Abstract: A vehicle has a front and rear left wheel, and a front and rear right wheel. A left suspension operatively connects one of the left wheels to the left suspension support. A right suspension operatively connects one of the right wheels to the right suspension support. The one of the right front wheel and the right rear wheel is the right front wheel when the one of the left front wheel and the left rear wheel is the left front wheel. A driver seat and at least one passenger seat are disposed side-by-side. A rack and pinion assembly (RPA) is operatively connected to the one of the left front wheel and the left rear wheel and to the one of the right front wheel and the right rear wheel. The RPA is connected to both suspension supports. A steering wheel is operatively connected to the RPA.

Abstract: Five measurements of claw conformation (toe angle, claw height, claw width, toe length and abaxial groove length) taken directly from the hoof were compared with the measurements taken from digital images of the same claws. Concordance correlation coefficients and limits-of-agreement analysis showed that, for four of the five measures (claw height, claw width, toe length and abaxial groove length), agreement was too poor for digital and manual measures to be used interchangeably. For all four of these measures, Liao's modified concordance correlation coefficient (mCCC) was ≤0.4, indicating poor concordance despite Pearson's correlation being >0.6 in all cases. The worst concordance was seen for toe length (mCCC = 0.13). Limits-of-agreement analysis showed that, for all four measures, there was a large variation in the difference between the manual and digital methods, even when the effect of mean on difference was accounted for, with the 95% limits-of-agreement for the four measures being further away from the mean difference than 10% of the mean in all four cases. The only one of the five measures with an acceptable concordance between digital and manual measurement was toe angle (mCCC = 0.81). Nevertheless, the limits-of-agreement analysis showed that there was a systematic bias with, on average, the manual measure of toe angle, being 2.1° smaller than the digital. The 95% limits-of-agreement for toe angle were ±3.4°, probably at the upper limit of what is acceptable. However, the lack of data on the variability of individual measurements of claw conformation means that it is unclear how this variability compares to measurement of toe angle in the same animal using the same or a different manual technique.

Abstract: A response surface-based design application to obtain an optimum multi-link steering mechanism is presented. Design problem is essentially established on two main goals: minimum deviation of toe angle during the wheel travel and optimum steering error during the steering angle range of the wheel. In the first stage, a complete multibody model of the suspension system including the steering mechanism was composed by using MSC.Adams software. In order to identify the most effective parameters among the tie rod co-ordinates on toe angle deviation, a Full Factorial Design-based Design Sensitivity Analysis (DSA) was carried out via Adams/Insight multi-objective optimisation tool. Central Composite Design (CCD) was also implemented to find out the optimum position of the tie rod. In the final stage, optimum hard-point positions of the steering mechanism were searched by a combination of sweep study (SS) and CCD to provide the minimum deviation of Ackermann error. The optimisation results show that it is possible to reduce the maximum steering error (MSE) of the system up to 89.6% in comparison with the parallel arm base mechanism by using the proposed methodology. DOI: https://dx.doi.org/10.5755/j01.mech.21.5.11964

Abstract: The present disclosure provides a control method for front and rear wheel torque distribution of an electric 4 wheel drive (E-4WD) hybrid electric vehicle. The control method includes: determining one of a fuel efficiency optimization mode and a 4WD mode from vehicle state information and driver's driving manipulation input information; calculating a driver request total torque amount; when the 4WD mode is determined, calculating a rear wheel torque amount for the 4WD; calculating a front wheel torque amount for the 4WD; calculating a front wheel engine torque amount for the 4WD; and controlling a torque output of an engine for front wheel driving and a torque output of a driving motor for rear wheel driving according to the calculated front wheel engine torque amount for 4WD and the calculated rear wheel torque amount for 4WD.

Abstract: An energy management system for a vehicle includes a load-bearing component operatively positioned in a wheel cavity rearward of a tire and wheel assembly in the wheel cavity. The load-bearing component is configured to limit movement of the tire and wheel assembly in the wheel cavity under a load applied to the vehicle forward of the tire and wheel assembly and offset from a longitudinal centerline of the vehicle.

