Abstract: The steering process incorporates several stages. The steering wheel angle is determined, modified dependent upon traveling speed, a corrective steering wheel angle is determined dependent upon the traveling dynamics of the vehicle, and modified and corrective angles are super imposed to achieve a reference steering angle. The position of the steered wheels is determined, the angle differential between reference steering angle and wheel angle is calculated, the position of the steered wheels is modified dependent upon the differential, and the corrective steering angle is compensated for on the steering column.

Abstract: A vehicle behavior control apparatus is disclosed. The vehicle behavior control apparatus comprises: a slip angle difference predicting section for predicting a difference between a slip angle of front wheels and a slip angle of rear wheels; a steer angle detecting section for detecting a steer angle of the vehicle; and a control section for controlling turning behaviors of the vehicle, based on an angle difference signal from said slip angle difference predicting section and a steer angle signal from said steer angle detecting section.

Abstract: A wheel suspension is connected to a wheel carrier, which is connected to the vehicle body or an auxiliary frame via wheel guide members spaced vertically apart from each other. The wheel guide members are arranged above and below a horizontal plane. An elastokinematic axis and a kinematic trailing axis are formed, which results in an ideal swivel axis for the wheel. The wheel guide members comprise two open wishbones, which diverge in the direction of the body-sided bearings and are disposed in two planes, are spaced apart, and are hinged to the wheel carrier on both sides of a vertical wheel center transverse plane. The wheel guide members comprise an A-frame arm and a steering tie rod, the A-frame arm being hinged in front of the vertical wheel center transverse plane and located in an inclined plane, resulting in a pitching pole for antidive and antisquat.

Abstract: PROBLEM TO BE SOLVED: To first provide a front and rear wheel torque distribution controller for a four wheel drive vehicle capable of reducing adverse effect on drive train by a different diameter tire without impairing original four wheel drive performance for increasing start property when the vehicle is started and a large front and rear wheel distribution torque is required and secondly provide a front and rear wheel torque distribution controller for the four wheel drive vehicle capable of ensuring the minimum four wheel drive performance by bringing a front and rear wheel distribution torque close to a torque obtained when a tire is normally mounted during normal running. SOLUTION: A start time limit vehicle speed permitting torque distribution to front and rear wheels by giving a priority to it when the vehicle is started is changed over in accordance with a degree of the different diameter tire to achieve the first purpose. Front and rear wheel distribution torque generated by a difference in rotation speed between front and rear wheels due to the different diameter tire is limited by changing over torque gain depending on a degree of the different diameter tire during normal running when the different diameter tire is mounted to achieve the second purpose.

Abstract: A misalignment detection system ( 12 ) for steering systems of an automotive vehicle ( 10 ) includes a logic device ( 14 ) coupled to a vehicle speed sensor ( 18 ) and a steering wheel angle sensor ( 20 ). The logic device is also coupled to a memory ( 16 ) that is used to store a steering wheel ratio map and a historic steering wheel angle or a wheel angle value derived from an automobile manufacturer's wheel alignment specification. The logic device ( 14 ) compares the signal from the steering wheel angle sensor ( 20 ) with the stored value of either the historic steering wheel angle or the value derived from the manufacturer's alignment specifications at a given vehicle speed to determine error. An indicator ( 28 ) may provide an indication to the vehicle operator to signal the presence of the misalignment condition of the steering system.

Abstract: (57) [Problem] To provide a vehicle body front structure that does not adversely affect the crushing stroke of the vehicle body front due to the presence of the front wheels even when the front wheels are steered in a straight ahead direction and a frontal collision occurs. Offer. When a front collision occurs in a state where a front wheel (13) is steered in a straight traveling direction, a sub-frame (11) constituting a front wheel diverting means is substantially flat on a plane starting from weak portions (24, 25, 26) and facing outward in the vehicle width direction. The front wheel 13 is bent and deformed in a U-shape to move the front wheel 13 rearward and outward so as to rotate outward in the vehicle width direction. Since the vehicle is turned substantially in the horizontal direction, even if the front wheel 13 is sandwiched between a vehicle body-side member behind the vehicle and a collision object, it is possible to sufficiently secure the crush stroke of the front portion of the vehicle body and obtain stable energy absorption characteristics. it can.

Abstract: The adjustment mechanism of the present invention is mounted to a frame and comprises an alignment cam that is pivotally mounted to the frame by a tension link pivot pin. The alignment cam is provided with an actuating arm that is coupled to a longitudinally extendible adjusting member. The longitudinally extendible adjusting member comprising a screw jack. A tension link is pivotally mounted to the tension link pivot pin. Camming surfaces on the alignment cam are skewed with respect to the transverse axis defined by the tension link pivot pin so that rotation of the alignment cam twists the tension link and thereby the idler wheel predominately about a vertical axis. Albeit to a lesser degree, rotation of the alignment cam also twists the tension link and idler about a longitudinally extending horizontal axis. Therefore by extending or retracting the screw jack, the toe-in/toe-out orientation of the idler wheel can be adjusted.

