Abstract: [Purpose] This study investigated the association between floating toe and toe grip strength. [Subjects and Methods] A total of 635 Japanese children aged 9–11 years participated in this study. Floating toe was evaluated using footprint images, while toe grip strength was measured using a toe grip dynamometer. All 1,270 feet were classified into a floating toe group and a normal toe group according to visual evaluation of the footprint images. Intergroup differences in toe grip strength were analyzed using the unpaired t-test and logistic regression analysis adjusted for age, gender, and Rohrer Index. [Results] There were 512 feet (40.3%) in the floating toe group. Mean toe grip strength of the feet with floating toe was significantly lower than that of normal feet (floating toe group, 12.9 ± 3.7 kg; normal toe group, 13.6 ± 4.1 kg). In addition, lower toe grip strength was associated with floating toe on logistic regression analysis after adjustment for age, gender, and Rohrer Index (odds ratio, 0.954; 95% confidence interval, 0.925–0.984). [Conclusion] This study revealed that lower toe grip strength was significantly associated with floating toe. Therefore, increasing toe grip strength may play a role in preventing floating toe in school age children.

Abstract: Accurate real-time information of wheel slip angle is essential for various active stability control systems. A number of techniques have been proposed to enhance quality of GPS based estimation. This paper exhibits a novel cost-effective strategy of individual wheel slip angle estimation for a rear-wheel-drive (RWD) vehicle. At any slip condition, the slip angle can be estimated using only measurement of steering angle, front wheel speeds, yaw rate, longitudinal and lateral accelerations, without requiring GPS data. On the basis of zero longitudinal slip at both front tires, the closed-form solutions for direct computation of wheel slip angles were derived via kinematic analysis of a planar four-wheel vehicle, and then primarily verified by computational simulation with prescribed functions of radius of curvature, vehicle speed, sideslip and steering angle. Neither integration nor tire friction model is required for this estimation methodology. In terms of implementation, a 1:10th scaled RWD vehicle was modified so that the steering angle, the front wheel rolling speeds, the vehicle yaw rate and the linear accelerations can be measured. Preliminary experiment was done on extremely random sideslip maneuvers beneath the global positioning using four recording cameras. By comparing with the vision-based reference, the individual wheel slip angles could be well estimated despite extreme tire slip. Other vehicle state variables—radius of curvature, vehicle sideslip and speed—may also be directly obtained from the kinematic relations. This proposed estimation methodology could then be alternatively applied for the full range slip angle estimation in advanced active safety systems.

Abstract: Knee joint is subjected to loads during activities of daily living. Higher loads can cause deterioration of the joint and malalignment. Toe-in and toe-out gait are among the techniques that modify the posture in order to minimize these loads. Several studies have reported their effects in reducing knee joint load. No effects of these techniques, however, have been reported with varying walking speeds on knee adduction moment (KAM) and mechanical work done at lower limb joints. The aim of this study was to investigate the effects of self-selected toeing-in and toeing-out with self-selected normal, slow and fast walking speeds on first and second peaks of KAM, individual lower limb joints mechanical work and total lower limb mechanical work done during level walking. A pilot study was conducted using cinematographic gait analysis of 5 healthy young adults (age: 28 years; weight: 58.3 kg, height: 1.6 m) walking at self-selected normal, slow and fast walking speeds for each of the three foot positions: straight (natural), toe-out and toe-in. Repeated measures ANOVA (p < 0.05) was applied with pairwise comparison to find the differences between groups. The results showed that there are significant effects of changing foot progression angle on knee joint loads and on positive and negative muscle work done. Also, the analyses showed that walking speed has a prominent influence on the relationship of foot progression with knee joint load and with mechanical work. Therefore, it is suggested that walking speed should also be considered while prescribing toe-out and toe-in gait. Further researches with a broader spectrum of walking speeds may identify the optimal speed for each foot position.

