Abstract: We report the results of transfer of the long toe flexors and lengthening of the calcaneal tendon in 33 patients with equinovarus deformity requiring orthoses after a stroke. Review of 29 patients more than two years after surgery showed that 21 were able to walk without an orthosis. Equinovarus deformity had recurred in six patients and hammer toe in 11, but walking ability without bracing was still better in seven of these. Results are improved by the release of the short toe flexors.

Abstract: In a method for controlling a front and rear wheel steering system in which front wheels of a vehicle are steered according to a combination of a steering wheel input and an output from a compensatory front wheel steering actuator, and rear wheels of the vehicle are steered by a rear wheel steering actuator. The front wheel steering angle is augmented according to the deviation of the actual yaw rate from a target yaw rate computed from the travelling speed of the vehicle and the steering input from the steering wheel to compensate for the delay in the yaw rate response so that the rear end of the vehicle would not be swung sideways during a turning maneuver, and the vehicle operator would not be subjected to any unfamiliar feeling. Furthermore, when the vehicle is subjected to a side wind or cross wind, because the orientation of the vehicle is corrected from the downwind direction to the upwind direction by steering the front wheel, it is possible to restore the orientation of the vehicle to an appropriate direction without the vehicle being wholly thrown laterally by the side wind. The rear wheels are steered so as to reduce the side slip angle to zero as an additional feature of the present invention, whereby the orientation of the vehicle during a turning maneuver may be aligned with the actual trajectory of the vehicle, and the driveability of the vehicle can be improved.

Abstract: A four-wheel steering vehicle having a body frame, front and rear wheels steerable by a steering wheel, and a connecting mechanism for transmitting movement of the steering wheel to the front and wheels. The connecting mechanism includes a pitman arm overhanging laterally of the body frame to be pivotable with turning of the steering wheel, a first front wheel knuckle arm operatively connected to one of the front wheels, a first rear wheel knuckle arm operatively connected to one of the rear wheels disposed at the same side as the other front wheel, a front wheel drag link disposed laterally outwardly of the body frame and extending longitudinally of the body frame, the front wheel drag link interconnecting the pitman arm and the first front wheel knuckle arm, and a rear wheel drag link extending substantially horizontally over and across the body frame, the rear wheel drag link interconnecting the pitman arm and the first rear wheel knuckle arm. The one rear wheel and the first rear wheel knuckle arm are operatively interconnected through a rear wheel kingpin assembly. The rear wheel kingpin assembly includes an inner support fixed to a rear axle case, an outer support, and a kingpin rotatable about a vertical axis and interconnecting the inner support and the outer support. The first rear wheel knuckle arm is fixed to an upper end region of the outer support.

Abstract: Pathological findings of the fingers and toes were studied in finger and toe skin specimens from 21 male patients with vibration syndrome and 13 referent male cadavers. Thickening of the medial muscle layer of small arteries or arterioles, and increase of collagen fibers in the connective tissues, especially in perivascular regions, were noted in not only the finger but also the toe in patients with vibration syndrome. The ratio of the medialexternal diameter in the finger and toe was significantly greater in the patients than in the refer­ encts, even in the patients who had operated chain saws, bush cutlers or grinders and had not been exposed to vibration of the foot directly. And the ratio in the finger was approximately parallel with that in the toe in the same subject. The present findings pathohistologically confirmed the existence of circulatory disturbances in the feet as well as the hands. The medial thickening of arteries and perivascular fibrosis in the toe can re­ sult from not only direct vibration exposure of the foot, but also long-term repeated vasoconstriction and cir­ culatory disturbances in the foot through the activation of the sympathetic nerve system caused by hand-arm vibration.

Abstract: A four-wheel steering system for a vehicle including a front wheel steering part having a front direction control valve (18) having ports (28, 30) which close and open in accordance with a rotating direction of a steering wheel (16), and a front actuator (10) for pushing or pulling a tie rod (12, 14) connected to a front wheel (2, 4), an electronic control unit (ECU) for controlling a steering of the rear wheels (38, 40) in response to signals transmitted from a vehicle speed sensor (60), a steering angle sensor (58) and a steering amount feedback sensor (68, 70, 72, 74) and a rear wheel steering part having first and second solenoid valves (54, 56) independently controlled by said electronic control (ECU), first and second rear direction control valves (42, 44) independently controlled by said electronic control unit (ECU) and first and second rear wheel actuators (46, 48) for pulling or pushing said rear wheels (38, 40) selectively or simultaneously.