Abstract: In this paper, FSAE race car is taken as the research object, dynamic performance of the suspension system is studied. 3D model of the whole vehicle suspension system is built by using 3D modeling software, and the kinematics simulation is carried out. On the basis of this, ADAMS is used for dynamic simulation, the changes of kingpin inclination angle, kingpin caster angle, camber angle, front wheel toe angle and ground point lateral slip amount of front wheel with wheel beat is analyzed, and the outer wheel angle has been optimized and designed. The results show that the designed suspension system meets the design requirements.

Abstract: A wheel alignment system for a three-wheeled vehicle comprises a reflecting assembly and a first laser emitting assembly. The reflecting assembly includes a first mirror having a first reflective surface arranged in a first mirror plane that is perpendicular to a rear wheel vertical plane, which is defined centrally through a rear wheel along a direction of travel of the vehicle. The first laser emitting assembly includes a first laser emitter configured to emit a first laser light at the reflective surface along a laser line parallel to a first front wheel vertical plane, which is defined centrally through a first front wheel, and first indicia corresponding to a toe angle of the first front wheel. The first the mirror reflects the first laser light toward the first indicia.

Abstract: A wheel-beam axleless vehicle frame, consisting of five sections from front to rear, namely a front hanger (1), front wheel carriers (2), a middle linkage (3), rear wheel carriers (4) and a rear hanger (5); each two adjacent sections of the front hanger (1), the front wheel carrier, the middle linkage (3), the rear wheel carrier (4) and the rear hanger (5) are connected by means of integral manufacturing according to an uniform standard and have a modular combined structure; the front hanger (1), the front wheel carriers (2), the middle linkage (3), the rear wheel carriers (4) and the rear hanger (5) are independent, can be assembled and adjusted as required, and have sufficient strength and rigidity and complete independence and interchangeability; the present invention realizes transverse supported connection of the frame, the positioning of wheels, and the integration of a suspension, an elastic element and a resisting point; since an axle is removed, all loads can be reasonably borne; the wheel-beam axleless vehicle frame is compatible with various independent suspensions and all elastic elements except leaf springs, dramatically reduces the height of an automobile floor, effectively and greatly increases the utilization of internal space of an automobile, and improves comfort; in addition, the wheel-beam axleless vehicle frame has advantages meeting the requirements of an electric vehicle, can serve as an optimal configured frame of the electric vehicle, and can be suitable for various fuel and hybrid powered passenger vehicles as well as business vehicles after being modified as required.

Abstract: A variation in the camber of an automotive wheel is desired to compensate a side-slip force change owing to normal load transfer when the car is cornering. The camber of a steered wheel can be varied by adjusting caster or lean angle which are the representations of steering axis orientation. Thus, a smart camber can be created by a variable caster or lean angle. Choosing which parameter among the two angles to be variable is very important and dependent on its different effects. Here, homogeneous transformation is employed to establish camber as a function of caster, lean angle, and steering angle in the general case. A comparison between caster and lean angle based on different criteria is then made. The comparison shows that a variable caster is much better and more feasible than a variable lean angle in generating a smart camber.

Abstract: The invention relates to an automotive toe-in measuring device and an automotive toe-in measuring method using the same. The automotive toe-in measuring device comprises a base; a vertical arm capable of telescoping in the vertical direction is arranged on the base; a cross arm capable of telescoping in the front-rear direction is connected to the vertical arm; the cross arm is provided with an aligning device used for aligning the center of a wheel hub; the cross arm is provided with a graduation ruler capable of extending in the left-right direction and telescoping in the left-right direction; the graduation ruler is provided with a measuring head used for positioning and measuring a fixed point. The invention aims to solve the technical problem that the exiting wheel tire worn affects measuring precision.