Abstract: The steering wheel (2) is coupled to an electric motor (3) which exercises through a shaft (30) an opposing force on the wheel. A rotary encoder (33a) detects the steering angle of the wheel and a second (33b) detects the angle of rotation of the motor angle. A detector (34) monitors motor back emf and current. From these a steering control unit (4) calculates the steering torque applied to the wheel and its steering angle for controlling the final steering unit.

Abstract: A misalignment detection system (12) for steering system of an automotive vehicle (10) includes a controller (14) coupled to a velocity sensor (18), and a yaw rate sensor (20). The controller is also coupled to a memory (16) that is used to store a steering ratio memory map and a historic steering wheel angle. The controller (14) determines a base steering wheel angle when the vehicle velocity is at a predetermined velocity. The base steering wheel angle is a function of the vehicle velocity, the yaw rate, and the steering ratio. The controller compares the current steering wheel angle with a historic steering wheel angle to determine an error. An indicator (22) may be provided to the vehicle operator to signal the presence of the misalignment of the steering system.

Abstract: In a four wheel steering vehicle, the rear wheels are steered so as to reduce a magnitude of the vehicle body side slip angular speed. Thus, whenever there is a rise in the vehicle body side slip angle which is directed outward with respect to the turning circle of the vehicle at an early stage of turning operation, the rear wheels are steered in opposite sense to the front wheel steering angle. Therefore, the vehicle body side slip angle is at least partly canceled, and this in turn increases the yaw moment and produces a sharp heading response. As the vehicle continues the turning operation, the rear wheels are steered in the same phase as the front wheels, thereby offsetting the tendency of the vehicle to go into a spin. When the vehicle is turning at a steady rate without incurring any change in the vehicle body side slip angle, the rear wheels are not steered, and the vehicle essentially behaves as if it were a front wheel steering vehicle.

Abstract: An angle indicator is provided for use with a pipe bender and is adapted to be removably mounted to a handle of a pipe bender. The angle indicator includes a plate; a first wheel rotatably mounted to the plate and including a plurality of angle indicating marks evenly spaced about a periphery of the first wheel; a second wheel rotatably mounted to the plate concentrically with the first wheel; the second wheel being smaller in diameter than the first wheel and including a mark at a periphery of the second wheel, the mark being selectively alignable with one of the angle indicating marks of said first wheel; a bubble level mounted on the second wheel; a first lock to hold the first wheel in a desired rotational position; and a second lock to hold the second wheel in a desired rotational position. The use of two wheels allows for zeroing of the angle indicator and dialing in of the desired angle.

Abstract: The method involves determining the rotation speeds of at least two steered wheels ands computing the steering angle from the wheel speeds. The difference between the wheel speeds is computed and the steering angle is computed as a function of the ratio of the wheel speed difference and the sum of the wheel speeds. Independent claims are also included for the following: an arrangement for determining a steering angle for a moving motor vehicle.

Abstract: PROBLEM TO BE SOLVED: To obtain air pressure of tire estimating device that can estimate a tire's air pressure condition at a high precision from a low-speed driving to a high-speed driving. SOLUTION: On the basis of a wheel-speed-signal output from wheel speed sensors 16FR and 16RR, each wheel velocity of a front right wheel 20FR and a rear right wheel 20RR is detected to compute a feature amount (power) of a frequency response characteristic of the wheel. Then, a different value that shows a degree of the difference of each feature amount of the front right wheel 20FR and the rear right wheel 20RR is computed. And on the basis of the different value the state of a tire pneumatic pressure is determined. Thereby the lowering state of the air pressure of any one of the front right wheel tire 20FR or the rear right wheel tire 20RR can be determined. COPYRIGHT: (C)2002,JPO

Abstract: PROBLEM TO BE SOLVED: To accurately estimate a road surface friction coefficient by reducing influence of noise of a sensor in a wide driving area SOLUTION: A car body slip angle operation part 11 arithmetically operates a car body slip angle corresponding to a detected steering wheel angle and a vehicle speed by an observer of a vehicle motion model on the basis of a motion equation of a vehicle preset on the basis of the steering wheel angle and the vehicle speed A front wheel slip angle operation part 12 arithmetically operates a slip angle α f of front wheels on the basis of the steering wheel angle, the vehicle speed, a yaw rate and the arithmetically operated car body slip angle A self-aligning torque operation part 14 arithmetically operates self- aligning torque on the basis of hydraulic pressure of left and right hydraulic pressure chambers of a powr cylinder A road surface friction coefficient setting part 15 sets and outputs a road surface friction coefficient μ by referring to a map on the basis of these by inputting the vehicle speed, an estimated front wheel slip angle and the self-aligning torque COPYRIGHT: (C)2002,JPO