Abstract: Toe of a pair of wheels on the same axle is adjusted by first measuring the toe of a first wheel of the axle. A specification value for the toe of the first wheel is then subtracted from the measured value of toe for that wheel, and the difference is stored as a first toe comparison value. The toe of a second wheel on that axle is adjusted until the total toe of the wheels on that axle minus a specification value for total toe for the wheels on that axle equals the first toe comparison value. The toe of the first wheel is subsequently adjusted until the total toe of the wheels on the axle is substantially equal to the specification value for the total toe for the wheels on that axle. Apparatus which performs the method is also disclosed.

Abstract: A toe-in angle adjustment mechanism is provided which comprises a geared adjustment plate that is attached to a suspension arm for a rear wheel. The adjustment plate has a bushing centrally mounted therein and is connected to the wheel spindle. A locking plate is provided to prevent unwanted frame movement of the wheel angle during adjustment. The locking plate has an access for a geared adjustment tool for engaging the teeth of the adjustment plate to pivot the adjustment plate and thus the spindle to adjust the toe-in angle of the wheel.

Abstract: A power driven wheel chair is described which includes a rear wheel support frame and at least two ground engaging rear wheels mounted in spaced relation to opposed sides of the rear wheel support frame. A front wheel support frame is pivotally secured to the rear wheel support frame for pivotal movement about a substantially horizontal axis. At least two ground engaging front wheels are mounted in spaced relation to opposed sides of the front wheel support frame. A drive motor provides motive force to at least one wheel of one of the pairs of at least two ground engaging wheels. A chair is mounted on one of the rear wheel support frame and the front wheel support frame. The wheel chair, as described, has added stability as relative pivoting of the rear wheel support frame and the front wheel support frame maintains the wheels in contact the ground at all times.

Abstract: A front wheel drive motor vehicle is made having a strong, light weight, and attractive arrow-like body made with steel square tubing. Easily removable and replaceable plastic panel inserts complete the body. Vehicle entry is step in style by rolling back the top. The top is also easily removable to make it a convertible type vehicle. The vehicles front wheels are driven through a bevel gear drive which provides a narrow wheel track and drives both front wheels simultaneously. Suspension and steering along with drive support is through a pair of special U-shaped springs. The U-shaped springs also provide a semi-independent front suspension. The vehicle has a wide rear wheel track for stability.

Abstract: The system includes camber and toe sensing apparatus, a memory for storing camber and toe specifications for a plurality of vehicles, and a computer. The computer compares sensed camber and toe with corresponding specification of camber and toe, selects a shim from a plurality of standard shims and a shim orientation to attempt to correct both camber and toe in accordance with a preset priority, and determines residual camber error and residual toe error that would result from installation of the shim at the selected orientation. The user may select another orientation that attempts to correct both camber and toe in accordance with the manually requested desired priority. The user works with the system interactively, and can request various error priorities or allocation on the fly. The residual errors resulting from the selected priorities are displayed in substantially real time to provide visual feedback. The display includes a graphical representation of the shim to be inserted, shown in the installation orientation. The size of the representation of the shim may be made the same as the actual size of the shim. The user then places the actual shim up to the display and marks it appropriately for installation. This is especially useful for two piece shims which have parts movable with respect to each other to set shim taper. The actual size representation on the display facilitates orienting both parts of two part shims properly.

Abstract: Operation amounts of actuators are controlled in response to a steering wheel angle θh, a steering wheel angular velocity θhs, and a road surface μ, in addition to a vehicle speed Vel, to change a caster angle. The caster angle is increased to increase a righting moment of vehicle wheels during steering. The caster angle is increased according to the vehicle speed Vel in non-steering and initial steering conditions, to stabilize the vehicle. This thereby improves the vehicle stability in normal and transitional conditions.