Abstract: The invention discloses a hydraulic toe-in value adjusting mechanism for steering wheels. The hydraulic toe-in value adjusting mechanism for the steering wheels comprises a front axle, a transverse draw bar, the left steering wheel, the right steering wheel and a steering wheel toe-in value adjusting mechanism, wherein the adjusting mechanism comprises the transverse draw bar and a hydraulic mechanism; the transverse draw bar comprises a left transverse draw bar body, a right transverse draw bar body, a left electro-hydraulic servo cylinder and a right electro-hydraulic servo cylinder; and the hydraulic mechanism comprises a constant displacement pump, a stepping motor, a variable pump, a first overflow valve, a second overflow valve, a third overflow valve, four one-way valves and an oil tank. In a running process of a vehicle, the lengths of two ends of the transverse draw bar can be automatically adjusted, so that a toe-in value can be adjusted to be matched with a camber angle, the shortcoming that the lengths of two sides of the transverse draw bar are required to be respectively adjusted manually when the vehicle stops so as to adjust the toe-in value is overcome, and adjustment errors caused by artificial reasons are reduced. The length of the transverse draw bar can be accurately controlled by the electro-hydraulic servo cylinders with MR (magnetic resonance) displacement sensors, linear movement accuracy can be controlled to reach 0.1mm, and the toe-in value adjustment accuracy is improved.

Abstract: The invention provides a device and method for detecting the vehicle tyre camber angle and toe-in angle. The device for detecting the vehicle tyre camber angle and toe-in angle comprises detection platforms symmetrically arranged at the outer sides of two traffic lanes respectively, wherein the surface, facing to the traffic lane, of each detection platform is provided with a structured light emitter and cameras arranged at the two sides of the structured light emitter and for collecting images of the structured light emitter irradiated on a vehicle wheel; and a processing unit which receives the images collected by the cameras on the two detection platforms. The beneficial effects of the detection device are that the device adopts a split-type design, and thus the size of the device is greatly reduced; the device adopts the fixed-type installation, and thus after installation, the cameras cannot be moved; the device can be used repeatedly for a long time with only one-time calibration during installation, thereby improving detection precision and reducing system maintenance; and the vehicle is detected in a manner of non-contact pass-type detection, and conventional accessory devices of reflector panels and the like no longer need to be arranged on the vehicle, thereby greatly improving the detection speed and reducing manual labor intensity.

Abstract: A steering system of a vehicle includes a steering wheel, a steerable wheel mechanically decoupled from the steering wheel, a steering actuator for setting a rotational position of the steering wheel, a wheel steering drive for steering of the steerable wheel, and a controller for controlling the wheel steering drive and the steering wheel actuator. When the ignition is switched off, the steering wheel is moved with the steering wheel actuator automatically into a neutral position that is independent of a wheel angle of the steerable wheel.

Abstract: McPherson suspension mechanism is one of the widespread mounted mechanisms in front axle of Front Wheel Drive (FWD) vehicles with transverse engine. In this study the kinematics of McPherson suspension mechanism is optimised in order to achieve the desired kinematic behavior and improve vehicle stability. First, the mechanism was modeled in Mechanical Desktop software package and the model transferred to Working Model 3D software for kinematic analysis. Then results of kinematic simulation compared to design criteria and as target function is established, by choosing the optimal amount of optimisation variables the amount of cost function has been minimized. Because of simple implementability and also because of having the least influence on other specifications of the vehicle, the spatial location of joints selected as optimisation variables and changing range of variables is set in a rational interval. The aforementioned procedure done for determined numbers of iteration by use of Random Search Method to obtain the optimum results. Results show that the employed method has the ability to optimise the mechanism kinematics in suitable spent time. In addition, it is seen that after optimisation the alteration of toe angle, camber angle, and track width were improved noticeably. Finally, in order to validation the optimised mechanism modeled in ADAMS.

