending transverse of the travelling direction of the wheels and supporting the actual value scanning elements, and in which one of the two wheel positioning elements has associated therewith a longitudinal measuring system serving for the correction of the alignment angle (α), during the displacement of which there is produced a correction angle (αk) in a calculator connected to the output thereof, and in conjunction with the actual value wheel angle (α) separately obtained for each wheel of the wheel pairs superimposes itself in the counters associated with the calculator as well as with the measured value pick-ups associated with the inherent wheels, and which are displayed as a real correcting magnitude, whereas the actual value wheel angle (β) of each wheel is conveyed directly to the counters.

Abstract: A steering wheel device for an automotive vehicle, comprises a steering shaft arranged in the automotive vehicle, a steering wheel frame fixed to the upper end portion of the steering shaft, a main frame which can move in relation to the steering wheel frame, a steering wheel pad attached to the main frame in such a way that the steering wheel pad can function as a horn switch, the steering wheel pad having a plurality of operation holes, and a plurality of operation switches for controlling an electric device other than the horn switch, the operation switches being fixed at the bottom portion thereof to the steering wheel frame. The top of the operation switches is placed in the corresponding operation holes and apart from the front surface of the steering wheel pad by such a distance that, when the steering wheel pad is pushed to actuate the horn switch, the top of the operation switches does not protrude from the front surface of the steering wheel pad.

Abstract: A fault detecting and automatic calibrating apparatus is provided for monitoring the position of a monitored apparatus. The calibrating apparatus detects errors and corrects the errors during its monitoring operation. In one embodiment, the monitored apparatus is a wheel alignment testing apparatus which checks a front wheel suspension system for proper alignment. The wheel aligner is simultaneously moveable about both a vertical axis and a horizontal axis. The movements of the wheel aligner are detected by transducers which provide angle signals corresponding to a toe angle and a camber angle of a wheel being tested. The calibrating apparatus checks the magnitude of the angle signals whenever a control circuit outputs a target pulse indicating that the toe angle or camber angle of the wheel is at predetermined angles. The predetermined angles are conveniently selected at zero degrees and a positive one degree. If the magnitude of the toe angle signal or camber angle signal does not correspond to a positive one degree toe or a positive one degree camber, upon occurrence of the target pulse, a visual indication is provided by the calibrating apparatus indicating that the apparatus is not properly calibrated. If the magnitude of the toe angle signal or camber angle signal does not correspond to zero degress toe or zero degrees camber, upon occurrence of the target pulse, the calibrating apparatus automatically recalibrates itself so that the angle signal is adjusted to correspond to the actual zero angle of the wheel.

Abstract: A wheel alignment gauge comprising a pair of beams, each adapted to be mounted on or located against a different one of a pair of vehicle wheels or axles for such wheels, each of the beams is provided with a pivoted arm at an end of the beam which projects beyond the outer circumference of the wheel and the arms are interconnected by an elastic link, each of said arms is provided with read-out means to give an indication of the angular position of the arm relative to the beams, and thereby of the angular mis-alignment (toe angle) between the plane of rotation of the vehicle wheels or plane of rotation about the axles for the wheels; the read-out means being adjustable relative to the associated pivoted arm in order to allow for the steering angle at which the "toe out on turns" of the wheel is measured and provide an accurate direct reading gauge.

Abstract: An independent rear wheel suspension for a motor vehicle having front wheel drive includes a telescopic strut rigidly mounted to a wheel support member and having its upper end pivotably mounted to the vehicle chassis. Two laterally extending control arms are pivotably connected at their outboard ends to the wheel support member and at their inboard ends to the vehicle chassis. The two control arms are longitudinally spaced apart. One arm has an integrally formed spring seat which seats a coil spring interposed between the arm and the vehicle chassis. One of the arms is mounted through two longitudinally spaced resilient bushings which controls the amount of wheel recession. In addition, the suspension can be constructed to control the toe angle of the rear wheel during jounce or recession of the rear wheel.

Abstract: An individual wheel suspension is disclosed for a non-steered wheel of a motor vehicle such as an automobile which undergoes a change in camber by spring travel. The individual wheel suspension comprises a trailing arm which is articulated in the direction transverse to the lengthwise axis of the vehicle by at least one wishbone and connected in the lengthwise direction of the vehicle to the vehicle body via a lengthwise arm with a swivel bearing having a swivel axis which lies essentially in the direction transverse to the lengthwise axis of the vehicle, and an auxiliary device which engages the lengthwise arm at a distance from the swivel axis and by means of which the lengthwise arm is pivoted in the direction transverse the lengthwise axis of the vehicle along the swivel axis as the wheel goes up and down. The wheel suspension is characterized in that the auxiliary device engages the lengthwise arm in the vicinity of the swivel bearing-in design position of the vehicle at a vertical distance from a swivel axis whereby the auxiliary device can influence the toe-in on the wheel as it goes up and down with low construction costs and small space requirements.

