Abstract: In this work we derive steady-state cornering conditions for a single-track vehicle model without restricting the operation of the tires to their linear region (i.e. allowing the vehicle to drift). For each steady-state equilibrium we calculate the corresponding tire friction forces at the front and rear tires, as well as the required front steering angle and front and rear wheel longitudinal slip, to maintain constant velocity, turning rate and vehicle sideslip angle. We design a linear controller that stabilizes the vehicle dynamics with respect to the steady-state cornering equilibria using longitudinal slip at the front and the rear wheels as the control inputs. The wheel torques necessary to maintain the given equilibria are calculated and a sliding-mode controller is proposed to stabilize the vehicle using only front and rear wheel torques as control inputs.

Abstract: A driving force transmission device (10) for four-wheel-drive vehicle (12) based on the two-wheel drive of front wheels is provided. In the case of the two-wheel drive of front wheels, a multi-disc clutch mechanism (106) for controlling the driving force distribution to a rear wheel output shaft (118), and a disconnection/connection mechanism (76) for disconnecting and connecting a rear wheel differential (22) and a right rear wheel drive shaft (70) are provided, and in the two-wheel drive of front wheels, the dragging torque of the multi-disc clutch mechanism is made smaller than the friction torque of a rear wheel driving force transmission section (78), and the rear wheel differential (22) and the right rear wheel drive shaft (70) are disconnected by the disconnection/connection mechanism, thereby the rotation of the rear wheel driving force transmission section is stopped.

Abstract: An autonomous modular wheel assembly includes at least one connector for connecting the wheel control assembly to a vehicle axle, one or more suspension arms that support the assembly with respect to the axle, an electric drive motor connected to a the vehicle wheel, a steering bearing, and a steering actuator. The electric drive motor and steering bearing control the operation of the vehicle wheel in response to commands received via the actuator. The connector has one or more electrical connection points for providing power and information to the wheel assembly. The robot wheel increases the vehicle steering range to up to 150 degrees and enables new vehicle drive modes. The traditional +/−30 degrees of front wheel steering are enabled, as well as at least three new drive modes: four wheel parallel and converse steering, spin on spot steering, and 90 degree sideways motion.

Abstract: An apparatus is provided for holding a footwear toe to a snow travel aid. The apparatus comprises jaws that grasp the toe while permitting pivotal movement of the footwear about the toe in forward and rearward directions and is for use with a heel holder that provides for lateral release. The apparatus comprises one or more resilient elements for biasing the jaws whereby the jaws are biased towards a closed position throughout the operational range of motion of the jaws. Also provided is an apparatus which comprises jaws that grasp the toe while permitting pivotal movement of footwear about the toe, wherein the apparatus is adapted for generally horizontal, forward and rearward translation relative to a longitudinal axis of the snow travel aid, selectively by a user. Also provided is an apparatus comprising jaws that grasp the toe while permitting pivotal movement of footwear about the toe, and a lock for inhibiting opening of the jaws, the lock comprising one or more resilient elements which provide resilience while inhibiting opening of the jaws.

Abstract: A controller and a vehicle including a vehicle wheel state detecting means for detecting the state of each wheel and a judging means for judging on the basis of comparison between the detected wheel states whether or not any of the wheels may slip. If it is judged that there is a wheel which may slip, a camber angle adjusting means actuates a camber angle adjuster to adjust the camber angle of the wheel judged that it may slip so that the camber angle is varied to the negative or positive side by a predetermined amount. As a result, the surface pressure of the wheel can be increased and the vehicle height can be decreased, and thereby the ground-contact load of the wheel is increased. Thus, temporary slip of a wheel during travel can be prevented.

Abstract: A driving force transmission device for four-wheel-drive vehicle based on the two-wheel drive of front wheels is provided. In the case of the two-wheel drive of front wheels, a multi-disc clutch mechanism for controlling the driving force distribution to a rear wheel output shaft, and a disconnection/connection mechanism for disconnecting and connecting a rear wheel differential and a right rear wheel drive shaft are provided, and in the two-wheel drive of front wheels, the dragging torque of the multi-disc clutch mechanism is made smaller than the friction torque of a rear wheel driving force transmission section, and the front wheel differential and the right rear wheel drive shaft are disconnected by the disconnection/connection mechanism, thereby the rotation of the rear wheel driving force transmission section is stopped.