Abstract: The invention is a system and method for dynamically adjusting the positions of the front and rear wheels of an automotive vehicle comprising first and second accelerometers disposed to sense the acceleration of front and rear wheels and to generate first and second electrical signals representative of the magnitude of such acceleration, a speed sensor disposed to sense the speed of the vehicle and to generate a third electrical signal representative of such speed, a steering dispenser disposed to sense the position of the steering mechanism of the vehicle for generating a fourth electrical signal representative of vehicle turning and direction thereof, a plurality of actuators at least one being connected to each wheel to selectively adjust the toe angle of the wheel and control means connected to the actuators responsive to the first, second, third and fourth electrical signals for controlling the actuators to dynamically adjust the toe angle of each wheel to a position optimum for vehicle speed and driving condition.

Abstract: A measuring wheel detects forces and moments between the rim and axle of a vehicle wheel with measuring sensors between the rim face and a wheel flange apparatus transmits the energy and data to a measurement evaluation and processing system on the vehicle. The wheel flange and/or the front of the rim consists of a fiber compound, while the apparatus on the wheel for transmitting energy and data are fitted on the inside of the rim bed holding the vehicle tire and extends essentially over its circumference. Thus the static properties and dynamic behavior of the measuring wheel during travel correspond to the greatest degree to the original wheel. Effects which falsify the measurements such as increased wheel weight and the like do not arise.

Abstract: PURPOSE: To suppress a variation in toe angle of a wheel caused by a reaction against a driving force from a differential gear device. CONSTITUTION: A sub-frame 20 is provided with a pair of side rails 22 and a front cross member 24 and a rear cross member 26 fixed to the side rails 22. Also a differential gear device 30 is installed on the front and rear cross members, and two pivot parts 33 and 34 of a suspension arm 32 are located near a connection part of the front and rear cross members 24 and 26 with the side rails 22 on each side. Then the cross members and rear cross member are positioned on the front and rear sides of a virtual vertical plane including the rotational axis of the drive shaft of the differential gear device. The front cross member 24 is bent so that it is protruded upward, and the rear cross member 26 is bent so that it is protruded downward. COPYRIGHT: (C)1995,JPO

Abstract: PURPOSE: To safely facilitate taking a vehicle in and out of a garage and parking a vehicle in a longitudinal line by driving a motor with a right and a left disconnection switch operated regardless of a target steering angle when a low speed mode is selected with a mode change-over switch operated, and thereby arbitrarily steering each rear wheel manually. CONSTITUTION: A control unit 50 operates a target rear wheel snaking 56 based on both a yaw rate factor 53 which is at least a function of vehicle speeds 45 and 4 and is set to a identical phase direction, and a handle angle factor 52 which is set to a reverse phase direction, and drives an electric motor 31 in response to the aforesaid snaking for automatically steering each rear wheel. In this case, a normal mode where each rear wheel is steered in response to the steered angle of each front wheel, is switched over to a manual mode for rear wheel steering by a mode change-over switch 47. Besides, when a change-over to a manual mode is made, the rear wheels are steered to the right and left directions by a light and a left disconnection switch 49 and 48. Furthermore, when a low speed mode is selected at the time of low vehicle speeds, the electric motor 31 is driven by operating the right and left disconnection switches 49 and 48 regardless of a target rear wheel steering angle, and each rear wheel is thereby arbitrarily steered manually.

Abstract: A four-wheel steering apparatus for use with a motor vehicle supported on a pair of front wheels and a pair of rear wheels. The apparatus comprises a control unit for steering the front wheels to provide a front wheel auxiliary steer angle satisfying the following equation: ##EQU1## where θ.sub.(s) is a Laplace transform of the front wheel steer angle and δ f (s) is a Laplace transform of the front wheel auxiliary steer angle, S is a Laplacian, and K, τ 1 , τ 2 , T 1 and T 2 are constants inherent on the motor vehicle and for steering the rear wheels to provide a rear wheel auxiliary steer angle satisfying the following equation: ##EQU2## where θ.sub.(s) is a Laplace transform of the front wheel steer angle, δ r (s) is a Laplace transform of the rear wheel auxiliary steer angle, and K', τ 1 ', τ 2 ', T 1 ' and T 2 ' are constants inherent on the motor vehicle.

