Abstract: An independent suspension system for vehicles including wheel uprights which move in different directions relative to the chassis when negotiating curves. The system automatically adjusts the wheel camber based on the forces effective on the vehicle when negotiating curves. The relative movement with respect to the chassis of the parts of the wheel suspension having mutually different movements when negotiating curves is registered, and the wheel camber angle and/or the steering angle of the wheels is controlled with the aid of actuators.

Abstract: A method and apparatus for determining camber and caster of a vehicle wheel in which the camber angle is determined in a manner that accounts for the influence of any existing toe angle. This is accomplished by detecting the displacement of one or more points located fore or aft of the wheel's vertical measurement plane and then making a correction to these displacements to account for influence of the toe angle. The apparatus includes a laser that projects shaped light onto the sidewall of the tire at a location offset from the normal upper measurement position. The shaped light illuminates an offset measurement point on the tire sidewall and an optical sensor detects the reflected image. A computer then determines the location of the measurement point within the two-dimensional image space of the optical sensor. Trigonometric equations utilizing the toe angle are then used to determine the horizontal displacement within the vertical measurement plane of this offset measurement point from the tire center or other reference point. Once this horizontal displacement is known, the camber can be determined mathematically using a known trigonometric relationship. By determining the camber angle at left and right steered toe angle, the caster angle of the wheel can the be determined.

Abstract: An independent suspension apparatus suitable for use in a motor vehicle capable of decoupling longitudinal and lateral load transfers is described. The suspension includes upper and lower control arms (22, 24), each having first and second ends (30, 32, 40, 42) respectively, being pivotably attached to a vehicle structure. Each of the control arms also includes an outer end (34, 44) for attachment to a wheel support member (12). A toe link (26) is provided for controlling toe change during dynamic loading of the suspension. The upper and lower control arms (22, 24) are arranged so as to provide a decoupling of the longitudinal and lateral load paths between a wheel support member (12) and the vehicle structure (10). This allows the use of restricted motion joints in the lateral load path to reduce camber changes normally resulting from the necessary use of compliant bushings found in the lateral load path.

Abstract: The paper is concerned with the stabilization of the lateral motion dynamics of an automobile. A planar vehicle model is used which includes yawing velocity and lateral velocity degrees of freedom. The controllable system inputs are the front and rear wheel steer angles as well the torque input at each wheel. The model presents two departures from earlier work in this field. The first of these is that the wheel torques may assume both positive or negative values, as would be the case for an electric vehicle with a motor at each of it's wheels. The second of these is the inclusion of bilinear terms involving steer angles and wheel torques in the model formulation. The bilinear terms are used to model the effect of steer angles on the effective moment arm associated with brake or drive torques applied at the relevant wheel. A state feedback controller which minimizes a quadratic performance index is developed and simulations are used to evaluate the performance of the proposed controller on a more detailed vehicle model which includes nonlinear tire characteristics.

Abstract: A vehicle having a toe angle adjustment mechanism. The vehicle has a frame member (1), a steerable wheel (2), a steering knuckle (3) pivotally connecting the wheel to the frame member about a substantially vertical axis, a steering mechanism for steering the vehicle, and a steering actuator (5) included as part of the steering mechanism for moving in a predetermined direction to cause a steering change. A transfer member (18) is connected to the wheel for transferring a force applied by the actuator to the wheel to effect the steering change. The adjustment mechanism pivotally couples the distal end of the transfer member to distal end of the steering actuator about an adjustable pivot axis. The adjustment mechanism permits adjustment of the toe angle of the wheel and varies the position of the adjustable pivot axis with respect to one of the distal end portions to vary the toe angle.

