Abstract: A linked brake system for motorcycles includes front and rear wheel brakes, an actuating device by which the front and rear wheel brakes can be operated simultaneously, a control system for controlling brake pressures at the front and rear wheel brakes, and wheel rotational speed sensors for measuring the wheel rotational speeds of the front and rear wheels as well as for determining a reference deceleration approaching the actual vehicle deceleration and for detecting running conditions in which a lock-up tendency exists at at least one of the front wheel and the rear wheel The wheel rotational speed sensors is connected to the control system Upon an operation of the actuating device, the control system operates the front and rear wheel brakes with a set brake pressure ratio, provided the reference deceleration is less than a set deceleration The control system controls the brake pressure ratio according to an ideal braking force distribution function between the front wheel and rear wheel whenever the reference deceleration exceeds a set critical deceleration

Abstract: A steering assembly for a vehicle includes a forward apparatus positioned toward the front of the vehicle and having a first front wheel assembly and a second front wheel assembly. The steering assembly includes a gear having teeth and being pivotable about a pivot axis. The pivot axis is positioned between the teeth of the gear and the forward apparatus. A first front link is attached to the gear and to the first front wheel assembly to turn a first front wheel. A second front link is attached to the gear and to the second front wheel assembly to turn a second front wheel.

Abstract: Disclosed herein is a wheel angle adjustment apparatus for automobile suspension systems The wheel angle adjustment apparatus of the present invention has a structure such that upper, lower, left and right gaps between a spindle bracket and a wheel bracket are changed by tightening or loosening a plurality of locking bolts that couples the spindle bracket and the wheel bracket together Therefore, toe and camber angles of each wheel are easily adjusted by tightening or loosening the locking bolts In particular, when the present invention is used in a suspension system such as a torsion beam suspension system which has a structure such that a wheel alignment using a connection part provided between the automobile body and wheels is impossible, the wheels are easily aligned merely by adjusting the gap between the spindle bracket and the wheel bracket

Abstract: A plane such as a low angle jack plane having an adjustable toe that cannot inadvertently slide backwards in the plane body so that it contacts and possibly damages the plane blade. A threaded stop mounted in the plane body bears against the toe establishing the point to which the toe can slide back in the plane body. Rotation of the threaded stop moves the end of the stop by small, easily controlled increments, making it easy to change the width of the mouth while preventing contact between the toe and the plane blade.

Abstract: A vehicle drive speed control system is provided for a vehicle having driven rear wheels, driven steerable front wheels, a powertrain for driving the front and rear wheels at controllable speeds. A control unit controls the powertain so that a front/rear wheel speed ratio is a non-linear trigonometric function of a sensed steering angle signal. The front/rear wheel speed ratio increases as the steering angle increases. The relationship of the front/rear wheel speed ratio to the steering angle is represented by a curve which is concave in a direction of an axis of increasing speed ratio. With a mode select switch, an operator can selectively cause the control unit to control the front/rear speed ratio according to a first normal or a second more aggressive predefined relationship.

Abstract: The study describes the foot morphology as a basal element of supporting-movement system. Foot morphology was observed in 263 boys and 248 girls of pre-school and primary school age. Longitudinal foot vault was evaluated by Plantographic method by index method and processed by "Foot" software; the big toe and little toe axis in the sense of valgozity and varozity, the size of foot angle. Statistically significant differences were evaluated by means of Wilcoxon, Mann-Whitney tests, Scheffe test and chi-quadrate test (Statistica, vers. 6). The state of longitudinal foot vault appeared as relatively satisfactory. The normal foot of I. and II. degree was determined with highest frequency. The occurrence of flat foot and high foot did not signify any principal problem in these age categories. The deformation of big toe and little toe occurred in high frequency in both genders and in all age categories. In boys the valgoze angle reached the range 2.6-7.9°, in girls 4.3-8.1°. The average values of big toe varozity were higher. Little toe angle (valgozity) in the group of boys reached the range of values 15.4° to 20.4°, in girls 14.4° to 18.6°. At the end we can evaluate the longitudinal foot vault in child's age categories as corresponding with the ontogenesis phase. The analysis of morphological parameters in the area of anterior part of foot proved the deformations in medial and lateral foot rays in high frequency. The foot angle in posterior part of the foot responds the reference values of established age categories.

Abstract: The motor vehicle steering wheel attachment (1) to measure its position from the horizontal, when the track rods are adjusted to set the front wheel toe-in, is fitted to the steering wheel in a release mounting (2) with a support (3) against the bodywork. A force-sensitive unit is at the mounting, to measure the forces or torques between the attachment and the steering wheel to be shown on a display (4).