Abstract: PURPOSE:To achieve run guidance with high reliability by performing high-precision arithmetic display under any run condition, by detecting the steering angle of a steering wheel and the calculating an azimuth angle of movement from the detected steering angle and a preset initial value. CONSTITUTION:A steering angle sensor detects the steering angle of a steering wheel, and an azimuth angle of movement is calculated on the basis of its detected steering angle and a prederermined initial value. For example, to a steering angle sensor 3 which detects the steering angle gamma of a steering wheel, an arithmetic device 4 which calculates the azimuth angle thetas of a vehicle on the basis of the steering angle gamma and the azimuth angle thetam of the vehicle at a starting point detected by a magnetic compass, etc., is connected, and an arithmetic device 5 is further connected. Further, a run sensor 2 which outputs a pulse signal at every vehicle position run distance is connected to the arithmetic device 4 and 5, and the arithmetic device 5 finds the current position of the vehicle.

Abstract: An apparatus for measuring toe-in of front wheels of a motor vehicle. The apparatus includes units for measuring the inclination of corresponding wheels. The units are connected to a circuit displaying a value indicating lateral offset distance between the respective rear and front of each front wheel. Thus, equal distribution of toe-in to the right and left wheels is easily realized when the steering wheel is at the center position.

Abstract: An amphibious two-wheeled cycle having an occupant-receiving hull secured to and receiving a frame and provided with front and rear wheel wells, a steerable front wheel supported by the frame and partially received in the front wheel well, and a motor-driven rear wheel supported from the frame and partially received in the rear wheel well. The front wheel well is defined by a special unit which provides a substantially watertight continuation of the hull but which allows unimpeded turning movement of the front wheel about a steering axis for steering the vehicle on land.

Abstract: A wheel alignment apparatus and method are provided for use in aligning the front wheels of a vehicle. The wheel alignment apparatus includes a dynamic wheel aligner which determines the dynamic toe angle and dynamic camber angle of a wheel using the axial displacement of rolls upon which each front wheel is rotatable. The wheel alignment apparatus stores these dynamically determined values and stops the rotation of the rolls. After predetermined time delays, an alignment operator makes adjustments to the toe and camber angles of the wheel so that these angles are within a desired range. The changes in the toe angle and camber angle during alignment are determined by the apparatus and combined with the dynamically determined toe and camber angles. As a result, the alignment operator continuously has a visual indication of the toe and camber angles during alignment. The wheel alignment apparatus also removes unwanted changes in the tow angle which occur during the predetermined time delays so that the visual indication accurately reflects the dynamic toe angle.

Abstract: The invention relates to a method and apparatus for dynamically measuring vehicle front end parameters such as toe-in (or toe-out) and camber angle. The apparatus includes a separate pair of support rollers for supporting each vehicle front wheel and causing rotation thereof. A sensing roller is adapted to contact the tire tread surface at the lowermost point of the tire so as to be rotated by rotation of the wheel. The axis of the sensing roller is arranged transverse to the plane of rotation of the wheel such that any toe-in or toe-out of the wheel causes a transverse or generally axial displacement of the sensing roller to a position wherein the axis of the sensing roller is normal to the toe-in or toe-out direction of the wheel. The sensing roller is mounted on an axle which forms one bar of a trapezium shaped four bar linkage which causes said sensing roller to pivot about an effective pivot point which is arranged, by means of said linkage, a considerable distance away from the wheel. The pivot point is the point of intersection of the center lines of the tapered sides of the linkage since the bars of the linkage are pivotally interconnected. A further sensing roller for measuring camber angle and methods of measuring toe-in and camber angle are also disclosed and claimed.

Abstract: PURPOSE:To enable adjustment without causing any deviation in alignment by coupling a pair of right and left brackets by a rod having a turn buckle and by making the adjustment of a toe angle through rotation of the brackets. CONSTITUTION:So as to make the adjustment of the toe angle of wheels 22 and 22', bolts 47, 47' and bolts 50, 50' whereby the brackets 34 and 34' are fitted to the member of a car body are loosened. Next, by turning the turn buckle 54, the effective length of two rods 51 and 51' for adjusting the toe angle is increased or decreased. As the result, the brackets 34 and 34' turn in the direction opposite to each other around the bolts 50 and 50'. Right and left spindles 21 and 21' fitted to the ends on one side of right and left parallel links 28 and 28' rotate in the same way with the right and left parallel links. On the occasion, rubbers 26 and 26' of a bearing bush are bent slightly and thereby bolts 27 and 27' are turned. This results in the turning of the wheels 22 and 22' fitted to the spindles 21 and 21', whereby the toe angle is changed.