Abstract: A variable rear wheel toe angle control system for a vehicle that can appropriately control a rear wheel toe angle without detecting a turning movement of the vehicle. Because the rear wheel toe angle can be appropriately controlled according to acceleration/deceleration of the vehicle, the turning and straight traveling performance of the vehicle can be improved. In particular, if the acceleration is computed from an output of an accelerator pedal sensor and/or an output of the brake pedal sensor, the response delay is minimized, and a favorable handling of the vehicle can be achieved. Also, the variable toe angle control may be used for favorably compensating for the change in the toe angle owing to the tendency of the vehicle to nose lift in acceleration and nose dive in deceleration caused by geometry of a rear suspension system, thereby enhancing freedom in design of the rear suspension system.

Abstract: A four-wheel vehicle is provided with an in-wheel motor in each of a front wheel and a rear wheel and has approximately the same roll center heights of the front wheel and the rear wheel. The relation between a change in a kingpin offset and a change in a wheel stroke for at least any one of the front wheel and the rear wheel of the four-wheel vehicle is determined based on at least any one of braking force distribution and driving force distribution between the front wheel and the rear wheel.

Abstract: The invention refers to a motor vehicle and wheel suspension assembly for a rear wheel of a motor vehicle. The assembly comprises wheel spindle housing (11 ) supporting a wheel spindle (12) carrying the rear wheel (6) and defining a wheel center. A frame structure (9) is adapted to be connected to a vehicle body or an engine-transmission assembly of the motor vehicle. A spring link (13) extends between the frame structure and the wheel spindle housing and carries a vehicle spring (14). First and second control links (16, 17) extend between the frame structure and the wheel spindle housing to control the wheel spindle housing to maintain the rear wheel substantially in parallel with a longitudinal direction (X). A first (18) and second (19) camber link extends between the frame structure and the wheel spindle housing, and intersect each other. An instantaneous center of motion is located at a position far outside the wheel and then rearward the wheel, or far inside the wheel and then forward the wheel.

Abstract: The invention relates to a vehicle with coordinated steering. There is a need for a vehicle wherein Ackerman steered front wheels are coordinated with differentially steered and driven rear wheels. Such a vehicle includes Ackerman steerable front wheels and differentially driven left and right rear wheels. A steered wheel angle sensor is coupled to the front wheels and generates a steered wheel angle value. A front steering unit steers the front wheels and a differential drive unit drives the rear wheels. A control unit is coupled to the steering input sensor, to the steered wheel angle sensor, and to the front steering unit and the differential drive unit. The control unit generates the front steering control signal and the rear drive/steering control signal, and coordinates the steering operation of the front wheels with the differential steering/driving of the rear wheels.

Abstract: A variable toe angle control system for a vehicle that can be incorporated with a fail-safe mechanism When a fault of the system is detected, at least one of toe-angle actuators is actuated to make toe angles of two wheels agree with each other When one of the wheels has become fixed in position without regard to a control signal supplied to the corresponding actuator, the actuator for the other wheel is actuated so as to make the toe angles of the two wheels equal to each other When at least one toe-angle sensor is found faulty, the actuators are both actuated until the actuators reach positions corresponding to stoppers When information for determining target values of the toe angles of the right and left wheels is found faulty, the actuators are both actuated until the actuators reach positions corresponding to prescribed reference toe positions

Abstract: A straddle-type personal snow vehicle includes a body frame, an engine, a front support and a rear track drive mechanism that is driven by the engine. The front support may be a front suspension that supports at least one front ski. The rear track drive mechanism may be supported by a rear suspension that may include multiple linkage members. In one arrangement, the track drive mechanism includes a drive wheel and at least a first support wheel. An axis of rotation of the first support wheel is positioned forward of an axis of rotation of the drive wheel. In one arrangement, the at least one front ski is coupled to the front suspension by a tool-less attachment mechanism.

Abstract: A vehicle steering system includes a steering wheel, a steering angle detector that detects a steering angle of the steering wheel, a steering angular speed calculator that calculates a steering angular speed of the steering wheel, a vehicle speed detector that detects a vehicle speed, a target rudder angle finding device, a modifying device, and an actuator. The target rudder angle finding device finds a target rudder angle based on the steering angle, the steering angular speed and the vehicle speed. The target rudder angle is a sum of a proportional term proportional to the steering angle and a differential term proportional to the steering angular speed. The modifying device modifies the differential term when the steering angular speed is negative to reduce a value of the differential term from that when positive. The actuator turns at least one wheel of the vehicle in accordance with the target rudder angle.