Abstract: A system and method for adjusting the tread width of a vehicle. Each wheel of the vehicle is provided with two actuators: one toe actuator to adjust the toe angle and one steering actuator to steer the wheel. The toe actuators and steering actuators counterpose each another. The vehicle is configured to actuate the toe actuators to simultaneously turn the wheels on opposite sides of the frame in opposite directions relative to one another, and to actuate the steering actuators to simultaneously turn wheels on opposite sides of the frame in the same direction as one another.

Abstract: In recent years, narrow track vehicle has been emerged as a potential candidate for the next generation of urban transportation system, which is greener and space effective. Vehicle body tilting has been a symbolic characteristic of such vehicle, with the purpose to maintain its stability with the narrow track body. However, the coordination between active steering and vehicle tilting requires considerable driving skill in order to achieve effective stability. In this work, we propose an alternative steering method with a passive front wheel that mechanically follows the vehicle body tilting. The objective of this paper is to investigate the steering dynamics of the vehicle under various design parameters of the passive front wheel. Modeling of a three-wheel tilting narrow track vehicle and multibody dynamics simulations were conducted to study the effects of two important front wheel design parameters, i.e. caster angle and trail toward the vehicle steering dynamics in steering response time, turning radius, steering stability and resiliency towards external disturbance. From the results of the simulation studies, we have verified the relationships of these two front wheel design parameters toward the vehicle steering dynamics.

Abstract: A motor-vehicle wheel suspension includes a lower oscillating arm, a damper unit, an upper oscillating rod and a vertical articulated rod. The suspension includes a toe control oscillating rod having an inner end pivotally connected to a supporting structure and an outer end pivotally connected to a wheel support. An articulation of the outer end of the toe control rod to the wheel support and the upper end of the vertical rod includes an articulation axle connected to the vertical rod. An eccentric cylindrical member is rotatably mounted on the articulation axle within a cylindrical cavity in the support and has an axis eccentric relative to the articulation axle. The articulation axle is connected to an adjustment ring, whose rotation determines a variation in the position of the wheel support and a resulting variation of the wheel toe angle.

Abstract: The invention relates to an adjusting device for a camber angle and a toe-in angle of a vehicle. The adjusting device comprises an adjusting plate, a driving mechanism, a camber angle adjusting mechanism, a toe-in angle adjusting mechanism, a steering knuckle mechanism, suspension upper swing arms and suspension lower swing arms. The driving mechanism comprises an electromagnetic brake, a motor and a reducer which are connected in sequence. When used, the adjusting device for the camber angle and the toe-in angle of the vehicle is fixedly connected and installed at the inner end of a wheel shaft of a wheel through the adjusting plate and a flange plate; the suspension upper swing arms and the suspension lower swing arms are connected with a vehicle frame, and a brake disc is installed on the wheel shaft. According to the adjusting device for the camber angle and the toe-in angle of the vehicle, the relative position of the wheel shaft and the steering knuckle mechanism can be changed, and the camber angle and the toe-in value are adjusted at the same time; the different requirements for the camber angle and the toe-in value under different working conditions are met; braking is conducted through the electromagnetic brake of the driving mechanism; power supply is not needed during braking; the external force can be firmly resisted; and the hydraulic brake oil liquid deterioration problem is solved. The adjusting device can be applied to various suspensions including double-wishbone suspensions and is extensive in use.

Abstract: A front frame is provided with a seat for at least one person and a front wheel mounting for at least one front wheel; and a back frame provided with a rear wheel mounting for at least two back wheels. The front frame is connected via a rotary axis with the back frame, the rotary axis having a component parallel to the longitudinal direction of the vehicle. A drive arrangement engages on at least one of the wheels; a steering arrangement is arranged for rotating at least one front wheel relative to the front frame, over a rotation axis with a vertical component. The rear wheel mounting comprises rotatable mounting members for mounting the rear wheels, the mounting members rotatable over a rotation axis with a vertical component, wherein one or more rear wheel steering actuators drive the mounting members. A tilt actuator controls the tilt position of the front frame relative to the rear frame, which is independent of the steering actuation of the rear wheel steer actuator.