Abstract: PROBLEM TO BE SOLVED: To provide a wheel house structure which stabilizes a flow of air at a sideway of a tire, reduces air resistance against a vehicle, and can improve steering stability.SOLUTION: A wheel house structure S comprises: a wheel house front wall 46 which constitutes a wall of a front side of a wheel house 26 in which a front tire 12 is arranged; and an air discharge part 52 which includes one or a plurality of penetration holes 50 which are formed along a vehicle vertical direction at the outside of a vehicle width direction at the wheel house front wall 46, and discharges air at a front side in a vehicle fore-and-aft direction rather than the wheel house front wall 46 toward a rear part in the vehicle fore-and-aft direction, and an oblique rear part being the outside of the vehicle width direction through the penetration holes 50.SELECTED DRAWING: Figure 1

Abstract: A toe optimization system for a vehicle with first and second rear wheels defining a rear toe angle. The vehicle includes a plurality of sensors and first and second actuators operatively connected to the first and second rear wheels, respectively, for varying the rear toe angle. A controller has a processor and tangible, non-transitory memory on which is recorded instructions for executing a method for controlling the rear toe angle. Execution of the instructions by the processor causes the controller to select one of a plurality of vehicle states. Each of the plurality of vehicle states has a respective toe setting. The controller is configured to actuate the first and second actuators to vary the rear toe angle to the respective toe setting. By actively controlling the rear toe angle, the agility and stability of the vehicle can be optimized according to the specific vehicle state.

Abstract: PROBLEM TO BE SOLVED: To provide a control device of a vehicle contributing to the reduction of power consumed by controlling toe angles of wheels.SOLUTION: A control device 80 includes: a steering device 50; an in-wheel motor 60; a braking determination section 81; a running determination section 82; a toe angle adjustment section 83; and a toe angle return section 84. The steering device 50 includes a steering motor 51 for changing toe angles of a pair of right and left front wheels independently of each other. The in-wheel motor 60 gives driving force to the front wheels and rear wheels. The toe angle adjustment section 83 controls the steering motor 51 so as to set absolute values of the toe angles of the front wheels in a maintaining angular range on the basis of a determination of the establishment of a braking condition for forming a state that braking force can be generated in the front wheels by the braking determination section 81. The toe angle return section 84 stops supply of power to the steering motor 51 on the basis of a determination of the establishment of a running condition for running a vehicle 10 by the running determination section 82.

Abstract: The work puts forward an analytical method for the optimal kinematic design of the wheel suspension - guiding mechanisms. The independent design variables in the optimal synthesis are the global coordinates of the joints on car body (chassis), which is fixed on ground. The design objectives relate to the variations of the toe angle, camber angle, wheel track, and wheelbase. The goal of the optimal synthesis is to minimize these variations during the wheel travel. The proposed method contains three steps: imposing finite positions for the wheel, determining the global coordinates of the joints on car body, and analyzing the guiding mechanism.

Abstract: A rotating positioning member of a front wheel of a golf trolley is revealed. A front wheel set is disposed at a front end of a lower frame and including a front wheel base fixed on the lower frame, a front wheel frame, and a front wheel pivotally connected to the front wheel frame. The front wheel base is mounted with an inclined guide slot. A connecting rod is formed on the front wheel frame and pivotally connected to the inclined guide slot. Thus the connecting rod drives the front wheel frame to rotate 90 degrees and the front wheel frame further drives the front wheel to horizontally lean against the lower frame when the front wheel frame is rotated toward the lower frame in the inclined guide slot due to the connecting rod. Thus the golf trolley is easy to fold up for storage.

Abstract: The utility model provides a detection apparatus for detect vehicle tyre camber angle and toe -in angle, this detection apparatus for detect vehicle tyre camber angle and toe -in angle includes: the symmetry sets up the detection platform in two runway outsides, and every detects the platform and is located detect the platform orientation the runway simultaneously is provided with two structured light transmitters, and sets up between two structured light transmitters and be used for shining and get the structured light transmitter shines the camera of the image on the wheel, processing unit receives respectively two images that detect the camera collection of bench. The beneficial effects of the utility model are that: adopt split type design, the very big volume that has reduced equipment. Adopt fixed installation, no longer move installation back camera position, only needs to demarcate once when the installation, and repetitious usage has improved the measuring precision and has reduced system maintenance for a long time. The vehicle detects for the non -contact through type, need not install traditional auxiliary equipment such as reflector panel on the vehicle, has greatly improved detection speed, has reduced artifical intensity of labour.