Abstract: PROBLEM TO BE SOLVED: To solve the problem that a slip occurs in a wheel grounding surface as a camber angle is changed. SOLUTION: Upper arms 26L, 26R to be connected to wheels 12L, 12R are connected to both ends of a movable bar 24. An electric motor 20 drives a movable bar 24 to incline the wheels 12L, 12R, and to change the camber angle. Rods 36L, 36R connected to the wheels 12L, 12R are connected to both ends of the movable bar 34. The electric motor 30 drives the movable bar 34 to change the toe angle of the wheels 12L, 12R. A camber angle control amount operation unit in an ECU 110 determines the control amount of the electric motor 20 so as to generate the turn according to the rotational angle of a steering wheel in a vehicle, and a toe angle control amount operation unit refers to the control amount of the camber angle, and when the wheels are inclined to the center side of the turning circle, the control amount of the electric motor 30 is determined so that the wheels are opened outward of the turning circle. COPYRIGHT: (C)2007,JPO&INPIT

Abstract: A wheelchair has a base and a seat assembly, the base having drive wheels and caster wheels, the seat assembly being readily removable and replaceable to convert the wheelchair from a rear wheel drive configuration to a front wheel drive configuration, and from a front wheel drive configuration to a rear wheel drive configuration.

Abstract: A method for measuring and compensating steered-angle sensitive wheel alignment angle and distance measurements for the effects of steering a wheel from a straight ahead position, thereby enabling an operator to carry out a vehicle wheel alignment angle adjustment without having to maintain a wheel in a straight-ahead steered condition during an alignment angle or distance adjustment, or to require the operator to continually return the wheel to the straight-ahead steered condition to acquire updated measurements of an alignment angle or distance currently being adjusted.

Abstract: The precise calculation of front wheel toe-in of vehicles is the base of the control for toe-in tracing camber and simulation of vehicles' handling and stability. Since the match between the toe-in and camber depends on several factors, it is difficult to give a precise calculation of the toe-in according to a given camber. A semi-empirical approach is developed based on theoretical analysis combined with measurement techniques. As an application, the developed approach is used to determine the optimistic front wheel toe-in of a domestic 1026 model pick-up vehicle. Based on the sideslip test of the vehicle, the formulation of the sideslip value and toe-in is determined by regress analysis. By comparing the theoretical and the regressed toe-in corresponding to the minimum sideslip value, the theoretical formulation is modified to suit for the pick-up vehicle considered. The proposed methodology provides a precise mathematical model for the control of toe-in tracing camber, which might be used to improve the high speed safety of vehicles.

Abstract: An automotive adjustment mechanism sets the front-wheel track and toe-in angles of the axles operated in conjunction with track-rod. The track rod settings are adjusted by actuators whose position shifts along their own axes and the steering rods.

Abstract: The invention relates to a vibration-cushioned vehicle steering wheel comprising a steering wheel carcass and a steering wheel covering, in addition to at least one container, which is located inside the steering wheel and contains at least one displaceable body that acts as a vibration cushion. The aim of the invention is to further improve the vibration cushioning of the steering wheel. To achieve this, vibration damping elements (F, 9, 10, 20, 21, 22, 23) are provided between at least one end face (11, 12) of the curved body (5, 17, 18, 19, 27, 28, 29) that can be displaced in the direction of its central axis (A) and the associated end face (13, 14) of the container.

Abstract: PROBLEM TO BE SOLVED: To provide a steering control device capable of presuming road surface friction coefficient even if turning and braking of a vehicle are not performed. SOLUTION: The road surface friction presumption device includes a first motor 34a and a second motor 34b capable of independently steering left and right steering wheels. ECU 100 of the road surface friction presumption device includes a linear advancement state detection part 102 for detecting whether or not the vehicle is in the linear advancement state; an axial force obtaining part 104 for obtaining axial force applied to the left and right steering wheels respectively; a steering control part 106 for controlling the first motor 34a and the second motor 34b and varying a toe angle of the steering wheel so as to eliminate difference of the axial force when the difference is generated on the axial force applied to the left and right steering wheels by influence of a road surface during linear advancement traveling; and a road surface friction presumption part 110 for presuming the road surface friction coefficient based on the toe angle when it is controlled such that the difference of the left and right axial forces is eliminated by the steering control part 106 and the axial force generated at that time. COPYRIGHT: (C)2007,JPO&INPIT

