Abstract: A stability control system ( 24 ) for an automotive vehicle includes a plurality of sensors sensing the dynamic conditions of the vehicle The sensors include a steering angle sensor ( 35 ) and a yaw rate sensor ( 28 ) The controller ( 26 ) is coupled to the steering angle sensor ( 35 ) and the yaw rate sensor ( 28 ) The controller ( 26 ) determines a desired yaw rate in response to the steering wheel angle input, determines a corrected steering wheel input as a function of the desired yaw rate of an ideal vehicle and the vehicle yaw rate, and controls the road wheel steer angle (front, rear, or both) steering actuator in response to the corrected steering wheel input, the yaw rate and the modified steering wheel input, vehicle speed, lateral acceleration, longitudinal acceleration, yaw rate, steering wheel angle, and road wheel angles

Abstract: A method is disclosed for determining the steering center of a vehicle. The algorithm involves supplying power to a controller after ignition-off to save the steering wheel angle value that is stored in the controller's non-volatile memory. At ignition-on, the steering wheel angle value that was stored in the controller's non-volatile memory is retrieved and compared to a recently calculated probable steering wheel angle value. The recently calculated probable steering wheel angle value is calculated based on an offset compensated value of the vehicle's yaw rate and offset compensated value of the vehicle's lateral acceleration. If the difference between the value stored in the volatile memory and the recently calculated probable steering wheel angle value are within a predetermined range, the value stored in the non-volatile memory will continue to be used.

Abstract: In a suspension system that connects a wheel support to a vehicle body, the wheel support is designed to carry a wheel of radius “r”, the wheel is intended to rest on the ground via a contact area, the system includes an arrangement that confers upon the wheel support, relative to the body, a degree of freedom of the camber and a degree of freedom of the deflection of the suspension that are independent of one another. The system is configured such that the camber movement of the wheel support relative to the body has, around a mean position, an instantaneous center of rotation (CIR r/c) located within a range from 2.5 r above ground to r below ground.

Abstract: A new method for determining an actual steering wheel angle is provided that does not require re-calculation of a steering center upon each ignition of the vehicle. Accordingly, the vehicle dynamic controller may be activated very quickly after ignition, while a less costly relative steering wheel angle sensor may be employed.

Abstract: The invention relates to a vehicle steering system for controlling a steering or steering lock angle of at least one wheel of a vehicle, comprising the following: a steering handle, especially a steering handwheel; a detecting device for detecting the degree of actuation of the steering handle; a mechanical interconnection between the steering handle and the at least one steered vehicle wheel; an adjustment unit for assisted adjustment of the steering or steering lock angle; a control device for the adjustment unit, wherein the actual manual torque or force that is to be exerted by the driver to control the vehicle is regulated by the control device depending on vehicle state parameters, wherein the control device has a vehicle state regulator which generates an adjustment parameter Treq with the aid of state parameters of the vehicle, in which the steering forces exerted by the driver would be minimal, so that practically torque-free steering could be realized and a reference variable lock-on produces a reference variable Tref for the manual torque Tdriver, req to be exerted by the driver.

Abstract: of Disclosure A U-shaped vehicle with flexible beams equipped with an adjustable toe-angle, variable height suspension. Containers are attached between the beams of the vehicle. The rear suspension has a variable toe angle to control the spread of the beams so the vehicle can back around a container. Rear wheel axles are mounted on arms connected to pivot points. An axle and its pivot points are non-co-planer. The pivot points are angled so that an outer pivot point is higher than an inner pivot point. When the vehicle is lowered close to the ground, the rear wheels develop slight toe out. When the vehicle is raised above its normal ride height, the rear wheels develop slight toe in, and the beams of the vehicle spread apart when the vehicle is driven in reverse.

Abstract: A method and apparatus for a four-wheel drive motor vehicle provides improved cornering by disengaging drive torque to the inside rear wheel during significant steering maneuvers. The apparatus includes a primary front wheel drive motor vehicle driveline having a center differential which provides drive energy to the primary (front) driveline and secondary (rear) driveline and a rear axle assembly having a pair of normally engaged (active) clutches which provide drive energy to the respective rear wheels. A steering angle sensor detects angular displacement of the steering column or front (steering) wheels and an associated controller disengages the clutch associated with the rear wheel on the inside of the turn as determined by the steering angle sensor.