Abstract: A vehicle adaptive steering control apparatus includes a front wheel steering mechanism having a right wheel steering portion and a left wheel steering portion. A left front wheel rotatably is coupled to the left wheel steering portion. A right front wheel rotatably coupled to the right wheel steering portion. A controller in electronic communication with a steer-by-wire steering wheel assembly and the front wheel steering mechanism operates the front wheel steering mechanism to turn the left front wheel and the right front wheel in accordance with Ackerman steering geometry. The controller is also configured to calculate toe angle adjustments for the right wheel steering portion relative to the left wheel steering portion and make the toe angle adjustments to right wheel steering portion and the left wheel steering portion during turning and steering movements effected by the right wheel steering portion and the left wheel steering portion.

Abstract: Disclosed is a front wheel drive bicycle, comprising a flywheel (106) provided on a front shaft (115), a fixing bracket (104) provided on a bicycle frame (101), a first transmission wheel assembly (103) provided on the fixing bracket (104), a second transmission wheel (113) coaxially linked with the first transmission wheel assembly (103) and a second link chain (105), a crank chain wheel (109) being connected in transmission with the first transmission wheel assembly (103) via a first link chain (110), the second transmission wheel (113) via the second link chain (105) being connected in transmission to the flywheel (106) provided on the front shaft (115), and the first transmission wheel assembly (103) being a universal joint type transmission wheel. The above-mentioned front wheel drive bicycle can realize front wheel drive and front wheel steering, and the stable transmission of the link chain during the direction free torsion process of the front wheel is not affected. Further disclosed is a front and rear wheel simultaneous drive differential dual drive bicycle, which, by means of screwing a controller and controlling the action of a friction sheet (208) via a bracing wire, realizes the control and adjustment of the front drive, the rear drive and the dual drive.

Abstract: The present invention relates to a bicycle having a front wheel driving means. The bicycle having the front wheel driving means according to the present invention includes a frame, a front wheel, a rear wheel, a steering part, and a chain part, wherein opposite sides of the front wheel are provided with respective recoilers having respective one-way clutches therein, and the steering part is provided with a driving means for pulling a wire connected to each of the recoilers.

Abstract: A vehicle includes a steering wheel and at least one road wheel. The steering wheel is rotatably connected to a steering-wheel actuator, and the at least one road wheel is movably connected to a steering system. A controller is in communication with the steering system and the steering-wheel actuator. The controller is programmed to determine a steering-wheel angle based on a road-wheel angle, an operation mode, and a steering-compensation type; and to instruct the steering-wheel actuator to rotate the steering wheel according to the steering-wheel angle.

Abstract: PROBLEM TO BE SOLVED: To provide a wheel bearing device configured so that a toe angle and a camber angle can be adjustedSOLUTION: First and second constant-velocity joints 12 and 22 are installed between a boss part 8 provided on a shaft core of a circular disc part 7 of a hub wheel 6 of a front wheel 1 and an opposing part of a drive shaft 11 The first constant-velocity joint 12 is connected to the drive shaft 11 and has an outer wheel 13 connected to the second constant-velocity joint 22 The second contant-velocity joint 22, whose outer wheel 23 is supported by a wheel bearing 38 supported on a knuckle 2, is connected to the boss part 8 of the hub wheel 6 of an inner wheel 25 By the knuckle 2, a linearly moving actuator 56 for adjusting a camber angle and a linearly moving actuator for adjusting a toe angle are supported; by the linearly moving actuator 56 for adjusting a camber angle, upper and lower parts of a side, near an inboard of the circular disc part 7 of the hub wheel 6 is pressed to adjust the chamber angle of the front wheel 1; and by the linearly moving actuator for adjusting a toe angle, front and rear parts in a vehicle traveling direction of the circular disc part 7 is pressed to adjust the toe angle of the wheelSELECTED DRAWING: Figure 2

Abstract: The purpose of this study is to propose the wheelchair system enabling hemiplegic users to steer the wheelchair by one hand drive. This system consists of two parts: extraction of user's control intention from the single hand rim and the front wheel system with active steering. In particular, this paper focuses on the feasibility verification of this system and to propose the front wheel system. For this verification, the rigid body dynamics simulation was conducted. The result showed that the orientation of the wheelchair could be changed by driving the single driving wheel and by steering the front wheel. The required steering torque for front wheel was derived to design the front wheel system. After that, the prototype was proposed. Then the basic experiment was conducted to verify the efficiency of the system. The result of the experiment showed that the orientation of the wheelchair could be changed by steering front wheel and by one hand drive.