Abstract: A steering system for a vehicle is described which has a secondary wheel steering mechanism which steers the front or rear wheels independently of a steering wheel. A main control system calculates a control variable on the basis of the difference between the actual yawing angle and a desired yawing angle and controls the second wheel steering mechanism with the control variable so that the actual yawing angle converges with the desired yawing angle. A subordinate (cascaded) control system controls the second wheel steering mechanism by means of an inherently stable control independently of the control by the main control system. The control of the wheels is switched over from control by the main control system to that by the subordinate control system when it is determined that the operating condition of the vehicle is outside the range within which the stability of the vehicle is ensured by wheel steering control by means of the main control system.

Abstract: A motor vehicle with an on-board propelling power source and operator control functions for steering, increasing and decreasing the vehicles rate of motion. The vehicle includes a chassis with an operator seat for receiving a human operator; a front wheel that can be laterally directed by the operator so the operator can steer the vehicle; a front wheel which is connected to an electronic motor for propelling the vehicle; a drive-gear train assembly for transferring the rotational power of the electronic motor to rotational power of the front wheel; a pair of rear wheels spaced laterally relative to each other for supporting and assisting in maneuvering the vehicle; and a pair of front stabilizing wheels spaced laterally from the front wheel with the front wheel intermediate to the front stabilizing wheels. The steering mechanism, drive-gear train assembly, and electronic motor are attached to a steering shaft and rotate with the steering shaft.

Abstract: A high-performance electronically controlled four wheel drive system was developed for a Front engine Rear drive (FR) vehicle with automatic transmission. This system consists of a center differential (torque split ratio is front: rear = 30:70 ), a linear solenoid valve, a hydraulic multi-disk clutch and a hydraulic control circuit. By regulating the hydraulic pressure on the clutch, the driving force distribution can be continously varied to the optimum ratio for the running condition of the vehicle, which is determined by wheel speed, yaw velocity and the steering wheel angle.

Abstract: PURPOSE:To improve the straight course stability in traveling at high speed and the steering property in traveling at low speed by increasing the degree of controlling the toe angle for the change in the steering angle when the steering angle exceeds the specified value, and thereby realizing the alignment control of the vehicle suspension device. CONSTITUTION:Actuator mechanisms 5, 8 having variable arm length in a suspension device are operated by a controller and a driving circuit. After the correction value of the respective handle angles is obtained, the control gain is obtained from the relationship of the controller handle angle. The control gain is set to the specified value when the handle angle is below the specified value, while the control gain is gradually increased as the handle angle is increased when the handle angle exceeds the specified value. This constitution allows the toe angle to be greatly changed when the vehicle is steered at a large steering angle, while preventing the toe angle from being greatly changed in the range of small steering angle.

Abstract: PURPOSE: To contrive the traveling in safety by installing the equipment for displaying the steering angle of a front wheel through the steering wheel operation, at a driver's seat. CONSTITUTION: Three parts of the rectilinear movement: rack 13, tie-rod end 14, and a knuckle 15 are collected at one gear, and the rectilinear movement is converted to the revolution movement by a gear 17. Further, a pointer 16 for displaying the steering angle for a front wheel through contraction is changed to a gear 18. When the steering wheel is turned rightward, the pointer for displaying the steering angle displays the left as the reverse direction to the revolution direction of the steering wheel. Accordingly, the gear 17 is removed in order to dissolve this problem. Accordingly, a gear 12 and the gear 18 are meshed directly, and the pointer of the display equipment, viewed from the driver's seat side displays the right same to the steering wheel which is turned rightward.

Abstract: Fatigue tests on tubular joints have shown that as a crack propagates through the chord wall, it curves under the weld toe. This curvature has been largely ignored in previous studies, due to the extreme complexity of modelling, with simplified crack geometries modelled and assumptions made about the crack driving force. This paper reports on a numerical investigation into crack curvature. Three-dimensional solid finite elements are employed to explicitly model doubly curved semi-elliptical weld toe cracks in tubular joints. The results show good agreement with existing experimental data and provide a better understanding of fatigue crack growth.