Abstract: An electric vehicle steering/drive control method and apparatus having predetermined steering modes defining composite patterns of individual wheel travel paths, whereby the vehicle wheels are controlled independently. The steering modes are determined by different condition equations related to each composite pattern. A steering mode select signal is generated based on a mode selection by a vehicle driver. The steering mode select signal is received by a wheel steering angle computer and a wheel rotation speed computer. Based in part on the steering mode select signal, the wheel steering angle computer generates a signal that is received by a steering motor controller, which in turn controls motors that change the steering angle of the wheels. An actual angle sensor generates a signal based on the actual angle of the wheels and a steering angle comparator receives the actual angle sensor signal. In addition, to move the vehicle in a particular direction and at a particular speed, a speed and direction command signal is also generated based on driver input. This speed and direction command signal is received by a common signal rate of change suppression computer, which generates a signal received by the wheel steering angle computer and a wheel rotation speed computer. Then the wheel rotation speed computer generates a signal based on signals received from the common signal rate of change suppression computer and the steering angle comparator computer. A drive motor controller receives the wheel rotation speed signal and activates drive motors associated with each wheel, thereby causing the wheels to move rotationally.

Abstract: A steering device for a vehicle has: a target wheel steering angle production unit for producing a target wheel steering angle on the basis of a detected steering wheel angle; a wheel steering angle control unit for controlling steering angles of wheels turned for steering so that a detected wheel steering angle and a target wheel steering angle coincide with each other; a target reaction production unit for producing a target reaction on the basis of the steering wheel angle; a first reaction torque control unit for controlling a reaction torque produced in the steering wheel by driving a reaction control mechanism so that the reaction torque and the target reaction coincide with each other; and a second reaction torque control unit for compensating an output from the wheel steering angle control unit so that the reaction and the target reaction torque coincide with each other.

Abstract: An electrical scooter (200) includes a chassis (202) having front and rear ends to which front (204) and rear (206) wheels are mounted. A seat (208) is mounted on the chassis (202) for supporting a rider thereon. A steering shaft (210) is rotatably mounted to the front end of the chassis (202) in an upright manner and has a lower end attached to the front wheel (204) for swiveling the front wheel. A control device (214) is mounted to an upper end of the steering shaft (210). An electrical motor (216) is mounted to one side of the front wheel (204) and coupled to the front wheel for driving the front wheel under the control of the control device (214). Since the motor (216) is mounted to one side of the front wheel (204), the weight of the motor induces a torque to the steering shaft (210) and thus yawing the front wheel (204) and making directional offset of the scooter in the moving thereof. An offset compensating device (220,320,420) is provided to overcome the directional offset of the electrical scooter. The offset compensating device (220,320,420) comprises a resilient element, such as a leaf spring, a torsional spring and a helical spring, arranged between the steering shaft (210) and the chassis (202) to apply a force to the front wheel (204) for counteracting the weight of the motor (216) thereby compensating the directional offset and maintaining the front wheel (204) in a straightforward direction.

Abstract: A support ( 10 ) worn on a person's foot (F) or hand to correct a deformity to a toe (T 2 ) or finger. A first sleeve ( 12 ) of a support material is sized to fit over the adjacent toe (T 1 ). A second sleeve ( 14 ) of the material is sized to fit over another toe (T 3 ). A band ( 16 ) of material extends between the two sleeves. The band of material fits over the deformed toe when the support is worn and holds the deformed toe in a position in which it does not overlay the adjacent toe but extends generally side-by-side with it. Another embodiment of the support can be worn on a person's hand to treat a deformed finger. The support can be incorporated into a sock ( 100 ) or glove ( 110 ).

Abstract: The present invention involves a system and method of controlling a variable steering ratio of a vehicle steer-by-wire system. The variable steering ratio control varies the steering ratio continuously according to steering angle and vehicle speed. The method comprises sensing an actual steering wheel angle and an actual speed of the vehicle and converting the actual steering wheel angle and vehicle speed into values in fuzzy sets based on a steering wheel angle and vehicle speed membership functions with linguistic term labels. The method further includes determining a corresponding degree of membership of the steering wheel angle and vehicle speed. The method further includes inferring a fuzzy road wheel reference angle output value by determining the degree of membership function for the road wheel reference angle using fuzzy rules based on the degrees of steering angle and the vehicle speed. The method further includes converting a fuzzy road wheel angle into an actual road wheel angle. The variable steering ratio can be adjusted according to the vehicle operator's desire with a progressive ratio setup.