Abstract: A rear wheel steering system may include: a vehicle speed detection unit configured to detect a vehicle speed; a steering angle detection unit configured to detect a steering angle based on an operation of a steering wheel; a pinion angle detection unit configured to detect a pinion angle based on an operation of the steering wheel; a rear wheel driving unit configured to steer rear wheels; and a control unit configured to receive the vehicle speed, the steering angle, and the pinion angle from the vehicle speed detection unit, the steering angle detection unit, and the pinion angle detection unit, calculate a target rear wheel steering angle for steering the rear wheels, calculate a final rear wheel steering angle at which a steering point of the rear wheels is adjusted using a steering angle speed, the vehicle speed, and the pinion speed, and operate the rear wheel driving unit.

Abstract: In device for placing a toe of a patient's foot in traction may broadly include a shoe portion (e.g., a sole, counter, and strap(s)); a toe attachment apparatus (e.g., a Chinese finger trap) having a cable extending therefrom; a pulley, with the cable wrapped about the pulley; and an apparatus (e.g., a ratchet, an actuator, and the like) configured to apply tension to the cable to create traction in the toe. A second actuator may adjust lateral positioning of the pulley relative to the shoe portion to set a desired angle of adduction for the traction provided to the toe by the cable. A meter may be coupled to the cable to indicate an amount of tension provided thereto. Another actuator may adjust elevational positioning of the pulley relative to the shoe portion to set a desired angle of dorsiflexion for the traction provided to the toe by the cable.

Abstract: A system and method for adjusting the tread width of a vehicle. The vehicle has a swing arm on each wheel, each activated by its own hydraulic cylinder. The vehicle's tread can be adjusted by pivoting the swing arms. The swing arms are each provided with two actuators, one to maintain the proper toe angle of the wheels as the swing arms move, and one to steer the vehicle.

Abstract: The invention discloses a vehicle dynamic toe-in measuring device and relates to the technical field of vehicle detection equipment. A toe-in testing mechanism comprises testing units and alignment adjusting units. The two testing units and the two alignment adjusting units are arranged right in front of a rear wheel straightening mechanism and symmetrically arranged left and right in a mirroring mode respectively. Each testing unit comprises a measuring supporting frame, a rotary support, supporting wheels, a displacement sensor and an angle driving lever, wherein the two parallel supporting wheels are arranged on the upper portion of the rotary support, at least one supporting wheel is connected with a supporting wheel driving assembly, the center of the bottom of the rotary support is connected with the bottom of the measuring supporting frame through a rotary shaft, the angle driving lever is arranged on the rear side of the rotary support, and the displacement sensor matched with the angle driving lever is arranged on the measuring supporting frame; each alignment adjusting unit comprises an alignment lever, an elastic probe and an alignment driving assembly, wherein one end of the alignment rod is provided with the elastic probe, and the other end of the alignment lever is connected with the alignment driving assembly through a connecting plate. The vehicle dynamic toe-in measuring device is simple in structure, safe and reliable to use, accurate in measuring result and high in repeatability.

Abstract: An apparatus and a method for controlling steering of an industrial vehicle includes a wheel angle detector, a travel determining device, and a control calculation device that calculates a wheel angle average and a maximum variation of wheel angle in the specified period and learns a reference steering limit angle. The control calculation device determines that the steerable wheel is in a steering limit state if an actual traveling speed is maintained at the specified speed or higher for the specified period of time or longer, the average wheel angle in the specified period of time is at a specified angle or greater, and the maximum variation of wheel angle in the specified period of time is at a specified value or less. The control calculation device renews the reference steering limit angle if the steerable wheel is determined to be in the steering limit state.