Abstract: PURPOSE: To provide a tape for hallux valgus correction receiving a low sense of oppression when a person wears shoes by forming an oblique part which draws a big toe tip part in both inside directions of the foot by attaching from the root part of the big toe to the tip part on the side plane of a second finger side obliquely in the oblique front of a root adhesive part attached on the side plane of the root part of the big toe of the foot CONSTITUTION: The root attaching part 5 attached on the side plane of the root part of the big toe of the foot is formed on the center upper part of the base material 2 of the tape for hallux valgus correction, and the oblique part 6 which draws the tip part of the big toe in a direction of internal plane by attaching on the side plane of the second toe side of the big toe is formed in the oblique front of the part 5 The oblique part 6 is provided with an upper oblique part 6a attached on the tip part of the big toe making a round on the upper plane of the big toe, and a lower plane oblique part 6b attached on the tip part of the big toe making a round on the lower plane, and those pieces are formed in Y-shape A vertically attaching part 7 attached in the vertical direction of the foot is formed on the rear side of the root attaching part 5 so as to draw the root attaching part 5 in the direction of the heel, and a horizontally attaching part 9 attached in the horizontal direction of the foot is formed on the side of the root attaching part 5 COPYRIGHT: (C)1995,JPO

Abstract: PURPOSE:To always detect the angles of wheels related to the wheel alignment of the wheels with high accuracy regardless of the dimension of the wheels. CONSTITUTION:The wheel alignment inspecting device is provided with sensor members 105 and 106 which are pressed against the side faces of a wheel 1 and rotate together with a wheel 11. The inclined angle of the wheel 11 (the inclinations of the toe, camber, caster, and king pin) is measured from the displacement of the members 105 and 106 during rotation. The supporting mode of the members 105 and 106 includes a mode using a Cardan suspension mechanism or another mode using a link mechanism. When the link mechanism is used, the inclinations of the toe and camber can be detected with an encoder.

Abstract: A method for identifying the steering angle of a wheel is described. According to the invention, the angle of the steering wheel is measured and corrected according to a given relation.

Abstract: PURPOSE:To enhance the measuring accuracy for the wheel alignment. CONSTITUTION:A pair of non-contacting distance measuring sensors 6, 6 are installed facing the side of a wheel to be measured W, which is rotated one turn in the condition that the sensors 6, 6 are at a standstill, and the distance from the wheel side face is measured continuously. Following the measurement with the wheel W rotated, the sensors 6, 6 are rotated one turn in the condition that the wheel W is held stationarily, and the distance from the wheel side face is measured continuously. Specified calculations are conducted on the basis of the measuring data with the wheel in rotation and the data with the sensors rotated, and the toe angle theta is determined and indicated on a display device.

Abstract: The critical weave mode oscillations of motorbikes, which occur in the high velocity domain, can be damped by a steerable rear wheel when this is turned around a suitable steering axis. Via the case of the one-wheel-drag model, it is shown how this rear wheel steering axle has to be designed, in order to generate a steer angle by tire side force. This steer angle in turn increases the side force and therefore the weave mode damping ratio. Within the limits of usual dimensions of a motorbike, the construction of such a steering axle is only possible by using an adequate quadrilateral joint. The rear wheel steering mechanism was investigated with the help of a simulation model, based on the multi-body-formalism. A simulation of the driving behaviour showed the influence of the rear wheel steering angle upon the driving behaviour of a test motorbike. Final driving tests with a test motorbike equipped with the rear wheel steering system confirmed the usefulness of the chosen approach although there is a shortcoming in the design. The tests were carried out on a roller-test-stand and on a testing field. (A) For the covering abstract see IRRD 880121.

Abstract: PURPOSE:To apply toe-in only at brake operation, improve the straight traveling performance, and improve fuel consumption, etc., by installing a variety of transmission devices including each pulse motor at the left and right in the middle part of a rod shaft for changing the steering angle of the front wheels of an automobile. CONSTITUTION:At the middle part of a rod shaft 11 which is shifted in the lateral direction by the operation of a steering wheel 12 and steers the left and right front wheels 13, a variety of transmissions in pair at the left and right which consist of a worm gear train 5 revolved by a pulse motor 4, gear 6 for shift, etc., are installed. In the ordinary case, the vehicle is allowed to travel without generating a toe-in state, and the traveling performance of the vehicle and the fuel consumption are improved, while in braking, the pulse motor 4 is drive-controlled to establish the toe-in state, and the stable brake performance is secured.