Abstract: There is provided a rear front wheel steering control system for a rear two-axle vehicle, which can steer rear front wheels by means of relatively small sized rear front wheel steering device, and thereby can start a vehicle smoothly Front wheel steering device and rear front wheel steering device are driven by an engine A controller controls the engine, and also controls the rear front wheel steering device so as to steer rear front wheels in the same direction as that of front wheels based on the detection outputs of the front steering angle sensor of the front wheel and the vehicle speed sensor When the vehicle speed sensor detects a vehicle speed lower than a first reference value, and a difference in steering angle between a target steering angle based on the steering angle of the front wheel and an actually-measured steering angle of the rear front wheel is larger than a second reference value, the controller increases the rotational speed of the engine to a third reference value Also, when the difference in steering angle becomes smaller than the second reference value or when a predetermined time has elapsed, the controller returns the rotational speed of the engine to the original value

Abstract: PROBLEM TO BE SOLVED: To facilitate adjustment of the details of control corresponding to each vehicle for limiting slippage of the drive wheels thereof, and thereby ensuring driving force with respect to road surfaces. SOLUTION: Front wheel velocity VLF (VRF) is determined from the number of revolutions of front wheel NLF (NRF) of a front wheel 11L (11R), positioned outside during turning and rear wheel velocity VD, is determined from the number of revolutions of rear wheel ND of the drive wheels 12. Slipping velocity ΔVD, or the velocity difference between a converted rear wheel velocity VDP, obtained by converting the front wheel velocity VLF (VRF) into the velocity of the drive wheels 12, and the rear wheel velocity VD, is determined. When the slipping velocity ΔVD exceeds a target value, the driving torque of a drive motor 19 is reduced from a target driving torque for an accelerator opening ACC to a prescribed rate.

Abstract: A lower double-joint front suspension system is provided which includes an upper suspension link and a pair of lower suspensions links for supporting a front wheel. The suspension system is adapted to provide a positive scrub radius for a front wheel when the front wheel is steered to serve as an inner wheel during cornering, which positive scrub radius increases with increase of turning of the front wheel away from a neutral position thereof. One of the lower suspension links, which is located in the rear of the other, has a connecting end portion at which it is connected to a vehicle body. The connecting end portion includes a resilient bushing which is less rigid in the width direction than in the longitudinal direction of the vehicle body. By this, when a braking force is applied to the steered inner front wheel during cornering, the resilient bushing is deformed in the width direction and inboard of the vehicle body. Such deformation of the resilient bushing causes rear one of the lower suspension links to turn in the direction to decrease the positive scrub radius, thus making it possible to improve the returnability of a steering wheel.

Abstract: The device has a stage for predicting the difference between the inclination angles of the front and rear wheels, a stage for detecting the vehicle's steering angle and a control/regulation stage for controlling/regulating the turn characteristic of the vehicle on the basis of the predicted angle difference and steering angle signals. A torque demand signal can be corrected on the basis of the angle difference and steering angle signals.

Abstract: Exercising cart structure including a support beam, a front wheel frame and a rear wheel frame. One end of the support beam is connected with the front wheel frame, while the other end of the support beam is reciprocally slidably fitted with the rear wheel frame. Two front wheels and two rear wheels are respectively one-way rotatably mounted at two ends of the wheel shafts of the front and rear wheel frames. In use, a user sits on the seat and holds the handlebar of the front wheel frame with two hands with both feet stepping on two lateral step pads of the front wheel frame. The user's feet first push the front wheel frame forward by a certain distance and then the user's body and hip portion exert a force onto the rear wheel frame to move the same forward relative to the front wheel frame. Therefore, by means of forcing the front and rear wheel frames to alternately separate from and get close to each other, the exercising cart can gradually move forward. During the movement, a user can hold the handlebar to control the turning angle and moving direction of the exercising cart so as to achieve a harmonically and evenly exercising effect for the whole body.

Abstract: A toe-angle adjusting mechanism (TM) that accurately adjust a toe angle of a wheel (3). The mechanism includes adjusting pins (9) and a locking plate (10). The adjusting pins have eccentric shafts (36) and engagement shafts (32). The locking plate has engaging holes (26). The locking plate prevents rotation of the adjusting pins by fitting the engaging holes with the engagement shafts.