Abstract: A target roll angle of the vehicle is computed based on an actual lateral acceleration at the centroid of the vehicle, and the lateral acceleration of the vehicle at the centroid is corrected by use of lateral acceleration correction amounts based on a yaw rate of the vehicle, whereby the lateral accelerations of the vehicle at the front wheel position and the rear wheel position are computed. Subsequently, target anti-roll moments at the front wheel position and the rear wheel position are computed based on the target roll angle and the accelerations of the vehicle at the front wheel position and the rear wheel position, and active stabilizer apparatuses of the front and rear wheels are controlled based on these target anti-roll moments.

Abstract: The hoof balance of 58 equids used to pull wagons in the city of Belo Horizonte was evaluated, by measuring length and width of sole and frog, length of heels and length of hoof wall and toe angle from the four hooves. Significant differences were not observed between right and left fore and hindlimbs, for both equines and mules. The difference of toe angle among opposite members was not significant, however, 46,5% of the animals presented some difference among the angle of the opposite forelimb, varying from the degree 1 to the 3, while 41,3% presented angle diffe¬rence among the hindlimb, varying from the degree 1 to the 3. A total of 31,30% of medium-lateral imbalance of the heels was observed, and foot contraction varied from 67,86 to 78,18% to the different studied members. A high correlation between body weight and toe length, sole length and sole width. Also, 79,30% of the animals worn rubber shoes manufactured from car tires. Based on the results, this study found that the incidence of dorso-palmar/plantar foot imbalance in equids used to pull wagons in the Belo Horizonte city is higher than the medium-lateral form. KEY-WORDS: Equines and mules, hoof, hoof imbalance, wagons.

Abstract: This paper presents a method for modeling abnormal human gait using hidden Markov model under the framework of a shoe-integrated system. The intelligent system focuses on modeling the following patterns: normal gait, toe in abnormality, and toe out abnormality. In the developed prototype, an inertial measurement unit (IMU) consisting of three-dimensional gyroscopes and accelerometers is employed to measure the angular velocities and accelerations of the foot. Four force sensing resistors (FSRs) and one bend sensor are arranged on the insole of each foot for force and flexion information acquisition. The proposed method is mainly based on supervised Principal Component Analysis (SPCA) for feature generation and hidden Markov model (HMM) for multi-pattern modeling. The "similarity distance measure" criterion is introduced to do model-to-model evaluation. Experimental results demonstrate the proposed approach is robust and efficient in detecting abnormal gait patterns. Our goal is to provide a cost-effective system for detecting gait abnormalities in order to assist persons with abnormal gaits in developing a normal walking pattern in their daily life.

Abstract: The invention relates to a method for initializing the driver's steering angle on a two-lane motor vehicle, which is equipped with a steering system with electromotive steering torque assistance, being accessed at a non-multi-turn angle sensor and further at least one vehicle dynamics parameter is taken into account Specifically, the rotor attitude angle of the steering torque assisting electric motor is calculated back into a relative driver's steering angle taking into account the known gear ratio and continuously integrated, with the relative driver steering angle being different by an offset from the actual so-called absolute driver steering angle, and this offset is lost Returning to a so-called model steering angle determined from the Ackermann formula, which essentially sets the steering angle of a vehicle wheel to a yaw rate signal and the driving speed of the vehicle in relation determines If possible, the so-called index signal of a torque sensor installed in the mechanical steering line, which, starting from an absolute driver steering angle of 0 °, emits a pulse in each case one complete revolution, is taken into account, such that only one out of five possible pulses occur when this pulse occurs Steering angle segments may be applicable

Abstract: PROBLEM TO BE SOLVED: To improve safety under a general traffic environment by preventing the stop of a vehicle even if fault occurs in a front wheel driving system or a rear wheel driving system. SOLUTION: The front-rear wheel independently control type environment friendly vehicle 11 has a front wheel driving system coupled to front right/left wheels via a differential gear and including an electric motor; a rear wheel driving system coupled to rear right/left wheels via a differential gear and including an electric motor; and a front wheel driving system torque control mechanism and a rear wheel driving system torque control mechanism which independently control a driving torque and a braking torque of the front wheel driving system and a driving torque and a braking torque of the rear wheel driving system. The vehicle 11 has a front/rear wheel complementing means for complementing the functions while mutually monitoring the status of the front wheel driving system toque control mechanism and the status of the rear wheel driving system toque control mechanism. COPYRIGHT: (C)2008,JPO&INPIT