Abstract: PROBLEM TO BE SOLVED: To accurately control a parking position with respect to a movement track set in parking, regardless of difference in a laden weight. SOLUTION: In accordance with the difference between a detection signal from a stroke sensor 14 detecting a suspension stroke and a prescribed value which is a suspension stroke under a constant load, a correction value of a steering angle with respect to a change of a toe angle caused by the difference is calculated by a steering angle correction part 34, and for automatic parking, the steering angle set with respect to the movement track is corrected, and an ESP 24 for steering a steering wheel is controlled. The change occurs in the suspension stroke throgh the change of the laden weight, and the toe-in of the steering wheel is changed, and the rotation radius is changed in the steering angle set based on the prescribed value. By correcting the steering angle in accordance with the change of the suspension stroke, highly accurate automatic parking can be performed with respect to the set movement track. COPYRIGHT: (C)2011,JPO&INPIT

Abstract: In a vehicle provided with a rear wheel toe angle varying device for individually varying toe angles of rear wheels, upon detection of a failure to steer one of the rear wheels, the rear wheel of a healthy side is steered in a direction to enable the vehicle to travel straight ahead. Preferably, a control unit of the rear wheel toe angle varying device steers the rear wheel of a healthy side in parallel to the rear wheel of the faulty side, and the vehicle is enabled to travel straight ahead even though the traveling direction of the vehicle is at a certain angle with respect to the longitudinal line of the vehicle body. At this time, front wheels are typically steered at the same angle as the rear wheels. The device may further comprise a toe angle estimating unit.

Abstract: The legged mobile robot the foot comprises a foot main body connected to each leg, a toe provided at a fore end of the foot main body to be bendable with respect to the foot main body, and a bending angle holder capable of holding a bending angle of the toe in a bendable range of the toe. In addition, a legged mobile robot control system is configured to hold the bending angle of the toe at a first time point which is a liftoff time of the leg from a floor or earlier thereof, and to release the bending angle at a second time point after the leg has lifted off the floor to restore the toe to a initial position. With this, the bending angle at the time of liftoff can continue to be held after liftoff, whereby the robot can be prevented from becoming unstable owing to the toe contacting the floor immediately after liftoff. In addition, stability during tiptoe standing can be enhanced.

Abstract: Herein, a particular vehicle suspension control arm in a suspension having multiple control arms is designed to create a range of available axial stiffness levels which relates to a range of toe change at the wheel under to lateral loading. In particular, a semi-active device is arranged on a given suspension control arm to allow a change in stiffness that produces a desirable amount of toe change under the presence of lateral loading. This suspension arrangement, when applied to the rear axle of an automobile, has significant merit in being able to enhance maneuverability and stability over a large range of operating conditions at a minimal level of control input energy and with robust failsafe operation.

Abstract: A three wheeled vehicle that has an improved dual front wheel steering system that allows the vehicle to be maneuvered by a combination of arm and leg steering movements coupled with front end leaning that shifts the center of mass of the vehicle down and toward the inside wheel. This transfer of mass counteracts a conventional cornering vehicle's tendency to fling its mass to the outside wheel and lift the inner wheel off the ground as well as changing the angle of the line of force exerted through the tires, and enhancing the vehicles's grip on the ground. The vehicle has a reduced amount of sliding and potential of flipping when turning sharply. The steering system is compatible with traditional ACKERMAN steering geometry wherein the inner wheel turns in a smaller diameter circle than the outer wheel.

Abstract: There is provided a vehicle condition estimating device which enables the estimations of the longitudinal position of a vehicle centroid, loads exerted on front and rear wheel axles and cornering powers even during the running of a vehicle without detecting directly the loads exerted on front and rear wheel axles. The inventive device is characterized by estimating a centroid position in the longitudinal direction of a vehicle based on a vehicle weight value, a stability factor value, a relation between a front wheel axle load and a front wheel cornering power and a relation between a rear wheel axle load and a rear wheel cornering power.

Abstract: A three wheeled vehicle that has an improved dual front wheel integrated steering and suspension system that allows the vehicle to be maneuvered by a combination of arm and leg steering movements coupled with front end leaning that shifts the center of mass of the vehicle down and toward the inside wheel. This transfer of mass counteracts a conventional cornering vehicle's tendency to fling its mass to the outside wheel and lift the inner wheel off the ground as well as changing the angle of the line of force exerted through the tires, and enhancing the vehicles's grip on the ground. The vehicle has a reduced amount of sliding and potential of flipping when turning sharply. The steering system is compatible with traditional ACKERMAN steering geometry wherein the inner wheel turns in a smaller diameter circle than the outer wheel.

