Abstract: A method of assessing a condition of a wheel on a vehicle involves contactlessly determining distance of a first location on the wheel from a fixed point not on the wheel at a first time while the vehicle is moving and contactlessly determining distance of a second location on the wheel from the fixed point at a second time after the vehicle has moved. The two distances are compared to determine an offset between the first and second locations on the wheel. The offset provides an indication of tire wearing angle of the wheel while the vehicle is moving. The method can be used to assess wheel alignment and wheel suspension. An apparatus and system for effecting the method involves the use of a displacement sensor, especially an optical displacement sensor (e.g. a laser) for making the distance determinations. The system and apparatus is completely contactless and only one stationary displacement sensor is required to make the appropriate distance measurements to the wheel on a moving vehicle.

Abstract: A method for a semi-autonomous driving of a vehicle with a steer-by-wire system having a steering wheel mechanically decoupled from vehicle wheels determines values for the steering angle and the wheels angle tracking a target value of the wheels angle received from a semi-autonomous driving planning (SADP) system. The method determines the values for the steering angle and the wheels angle subject to constraints, including a constraint on a motion of the vehicle wheels, a constraint on a motion of a steering wheel, a constraint on an actuation of the steering wheel and the vehicle wheels, and a constraint on a relative motion of the steering wheel with respect to the motion of the vehicle wheels. The control commands to the column motor and the rack motor are generated according to the values for the steering angle and the wheels angle.

Abstract: A spindle sleeve and washer for adjusting the camber, toe, or thrust angle of a vehicle wheel to a desired predetermined angle which allows for use of existing hub and spindle assembly without permanent modification to the vehicle.

Abstract: A rear wheel steering system in a vehicle. The system includes a rear wheel steering actuator, a vehicle speed sensor, and an electronic control unit. The rear wheel steering actuator is coupled to a rear wheel of the vehicle and controls a steering angle of the rear wheel. The electronic control unit is coupled to the rear wheel steering actuator and the vehicle speed sensor and is configured to determine a speed of the vehicle and to limit the steering angle of the rear wheel based on the speed of the vehicle and a fault tolerant time of the rear wheel steering system.

Abstract: A wheeled apparatus for board sports is provided. The wheeled apparatus includes a board, a plurality of wheels supported by a plurality of steering knuckles, and at least one linkage between the board and the steering knuckles. The at least one linkage enables a camber and/or a caster and/or a toe angle of the wheels to be adjusted by pivoting the board.

Abstract: A support structure is provided for a motor vehicle that has a front wheel ( 8 ). The support structure includes an A pillar ( 5 ) having a slide-off surface ( 40 ) for the front wheel. The slide-off surface for the front wheel ( 8 ) is inclined so that the front wheel ( 8 ) slides out along the slide-off surface ( 40 ).

Abstract: A system for correcting steering wheel angle errors of a motor vehicle of the present disclosure may include a steering wheel angle sensor, an actuator angle sensor, and at least one of a wheel speed sensor and a lateral acceleration sensor. The system may further include a controller configured to receive signals from the steering wheel angle sensor, actuator angle sensor, and at least one of the wheel speed sensor and lateral acceleration sensor. The controller may be configured to calculate a correction angle based on the signals, and adjust a steering wheel angle of a steering wheel, as observed by a driver of the motor vehicle, based on the correction angle.

Abstract: Having reviewed the studies on the biphalangeal fifth toe, we have observed a great disparity of data depending on the research center. We have investigated the frequency of biphalangeal toes and also its handedness. We have also analyzed the relationship of pathological deviations of fifth toe with this feature and with the fifth metatarsal. We performed a descriptive prospective study, which analyzed 2494 feet (1247 people) with bilateral dorsoplantar radiographs. We studied the number of phalanges of the fifth toe, the deviations in the sagittal and transverse plane, and the state of the fifth metatarsal phalangeal joint. After analyzing the data we found the presence of biphalangeal fifth toe in 46.3% of the feet, presenting this feature bilaterally in 97.4% of them. A statistically significant higher percentage of pathological toes was found in people with triphalangeal fifth toe (pathological in 29.91%) than in the biphalangeal toes (pathological in 15.60%). We found that these differences are accentuated in the alterations of the fifth toe in the sagittal plane. It is almost 4 times more likely to suffer a fifth hammer toe if the fifth toe is triphalangeal (OR = 3.98 to p =0.000). Alterations in the coronal plane of the fifth toe are associated with tailor’s bunion (p =0.000). We did not find any significant differences regarding the need for surgery of the fifth toe of the biphalangeal (39.1%) versus triphalangeal toes (60.9%). Clinical relevance: There may be an association between pathologic deviations and bigger mobility of the triphalangeal fifth toes. However, biphalangeal fifth toes show bigger rigidity leading to smaller accommodation inside the shoe, which may lead to less painful feet and decreased proportion of surgery.