Abstract: PROBLEM TO BE SOLVED: To provide a collision avoidance assist device capable of effectively decelerating the speed of a vehicle when detecting any obstacle, and turning the vehicle in a direction of an avoidance space to avoid any contact with the obstacle if the obstacle has the avoidance space. SOLUTION: In a vehicle V having a toe angle changing device 120 capable of independently controlling toe angles of right and left rear wheels 2L, 2R, when a radar device 160 detects any obstacle in the advancing direction, and an avoidance space is available in the right-to-left direction of the obstacle, a steering control ECU 130 operates a brake device 140, and controls the toe angles of the rear wheels 2 to turn the vehicle V in the direction of the avoidance space. On the other hand, when any avoidance space is unavailable in the right-to-left direction of the obstacle, the steering control ECU 130 operates the brake device 140, and allows the rear wheels 2 to be subjected to the toe-in to effectively stop and decelerate the vehicle V. COPYRIGHT: (C)2009,JPO&INPIT

Abstract: The present invention relates to a vehicle posture control system for improving handling stability by controlling a posture of the vehicle. An object of the present invention is to provide a rear wheel toe angle control system (60), in which as an actuator (62) for controlling rear wheels (54,55) of a vehicle, an electric-powered one is used for rapid operation thereof, thereby ensuring handling stability, the left and right rear wheels (54,55) are operated by the single actuator (62) to reduce weight and manufacturing costs of a vehicle, and toe angles of the left and right rear wheels (54,55) are identically controlled to improve handling stability of a vehicle. According to the present invention for achieving the objects, there is provided a rear wheel toe angle control system (60) of a vehicle, comprising a rack bar (67) received in a case (66) installed in parallel with a cross member (52) supporting left and right rear wheels (54,55); left and right link members (64,65) having one ends respectively connected to the left and right rear wheels (54,55) and the other ends respectively connected to ends of the rack bar (67); and an actuator (62) installed to the rack bar (67) to cooperate therewith, the actuator (62) moving the rack (67) bar so that the left and right link members (64,65) change toe angles of the left and right rear wheels (54,55) at the same time.

Abstract: The present invention provides a rear wheel steering angle controlling device for vehicles comprising: a rear wheel steering mechanism (5R, 5L) for changing a rear wheel steering angle; a front wheel steering angle detector (9) for detecting a front wheel steering angle (δf); a vehicle velocity detector (10R, 10L) for detecting a vehicle velocity (V); a feedforward rear wheel steering angle control target value setting unit (21) for setting a feedforward control target value (δrFF) of said rear wheel steering angle according to said front wheel steering angle, said vehicle velocity, a steering yaw rate transfer function property (Gγ0) of the vehicle without a rear wheel steering angle control, and a prescribed reference steering yaw rate transfer function property (Gideal); and a controlling device (11) for controlling said rear wheel steering mechanism according to said feedforward rear wheel steering angle control target value; wherein a steady-state property of said reference steering yaw rate transfer function property is configured to be identical to said steering yaw rate transfer function property without said rear wheel steering angle control.

Abstract: A differential steering type motorized vehicle is capable of directly steering a front wheel by the turning operation of handlebars, and performing on-the-spot turning around a central position of a vehicle body together with differential rotation type control of drive wheels, and comprises the front wheel as one wheel supported by a lower end of a handlebar shaft provided below the handlebars and located at a central position along the lateral axis, rear wheels as a pair of right and left omnidirectional wheels, a pair of drive wheels which are located between the front wheel and the rear wheels, and drive-controlled so as to perform the differential steering caused by differences in rotational direction and rotational speed between the rear wheels, a rotational position sensor for detecting the turn direction and the turn angle from the reference position of the handlebars to be turned in the right or left direction, and a motor drive wheel control means for controlling the rotational direction and the rotational speed of motors attached to the pair of right and left drive wheels according to the turn angle.

Abstract: The invention relates to a method and a device for adjusting the steering wheel of a motor vehicle. The aim of the invention is to enable an automatic adjustment of the steering wheel in the steering clearance centre by 'stabilising' or carrying out a steering hysteresis measurement, and the subsequent adjustment of the steering wheel, in a simple, rapid and cost-effective manner. To this end, the invention relates to a method for adjusting the steering wheel of a motor vehicle in the steering wheel clearance centre, said method being characterised by the following steps: the floating plates of the vehicle geometry test bed, on which the front wheels of the motor vehicle are arranged, are rotated when the wheels are stopped in order to cause the rotation of steering wheel; the steering wheel angle is determined according to the triggered steering wheel movement; and the steering wheel clearance centre is adjusted. The invention shows that reproducible rotations of the steering wheel can be triggered by the floating plates of the vehicle geometry test bed, enabling an automatic adjustment of the steering wheel in the steering wheel clearance centre to be carried out rapidly and easily.