Abstract: The utility model discloses a support arrangement for to toe deck decoration or its cover coat fluid belongs to toenail dresser technical field. It includes that a shaft type supports the main part, supports rotatable the installing on the support of main part, supporting the main part and compriseing toe supporting part and rotatory barrel, toe support point has five to indicate the groove with the corresponding penetrating branch in both ends of people's toe in supporting first toe supporting part upper portion equipartition of main part, and the branch indicates the groove trend and supports the axial vertical of main part, divides two inboards that indicate the groove to indicate for elastic material, branch that the blocking part fractal composition between the groove indicates the piece, rotatory barrel rigid coupling forms complete barrel with the butt joint of toe supporting part below the toe supporting part, the both ends rigid coupling of rotatory barrel has the pivot, and the pivot is passed through the bearing and is installed on the support. The utility model discloses has rotatable support main part, the angle and the position of regulation toe that can be convenient, the very big convenience of operation and the comfort level of foot of having improved.

Abstract: A comfortable anti-smash anti-puncture shoe belongs to the shoe industry making technical field, and comprises a sole, and a toe cap and a shoe body arranged on the sole; the toe cap is provided with a steel toe; the upper portion of the steel toe in the height direction is wrapped by a toe cap surface layer, and a lower inner side of the steel toe is provided with a lining; the front end of the steel toe in the length direction is provided with a toe give position hole; the steel toe is provided with the toe give position hole, so toes of a wearer cannot touch the steel plate layer in walking, only soft feeling of the lining and top cap surface layer can be felt, thus greatly improving shoe comfort level, and processing is convenient; the comfortable anti-smash anti-puncture shoe can save material without affecting shoe protection function.

Abstract: A CTBA suspension apparatus is disclosed. The disclosed CTBA suspension apparatus comprises: a pair of trailing arms enabling an axle disposed to correspond to a pair of vehicle wheels to be supported by a vehicle body; a torsion beam disposed in a lower portion of the vehicle body to enable the trailing arms to be connected to each other; and a toe-in setting unit transmitting a lateral force applied to the center portion of a vehicle wheel to the rear portion of the vehicle wheel to move the vehicle wheel in a direction opposite to the lateral force to enable the vehicle wheel to toe in by the lateral force applied from the outside of the vehicle wheel to the vehicle wheel.

Abstract: A knuckle is a primary component in the wheel assembly of the vehicle which supports the tie rod, brake caliper, & wheel to give stability. The critical part in the knuckle is the steering control arm. Stresses are more due to wheel toe in and toe out as the wheel travel is more for all-terrain vehicles. In this work the knuckle is designed for good factor safety and then manufactured using CNC machinery. The knuckle is modeled in Solid works software and the analysis is carried out in Ansys workbench. The knuckle is tested under different loading conditions like Bump, Cornering and Braking. For carrying out the analysis two types of materials are chosen. They are Al-6082-T6 and Grey Cast iron. After analysis the material that has less deformation and good factor of safety is selected and further the manufacturing process was done.