Abstract: The three-wheeled skates system employs a conventional boot as used in in-line skates to which is attached a frame from toe to heel supporting a single wheel at the toe and a spaced pair of wheels sharing a common axle at the heel, the wheels being of the same type used in in-line skates. A mechanical braking system uses a handgrip lever controlling a brake actuator lever by Bowden-type sheath and cables. The brake actuator lever rotates about an axle, which applies the pressure of attached brakes for speed control. The rear axle is confined in generally frustroconical elastomeric elements and held within receiving bores within the heel portion of the frame, allowing the boot to lean inward relative to the wheels during a turn. The cant of the boot is adjustable from a cruising angle to a speed angle by settings of the front wheel on the toe frame.

Abstract: PROBLEM TO BE SOLVED: To provide a vehicular steering device performing the optimum control according to the road surface state of a split μ road and the direction of the toe angle in a failure of a rear wheel steering function. SOLUTION: When a flag is turned into 1 by failure of a rear steering device 120, a switch 119a is turned ON. In this condition, the road surface right-to-left μ difference signal on the split μ road and the rear wheel steering angle signal in the failure of the rear wheel steering device 120 are input in a steering direction determination unit 114 to compare the respective polarities with each other. When the road surface right-to-left μ difference is the right side high μ (+), and the rear wheel steering angle is inclined to the left side (-), the correction gain is increased over 1 by a split μ correction gain map 117, and multiplied by the split μ control signal of the output of a split μ control unit 113 to control a motor 4. Thus, the vehicle traveling direction during the braking can be stabilized. The split μ control is executed by increasing/decreasing the correction gain by performing the polarity comparison between the road surface right-to-left μ difference signal and the rear wheel steering angle signal. COPYRIGHT: (C)2010,JPO&INPIT

Abstract: A motorcycle where the rear wheel of the motorcycle is not only driven but the front wheel is also driven. Power from the motor of the motorcycle is transmitted to a power transmitting joint which includes an output shaft. The power transmitting joint is mounted directly below the steering stem and on the steering axis of the motorcycle. The power to the front wheel is supplied through a chain which connects between the steering assembly and the front wheel with the chain being movable in conjunction with the front wheel when the front wheel is steered and with suspension movement as when bumps are encountered.

Abstract: Disclosed herein is a torsion beam suspension system for automobiles and a method of manufacturing the same. In the present invention, a wheel is coupled to a spindle bracket such that the center of the spindle bracket is placed in front of the center of the wheel, so that, when the spindle bracket is bent by a lateral force applied to the automobile, the toe angle of the wheel varies such that a toe-in occurs. This toe-in motion of the wheel can prevent the wheel from being toed-out due to a lateral force when the automobile turns. Therefore, the present invention prevents the automobile from oversteering when turning, thus enhancing the steering stability of the automobile.

Abstract: A wheel attitude angle measuring instrument computes variation energy sums EA”, EB” from the longitudinal force variation rate dFx and the lateral force variation rate dFy occurring in a reference wheel (RL), a reference wheel referencing attitude angle (tow angle TBR), a non-reference wheel referencing attitude angle (tow angle TNBR) of a non-reference wheel (FL), and the tow angle TNBA to be set to the non-reference wheel from the difference between the tow angle TBR and a tow angle TI and the tow angle TNBR. When the attitude angel of a wheel is adjusted according to the characteristic of the lateral force exerted on the wheel, the value of the attitude angle at which the lateral forces exerted on the front and rear wheels can be further approximated can be determined.

Abstract: The vehicle has adjustable wheel suspensions (5c), at least one of which permits active adjustment of its camber angle during travel Adjustment takes place almost without delay, after detection of a driver's intention, from a measurement of the steering wheel turning angle and transmission pref via a computer, of a signal to the motors or actuators to adjust the camber angle Adjustment takes place before spring compression travel has changed and transverse force build-up All wheel suspensions of all axles of the vehicle permit adjustment of their camber angles independent of spring compression travel while traveling Each wheel suspension has a transverse link (6) divided into two parts The link length is adjustable by an adjusting unit (12) for angle adjustment