Abstract: An overlay steering system for a vehicle includes a mechanical steering apparatus for the transfer of a steering torsionali moment at a predetermined transfer ratio to at least one steered wheel, a wheel angle sensor connected to at least one steered wheel for generating a wheel angle signal corresponding to an angle of the at least one steered wheel, a comparison device for comparing the steering angle signal and the wheel angle signal as well as for generating a comparison signal based on the steering angle and the wheel angle, and an electromechanical converter for generating the overlay torsional moment, if the comparison signal indicates the presence of a deviation from the predetermined relation between the steering angle and the wheel angle of the at least one steered wheel, resulting in a reduction of the deviation

Abstract: PROBLEM TO BE SOLVED: To provide an electric power steering device having a constitution in which an absolute steering angle of a steering wheel can be detected without using an absolute steering angle sensor. SOLUTION: An absolute steering angle detection part 212 detects the absolute steering angle based on a wheel speed signal, a detection signal of a torque sensor 22 and an output signal of a rotation angle detection part 211. Specifically, the absolute steering angle detection part 212 determines the linear advancement state of a vehicle if the respective wheel speeds are larger than zero, the wheel speeds of the right and left wheels are approximately equal and further, the steering torque is approximately zero. A rotation position of the steering wheel at this time is made to a neutral position. The absolute steering angle detection part 212 calculates the absolute steering angle by making a motor rotation angle at the time of the linear advancement state of the vehicle as a reference rotation angle and multiplying (1/speed reduction ratio) to a variation amount of the motor rotation angle from this reference rotation angle. COPYRIGHT: (C)2004,JPO

Abstract: A system for initializing a steering wheel in a steer-by-wire vehicle includes a steering wheel, a torque feedback actuator, a steering wheel angle sensor, and a controller. The controller is adapted to calculate a corrected steering wheel angle based upon the relative angular positions of the road wheels and the steering wheel as measured by the respective sensors. The controller then controls the torque feedback generator to rotate the steering wheel into a corrected position such that the torque feedback generator rotates the steering wheel a minimum angle. The controller issues a warning signal in response to any resistance to the correction, including interference from the vehicle driver.

Abstract: A vehicle has a chassis with a front and rear ends and at least one front wheel mounted on the front end. A one-sided swing arm having an outer end portion, a support portion including a strut assembly, and an inner end portion is pivotally mounted on the rear end of the chassis. A wheel mounting assembly is disposed on the outer end portion of the swing arm, and a rear wheel which is interchangeable with the front wheel is mounted thereon. In one embodiment, the vehicle includes steering means for pivoting the front wheel about a first vertical axis to control the direction of movement of the vehicle, and a hub and pivot means mounting the hub on the outer end of the swing arm for pivotal movement of the rear wheel about a second vertical axis. The rear wheel is rotatably supported on the hub and naturally tracks the front wheel in a cooperating turning arc.

Abstract: A rear wheel steering angle control apparatus is provided with a rear wheel steering angle determining unit and a rear wheel steering mechanism so as to determine a steering angle ratio based upon vehicle speed and perform a rear wheel steering angle control. An alerting unit alerts that the output of the rear wheel steering mechanism is beyond a predetermined allowable range when an observing unit detects a control condition being abnormal and releases the alert when the output of the rear wheel steering mechanism is within the predetermined allowable range.

Abstract: A method of coordinating a plurality of intervention measures into a driving performance of a vehicle includes determining a wheel slip angle of a front axle, determining a coefficient of friction on the front axle, determining a wheel slip angle threshold value, comparing the wheel slip angle to the wheel slip angle threshold value, and initiating a first intervention measure through at least one of a brake system of the vehicle and a drive system of the vehicle if an absolute value of the wheel slip angle is greater than an absolute value of the wheel slip angle threshold value.