Abstract: The invention relates to a single-track two-wheeled vehicle, in particular a bicycle, electric bicycle, electric scooter or motor scooter. Said vehicle comprises a front section and a rear section which are both pivotably connected to each other by an articulated arrangement (1-4) arranged substantially centrally between the front and the rear wheel. The front section comprises a front wheel suspension with the front wheel (11), a handlebar (21) offset towards the front in relation to the articulated arrangement (1-4), and a connection member (21') of the handlebar (21). The rear section comprises a rear wheel suspension with the rear wheel (10) and a saddle support (26') on which the saddle (26) is mounted. A drive unit (40-53) is provided which is either part of the front section or the rear section, the front wheel suspension and the connection member (21') on which the handlebar (21) is mounted forming a first unit which cannot be rotated. The rear wheel suspension and the saddle support (26') form a second unit which cannot be rotated, the saddle (26) being offset to the rear in relation to the articulated arrangement (1-4), and the drive unit (40-53) acting either on the front wheel (11) or the rear wheel (10).

Abstract: The present invention provides a method for adjusting vehicle wheel alignment in which a positional angle of a wheel corresponding to the characteristics of a tire can be set easily, running stability suited for an actual road surface can be obtained, and one-sided wear can be reduced. The method for adjusting vehicle wheel alignment includes the steps of: placing a wheel of a vehicle, which is an object of adjustment, on a tire driving surface on which a step of a predetermined height is formed at at least one place along a rotating direction in which the tire driving surface is driven by a rotational force; measuring variations in forces applied in the rotating direction of the tire driving surface and a rotation axis direction which is orthogonal to the rotating direction at the time the wheel passes over the step while the tire driving surface is being driven/rotated so that the wheel is rotated in a proceeding direction of the vehicle; and adjusting a positional angle of the wheel, on the basis of results of measurement, such that a variation in lateral force generated by a vehicle tire when the wheel passes over the step is a minimum.

Abstract: A technique to indicate a different-diameter wheel such as a temporary tire and to accurately correct the wheel speed of the different-diameter wheel is determined. Wheel speeds of a pair of left and right driven wheels are detected by wheel speed sensors and wheel speeds of a pair of left and right follower wheels are detected by wheel speed sensors. Yaw rates are calculated from the wheel speeds of the left and right wheels, and yaw rates are calculated from the wheel speeds of the wheels located diagonally. Which wheel of the four wheels is a different-diameter wheel is determined based on the magnitudes of the four yaw rates and the wheel speed of the different-diameter wheel is corrected based on a ratio in wheel speed between the different-diameter wheel and the other wheels.

Abstract: A running shoe having a heel, a toe and exhibiting a frame and an underlying sole for running. The front toe part is arranged to extend from a linear orientation with respect the frame to an upward bent orientation at an angle from the rear heel part of the frame. The sole having a front circular member and a back circular sole member wherein the front circular member having a break edge that is arranged to exhibit a fall function for the shoe after its contact with and roll off along a surface.

Abstract: A two-wheeled scooter with a frame and a standing board attached thereto. Two steering tubes, each with a pivotable fork for the front or rear wheel, are provided on the frame. The steering tubes are inclined toward one another and relative to vertical at an acute angle. The turning angle of the front wheel causes a turning angle of the rear wheel via a connection arrangement. The steering connection between the front wheel and the rear wheel is carried out by driving disks, which are attached in rotation-proof fashion to the forks and connected to each other, for example, via a flexible steel cable, so that the front and rear wheel forks turn in opposite directions with the same turning angle. Because of the dependence of the steering movements of the front and rear wheels and their control by a standard bicycle steering rod with a handle bar, travel is controlled precisely and thus operational safety is optimized.