Abstract: A utility vehicle with wheel assemblies that are adjustable to accommodate different weight attachments that are selectively engaged with the vehicle. The vehicle has a frame with a pair of rear wheels and a pair of front wheel assemblies spaced a first distance longitudinally from the rear wheels and a second distance laterally from each other. One or both of the front wheel assemblies are selectively adjustable so as to vary one or both of the first distance and the second distance. This adjustment is made to change the balance between the weight of an overhung load due to different weight attachments and the weight of the rest of the vehicle with the operator. The adjustment of one or both of the right and left front wheel assemblies simultaneously adjusts the first and second distances while maintaining the operational height of the vehicle's frame relative to the ground.

Abstract: An apparatus deploys on a casing and has a toe with first and second ports for communicating with a wellbore. A packing element between the ports is actuatable to isolate portions of the wellbore. The toe operates in a first condition for run-in to prevent fluid communication through the ports, although washdown can flow through a toe port. Once installed, the toe operates in a second condition for cementation when the first plug is deployed to the toe. In this condition, the toe actuates the packing element, permits fluid communication through the first port, and prevents fluid communication through the second port. After cementation, the toe operates in a third condition for fracture and completion operations when the second plug is deployed. The toe in this condition prevents fluid communication through the first port, but permits fluid communication through the second port downhole of the set packing element.

Abstract: A method of controlling a power steering system of a vehicle is provided. The method determines a yaw rate of the vehicle. The method generates a hand wheel angle signal that indicates a position of a hand wheel of the vehicle based on the yaw rate. The method controls the power steering system by using the hand wheel angle signal.

Abstract: Burr grinding, tungsten inert gas (TIG) dressing, ultrasonic impact treatment, and peening are used to improve fatigue life in steel structures These methods improve the fatigue life of weld joints by hardening the weld toe, improving the bead shape, or causing compressive residual stress This study proposes a new postweld treatment method improving the weld bead shape and metal structure at the welding zone using friction stir processing (FSP) to enhance fatigue life For that, a pin-shaped tool and processing condition employing FSP has been established through experiment Experimental results revealed that fatigue life improves by around 42% compared to as-welded fatigue specimens by reducing the stress concentration at the weld toe and generating a metal structure finer than that of flux-cored arc welding (FCAW) Hot-spot stress, structural stress, and simplified calculation methods cannot predict the accurate stress at the weld toe in case the weld toe has a smooth curvature as in the case of the F

Abstract: A steering system for a vehicle (10) includes a front wheel (12, 14) supported for rotation about a first axis (34) and a pivot axis (36) transverse to the first axis (34) and spaced inboard of a centerline (40) of the front wheel (12, 14). The front wheel (12, 14) is movable about the pivot axis (36) to change direction of the vehicle (10). A brake (26) coupled to the front wheel (12, 14) provides braking rotation of the front wheel (12, 14) and a controller (28) controls operation of the brake (26) to generate a desired braking force in a direction determined to adjust a vehicle direction.

Abstract: This paper optimizes the combination of design parameters for improving the kinematic characteristics of a midsize truck using both design of experiment and computer simulation. A computational model of the front suspension and steering system of a midsize truck is developed for analyzing kinematic and compliance characteristics. A taper leaf spring is modeled as a flexible body using finite elements. A bump mode test is performed to validate the reliability of the developed computational model. Mean absolute values of the toe angle and wheel base change are used as objective functions. Modifiable hard points are selected as design parameters. An optimal combination of design parameters for improving kinematic characteristics is suggested based on analyses of variance and factor effects using a table of orthogonal arrays.

Abstract: A load-carrying truck has a fork lift mechanism mounted on a chassis, a pair of front wheels (24, 26) and a single rear wheel (30) At least one front wheel (26) and the rear wheel (30) are driven wheels whose speed is varied relative to one another differently depending on whether the truck is being driven in a forward reverse mode with the front wheels (24, 26) aligned generally parallel to the front-rear axis of the chassis and with steering controlled by steering the rear wheel (30), or a sideways mode with the rear wheel (30) aligned generally perpendicular to the front-rear axis of the chassis and with steering controlled by steering the at least one of the front wheels (26) When the truck is operated in forward/reverse mode and is steered towards the side on which the driven front wheel (26) is located, the relative speed (26) of that wheel is decreased progressively and comes to a stop when the axis of rotation of the rear wheel (30) intersects the front wheel position, and is driven in reverse at increasing speeds as the axis of the rear wheel (30) passes that point of intersection with further increasing steering angle In the sideways mode of operation when the truck is steered in the direction towards the rear end of the chassis, the relative speed of the rear wheel (30) is decreased progressively and comes to a stop when the axis of rotation of the steered front wheel (26) intersects the rear wheel position, and the rear wheel (30) is driven in reverse at increasing speeds as the axis of the steered front wheel (26) passes said point of intersection with further increasing steering angle