Abstract: The method involves increasing the drive slip demand value for the wheels (4,5) of the drive axle as long as the wheel dynamics of the front wheels (6,7) exceed a threshold value. The accelerations of the front wheels are evaluated to determine the front wheel dynamics. The drive slip demand value is increased if the difference between the front wheel accelerations exceeds a threshold value.

Abstract: The method involves the determining of commands of the assisted torque as a function of the torque exerted on the wheel by the driver, of the vehicle speed, of the steering angle of the wheel and the acceleration of the vehicle obtained by derivative of the speed of the vehicle such that the wheel return is independent of the longitudinal acceleration of the vehicle. The acceleration is measured by the speed sensor and pre-filtered by a suitable filter e.g. low-pass filter. The parameters are fed to the computer which returns an order for an active counter-torque to return the wheel to the neutral position.

Abstract: The present invention is directed to an apparatus for determining a state of braking operation of a vehicle. Wheel speed sensors are provided for detecting wheel speeds of a front wheel and a rear wheel. A wheel speed difference is calculated between the wheel speed of the front wheel and the wheel speed of the rear wheel detected by the wheel speed sensors. A braking operation detection device is provided for detecting an operation of a brake pedal. Based upon the calculated wheel speed difference and the operation of the brake pedal detected by the braking operation detection device, it is determined whether the brake pedal was rapidly depressed. In accordance with this result, and in response to the wheel speeds detected by the wheel speed sensors, the braking force applied to the front wheel can be adjusted in a predetermined relationship with the braking force applied to the rear wheel.

Abstract: The control device has a vehicle speed sensor (1-2), a steering angle displacement sensor (1-1), a yaw angle sensor (1-3), a yaw angle gain estimation stage, a gain setting stage, a braking force distribution control stage, a brake pressure control stage, a tire data computation stage, a steering actuator for steerable rear wheels, a dynamic target variable computation stage, a rear wheel steering command computation stage and a rear wheel steering angle control stage that brings the command value in line with the actual steering angle setting. An independent claim is also included for a method of dynamically controlling a vehicle.

Abstract: PROBLEM TO BE SOLVED: To miniaturize a steering actuator generating the steering torque for maintaining a lane and to reduce its output power SOLUTION: The target control liquid pressure Pai of a hydraulic cylinder 34 forming an active suspension is corrected according to a target front wheel steering angle calculated by automatic steering control The roll rigidity distribution on the rear wheel side is increased to improve a turning property as the target front wheel steering angle becomes larger, and the roll rigidity distribution on the front wheel side is increased to improve the travel stability of a vehicle Since the control quantity of the steering wheel by the steering actuator can be reduced by the changed quantity of the steering characteristic, the steering actuator can be miniaturized, and its output can be reduced

Abstract: The apparatus can identify objects at the side of a vehicle with respect to the direction in which the vehicle is driving. Measuring points (1,2) for non-contact distance measuring sensors are provided in front of and behind a vehicle wheel (9) on the chassis (3) or the vehicle structure. A computer assisted analysis device (4) is connected to the distance sensors and to a steering angle measuring device (5). The computer (6) makes an analysis taking into account stored lateral distances of the front and rear measurement points from an outer tire side wall of the vehicle wheel, with a steering angle of 0 deg.

Abstract: The method involves detecting steering wheel (1) angle, converting it into a demanded steered wheel angle, detecting the actual steered wheels (11) angle, controlling the steered wheel position depending on the angle difference, detecting the steering wheel torque, converting (23) the angle difference into a demanded steering wheel torque and controlling the steering wheel torque depending on the steering wheel torque and the demanded torque. Independent claims are also included for the following: a computer program suitable for implementing the method, a controller for a steer-by-wire steering system and a steer-by-wire steering system.

Abstract: A computer-assisted method for adjusting alignment angles of a wheel attached to a wheel mounting structure of a vehicle. This method includes measuring a baseline wheel alignment angle with respect to a rim or hub of a wheel and using a computer for storing baseline wheel alignment angle data in a memory. A required change in the wheel alignment angle is determined from the baseline wheel alignment angle. Then, the wheel and rim are removed from the mounting structure and, using the computer, the baseline wheel alignment angle data is retrieved from the memory. Finally, a change in wheel alignment angle from the baseline wheel alignment angle is measured while adjusting the mounting structure. The change in wheel alignment angle data and the required change in the wheel alignment angle are compared.

Abstract: A front wheel adjustment device of a tricycle comprises a front fork, a front wheel, and a shaft. The front fork comprises two side wings, with each being provided with a connection portion. The connection portion is provided with a through hole. The front wheel is provided at the center with a shaft hole. The pivot is received in the shaft hole of the front wheel and the through holes of the front fork.