Abstract: A device for estimating reference wheel speed of each wheel of a vehicle having: a calculator for calculating slip angle of vehicle body based upon lateral acceleration, yaw rate, and vehicle speed; an estimator for estimating speed of vehicle body at its center of gravity based upon wheel speed and yaw rate; and a calculator for calculating the reference wheel speed of each of the front left, front right, rear left and rear right wheels based upon the vehicle body gravity center speed, steering angle, slip angle of vehicle body, yaw rate, a half track of a corresponding wheel, and a half wheel base of a corresponding wheel as follows: Vmfl=Vbc*cos (δf-β)-γ*T*cos δf+γ*sin δf*Lf; Vmfr=Vbc*cos (δf-β)+γ*Tfl*cos δf+γ*sin δf*Lf; Vmrl=Vbc*cos β+γ*Trl Vmrr=Vbc*cos β-γ*Trr, wherein Vmfl, Vmfr, Vmrl and Vmrr are the reference wheel speed of front left, front right, rear left and rear right wheels, respectively, Vb is the vehicle body gravity center speed, δf is the steering angle, β is the vehicle body slip angle, γ is the yaw rate, Tfl is a half track of the front left wheel, Tfr is a half track of the front right wheel, Trl is the half tred of the rear left wheel, Trr is the half track of the rear right wheel, Lf is the half wheel base of the front left and front right wheels. The half track of each wheel may desirably be modified against lateral biasing of the wheel tire due to centrifugal force of acting during turn of the vehicle.

Abstract: PROBLEM TO BE SOLVED: To improve riding comfort by compensating a change of slip angle by a stroke of a wheel. SOLUTION: A right/left rear wheel Wr is supported with a vertical stroke possible through a suspension 1, a steering arm 10 extended from a knuckle 2 of this rear wheel Wr is connected to an actuator 11 through a rod 12. When the actuator 11 is driven, a toe angle of the rear wheel Wr is changed. As performing a stroke of the rear wheel Wr, when it is laterally moved, a slip angle is changed, undesirable side force is generated, but in accordance with a detected stroke of the rear wheel Wr and wheel sped, by driving the actuator 11, a change of the toe angle is generated so as to negate a change of the slip angle, riding comfort of a vehicle is improved. COPYRIGHT: (C)1998,JPO

Abstract: PROBLEM TO BE SOLVED: To make automatic steering control cancelable during the specified time from the detection of a turn signal calling for a lane change by holding the steering angle of a steering wheel during the specified time. SOLUTION: Such a flow as undermentioned in repeated till the lateral displacement of one's own car to be based on a preceding lane changing the lane is steadily detected since a turn signal STS for a lane change has been read (S5). A controlling lateral displacement (y) is set to '0' (S19). Therefore, a steady front wheel steering angle δ f O of becomes the same value as the value in time of inputting the turn signal (S38), and thereby a compensation front steering angle Δδ fd comes to '0' (S42). Accordingly, the steady front steering angle δ f O of the same value in time of turn inputting is set to a target front wheel steering angle δ fd as it is left intact (S43). This target front wheel steering angle δ fd is forcibly replaced to a holding value δ f OO fixed in time of the turn signal inputting (S45). Thus, a front wheel angle δ f is held to the adjacent steering angle (S47). COPYRIGHT: (C)1998,JPO

Abstract: PROBLEM TO BE SOLVED: To prevent a tire from exceeding the limit of the time in turning to suitably control the braking drive force or steering angle. SOLUTION: In this device, a tire use level of each wheel at this point of time is calculated (S300). The tire use level of each wheel is obtained by determining which position of a friction circle of tire the presence state of the tire is situated in, or whether it is within the tire limit or not from a slip rate of present time and an existing slip angle. A steering angle correction quantity of each wheel is successively determined by use of the tire use level of each wheel and a prescribed map. By use of the tire use levels of front or rear lateral wheels, the steering angle correction quantity to each wheel of lateral wheels on the respective sides is determined (S310). Namely, supposing that a rotating moment in the turning of a vehicle evenly acts on the lateral wheels, and the steering angle correction quantity is set so as not to break the balance of the rotating moment. COPYRIGHT: (C)1998,JPO