Abstract: Background This study assessed the variability of plate bend in regard to final metatarsophalangeal (MP) fusion angles and toe-to-floor distance. We hypothesized that the final MP angle, the angle of the proximal phalanx to the floor, and the weightbearing toe-to-floor distance would be dictated solely by the magnitude of the bend in the plate. Materials and methods This is a retrospective analysis of 35 sequential patients who underwent MP fusion with a low-contour titanium plate. Postoperative weightbearing radiographs were analyzed for plate angle, MP fusion angle, the angle of the proximal phalanx to the floor, and the weightbearing toe-to-floor distance. Results We found statistical correlation between plate angle and MP angle and between plate angle and the angle of the proximal phalanx to the floor. However, there was low correlation between plate angle and with toe-to-floor distance. In addition, we noted many outliers, which resulted in higher or lower correlation of the MP angle to the expected plate angle and, thus, a relationship between angles that was far from linear. Conclusion Care needs to be taken when relying solely on the bend in the plate to determine the final position of the toe in MP fusions. Although the association between plate bend and MP angle and proximal phalanx to floor angle was strong, the association between the bend in the plate and weight bearing toe-to-floor distance was variable. This could result in the toe hitting the shoe or the need to vault over the toe. Therefore, the surgeon must match the plate to each patient's anatomy to ensure proper weight bearing toe-to-floor distance and not rely on plate angle exclusively.

Abstract: It is possible to drive a motor (7) with a high output during a low-speed travel and perform steering with a high resolution during a high-speed travel. An electric power steering device (1) causes the motor (7) to generate an auxiliary torque based on the steering torque specified by a driver for operating steering wheels (9), thereby reducing the steering torque specified by the driver. A control device (10) uses the vehicle speed signal (Vs) from a vehicle speed sensor (11) so as to drive the motor (7) with a high output during a low-speed travel and perform steering with a high resolution during a high-speed travel without increasing the motor output. Moreover, during a low-speed travel, a large steering torque is required and during a high-speed travel, steering should be performed with a high resolution. Thus, the driver's feeling in steering is not affected.

Abstract: Four-wheel-steering (4WS) system can enhance vehicle cornering ability by steering the rear wheels in accordance with the front wheels steering and vehicle status. With such steering control system, it becomes possible to improve the lateral stability and handling performance. In this paper, a new control method for 4WS vehicle is proposed, its rear wheels steering angle is in accordance with the angle of front wheels steering and vehicle yaw rate, and the effects of front wheels steering angle velocity are considered by adopting the fractional derivative theory. Some design specifications for control law are also given. The effects of the control method are verified by a kind of numerical scheme presented in this paper. The dynamic characteristics such as the side-slip angle and the yaw angle velocity of the vehicle gravity center are compared among three kinds of vehicles with different control methods. And the kinematics characteristics such as turning radius between 4WS and 2WS are also discussed. Numerical simulation shows that the control method presented can improve the transient response and reduce the turning radius of 4WS vehicle.

Abstract: A method for compensating axial misalignment between wheel-mounted alignment sensors and an axis of rotation for an associated wheel. The method compensates sensors mounted to each wheel of a vehicle simultaneously, without requiring jacking of the vehicle wheels above a supporting surface, and which only requires wheel rotational movement over an arc of 60 degrees or less. The method utilizes measurements of a change in a wheel toe angle and measurements of a change in a wheel camber angle, during a measured rotational movement of the wheel, to identify sinusoidal variation in the respective toe and camber angles during the wheel's rotational movement, from which a measure of axial misalignment between the wheel-mounted alignment sensor axis of rotation and the wheel axis of rotation is identified.

Abstract: There are provided left and right arm mechanisms that connect an arm attachment portion as a part of a vehicle body to vehicle wheel attachment portions attached with front wheels via a front arm and a rear arm disposed in a front-rear direction of a vehicle and having plural links; and servo motors that independently drive the left and right arm mechanisms so that each link angle corresponding to a turning angle is determined. The setting position of the imaginary kingpin axis may be changed. Each link angle changes within a range of maintaining a correlation in which the turning angle increases in accordance with an increase in the steering operation amount when controlling the servo motors so as to obtain the turning angle corresponding to the steering operation amount of a steering wheel.