Abstract: The motion wheel washer automatically washes the front wheels of a vehicle while the wheel is in motion. In one embodiment, the position of the front wheels and the vehicle speed is sensed. When the wheels are turned to the right or left at low speed, a nozzle residing inside the lip of the fender, in front of the wheel, directs a spray of a washing fluid against the outer surface of the wheel. When the wheels are turned the opposite direction, a spray is directed against the outer surface of the opposite wheel. In a second embodiment, a telescoping arm residing within the wheel well above the wheel, deploys to position a nozzle to spray the washing fluid against either wheel.

Abstract: A putter is disclosed in which the heel of the head is heavier than the toe to automatically hold the putting face at a right angle to the target line at address, thereby eliminating the effort normally needed by the golfer to hold the toe in the forward position when striking a golf ball. Thus, all of the golfer's effort and attention can be devoted to pulling the putter head straight back (back swing) and straight forward to strike the ball precisely and directionally on line. This improved and surprising result is accomplished by mounting a straight shaft off center in the head toward the toe, or by controlling the balance of the head with respect to the position of the shaft through use of design features or material variations. The successful accomplishment of this important feature is readily shown if the toe of the putter head points up when the shaft is placed on a flat smooth table with the head suspended over the edge of the table. Attainment of the putter's desired loft and lie angles and location of the shaft are simultaneously accomplished by forming a single shaft-mounting hole in the top surface of the head at a predetermined location and compound angle with respect to the top surface and the putting face.

Abstract: Objective: The purpose of this study is to investigate the incidence and ratio of biphalangeal toes in Korean adult and to investigate whether this finding correlates with the evolution of human toes. Method: The materials used in this study consisted of 1,290 radiographs of the human feet obtained from 645 adults with foot symptom and complete osseous growth. The 1,290 radiographs consisted of anteroposterior weightbearing radiographs and nonweightbearing oblique radiographs. Those were retrospectively reviewed and carried out of detailed macroscopic examinations. Results: Biphalangeal toe was observed for the 5th toe in 934 cases (72.40%), for the 4th toe in 161 cases (12.48%), for the 3rd toe in 7 cases (0.54%), and for the 2nd toe in 1 case (0.08 %). Bilaterality of biphalangeal and triphalangeal toes for each toe was observed over 97.1%. Conclusion: Our results are in agreement with Nakashima and it is likely that over 70% of the Asian population have only two phalanges in their fifth toes, and it seems to be an example of microevolution or genetic adaptation to bipedalism.

Abstract: In Missouri, 11 traffic signal mast arms fractured at the arm-post weld connection in 7 years. To reduce this fatigue failure, the Missouri Department of Transportation developed a fatigue-resistant weld profile that increases the weld leg and reduces the slope of the weld at the toe. This study investigated causes of the failed arms, compared performance of new and old weld profiles, and suggested retrofitting measures for further investigation. The scope included a metallurgical investigation of one failed field mast arm, laboratory fatigue testing of five prototype mast arms (two new and three old profiles), and laboratory failure analysis of one arm tested to cracking. Metallographic and fractographic analyses indicated that the fatigue crack in the failed mast arm initiates near the weld toe of the arm due to undercutting, creating a sharp local toe angle. Location of undercutting at the heat-affected zone of the base material, where the material is softest, further contributed to early fatigue failu...

Abstract: PROBLEM TO BE SOLVED: To provide a straight traveling characteristic adjusting method for a vehicle capable of performing adjusting work for the straight traveling characteristic of the vehicle certainly and quickly without requiring the skill of a worker. SOLUTION: The vehicle after the adjustment of its alignment is placed on a roller of an on-table testing machine and the actual traveling condition of the vehicle is reproduced, and the lateral force of each wheel at this time is measured followed by determination if the measured lateral force is within a preset reference range, and determination is made if the lateral force of the wheel outside the reference range is put in the reference range when a toe angle is corrected within a preset toe angle correcting allowable range, and if in the range, the toe angle is corrected within the correcting allowable range, and the lateral force is corrected into the reference range followed by determining the lateral force of the wheel after the toe angle is corrected, and the drift amount of the vehicle is calculated from the obtained lateral force of each wheel, and quality determination about the straight traveling characteristic is performed from the obtained drift amount. COPYRIGHT: (C)2004,JPO

Abstract: High degree of tire exchange adjustment adapted to the liking about drive of the customer is realized. Information on tires and wheel covers is displayed on an information terminal (112), and a customer selects a tire and a wheel cover (114). The drive liking information on the user's liking is acquired (118), and on the basis of the acquired user's drive liking information, the rim fitting condition associated with the tire and wheel cover, unbalance adjustment condition, condition of securing a tire mounted on a rim to a vehicle, and alignment condition are determined (122). A tire is mounted on a rim under the rim mounting condition, unbalance adjustment of the rim-mounted tire is carried out under the unbalance adjustment condition, the rim-mounted tire adjusted in the unbalance is secured to a vehicle under the tire securing condition, the state of the vehicle is measured, and the toe angle is adjusted under the alignment condition.

