Abstract: In one embodiment, a wheel angle sensor calibration method, comprising, while a vehicle is moving, automatically causing movement of the vehicle to a first full steering position followed by automatic movement to a second full steering position; recording wheel angle sensor values at the first and second full steering positions, respectively; determining an average of the wheel angle sensor values, the average corresponding to a target center wheel position; automatically causing movement of the vehicle to the target center wheel position; and responsive to the wheel angle sensor having a value equal to the average, recording the wheel angle sensor value as the target center wheel position.

Abstract: A vehicle with front and rear steering is disclosed The vehicle can be a cycle The cycle includes a front wheel steered by a front hand-steering mechanism, and two back wheels steered by a back hand-steering mechanism The back wheels are dual inclined casters with full rotational movement A drive train forward of the front wheel drives the front wheel, while a rider is inclined in a seat in a recumbent orientation The front and rear steering provides unlimited maneuverability and turning capabilities

Abstract: There is provided a face image pick-up apparatus for a vehicle including an image pick-up unit installed in a vehicle having a steering wheel disposed in front of a driver's seat of a vehicle interior and a tilt mechanism adjusting a tilt angle with respect to a vertical direction of the steering wheel to image a face image of a driver seated on the driver's seat, wherein the image pick-up unit is disposed vertically above a central axis line of the steering wheel and vertically above the upper end of the steering wheel when the steering wheel is displaced to the upper limit position by the tilt mechanism, when viewing the steering wheel from the front

Abstract: A motor vehicle can have multiple drive modes, for example rear wheel drive, four wheel drive, front wheel drive. Here, an active chassis device is used to make different adjustments, for example with respect to the toe-in angle and the camber angle, of a wheel or else with respect to wheel loads as a function of the drive load. As a result, the driving behaviour can be matched in each case in an optimum way to the drive mode, or conversely can be configured in such a way that changing the drive mode does not have a perceptible effect for the driver.

Abstract: Wellness footwear that promotes proper gait and strong feet is provided. The footwear can include a sole. The footwear can also include a securing upper arranged with the sole and configured to securely hold a foot of a user on a footbed so as to substantially prevent lateral movement of the foot with respect to the footbed and allow one or more of a big toe and remaining toes of the user to be at least partially uncovered and exposed. A toe aligner structure can be arranged between the securing upper and the sole and configured to extend between the big toe and remaining toes of the user so as to direct a force against the big toe in a direction away from the remaining toes during standing, walking, running, swimming, and other movements when muscles of the foot are in use.

Abstract: In a vehicle wheel suspension, a first trailing arm is oriented in the longitudinal direction of the vehicle and a second trailing arm in the direction of an angle bisector between the longitudinal and transverse directions. The ends of the trailing arms determine a substantially horizontal instantaneous axis for the wheel carrier relative to the spring jounce and rebound motions of the vehicle chassis. The wheel carrier is slightly pivotable about a toe axis under the influence of braking forces. A support arm securely connects to the wheel carrier and extends over a defined distance substantially in parallel with and supported on the second trailing arm. The support is softer in the horizontal direction than in the vertical direction. A suitable design of the second trailing arm and/or the support arm allows a slight pivot motion of the wheel carrier about the toe axis.

Abstract: A method carried out in a wheel unit of a tire pressure monitoring system comprises detecting, using a controller in the wheel unit, increases and decreases in loading of a tire on a wheel associated with the wheel unit during acceleration and deceleration. Front/rear position of the wheel unit on a vehicle mounting the tire pressure monitoring system is determined, using the controller in the wheel unit, based on the loading and unloading of the tire and wheel during acceleration and deceleration. Rotation direction of the wheel in the wheel unit is determined and the controller in the wheel unit determines left/right position of the wheel unit on the vehicle based on the rotation direction of the wheel. An indication of the front/rear and left/right position of the wheel on the vehicle and an identification unique to the transmitting wheel unit are transmitted.

Abstract: A wheel position determination system and method to count wheel revolutions in a wheel unit of a tire monitoring system. An indication of the count is transmitted, optionally along with an indication of a left/right side position of the wheel on the vehicle, and an identification unique to the transmitting wheel unit, to a central controller of the tire monitoring system. In the central controller of the tire monitoring system, the count is compared with wheel speed information for the vehicle, such as from an ABS system, to determine if one wheel on each side of the vehicle is rotating at a different speed. Based at least in part upon a determination that each wheel speed is unique, a determination of wheel location may be made.

Abstract: Provided is a control device for an automatic two-wheeled vehicle, which can properly detect a turn of the vehicle. A control device for an automatic two-wheeled vehicle is provided with a sensor for detecting the rotation speed of a front wheel, and a sensor for detecting the rotation speed of a rear wheel. The control device calculates a value representing the relative magnitude of the rotation speed of the rear wheel with respect to the rotation speed of the front wheel as a value corresponding to a bank angle, and determines that the vehicle is turning on condition that the value corresponding to the bank angle is higher than a threshold value.