Abstract: A vehicle speed while curving through steering maneuver is determined. A vehicle speed determination system is applicable to a vehicle having a front wheel and a rear wheel. The system includes: a wheel speed sensor configured to detect a wheel speed Vf of the front wheel; and an arithmetic circuit configured to determine a vehicle speed V(r) at a rear-wheel tangential point, based on a difference in vehicle speed between the front-wheel tangential point and the rear-wheel tangential point which occurs due to a difference between a locus of travel of the front wheel and a locus of travel of the rear wheel, and on the wheel speed Vf of the front wheel.

Abstract: The invention relates to a rear axle of a two-track vehicle, comprising three control arms (5, 6, 7), which are articulated to a wheel carrier (3) and extend substantially in a transverse direction of the vehicle, and a trailing arm (4), which is rigidly connected to the wheel carrier (3) and has adequate flexibility in the transverse direction of the vehicle due to its structure or its mounting on the vehicle body, wherein a bearing spring (8) proportionately supporting the vehicle body with respect to the wheel and a vibration damper (9) connected effectively in parallel with the supporting spring are supported on the wheel carrier (3) without the intermediate arrangement of a control arm (5, 6, 7) articulated to the wheel carrier (3). The supporting spring (8) is supported in front of the wheel centre and below the wheel centre, as viewed in the direction of travel, on a cantilever (3a) protruding from the wheel carrier (3) toward the vehicle centre plane and the control arm (5) articulated to the wheel carrier (3) above the centre point of the driven wheel in the vertical direction is connected to the wheel carrier (3) behind the wheel centre as viewed in the direction of travel, the control arm (6) articulated to the wheel carrier (3) in front of the wheel centre as viewed in the direction of travel is connected to the wheel carrier (3) below the wheel centre in the vertical direction, and the control arm (7) arranged farthest to the rear as viewed in the direction of travel is connected to a steering actuator (11) for the wheel by means of the end of said control arm facing away from the wheel carrier (3).

Abstract: An apparatus (1) for toe and/or camber adjustment for a running gear of a motor vehicle, having a tie rod and/or a link (2) which can be fastened at one side to a bearing fixed with respect to the car body and at the other side by means of a bearing can be fastened to the wheel carrier of a wheel of the motor vehicle, wherein a bearing has an adjustment element which is in the form of an eccentric and which has an eccentric shaft (4), which eccentric shaft can be adjusted by means of an adjustment drive (7) and is assigned retainer bearings (10, 11) arranged on both sides of the eccentric.

Abstract: The invention relates to a method and system for determining vehicle wheel alignment, and namely camber angles, total and individual toe and front wheel steering axis caster and steering wheel axle tilt angle, by measuring changes in wheel sensor angles from a predetermined (i.e. control) position. Changes are measured using gyroscopic sensors or angular rate sensors or MEMS angular rate sensors (MEMS gyroscopes).

Abstract: A rear wheel suspension device includes a knuckle configured to support a rear wheel, a trailing arm configured to link the knuckle to a vehicle body, and an actuator configured to drive the knuckle in the general width direction of the vehicle, so as to adjust the rear wheel camber angle and toe angle The knuckle is linked to the trailing arm via linking portions enabling turning of the knuckle in a direction of changing the rear wheel camber angle and toe angle A turning axis defined by the linking portions is set so as to be tilted with respect to the longitudinal direction of the vehicle Particularly, the turning axis defined by the linking portions is set so as to be tilted with respect to the longitudinal direction of the vehicle in side view

Abstract: We have developed a system that can achieve stable cornering performance and nimble handling by independently controlling the left and right of the rear wheel toe angle. In this paper, we describe the basic principle of control, the structure of this system and the achievement of aims. The purpose of this system is achieving the "INOMAMA handling (at-will handling)" that means let the driver handle the car just like a part of own body. It should lead to safety in all driving scenes and to the fun-to-drive.