Abstract: A steering apparatus of a vehicle having a steered tire wheel steered in correspondence to an operation of a steering wheel is disclosed. A first sensor detects an actual position indicating a present rotational position of the steering wheel. A second sensor detects a wheel angle of the steered tire wheel. The steered tire wheel is driven by an electric type drive apparatus. The drive apparatus outputs a power output for operating the steered tire wheel in correspondence to a steering wheel operation. When a deviation exists between.the actual position of the steering wheel detected by the first sensor and the wheel angle of the steered tire wheel detected by the second sensor, a first compensation for compensating the actual position of the steering wheel so as to make the deviation small is executed by controlling the power output of the drive apparatus.

Abstract: PROBLEM TO BE SOLVED: To provide a rear suspension structure that can provide a soft vibration transmission characteristic without an increase in vertical dimension, can permit control over a wheel toe angle at acceleration and deceleration, can improve the rigidity of a connection and can be structurally simple. SOLUTION: A bush 5 is arranged coaxially with a front connection of a radius arm 4 to a vehicle body structure member 6. The axis of the bush 5 is placed substantially vertically, so that vertical force is received in shearing force, which in turn ensures a soft vibration transmission characteristic, and that a small vertical dimension facilitates closeness of the center of oscillation of the radius arm 4 to the frame 6.

Abstract: The equations of 2DOF Four wheel steering vehicle model are systemically analyzed,and the transfer functions about sideslip angle of mass center and yaw velocity to front wheel steering angle are deduced.The locomotion simulations were processed according to the parameters of the four wheel steering model vehicle in my lab whose control strategy is proportional control.The systemic analysis was done on the base of the results of simulation.And the advantages of 4WS vs.2WS were showed evidently.Finally,the developing directions of 4WS are put forward.

Abstract: The invention relates to an improved suspension of steered wheels for all types of vehicles, especially single-track scooters which can be steered by means of weight transfer, having a front wheel and a rear wheel which are arranged one after the other approximately on one plane, at least one of the wheels being embodied in a steerable manner by means of steering mechanics, in addition to a frame connecting said wheels and comprising a surface for standing. The steering head angle of the steering head axis is varied in relation to the vertical or the normal of the ground, according to the steering angle of the steerable wheel and by means of the steering mechanics inside a predefined angle range. A first embodiment of the steering mechanics comprises three nested forks, the innermost steering fork holding and steering the steerable wheel, the middle articulated fork holding and steering the steering head bearing and thus regulating the steering head angle, and the outer fork being a fixed frame component. A second embodiment of the steering mechanics comprises a universal joint consisting of an articulated fork and a steering fork. The steering fork can be arranged in the centre of the wheel hub or radially offset therefrom, with an asymmetrical wheel rim and a normal wheel bearing or having an oversized wheel bearing inside a symmetrical wheel rim. A simple version of the scooter also has a steering head angle which is fixed at least during driving and which can be optionally regulated and fixed before driving, with the advantage that the steering system is positioned in the centre of the wheel hub (injury/attractive design). The aim of the invention is to provide an improved suspension of steered wheels for all types of vehicle, considerably improving the driving characteristics of the vehicle in such a way that the risk of accident for the user is greatly reduced.

Abstract: PROBLEM TO BE SOLVED: To adjust a toe-in precisely with a simple and inexpensive means under no influence, for example, of a total accumulation of tolerance errors in a slitter device. SOLUTION: A toe-in adjusting method is for a slitter blade held on a holder with a part relatively turnable to offer an adjustment to a toe-in angle. After a check on a parallel positional relation between an upper blade and a lower blade, a graduated element is stuck over the relatively turnable regions and is next cut apart along the boundary between the relatively turnable regions. The relatively turnable part is then turned to set a desirable toe-in angle while a toe-in angle indication is read from the graduated element.