Abstract: The effects of steering velocity of front wheel on vehicle handling and stability are investigated.Based on dynamic analysis,a vehicle handling and stability model with three degrees of freedom is constructed and a model of tire side force considering steering velocity is presented,and a transfer function matrix between vehicle front wheel angle and lateral acceleration,yaw rate and body roll angle is deduced.Using transfer function matrix estimation method,some parameters of tire cornering properties correlated with angular acceleration and angular velocity of side slip angle are identified and calculated.The test validation for whole vehicle model and tire side force model are conducted.By virtue of these models,the effects of steering velocity on vehicle handling and stability are analyzed.The results show that steering velocities of front wheel within a certain range have remarkable impacts on vehicle lateral acceleration,yaw rate and body roll angle,and the impact degree is different from each other.In normal steering,the change of steering velocity has considerable influence on the dynamic characteristics of vehicle.

Abstract: Based on Multi-body system Dynamic theory, front suspension model is established by using ADAMS/Car, and then the validation is finished according to suspension K&C test project. Through the model simulation, the sensitivity of structure parameters to suspension kinematics characteristics has been analyzed and then the most sensnetive ones have been sorted out. The suspension structure geometry parameters are optimized by the application of DOE method based on virtual prototype technology. The parallel travel simulation results are as follows: the values of camber angle, toe angle, kingpin inclination angle, steer angle and lift/dive are reduced, and the values of caster angle are increased slightly with the optimized suspension. Consequently, the optimized suspension is more conducive to vehicle handling stability compared with the original one. This optimization design method provides the technical support for suspension positive development.

Abstract: The present invention is based on providing, in order to correct or prevent a toe deformity, an orthotic toe sock (S) wherein a toe part (W) of the sock (S) comprises at least two toe-specific toe elements (1, 2, 3, 4, 5) arranged to receive adjacent toes. The adjacent toe elements are, in a corresponding space (I, II, III, IV) in between the toes, attached to one another over an area (A) extending, when the sock is being worn, from a base or from above the base, e.g. from a proximal interphalangeal joint region, of the toe in question, e.g. the second, third, fourth or fifth toe, to a tip of the toe or almost to the tip of the toe.

Abstract: This paper aims to identify the steering drift of a small passenger vehicle under severe straight braking. Steering drift is analysed by gyro and wheel tracker measurements of dynamic wheel alignments, and when compliance is done by Kinematic and Compliance (KC subsequently, the toe angle becomes toe-out owing to the wheel bump stroke. To investigate the contribution of suspension parameters that may be difficult to control in field tests, bushing stiffness of the lower control arm, kingpin offset at the ground, caster angle, bump toe angle and wheel weight are simulated in a multi-body software environment. The results show that the dominant factors are the bump toe, caster and the wheel weight difference between the left and right wheels. This approach is useful in setting proper suspension geometry at the stage of conceptual chassis design.

Abstract: The present invention relates to an apparatus and method for adjusting the toe angle in the wheels of a solid non-steering axle and especially to a method and apparatus for bending a vehicle's solid or non-steering axle housing, such as the solid rear axle of a vehicle or an axle of a semi-trailer, to align the toe angle of the wheels mounted on the solid axle

Abstract: An advanced steering wheel is disclosed, where most of the surface area of the invented steering wheel, with the exception of the outer wheel ring, does not need to rotate. In this way, the central part of the steering wheel can be used for various purposes, such as information displays, various devices (such as cell phones, GPS receiver), etc. as well as the air bag and horn pad. Unlike rotational spokes and the hub of a conventional steering wheel, the inventive steeling wheel uses a mechanical coupling device such as a gear system or a belt and pulley system. When a vehicle driver rotates the steering wheel ring, the rotational driving motion is transferred to the steering shaft spindle by the mechanical coupling devices, which are mounted under the steering wheel surface. The surface area of the steering wheel can be used for various utility consoles and accessories.

Abstract: A method for operating a mechatronic chassis device of a motor vehicle, wherein the mechatronic chassis device has an arrangement with two servomotors which, when activated, individually change both a toe angle (δ) of a wheel and a camber angle (e) of the wheel. The servomotors are controlled on the basis of target values in a predetermined manner, wherein if a first servomotor cannot be placed into operation, an emergency program is started and the second servomotor is controlled in a manner different from the predetermined manner such that a lateral force on the wheel is adjusted to a predetermined desired value.

Abstract: The method involves determining angle of rotation of a wheel (3) by a wheel sensor (4). The relative rotor angle of the wheel is calculated from rotational angle by a computing device (5). An initial angle of rotor of the electric motor (2) is determined by a pole position measuring device (6) on the basis of drive signals of the electric motor. The absolute rotor angle is determined from initial angle and the relative rotor angle. An independent claim is included for vehicle.

