Abstract: A two-wheel drive motorcycle having a drive train that supplies power to the front wheel and includes a series of rigid shafts or other internalized drive systems. The front wheel drive consists of components located on the axis of steering within the head tube and positioned symmetrically in a counterbalancing fashion within the front fork in order to counteract the torque reactions from the rotating front wheel drive while providing a full range of steering. The front wheel drive lengthens and shortens in parallel with the shock-absorbing front fork. An engagement clutch, a one-way hub, and torque limiting clutch operatively engaged with the front wheel drive are also disclosed.

Abstract: A slip angle calculating unit calculates a slip angle of a vehicle body corresponding to a steering wheel angle and a vehicle speed, based on a vehicle wheel angle and the vehicle speed, by an observer of a preset vehicle motion model under a motion equation of a vehicle. A front wheel slip angle calculating unit calculates a front wheel slip angle based on the steering wheel angle, a vehicle speed, a yaw rate, and the calculated vehicle body slip angle. A self-aligning torque calculating unit calculates the self-aligning torque based on the hydraulic chamber pressure of the left side and the hydraulic chamber pressure of the right side in a power cylinder. The vehicle speed, an estimated front wheel slip angle, and the self-aligning torque are inputted to a road friction coefficient setting unit, and the road friction coefficient setting unit sets a road friction coefficient by referring to a map based on the input to output the set value. A road friction coefficient is estimated in wide ranges while reducing noises of sensors.

Abstract: A mobile lift having extendable axes that is capable of switching between front-wheel steer, rear-wheel steer, all-wheel steer, and crab steer without resulting in undesirable tire scrubbing or unfavorable steering geometry. One embodiment provides a mobile personnel lift having a chassis supported by steerable front and rear wheel sets. The steerable wheel sets are mounted on axles that are extendable and retractable. A double-acting hydraulic cylinder is pivotally coupled between each steerable wheel and its corresponding axle for turning the wheel. A microprocessor controls the flow of hydraulic fluid to the hydraulic cylinders. Sensors positioned adjacent to each wheel measure the angular position of each wheel relative to the chassis, and transmit this information to the microprocessor to synchronize the wheels as required to provide the optimum steering geometry for the selected mode.

Abstract: A variable wheelbase personal mobility vehicle is disclosed comprising a front wheel assembly and a rear wheel assembly A front wheel is pivotably mounted relative to the front wheel assembly for controlling the direction of movement of the personal mobility vehicle Plural drive wheels are mounted relative to the rear wheel assembly for driving the personal mobility vehicle A seat is connected to the rear wheel assembly for supporting an operator A variable wheelbase mechanism varies the distance between the front wheel and the plural drive wheels

Abstract: A method is disclosed for controlling the rear wheel angle in a four-wheel steering vehicle such as a pickup truck. The front wheels are steered using the conventional operator handwheel linked to the front wheels. The rear wheels are actuated with a reversible electric motor and the rear wheel angle controlled using a computer with inputs of vehicle velocity, operator handwheel position and correlated front wheel angle, and handwheel turning rate. Control of rear wheel angle starts with a correlation of ratios of rear wheel angle to front wheel angle, R/F, vs. vehicle velocity suitable, determined under steady state front steering angle and velocity conditions, to maximize the contribution of the rear wheels while avoiding side-slip of the vehicle. It is found that driver steering feel and vehicle maneuverability is improved by imposing a minimum front wheel angle requirement before rear wheel steering is permitted and by modifying the current value of R/F with gain factors base d on the hand wheel angle and rate of motion.

Abstract: A wheel finishing apparatus for abrasively finishing the front faces of automobile wheels. The apparatus has a rotating carousel hub and multiple arms connected to the carousel hub which extend out to wheel mounting ends. A wheel is rotatably mounted to each wheel mounting end such that the front face of each wheel faces a known direction of carousel rotation and forms an impingement with an orbital path traversed by the wheel mounting end. Each wheel may be independently pivoted about a respective pivot axis at each wheel mounting end for variably adjusting the impingement angle. By adjusting the impingement angle to less than ninety degrees, partially submerging the wheels in a media bath, and rotating the carousel drive structure about a central axis of rotation, the abrasive polishing media impinges the submerged portions of the front faces and rotates the wheels about their respective wheel rotational axes to abrasively finish all areas of the front faces.