Abstract: A two wheel drive motorcycle is provided with an unsteerable rear wheel, a steerable front wheel, a drive unit having a driving motor for driving the rear wheel and a transmission device coupled to the drive unit for driving the front wheel. The transmission device has a hydrostatic drive having a hydraulic pump driven by the driving motor and whose hydraulic motor is mounted on an arm of the front fork. The hydraulic pump has constant output and the hydraulic motor has a constant input matched to the pump output. Hydraulic fluid is delivered from the hydraulic pump to the hydraulic motor by a pressure line. The pressure in the pressure line is controlled by a pressure control valve which can be adjusted to maintain a pressure in the range of approximately 20 to 200 bars. A check valve redirects the hydraulic fluid from the pump to a return line back to the pump when the rotational speed of the rear wheel is a predetermined amount, preferably in the range of 1%-3%, faster than the rotational speed of the rear wheel allowing the front wheel to freely rotate. When the rotational speed of the rear wheel is greater than the predetermined range, the check valve allows the hydraulic fluid to drive the hydraulic motor for driving the front wheel.

Abstract: In this paper, sensitivity analysis of side slip angle for a front wheel steering vehicle is performed in the frequency domain. For the derivation of the transfer function, a simple vehicle model with two degrees of freedom is used in the initial modeling stage. This model exhibits the simplest lateral dynamic effect, and is useful for understanding the dynamic characteristics and control aspects of the target system. Vehicle mass, inertia, cornering stiffness, and wheel base are taken to be the design variables. Sensitivity functions of the transfer function with respect to the design variables are derived. From this study, we see that a transition speed exists in the frequency response of side slip angle. This implies that the characteristics are changed from minimum phase to non-minimum phase as the vehicle speed increases. The objective of this study is to propose a basis for design and re-design of the vehicle by checking the side slip angle variations with respect to design variable changes in the frequency domain. Finally, dominant design variables are suggested based on the sensitivity analysis.

Abstract: The motor vehicle has a system for suppressing or preventing centrifugal movement using a sensor system for identifying a transverse dynamic critical or regulation required skidding condition. This is especially in the form of strong over or understanding of the vehicle, and an engagement system for altering at least one adjustment variable, influencing the driving dynamic of the vehicle. The steering angle of the front wheels is adjustable over the engagement system. With the existence of the activating signal and established over control of the vehicle, the steering wheel is so adjustable by an adjusting element of the engagement system, automatically in a movement of an opposite sense to the original steering angle. That the moment, which is produced by the side forces (Fs) acting on the front wheels, either is reduced, or essentially eliminated, or its effective direction is reversed, such that the rotating movement reacts opposed about the vertical axis.

Abstract: In a double wishbone type wheel suspension system comprising an upper A-arm and a lower A-arm, a toe control link is additionally provided between the vehicle body and a forward part of the knuckle. In particular, the pivotal attachment of the toe control link to the vehicle body is located below the plane defined by the lower A-arm, and the toe control link is located generally ahead of the spindle of the wheel. Therefore, the toe control link can be arranged close to the road contact surface of the wheel so that the resistance of the wheel against the side force which tends to tilt the wheel in the direction to change the camber angle can be increased so that a high camber rigidity can be achieved. This improves the anti-squat property of the vehicle, and improves the lateral stability of the vehicle when traveling over irregular road surfaces as well as when making turns. Also, because the toe control ink is placed ahead of the spindle, it is possible to maximize the distance between the control link and the king pin axis, which typically has a negative caster angle and a negative caster trail. Therefore, a highly controllable toe compliance can be produced so that a suitable side-force steer-in property can be achieved while maintaining a sufficient camber rigidity.