Abstract: A toe-in platform measuring system comprises turntables fixed on translational frames of a toe-in platform, front wheel clamping devices and rollers sets mounted on the turntables, large chainwheels fixed on the translational frames and coaxially mounted with the turntables, encoders mounted at the bottoms of the edges of the turntables, and small chainwheels meshed with the large chainwheels and relatively fixed and coaxially mounted with the encoders; slide rails are arranged on the turntables; front wheel clamping devices comprise clamping catch wheels corresponding to the two front wheels, and bases corresponding to the two clamping catch wheels; and the front wheel clamping devices are mounted on the slide rails of the turntables through the bases and move in the directions of the slide rails. The utility model has the advantages that the dynamic angles of the two front wheels are locked more accurately by the two front wheels instead of the original roller set clearances; the system has good repeatability, and has low possibility of totally different testing results caused by different get-on positions or angles; and the system selects the high-precision encoders to improve the detection precision through different modulus ratio of the large and the small chainwheels (the detection precision can reach 1'), and can obtain higher precision and sensitivity as compared with the original displacement sensor.

Abstract: A two-wheeled motor vehicle includes a control device and is configured such that a radius of curvature of a cross-section of a tire mounted on one of the front wheel and the rear wheel is larger than a radius of curvature of a cross-section of a tire mounted on the other wheel. The control device includes a sensor arranged to detect a rotation speed of the one wheel, a sensor arranged to detect a rotation speed of the other wheel, and a turn determining section programmed to determine that the vehicle is turning based on a condition that a value corresponding to a bank angle of the vehicle is higher than a threshold. The value corresponding to the bank angle of the vehicle is a value indicating the relative amount of the rotation speed of the one wheel relative to the rotation speed of the other wheel.

Abstract: PROBLEM TO BE SOLVED: To provide a fatigue strength increasing method favorable when it is used for the hammer peening, and capable of increasing the fatigue strength of a weld zone in a steel structure such as a steel bridge by introducing the compressive residual stress without imparting any deformation forming a new stress concentration part in the weld zone. SOLUTION: A part of a surface of a base material distant from a toe of weld is pressed normally to the surface of the base material, preferably, a part of plastically deformed zones is moved gradually to the outer side from the side in a vicinity of the toe so as to overlap each other, and subjected to plastic deformation to introduce the compressive residual stress in the toe. Favorably, a fore end of a member to be used for pressing is substantially rectangular and has a flat part of the width of ≥4 mm, a portion of the surface of the base material exceeding 3 mm from the toe is plastically deformed, and further preferably, a recess having the radius of curvature of ≥1 mm is formed in the toe in advance before the pressing is performed. COPYRIGHT: (C)2011,JPO&INPIT

Abstract: Steering feel and vehicle steering motion is affected by wheel torques from propulsion, especially for front wheel drive cars. Often these problems are referred to as “torque steer”. Many systems interact to cause these problems: propulsion, steering and suspension. Torque steer contributors are not only the differential (friction, self locking effect, Torsen differential), but also the input from the ground and car geometry such as road conditions (friction and surface), the vehicle state (cornering, rolling, acceleration) and weight distribution (loading). In addition, the suspension design contributes as well, like the suspension geometry (kingpin offset, camber, caster, tolerances), the tire quality (conicity, wear, profile) and wheel geometry (size, uniformity, wheel offset). Finally, regarding the transmission contributors, the engine (torque, alignment) and drive shafts (alignment, length, symmetry) are contributors as well. Particularly, within the propulsion system, it is partly the asymmetry in differential and drive-shafts that could cause torque steer. In fact, the friction of the gear meshing and bearings, and mainly the contact with the housing (carrier) during slippery and static conditions or the housing stiffness itself might be causes of this torque steer problem. Hence, the losses over the differential can explain the torque steer effect due to the torque difference between left and right driveshaft. This fact affects the behaviour of the vehicle. This is the reason why Volvo Cars Corporation (VCC) is interested in studying the friction in a differential to use it in further simulations (vehicle dynamics purposes) or understand which parts of the design may be modified or changed in order to reduce or increase (depending on the goal, either getting as close as possible an open or a limited slip differential behaviour) the overall friction. The motivation of the thesis work comes from this problem. The thesis derives a model for an open differential in order to qualify and quantify the difference of torque between left and right side. In addition, to be able to test the differential, a rig is designed and machined outhouse. Moreover, during testing the model is updated and the parameters are changed according to the statistic experiment plan and the results from the FEM analysis carried out. Finally, not only all the conclusions and results are written down, but also some vehicle dynamics simulations to show the effect of the differential in the behaviour of the car.