Abstract: A suspension assembly for a vehicle is provided that includes a frame supporting upper and lower control arms in spaced relation to one another that are pivotally connected to the frame. A steering knuckle is supported between the control arms and supports a wheel. The orientation of the knuckle defines the wheel attitude, which includes caster, camber, toe, and track. The knuckle is rotated about its axis in response to mechanical inputs from a steering wheel. First and second actuators may be supported on one of the control arms and connected to a portion of the knuckle. A third actuator may be supported on the other control arm and connected to another portion of the knuckle. At least one sensor detects vehicle ride conditions such as braking, vehicle yaw, and steering position. A controller is connected to the sensors and the actuators to command the actuators to adjust at least one of the caster, camber, toe, and track in response to the vehicle ride conditions.

Abstract: A rear-wheel steering angle control device includes a target rear-wheel steering angle calculating means for calculating a target rear-wheel steering angle based upon the detection by a detecting means. The target rear-wheel steering angle calculating means further calculates an averaged locus by averaging a front end point running locus based upon a sample point memorized by a front end point locus memorizing means. The target rear-wheel steering angle calculating means still further limits the target rear-wheel steering angle not to deviate a vehicle rear end point from an inner range of the averaged locus.

Abstract: In this paper we present an optimised 3 degrees-of-freedom non-linear dynamic model of a four-wheel-steering (4WS) vehicle. As variables, we retain the lateral velocity V, the rolling velocity p and yaw velocity r. The front steer angle δf and rear steer angle δr are considered to be linear functions of the steering wheel angle θs and of dθs/dt, the proportionality parameters being k1f, k2f for δf and k1r, k2r for δr. The parameters k1f, k2f, k1r, k2r are optimised by use of the BOX mathematical algorithm. In a first optimisation loop we minimise the sideslip angle β of the vehicle and in a second optimisation loop we assure, that the resultant (taken in the centre of gravity of the vehicle) of all the transversal forces Fy applied on the wheels of the vehicle (reaction forces contained in the road plane), give a component Fyx along the longitudinal axis of the vehicle, that takes a non negative value. This assures, that the motor of the vehicle will not waste fuel to overcome resistance forces originating from the steering system of the vehicle. A numerical application is also presented for a 4WS vehicle negotiating a curve at constant velocity. The results are compared to those obtained by two models frequently used in the literature. The comparison testifies on the superiority of our model for the application presented here.

Abstract: The invention provides an apparatus and a method of estimating tire air pressure with high accuracy from vehicle operation at low at high speeds regardless of various elements to be mounted to the vehicle. Estimation of tire air pressure based on a resonance frequency extracted based on a wheel speed signal outputted from a wheel speed sensor corresponding to the respective tire and estimation of tire air pressure based on a dynamic load radius derived based on the wheel speed signal, are used to selectively switch in accordance with a magnitude of a variance value of the resonance frequency at a plurality of time points.

Abstract: A reference steering angle achieved when the steering operation quantity is sustained at a constant value is calculated in correspondence to the steering operation quantity. A decision is made as to whether the vehicle is in a turn-contracting state, in which the direction of a steering operation matches the direction of a change made in the steering operation or a turn-expanding state in which the direction of the steering operation is opposite from the direction of the change made in the steering operation. If the vehicle is determined to be in a turn-contracting state, the target steering angles for the front wheels and the rear wheels are calculated by correcting the reference steering angle so as to achieve a smaller steering center elevation angle. If, on the other hand, the vehicle is determined to be in a turn-expanding state, target steering angles for the front wheels and the rear wheels are calculated by correcting the reference steering angle so as to achieve a larger steering center elevation angle. The steering angles at the front wheels and the rear wheels are adjusted independently of one another so as to match the steering angles with the target steering angles thus calculated.

Abstract: A method and system for providing an improved camber adjustment technique. The method comprises the steps of: turning the steerable wheel to a first position in which the steerable wheel is either toe-in or toe-out, then turning the steerable wheel to a second position in which the steerable wheel is toe-out if the steerable wheel is toe-in in the first position, and in which the steerable wheel is toe-in if the steerable wheel is toe-out in the first position. Toe angles and camber angles during the turning of the steerable wheel from the first position to the second position are measured. An adjustment amount of camber at any toe angle is determined by the difference between the camber angle at zero toe and a specification camber angle.