Abstract: Morphological foot type, foot index for longitudinal foot vault, misalignment of the big and little toes, heel angle and lower limb muscles condition were monitored in 106 male students and 162 female students from the Gymnasium school in Sternberk and the Integrated secondary school in Ostrava ranging in age from 12 to 18 years. A considerably higher frequency of Egyptian foot incidence was noted in both girls and boys (71.69% and 70.99% respectively). The quadratic foot was found in boys in a very small percentage (2.83%) with particular individual asymmetry; it was not discovered in girls. Flatfoot diagnosis by means of the Chippaux-Smiřak method provided very favourable results (4.94-10.38% flat foot occurrence).On the otherhand, results using the Szriter-Godunov method were considerably worse (38.27-43.21% flat foot occurrence). Zero condition misalignment of the big toe was encountered in less than a quarter of the files. The frequency of valgose and varose manifestations being almost equal in boys; the right big toe varose position was the dominant feature. As for the girls, the valgose position was dominant. The average values ranged from 4 to 7 degrees. The average little toe angle value characteristic for a valgose little toe was high. (17.73-21.90 degrees). The average heel angle was diagnosed in the range of 15 to 18 degrees. When evaluating relations of the lower limb muscle shortening and conditional foot vault functional disorders (only in men) we found statistically significant relation between heel misalignment and m. triceps surae sin. shortening, and between the heel angle and knee flexors sin. shortening.

Abstract: The method consists in: determining in which actually sector the booster motor is located, a sector of the booster motor being defied by two successive poles; determining a relative angle position of the steering wheel in relation to the booster motor; identifying a sector, known as neutral, in which the booster motor is located when the rotation speeds of the rear wheels, ie right and left of the vehicle, are equal; determining an angle offset of the steering wheel corresponding to a neutral angle position of the steering wheel; determining an absolute angle position of the steering wheel which is equal to the difference between the relative angle position of the steering wheel and the offset angle thereof

Abstract: A wheel alignment angle measuring apparatus according to the present invention computes variation energy sums EA″ and EB″ and a reference wheel referencing alignment angle (a toe angle TBR) based on an anteroposterior force variation rate dFx and a lateral force variation rate dFy generated in a reference wheel (RL) Furthermore, the alignment angle measuring apparatus computes a non-reference wheel referencing alignment angle (a toe angle TNBR) of a non-reference wheel (FL), and then computes a toe angle TNBA to be specified for the non-reference wheel, based on the toe angle TNBR and a difference between a toe angle TBR and the toe angle TI According to the thus configured wheel alignment angle measuring apparatus, it is possible to determine a value of an alignment angle that allows characteristics of lateral forces generated in front and rear wheels to be approximated to each other, when the alignment angles of wheels are adjusted based on the characteristics of the lateral forces generated in the wheels

Abstract: PROBLEM TO BE SOLVED: To provide a steering control device for a vehicle capable of stabilizing the vehicle behavior by assisting optimally the steering torque of a driver according to the running situation. SOLUTION: The steering control method for the vehicle equipped with a power steering means calculates the ideal steering angle according to the steering torque, and on the basis of this ideal steering angle and the steering torque, controls the assist torque so that the characteristic of the vehicle behavior or steering angle relative to the steering torque lessens as the frequency of the steering torque becomes higher. COPYRIGHT: (C)2007,JPO&INPIT

Abstract: The objective of the present invention is to drastically improve the running ability of a four-wheel drive vehicle by variably controlling the torque distribution ratio between the front and rear wheels. The power transfer device according to the present invention includes a transmission output shaft for receiving the power which has been varied through a transmission system; a front wheel output shaft for transferring the power to the front wheels; a rear wheel output shaft for transferring the power to the rear wheels; a front wheel clutch provided between the transmission output shaft and the front wheel output shaft, the front wheel clutch being capable of switching between an engagement state and an open state; and a rear wheel clutch provided between the transmission output shaft and the rear wheel output shaft, the rear wheel clutch being capable of switching between an engagement state and an open state. By providing the front and rear wheel clutches according to the present invention, the distribution ratio of the driving torque between the front and rear wheels can be adjusted freely.

Abstract: PROBLEM TO BE SOLVED: To create a technology for easily originating gait data SOLUTION: A computer device 14 is provided with: a means 32 storing a standard toe x-t track describing the relation between a coordinate value x and an elapsed time t in the walking direction of a free leg toe in standard pace; a means 12 or the like for inputting pace coefficients which continuously change in relation to time; and a means 30 for calculating a free leg toe x-t track after correcting the pace described by the coordinate value x in the walking direction corrected by multiplying the coordinate value in the walking direction (x-axis direction) by the inputted pace coefficient, and the above elapsed time t COPYRIGHT: (C)2005,JPO&NCIPI