Abstract: A wheeled object or a vehicle, such as a hospital bed, stretcher or a similar vehicle operated by a walking person includes a vehicle frame supported by caster wheels or ball rollers. The vehicle further includes a drive wheel system mounted on the vehicle frame. The drive wheel system comprises a wheel frame (11) adapted to be mounted on or form part of the vehicle frame, a drive roller or wheel (15) rotate able about a substantially vertical axis, a driving motor (33) for drivingly rotating the drive wheel via power transmission means (17, 26), and steering means (27, 32) for rotating the drive wheel (15) about said vertical axis. In order to avoid up- and downward movements of heavy components, such as the driving motor (33), when the drive wheel passes thresholds and irregularities in the floor surface, the driving motor (33) is fixedly mounted in relation to the wheel frame (11), and to allow that the power transmission means (17, 26) and the drive wheel (15) are adapted to telescope along said vertical axis.

Abstract: BACKGROUND Real time intraoperative transoesophageal echocardiograpgy (TOE) has an expanding role in peri-operative management and surgical decision making. OBJECTIVES Studies of the effect of transoesophageal echocardiography (TOE) on intraoperative decision making commonly emphasise major changes in operative plans. We examined more subtle effects using a novel scale, recording influences on management as follows: Level 1: TOE had no effect on management, confirmed and quantified known pathology. Level 2: TOE altered hemodynamic and/or anesthetic management. Level 3: TOE evaluated the adequacy of surgical intervention/or repair. Level 4: TOE led to an alteration in the surgical plan. We compared the impact of TOE as an aid to intra-operative management in coronary artery bypass cases with other types of cardiac surgery. METHODS Retrospective, observational study in a single centre, university-affiliated hospital included 319 patients undergoing cardiac surgery and suitable for TOE. TOE was performed in each patient before and after the institution of cardiopulmonary by-pass. Normal and abnormal echocardiographic findings as well as immediate outcomes of the surgical procedure were recorded using a standard database form. Instances where TOE lead to alteration in operative management were documented. The findings were also compared with those documented on preoperative echocardiography. RESULTS In 141 CABG patients TOE had a level 1 impact in 73%, level 2 impact in 11.6%, levels 3 and 4 in 7% and 7.8% respectively. In 178 non CABG patients these values were 2%, 1.6%, (p < 0.05), 72.4% (p < 0.05) and 23.6% (p < 0.05) respectively. CONCLUSION The impact of TOE in CABG procedures, while significantly less than that in non-CABG surgical procedures, remains substantial.

Abstract: PROBLEM TO BE SOLVED: To provide a vehicle motion control system capable of shifting to a smooth turning motion, when becoming an understeer state or an oversteer state in the turning motion of a vehicle. SOLUTION: A VSA control part, as the control function part of a brake fluid pressure control device for a vehicle, determines whether the turning state of the vehicle is an understeer state, or whether the turning state of the vehicle is an oversteer state. When determining that the turning state of the vehicle is the understeer state, the VSA control part applies a braking force to wheels inside turning, and a rear wheel toe angle control part sets rear wheels outside turning to toe-in in response to the determination of the VSA control part. When determining that the turning state is the oversteer state, the VSA control part applies the braking force to wheels outside turning, and the rear wheel toe angle control part sets the rear wheels inside turning to toe-in in response to the determination of the VSA control part. COPYRIGHT: (C)2010,JPO&INPIT

Abstract: Provided is a rear wheel toe angle control device that can ensure a stable steering performance even when the cornering powers of laterally opposing rear wheels are different from each other. When a reduction in the cornering power of one of the rear wheels (5) typically owing to a drop in the tire pressure or the use of a temporary tire is determined, a control unit (12) changes the toe angle (θ) of the other rear wheel in a direction to increase the slip angle (α) of thereof, and additionally changes the toe angle of the one rear wheel in a direction to decrease the slip angle of thereof. Thereby, the combined cornering power of the two rear wheels can be maintained at a normal level, and it allows the steering performance of the vehicle when making a turn to remain the same in spite of the diminished performance of the one rear wheel. This also contributes to a stable running performance of the vehicle, and a maximization of the total available cornering power of the rear wheels for the given condition of the rear wheel tires.

Abstract: A steering control device obtains a command steering reactive force according to a wheel angle based on a wheel angle and table data representing the correlation between the wheel angle and the command steering reactive force, and which controls an electric-control brake to make the steering reactive force equal to the command steering reactive force. The steering control device: obtains a correction coefficient according to vehicle state amounts based on the vehicle state amounts other than the wheel angle, which are detected by vehicle state amount detecting means, and table data representing the correlation between the vehicle state amounts and the correction coefficients; corrects the table data by using the correction coefficients; obtains a command steering reactive force according to the wheel angle based on the table data and the wheel angle; and controls the electric-control brake to make the steering reactive force equal to the command steering reactive force.