Abstract: A vehicle includes multiple wheels, a locking drive differential, and a stability controller A first wheel is mechanically coupled to a second wheel The locking drive differential mechanically couples the second wheel to a third wheel The stability controller is coupled to the third wheel The stability controller is programmed to attain a slip rate of about the first and the second wheel at the third wheel, which stabilizes the vehicle in an over-steer condition The method applies a modulated stability pressure to the third wheel until the third wheel attains about the combined slip rate of the first wheel and the second wheel and a fourth wheel is rotating at about the velocity of the vehicle

Abstract: The invention relates to a power-assisted steering system for non-trackborne vehicles and particularly motor vehicles, having a steering control (e.g. a steering wheel) operated by the driver, a wheel angle positioner to steer the wheels of the vehicle, angle sensors to sense the position of the steering control and/or the wheels of the vehicle, a “feel” provider to generate a “feel” torque to simulate a feedback of force to the steering control, the “feel” provider having an electric motor, at least one control unit for controlling the wheel angle positioner and the “feel” provider, in which in the event of at least one angle sensor, the at least one control unit and/or the “feel” provider failing, the angle to which the steering control is turned is continuously determined from the voltage which is induced in at least one winding of the electric motor by turning the steering control manually and/or from the induced current, and is used to control the steering angle at the wheels of the vehicle.

Abstract: Alignment between the wheels of a vehicle is determined using a position determination system and includes indicating wheel positions on the vehicle with targets; imaging the targets to obtain locations of the wheel positions; and calculating a relationship between the front and rear wheels. Alignment is aided by calculating rear and front wheel tracks and comparing the calculated front and rear wheel tracks to a specified range for the front and rear wheel tracks. Also, right and left wheel bases can be calculated and the calculated right and left wheel bases can be compared to a specified range for the right and left wheel bases. Measures of offset and skew can also be obtained. A computer-implemented position determination system for determining alignment between the wheels of a vehicle is disclosed.

Abstract: A caster wheel assembly that accommodates swiveling movement of a caster wheel providing a locking releasable wheel. The apparatus is applied to front wheel swivel caster assemblies permitting a high degree of reliability in linear motion for the supported article, along with a quick release of the front wheel. The precision linear motion for the supported article is achieved by a zero play locking mechanism that includes: a one bolt alignment adjustment, a reversible locking pin, and a integrated radius locking device. The design of the locking swivel caster wheel assembly is highly efficient in that the quick release of the front wheel provides fast and simple replacement, as well as incorporating the usage of multiple wheel types such as a wide profile wheel.

Abstract: PROBLEM TO BE SOLVED: To smoothly absorb an excessive load by preventing the interference of a front wheel with a vehicle body frame. SOLUTION: In a motorcycle having a form to suspend the front wheel 17 on the vehicle body frame 11 via a front fork 16, the front part of the vehicle body frame 11 located at the rear side of the front wheel 17 is formed into a shape of a bow of a ship (or a member having a shape of the bow is mounted on the front part of the vehicle body frame 11) and the tip of the bow 11a is offset to a left side or a right side from a center line C of the width direction of the front wheel 17 when the front wheel 17 is kept in a straight state. COPYRIGHT: (C)2002,JPO

Abstract: Alignment between the wheels of a vehicle is determined using a position determination system and includes indicating wheel positions on the vehicle with targets; imaging the targets to obtain locations of the wheel positions; and calculating a relationship between the front and rear wheels. Alignment is aided by calculating rear and front wheel tracks and comparing the calculated front and rear wheel tracks to a specified range for the front and rear wheel tracks. Also, right and left wheel bases can be calculated and the calculated right and left wheel bases to can be compared a specified range for the right and left wheel bases. Measures of offset and skew can also be obtained. A computer-implemented position determination system for determining alignment between the wheels of a vehicle is disclosed.