Abstract: A method for changing the track of a vehicle (100) having first and second wheels (108, 110) disposed on opposing sides of the vehicle (100) along a line generally perpendicular to the direction of travel of the vehicle, the first and second wheels (108, 110 are supported on first and second wheel supports (114, 116, 204) to permit the track of the first and second wheels (108, 110) to be adjusted, at least one actuator (218, 220) is coupled to at least one wheel of the first and second wheels (108, 110) and is configured to change the toe angle of said first and second wheels (108, 110), and an electronic control unit (402) is coupled to the actuator (218, 220) that is configured to command the actuator (218, 220) to change the toe angle, the method comprising the steps of changing the toe angle of the first and second wheels (108, 110); rolling the vehicle (100) on the first and second wheels (108, 110) over the ground to generate opposing lateral forces on the first and second wheels (108, 110); and applying the opposing lateral forces to the first and second wheel supports (114, 116, 204) to change the track of the first and second wheels (108, 110).

Abstract: The method involves adjusting steering angles (1) of a front wheel steering (20) by a steering wheel (28), and adjusting another steering angle of a rear wheel steering (30) depending on the adjusted steering angle of the front wheels (24,26). The rear wheels (34,36) are driven in the same direction to the front wheels in a recognized critical drive situation depending on the vehicle speed. An independent claim is also included for a device for adjustment of steering angles of an all-wheel steering for a motor vehicle.

Abstract: This paper investigates the braking stability from the viewpoint of dynamic simulation. Braking stability refers to the abilities of the vehicle to keep straight or the controllability combined with steering wheel during braking. Suspension extra steer/toe angle caused by forces and moments could change the actual wheel angle directly as well as the tire slip angle, since there is a relationship between tire slip angle and lateral force, braking stability will be changed by the change of lateral force. The orientation of kingpin axis will change during braking, and Wheel alignment and the Position and Angle of the Kingpin Axis (PAKA) have a heavy influence on braking stability during emergence braking and braking on ??-split road. This paper analyzes the importance parameters of wheel alignment and PAKA in suspension K&C during braking stability for asymmetry chassis, and point out that ride-steer and Fx-toe are the key factors that affect braking stability. Vehicle dynamic model is built to analyze braking stability, which include precise description of suspension K&C characteristics, steering system model that can reflect the self-adaptive steering capacity of left and the right wheels, and non-linear UniTire model. Braking stability has been validated well using this vehicle model on the asymmetry chassis.

Abstract: A steering system (100) for motor vehicles (10), in particular for agricultural machines, comprising: a first conventional steering assembly (150) of the front wheels (W3, W4) to rotate only each of said front wheels (W3, W4) by a respective angle (α1), (α2). The steering system (100) further comprises: a second steering assembly (160) to steer at the same time the front axle (13) and the front wheels (W3, W4) of an angle (β). The second steering assembly (160) is activated only after that each angle (α1), (α2) has reached a respective pre-determined value (α1*), (α2*) during the conventional steering performed by said first conventional steering assembly (150).

Abstract: In this study, a camber angle generating mechanism for front and rear suspension is suggested. An experimental device is implemented and tested. A full vehicle model with camber angle generating device by using ADAMS/Car is modeled. Step steer simulations are carried out for investigating the effects of vehicle handling performance due to camber angle change of front and rear wheel. According to results, the camber angle of rear suspension affects the vehicle handling performance during both simulations. Therefore, when the vehicle makes the right turn or left turn, left and right wheel of front and rear suspension should have the proper orientation for improving the handling performance, respectively.

Abstract: The multi-body dynamics analysis is an important method to analyze the movement and dynamics characteristics of a car in modern vehicle design process . The twist beam rear suspension which is for rear wheel steering was widely equipped on front engine rear wheel drive vehicles . The modeling of twist beam rear suspensions is always difficult to describe accurately for its unique structural behaviour . First of all , a non-linear method based on multi-body dynamics was used to establish the dynamics model of the twist beam rear suspension system by using the ADAMS/Car . Secondly, the kinematics analysis of the rear suspension was realized and the main suspension parameters (toe angle, camber angle and wheel base) were calculated by changing wheel travel by means of ADAMS/Car . Finally , the suspension was optimized . The result shows that integrative use of ADAMS/Car and ADAMS/Insight in the kinematics analysis and optimized design of the suspensions is rapidly and effectively to design vehicle suspensions .

Abstract: A steering angle sensing device for vehicle wheel alignment includes a swingable rocking arm. The rocking arm can be located in a predetermined position and slidably connected with a simple wheel alignment calibrator. When a wheel of the vehicle is steered, the wheel alignment calibrator affixed to the wheel is synchronously rotated along with the steering of the wheel. At this time, the rocking arm is driven to swing by a corresponding angle and the steering angle sensing device emits a human-perceivable signal to a calibration worker, whereby the calibration worker can real-time know the steering angle of the wheel for conveniently performing the wheel alignment process.