Abstract: A method according for wheel suspension alignment includes the following: providing a wheel suspension alignment system having four measuring heads situated in a known position with respect to one another, of which each has a monocular picture recording device; recording at least three geometrical details of one wheel, respectively, of a vehicle standing in an initial position, using each of the four measuring heads; carrying out a relative motion between the vehicle, on the one hand, and the measuring heads, on the other hand, from the initial position (A) into at least one further position (E), the relative position of the measuring heads with respect to one another being known; recording at least three geometrical details of one wheel, respectively, of the vehicle standing in the further position (E), using each of the four measuring heads; carrying out local 3D reconstructions for determining the translation vectors, the rotation vectors and the wheel rotational angles between the at least two positions, as well as of the wheel rotational centers and the wheel rotational axes of the wheels from the recorded geometrical details; determining a global scale for the measuring heads by scaling the translation vectors of the wheels, so that the translation vectors have the same length; and determining the camber, the single toe and/or the total toe of the vehicle.

Abstract: A four-wheel steering system for a remote control vehicle. The system includes a pair of steering actuators driving a pair of front bell cranks. A front toe link is pivotally connected to each of the spaced front bell cranks for lateral translation. Right and left front tie rods are each pivotally connected between corresponding ends of the front toe link and a corresponding front steering knuckle. An elongated center tie rod is pivotally connected between one front bell crank and one of a pair of rear bell cranks. An elongated rear toe link is dependently pivotally connected to the pair of rear bell cranks for lateral translation. Right and left rear tie rods are each pivotally connected between corresponding ends of the rear toe link and corresponding right and left rear steering knuckles whereby the front knuckles steer in one direction while the rear knuckles steer in an opposite direction.

Abstract: The invention relates to a steering apparatus for setting a wheel lock angle of a wheel of a motor vehicle, in particular a rear wheel, comprising at least one wheel control element (1), via which a wheel carrier (66) of the wheel is connected to a vehicle body, wherein the wheel carrier (66) can be pivoted about a rotational axis which extends substantially parallel to the wheel plane and, spaced apart from the rotational axis, the wheel control element (1) is articulated on the wheel carrier and can have its length adjusted by means of an electromechanical drive unit (6), wherein the electromechanical drive unit (6) is firstly connected via a push rod (9) to a wheel-carrier-side joint (11) in order to form a pivoting bearing (67), via which a connection to the wheel carrier is realized, and is secondly connected to a vehicle-body-side joint (5) in order to form a further pivoting bearing (68), via which a connection to the vehicle body is realized. In order to integrate the steering apparatus into the conventional wheel suspension system of a non-steerable vehicle wheel and in the process to adapt it to the restricted installation-space conditions of wheel suspension systems of various configurations, the present invention provides for it to be possible to position and fix at least one joint with respect to the electromechanical drive unit in any desired angular positions in relation to the longitudinal axis of the electromechanical drive unit, with the result that the wheel control element can be adapted to the prevailing installation-space conditions.

Abstract: By appropriately combining a VSA and an RTC, effective control over the entire travel area including limiting behavior and normal behavior is enabled. The output of the RTC is converted by some transfer characteristic, and the result thereof is added to and subtracted from a front-wheel steering angle δf inputted to an actual vehicle characteristic model of the VSA. This means that the inputted front-wheel steering angle δf is made variable according to the thrust angle or toe angle of a rear wheel that is the output of the RTC. Thus, cooperative control of the VSA and the RTC becomes possible, and both the VSA and the RTC can be cooperatively combined without making a change to the constitution of the existing VSA itself.

Abstract: A method for determining a speed of a power steering pump used in a power steering assembly of a vehicle that has particular application in a vehicle using a magneto-rheological hydraulic power steering (MRHPS) system for improving the fuel efficiency and ride comfort of the vehicle, and for reliable functioning of the power steering system. The method includes determining an angle of rotation of the steering wheel and a rate of change of the angle of rotation of the steering wheel based on the angle of rotation of the steering wheel of the vehicle. The method further includes determining the speed of the vehicle and the speed of the power steering pump based on the angle of rotation of the steering wheel, the rate of change of the angle of rotation of the steering wheel and the speed of the vehicle.