Abstract: PROBLEM TO BE SOLVED: To provide a control apparatus for a rear-wheel steering apparatus with a redundancy function capable of conducting definite abnormality diagnosis and avoiding loss of a steering function as much as possible even if control means is out of orderSOLUTION: A control apparatus comprises: first control means 31 to calculate control target values of a steering angle and a toe angle; and second and third control means 33, 34 to receive the control target values from the first control means and to respectively control the steering angle and the toe angle The second control means 33 and the third control means 34 respectively have a toe angle spare instruction part 33b and a steering angle spare instruction part 34b The control apparatus also comprises failure determination means 35 to determine failure of the second and third control means 33, 34, and control signal switching means 36 for switching to a spare instructions upon failure

Abstract: Systems and methods for reducing steering pressures of marine propulsion device steering actuators are disclosed. First and second sensors sense first and second conditions of first and second steering actuators. A third sensor senses an operating characteristic of the marine vessel. A controller is in signal communication with the first, second, and third sensors. In response to the marine vessel travelling generally straight ahead, the controller determines a target toe angle between the first and second marine propulsion devices based on the operating characteristic. The controller commands the first and second steering actuators to position the first and second marine propulsion devices at the target toe angle. The controller thereafter gradually adapts the target toe angle between the first and second marine propulsion devices until the controller determines that an absolute difference between the first condition and the second condition reaches a calibrated value.

Abstract: An energy management system for a vehicle limits movement of a tire and wheel assembly in a wheel cavity. The vehicle has a wheel well structure that defines the wheel cavity. The energy management system includes a tether attached to the tire and wheel assembly. The tether is configured to limit movement of the tire and wheel assembly within the wheel cavity under a predetermined load that is applied to the vehicle forward of the tire and wheel assembly and offset from a longitudinal centerline of the vehicle.

Abstract: A method of controlling steering loads on a marine propulsion system of a marine vessel is provided. The marine vessel has at least two sets of marine drives, each set having at least an inner marine drive and an outer marine drive, and a steer-by-wire steering actuator is associated with each set of marine drives. The method includes determining a maximum required actuator pressure on each steer-by-wire steering actuator, and determining a pressure reduction amount based on the maximum required actuator pressure. A link toe angle has been determined based on the pressure reduction amount. A mechanical link connecting each inner marine drive to the respective outer marine drive is adjusted to achieve the link toe angle.

Abstract: A wheel alignment apparatus for measuring the toe angle of a wheel of a vehicle including an adjustable housing, a scale slider including one or more measurement scales, and a centering marker, and a toe positioning pin projecting from an end of the adjustable housing, the toe positioning pin configured to be rigidly connected to the adjustable housing during operation of the wheel alignment apparatus, wherein the scale slider is adjustable to a plurality of positions within the housing.

Abstract: The invention relates to a device used for the prevention and treatment, both pre-surgical and post-surgical, of toe deformities, especially hallux valgus. The device is made from a soft material and consists of two independent components. The first component is a transverse strip which is arranged around the instep of the foot, fitting to the shape thereof. The second component is a narrower strip with a wider, padded, central part, from which two straps extend, for fastening to the first component. Said central part is placed on the toe of which the alignment is to be corrected, on the surface where the corrective traction is to be applied. The fastening straps contain a material that allows them to adhere to any part of the first component, thereby controlling the position of the toe in any direction, which can be modified at any time in order to achieve the desired correction or tension.

Abstract: There is provided a toe angle control system for outboard motors. A memory stores therein a toe angle data table in which a running state of a ship and a lifting force generated along with propulsion of a plurality of outboard motors which are mounted on a body of the ship are associated with each other for each toe angle of the outboard motors. A controller is configured to adjust a toe angle of the outboard motors based on the running state of the ship and the toe angle data table. The toe angle data table is adapted to be associated with a plurality of running states of the ship mounted with the outboard motors. The controller selects a toe angle of the outboard motors so as to minimize the lifting force depending on a speed of the ship and trim angles of the outboard motors.