Abstract: PROBLEM TO BE SOLVED: To apply no braking force to driven wheels as a whole by providing a drive source applying the torque accelerating a driven wheel on the outer wheel side more than a driven wheel on the inner wheel side on a differential rotation generating means. SOLUTION: A differential rotation generating means 5 is provided between right and left driven rear wheels 4R, 4L. The differential rotation generating means 5 is provided with an electric motor 6 serving as a drive source, its stator 6a is connected to one of the right and left rear wheels 4R, 4L, e.g. left rear wheel 4L, and its rotor 6b is connected to the right rear wheel 4R. The electric motor 6 is controlled by wheel speed sensors 7R, 7L detecting the revolving speeds of the right and left rear wheels 4R, 4L and a controller 9 receiving the signal from a steering angle sensor 8. When the turning direction is left in this control, the electric motor 6 is driven in the forward direction. When the turning direction is right, the electric motor 6 is driven in the reverse direction. The rear wheel on the outer wheel side is accelerated more than the rear wheel on the inner wheel side, and the yaw moment assisting the turn of a vehicle can be applied. COPYRIGHT: (C)1999,JPO

Abstract: Wing portions are used to reinforce ground pressure of a front wheel of a vehicle, such as a motorcycle, in which a center of gravity of the vehicle in a driver riding state is positioned between a front wheel and a rear wheel of the vehicle. The wing portions, each of which is provided in such a manner that an aerodynamic center thereof is positioned forward and downward from the center of gravity of the vehicle, produces down-lift.

Abstract: The invention relates to a measuring system for measuring wheel angles and projected width of a vehicle (1) having at least two wheel pairs and a connection, such as a vehicle frame (4), between the respective wheel pairs, and that each wheel (5) of each wheel pair has a side facing away from the vehicle (1) and a rotational axis for each wheel (5). The measurement system comprises at least two measuring units (9, 10), each comprising a means (11), arranged to detect the orientation of the wheel side in space through repeated determination of the distance between the measurement unit (9, 10) and at least one point on the rotating wheel side of the wheels (5) of the vehicle (1), which rool on a substrate (U) when the vehicle (1) travels in a certain direction (F) between the measuring units (9, 10), and a processor (15), which, based on the reflected measurement signals (12) calculates the direction of the rotational axis of each wheel (5), the distance of each wheel (5) to the respective measurement unit (9, 10), the distance between each wheel (5) on each side of the vehicle (1) and the longitudinal geometric center line [C] of the vehicle (1).

Abstract: PROBLEM TO BE SOLVED: To prevent a slip positively by making the width of a dead band in slip control as narrow as possible while preventing a tight corner brake phenomenon during extremely low speed turning SOLUTION: On the basis of signals from a steering wheel angle sensor 22 and a yaw rate sensor 23, a correction quantity computing part 41 computes the correction quantity of wheel speed of each wheel so as to dissolve the locus difference of each wheel during turning On the basis of this correction quantity, a front outer wheel speed computing part 42, a front inner wheel speed computing part 43, a rear outer wheel speed computing part 44 and a rear inner wheel speed computing part 45 respectively correct the wheel speed read from an ABS unit 30 A clutch control part 46 makes the fastening force of a transfer clutch variable on the basis of the wheel speed difference of the front and rear wheels after correction The width of a dead band to the wheel speed difference of the front and rear wheels at the time of slip control can therefore be made narrower than before while suppressing the generation of a tight corner brake phenomenon during extremely low speed turning, and a slip at the time of steering start can be positively prevented

Abstract: PROBLEM TO BE SOLVED: To reduce the computing load of a controller as much as possible, and to improve the estimation accuracy of the side slip angle of a vehicle body. SOLUTION: A judgment is made by the processing in steps 102-104 whether or not the tire side slip angle of a front wheel and the cornering force is in a linear relationship or the relationship for the rear wheel is similarly in a linear relationship, the estimation formula making use of the tire characteristic of the wheel in the linear relationship is selected according to the result of the judgment, and the side slip angle β of the vehicle body is estimated using the selected formula of estimation. The estimation of more excellent accuracy is achieved compared with the estimation of the side slip angle β using the estimation formula simply including both tire characteristics of the front wheel and the rear wheel. The estimation formula is only selected among the preset formulae based on the result of judgment in the step 104, and the operation load is not greatly increased.