Abstract: The invention relates to the technical field of automobile underpan alignment, in particular to an automobile toe-in angle measuring device, which comprises a left support frame and a right support frame, wherein the left support frame comprises a straight-rod-shaped left measuring arm, a laser emitter and a receiving plate, the laser emitter and the receiving plate are arranged on the left measuring arm, a marking line is arranged on the receiving plate, the right support frame comprises a straight-rod-shaped right measuring arm, a reflecting mirror and an angle dial, the reflecting mirror and the angle dial are arranged on the right measuring arm, the reflecting mirror can rotate around a shaft, the angle dial is used for recording the rotating angle of the reflecting mirror, light rays emitted by the laser emitter are reflected back to the receiving plate through the reflecting mirror, and alignment units are arranged on rod bodies of the left and right measuring arms so that the left and right support frames are aligned to the wheel rim edge. The automobile toe-in angle measuring device has the advantages that the measurement process is convenient and fast, an included angle between the left and right measuring arms is directly reflected through the laser emitter, the reflecting mirror, the receiving plate and the angle dial, the included angle is a toe-in angle, and then, vehicles are regulated according to the toe-in angle; meanwhile, the structure is simple, and the cost is low.

Abstract: A method and apparatus are provided for aligning the wheels of a vehicle equipped with an electro-mechanical power steering system having a steering angle sensor, a torque sensor, and a torsion bar linking the steering angle sensor and the torque sensor. Embodiments include moving a steering wheel of the vehicle to a level position such that there is substantially no torque applied to the torsion bar; adjusting the toe of a first one of the front wheels of the vehicle after the steering wheel is moved to the level position; and moving the steering wheel substantially back to the level position, then re-adjusting the toe of the first one of the front wheels, when the steering wheel has moved more than a predetermined angle from the level position while adjusting the toe of the first one of the front wheels.

Abstract: A state quantity of a vehicle used for damping force control of a damper can be calculated with higher accuracy even when the vehicle is turning. Steering influence amount correcting means (53, 5) for correcting a wheel speed fluctuation amount (Vw used for calculating ΔVw) so as to remove a change amount (VbFL, VbFR) of a wheel speed fluctuation amount due to the influence of steering. 54, 35) is a rear wheel turning radius calculation means (80A) for calculating turning radii RRR and RRL of the right rear wheel and the left rear wheel, and the calculated turning radius and wheel base of the right rear wheel and the left rear wheel. The front wheel turning radius calculation means (80B) for calculating the turning radius RFR, RFL of the right front wheel and the left front wheel based on the above, and the ratio of the turning radius of the right front wheel and the turning radius of the left front wheel to the vehicle body turning radius (R) Based on the front-wheel turning radius ratio (RRFL, RRFR), a change amount calculation means (80C, 54) for calculating the change amount (VbFL, VbFR) of the wheel speed fluctuation amount due to the influence of turning is provided. [Selection] Figure 10

Abstract: A device and method for determining parameters for adjusting the directions of travel of two steerable axles of a vehicle relative to each other is disclosed, wherein one measuring unit for measuring the individual toe angle of a vehicle wheel associated with the measuring unit is present on each side of the vehicle such that a first measuring unit is assigned to the wheel of the first of the steerable axles on the vehicle's left side and the second measuring unit is assigned to the wheel of the second of the steerable axles on the vehicle's right side, wherein the output signals from the measuring units are supplied to an evaluating unit, wherein the difference in the directions of travel of the two steerable axles is determined in the evaluating unit from the signals supplied from the measuring units and is provided as an output signal from the evaluating unit.

Abstract: A method for controlling a steering system in a motor vehicle, which system is designed to convert a steering wheel angle to a steering angle of a steered wheel of the motor vehicle in order to control a yaw angle of the motor vehicle. The method comprises steps of sampling oscillations of the steering wheel angle and of the yaw rate, detecting a predetermined phase difference between the oscillation of the steering wheel angle and the oscillation of the yaw rate, and increasing damping in the conversion of the steering wheel angle to the steering angle.

Abstract: Four-wheel aligner as a maintenance instrument is an important device in vehicle maintenance work The main parameters of four-wheel alignment include: toe angle,camber,kingpin inclination angle and caster angle According to the principle of independent setting of the vehicle kingpin inclination in both horizontal and vertical planes,a cross-axis mechanism is proposed to make the kingpin inclination and caster angle adjustments completed independently,and avoid the generated interference when the two angles are adjusted On this basis,a commercial calibration device for the 3D four-wheel aligner was developed,which is used to test the accuracy of 3D four-wheel aligners According to the national standard,the error detection for the new 3D four-wheel aligner calibration device was conducted,which includes the error detections of horizontal rotary table and calibration frame The test results prove the feasibility of the calibration device of 3D four-wheel aligner The designed four-wheel aligner calibration device is compared with the 3D wheel aligner abroad The test results show that the developed product has reached the design accuracy The designed new 3D four-wheel aligner calibration device opens up a new field for the development of this industry