Abstract: The method involves providing a steering wheel angle as a measure for a desired wheel steering angle by a steering handle (2). An auxiliary angle is superimposed to the steering wheel angle for realizing a variable transmission ratio between the steering wheel angle and the wheel steering angle to determine an input angle of a steering gear (4). The gradient of the ratio between the angles is limited after detecting the condition of cornering of a motor vehicle with a constant curve radius. Independent claims are also included for the following: (1) a computer program with program code units for execution of a method of operating a steering system (2) a computer program product with program code units for execution of a method of operating the steering system (3) a superposition steering system of a motor vehicle.

Abstract: A radio control toy vehicle having a two-wheel vehicle body includes a turnably mounted front fork to which a steering section is operatively connected, a front wheel mounted on the front fork through a front wheel shock absorber, a drive case on which a rear wheel mounted on a rear side of the vehicle body is mounted, a wheelie mechanism for shifting the vehicle body to a running state in which the vehicle body runs using the rear wheel while elevating the front wheel above the ground by temporarily pulling up the front wheel against springs provided on the front fork and then, by releasing the pulling up motion and applying a pushing down force to the front wheel by a restoring force of the springs, and a receiver for receiving a control signal from a transmitter and producing a running control signal.

Abstract: The objective of this study was to evaluate function of the great toe in maintaining human static and dynamic balance. Correlation among the great toe length, body height and balance performance parameters were also investigated. Thirty female subjects (aged 22.1±1.87 years) were tested in two great toe conditions, unconstrained and constrained. Balance testing was done in the orders listed: 1) static balance, single leg stance with right/left foot, eyes open and closed; 2) static balance, both feet, eyes open and closed; 3) dynamic balance, rhythmic weight shifting, left/right and forward/backward; 4) dynamic balance, target reaching test, eight targets within 90% limit of stability (LOS). The results demonstrated significant differences in sway velocity between the two toe conditions with either eyes open or closed in single leg standing (p<0.05). No difference was found between the two toe conditions while standing with both feet. For the rhythmic weight shifting, significant differences in movement velocity were found both in toe conditions and in weight-shifting directions (p<0.05). Significant interaction was also found between the toe conditions and the weight-shifting condition. As to target reaching, significance was only noted in directional control scores but not in reaction time (p=0.689) and movement velocity (p=0.17). Correlation results revealed the great toe length was only linearly correlated with subject's height (r=0.553, p<0.05) but not the others. Our results indicated that constrained great toe deteriorated the subjects' single leg stance performance and worsened the directional control ability during forward/backward weight shifting. Great toe amputation individuals will be recruited in future testing for a more conclusive summary of the importance of the great toe in human balance.

Abstract: A front wheel supporting structure for a motorcycle ( 1 ) includes a pair of front forks ( 10, 20 ) provided on the right and left sides of a front wheel ( 2 ) for supporting the front wheel ( 2 ) to a frame ( 5 ) of the motorcycle ( 1 ). The front forks ( 10, 20 ) includes a first front fork ( 20 ) which generates a damping force for damping a vibration of the front wheel ( 2 ) depending on an amplitude of the vibration, and a second front fork ( 10 ) which generates a damping force for damping a vibration of the front wheel not depending on the amplitude of the vibration. By thus combining the front forks ( 10, 20 ) having different damping force characteristics, the front wheel supporting structure can absorb vibrations of various velocities and amplitudes.

Abstract: PROBLEM TO BE SOLVED: To quickly and accurately estimate a road surface friction coefficient even in the going-straight travelling condition. SOLUTION: When a vehicle 1 is travelling to go straight, a second road surface μ estimation processing unit 53 outputs a signal for setting front wheels 12fl and 12fr at a preset toe-out angle to a steering control device 23 in the case wherein an obstacle is detected in front of the vehicle, and outputs a signal for setting the front wheels 12fl and 12fr at a preset toe-in angle to the steering control device 23 in the case wherein a change of the road surface condition is detected, and outputs a signal for setting the front wheels 12fl and 12fr at a preset toe-out angle to the steering control device 23 in the case wherein an ON-signal of a brake is input, and outputs a signal for setting the front wheels 12fl and 12fr at a preset toe-in angle to the steering control device 23 per a regulated time Tc in the case except the described cases, and reads the lateral force of the front wheels 12fl and 12fr, and sets the road surface friction coefficient μ based on the relation between the preset lateral force and the toe angle, and outputs it. COPYRIGHT: (C)2007,JPO&INPIT