Abstract: The invention relates to a power-assisted steering system for non-trackborne vehicles and particularly motor vehicles, having a steering control (eg a steering wheel) operated by the driver, a wheel angle positioner to steer the wheels of the vehicle, angle sensors to sense the position of the steering control and/or the wheels of the vehicle, a “feel” provider to generate a “feel” torque to simulate a feedback of force to the steering control, the “feel” provider having an electric motor, at least one control unit for controlling the wheel angle positioner and the “feel” provider, in which in the event of at least one angle sensor, the at least one control unit and/or the “feel” provider failing, the angle to which the steering control is turned is continuously determined from the voltage which is induced in at least one winding of the electric motor by turning the steering control manually and/or from the induced current, and is used to control the steering angle at the wheels of the vehicle

Abstract: The arrangement has at least one pair of accurately or approximately adjacent bearer elements (1,2) whose tracking angle can be actively adjusted (5) during travel so that the tracking setting is automatically adjusted towards toe-in in the event of a critical situation such as braking and/or steering with a lot of lateral force and/or spinning.

Abstract: A miracle curb climber includes a casing having a top connecting bolt for screwing to a front or a rear axle of a walking aid, such as a handcart, a wheelchair, an electric wheelchair, a wheeled power chair, etc., at least one front pilot wheel and at least one main land-contacting wheel mounted into front and rear end of the casing, respectively, and at least one relaying wheel mounted in the casing between the pilot wheel and the land-contacting wheel. The front pilot wheel and the relaying wheel have diameters smaller than that of the main land-contacting wheel and are suspended in the air in front of the main land-contacting wheel, enabling the main land-contacting wheel to smoothly climb up a raised obstacle, such as a curb or a threshold, at a reduced angle of climbing without causing violent vibration or sway of the walking aid.

Abstract: A washer-type strain sensor, which generates an output representing a load acting thereon, is arranged between the vehicle body and the wheel. A dynamic load acting on the wheel is measured on the basis of the outputs of the strain sensor when the vehicle is traveling. A lateral force, a lateral-force coefficient, a slip angle, and steering characteristics of the wheel are obtained on the basis of the measured dynamic load, and thereby the cornering characteristics of the wheel are obtained.

Abstract: A dual counterbalance valve is added in the hydraulic lines between the steering unit and the steering cylinders on an implement to maintain pressure in the steering lines by metering hydraulic fluid to and from the cylinders under pressure so that the steered wheels stay in phase. Since the steering system is kept under constant pressure, the wheels can only be steered by the steering unit and not by tractive soil forces so toe in and toe out problems are eliminated without need for a mechanical tie rod connecting the steered wheels. The valve is added in-line to the system so that current machines can be easily retrofitted.

Abstract: A bicycle having front wheel drive and rear wheel steering, having a frame, a front wheel, handlebars, and a rear wheel. A rear steering assembly allows the rear wheel to be pivoted by a rear pulley assembly. A front steering assembly includes a front pulley assembly connected to the handlebars so that when the handlebars are pivoted the front pulley assembly is rotated. A left and right cable connect the front pulley assembly and rear pulley assembly so that when the handlebars are pivoted the rear wheel is pivoted in response. A driven sprocket is attached to the front wheel which is linked to a drive sprocket by a chain. A rotary power source such as human driven pedals or an engine is attached to the drive sprocket so that the front wheel is driven.

Abstract: The invention relates to a wheel (10) for a tracked vehicle, which is mounted on a vehicle wheel hub (12). The aim of the invention is to provide a corresponding light-weight wheel that has optimum damping properties and favorable thermal characteristics. To this end, the wheel (10) is provided with a plastic wheel ring (14). Said wheel ring (14) consists of a polyamide with an E modulus of elasticity of > 2000 N/mm2 and an elongation at tear of > 2 % and is solid and has - when viewing the cross-section- the shape of an elephant's foot.

Abstract: The present disclosure provides a method and system for determining symmetry and Ackermann geometry status of the steering system of a vehicle. A system according to the disclosure determines symmetry of the steering system based on toe angle differences of the steerable wheels. Thus, no specification is required for determining symmetry of the steering system. A system according to the disclosure determines symmetry of the steering system based on normalized toe angles. Consequently, the steerable wheel does not have to be positioned at a specific angle. Additionally, the present disclosure determines symmetry in the steering system of a vehicle without requiring turning steering wheels through a large angular range. Hence, technician efforts in steering the wheel are reduced. The disclosure also provides an improved alignment procedure that implements determination of symmetry of the steering system into the alignment procedure. The present disclosure provides a novel machine-implemented procedure to determine Ackermann geometry status of a steering system based on theoretical Ackermann angles.