Abstract: The invention relates to a method for determining a steering angle (δLRW) of a steering wheel (58) mounted in a rotational manner on the vehicle body (6), by means of which a wheel (14) can be pivoted or is pivoted in relation to the vehicle body (6), which is connected to the vehicle body (6) by means of an intermediate joint (8), which has a goniometer that detects a deviation (ω) of the angle (8) dependent on the steering angle (δLRW). An angle of rotation (δSTS) of the steering wheel (58) in relation to the vehicle body is determined by means of an steering angle sensor (61). Several sectors (S) of each steering direction are associated with the area of the steering angle (δLRW) accepted by the steering wheel (58). One of the sectors (S) is determined based on the deviation (ω) and the steering angle (δLRW) is determined based on the angle of rotation (δSTS) and the determined sector (S).

Abstract: PROBLEM TO BE SOLVED: To provide a toe angle changing device that prevents a motion of a vehicle from being disturbed by rapid change in a toe angle of a rear wheel SOLUTION: In a target current calculating part of a toe angle change control ECU for driving and controlling a motor which is an actuator of the toe angle changing device capable of changing the toe angle of a rear wheel, when at steps S16 and S17, the traveling state of a vehicle is substantially straight or in a substantially stopped state, with respect to a target toe angle α T and a present toe angle α, a target changing speed of the toe angle α is set to a maximum value ω max at step S18 When the vehicle is in a turning state, the target changing speed of the toe angle satisfies ω T =ω max {1-(|θ H |/θ max )} COPYRIGHT: (C)2008,JPO&INPIT

Abstract: PROBLEM TO BE SOLVED: To provide a mechanism adequately adjusting the compliance steer to the input in the longitudinal direction. SOLUTION: A front side lower link and a rear side lower link are arranged in the longitudinal direction of a vehicle, and an expansion part 7 expanding from the rear side lower link to the front side lower link is rockably connected to the front side lower link 4 by two connect bushes 20, 21. A toe angle adjusting means is provided, which increases the steer in the toe-in direction by the longitudinal force to be inputted in the wheel ground contact surface by adjusting the rigidity of the two connect bushes 20, 21. COPYRIGHT: (C)2009,JPO&INPIT

Abstract: PROBLEM TO BE SOLVED: To improve the proportion of a traveling wind volume oriented to a brake device among a traveling wind flowing into a wheel house while restraining the traveling wind volume flowing into the wheel house, and strike a balance between cooling property of the brake device and Cd value of the entire vehicle. SOLUTION: This bottom face structure of a vehicle front having a wheel house for accommodating a front wheel, which is steering wheel with a brake device, comprises a deflector part which has a plate-like shape projecting downward of the vehicle and is arranged at a position overlaid on the front wheel seen from a front view of the vehicle at the front part of the front wheel, and an indentation part which is arranged on an inner side of a vehicle width direction of the deflector part, extends forward of the vehicle from a front edge of the wheel house, and introduces the traveling wind in the wheel house. The deflector part has a vehicle width direction inner end positioned at the front edge of the wheel house, and a vehicle width direction inner side part extending outward in the vehicle width direction at the front of the vehicle. COPYRIGHT: (C)2009,JPO&INPIT

Abstract: An apparatus for controlling a rear wheel toe angle of a vehicle is provided to effectively control the rear wheel toe angle by using a DC motor having a worm gear, a linear gear and a control lever. An apparatus for controlling a rear wheel toe angle of a vehicle comprises a DC motor(20) provided at two ends of a sub-frame. A worm gear(24) is provided at a driving shaft(22) of the DC motor, and a linear gear(40) is provided to engage with the worm gear(24). A control lever(30) is rotatably coupled with a rotating shaft(42) of the linear gear(40). The controller lever(30) is hinged to an assist link(50). The linear gear(40) has a fan shape with a predetermined angle, in which a tooth section is formed around a peripheral surface of the linear gear(40) and the rotating shaft(42) is formed at the center of the linear gear(40).

Abstract: A system for adjusting a wheel lock angle of a wheel of a motor vehicle, in particular of a rear wheel, wherein at least one wheel guide member, by means of which a wheel carrier of the wheel is connected to a vehicle body, wherein the wheel carrier can pivot about a rotational axis which runs substantially parallel to the plane of the wheel and the wheel guide member is coupled to the wheel carrier at a distance from the rotational axis, and wherein the length of the wheel guide member can be adjusted by an actuator, wherein at least one actuator is driven by a motor and at least one control unit, and the control unit includes a computer unit with a memory and a communication interface, and the control unit transmits and receives data via the communication interface by means of at least one communication bus.