Abstract: The discussed paper presents an experimental work combined with the authors’ interpretation of the results to demonstrate and quantify the effects of facing stiffness on the strain and force in geosynthetic reinforced wall Two walls were constructed and instrumented One was a wrappedface wall The second had small blocks stacked as facing and was termed as stiff-face wall by the authors The blocks had shear key, thus impeding potential sliding in between stacked blocks The authors defined the two walls to be nominally identical except for the flexibility of the facing Hence, it was claimed that a direct comparison of facing effects had been rendered The discusser appreciates the scope and magnitude of the experimental work The purpose of this discussion, however, is to question whether the interpretations are fully supported by the experiments and to question whether the implications of some experimental measurements were ignored In the extreme case of properly designed stable gravity wall, it is clear without experimentation that embedded reinforcement within the backfill is practically dormant as no reaction in the reinforcement is needed for stability The resultant force of the lateral earth pressure exerted by the retained soil on the gravity wall is transferred to the foundation soil through its common interface with the wall’s footing, thus producing a wall in equilibrium However, in mechanically stabilized earth (MSE) structures (ie, MSE walls and slopes), facing units are small relative to the height, thus making the load transfer from the bottom facing unit into the foundation soil insufficient to render equilibrium Consequently, the reinforcement needs to contribute resistance (ie, tensile force) and carry some load into the stable soil away from the wall so as to produce an MSE system that is in equilibrium As the height of the wall relative to the thickness of the facing increases, the load transfer through the bottom unit or leveling pad becomes negligibly small Therefore, it is customary in design (eg, American Association of State Highway and Transportaion Offifials (AASHTO)) to ignore the impact of this load transfer when calculating the reaction force in the reinforcement Considering the height of the tested walls (36 m) and the thickness of facing blocks (03 m), it seems that any reasonable load transfer capacity of the bottom block will be small relative to driving loads associated with this problem This means that the bottom block will be free to displace, thus activating reinforcement layers to carry load to produce a state of equilibrium However, while realistic modeling was an objective of the reported study, the toe in the stiff-face wall was restrained from displacing It could only rotate, thus acting as a hinge at the bottom Such a hinge is unrealistic in a typical prototype Furthermore, such a toe can transfer large horizontal loads outside the reinforced soil system That is, in the model the small block has the capacity, de facto, of a much larger block in a prototype In other words, the boundary conditions in the tested model are unrealistic The discusser wonders how much decrease in strain and load in the reinforcement layers occurs because of this hinge? Figure 3 in authors’ paper indicates that load cells were attached to that hinge; however, it seems that the authors were silent about the measured loads at the hinge Assuming that such loads were measured, how one translates it to strain and force distribution in each reinforcement layer? How many layers above the toe are affected? How each layer is affected along its length? It seems that not restraining the toe from displacing should result in an increased load in some reinforcement layers, thus impacting the measured strains and altering, at least, the quantified conclusion Stated differently, restraining the toe may lead to an overstated significance of small facing units It should be noted that as per AASHTO or National Concrete Masonry Association (NCMA), the design height of a wall is measured from the leveling pad (toe) to the crest, ignoring the passive resistance of a minimally embedded facing A propos hinge at the toe Restraining displacement at the toe does not produce nominally identical walls as stated by the authors Physically, such a constraint in the wrappedface wall cannot exist because the geosynthetic face is free to deform and displace Although displacement at the toe in segmental reinforced walls (SRW) is realistic, it is modeled with what appears to be an artificially stiffened system One wonders about the likely relationships between the Received 5 April 2007 Accepted 30 October 2007 Published on the NRC Research Press Web site at cgjnrcca on 4 February 2008

Abstract: A flexible toe wrap is provided to restrain at least one toe in a predetermined position for an extended period of time. The device can have a flexible body composition forming a first loop at a first end, said first loop having a diameter sized to at least allow a toe to extend therethrough; a second end of said body forming a strap having a distal end having a fastener to attach to an exterior surface of said first loop; and wherein said first loop is configured to extend distally beyond an end of the toe to form a toe pad. Preferably, the fastener is a hook and loop fastener.

Abstract: A crossbar-to-vehicle coupler may include an intra-coupler toe adjustment mechanism. The toe adjustment mechanism may include a pair of structural frames connected at a pivot joint. In some examples, the frames may be secured by a securement mechanism and/or limited in rotation by a mechanical stop. In some examples, an outer housing of the coupler may be fixed to only one of the two frames. A detent mechanism may be provided, including the outer housing and one of the two frames.

Abstract: A vehicle rear wheel steering assist control system is provided where a wheel deflection angle measuring instrument is mounted at a front wheel for measuring a steering angle of the front wheel, a rotational velocity measuring instrument is also mounted at the front wheel for testing a velocity of the front wheel, output ends of the wheel deflection angle measuring instrument and the rotational velocity measuring instrument are electrically connected to the data acquisition module, the data acquisition module is electrically connected to the controller, the controller is electrically connected to a data execution module, the rear wheel active steering device is mounted at a rear wheel of the automobile, the rear wheel active steering device is electrically connected to the data execution module, the controller is electrically connected to an ECU of the automobile, each automobile seat is provided with a weight sensor, which are electrically connected to the controller.

Abstract: A method operates a steering system of a motor vehicle having a steerable wheel controlled using a steering wheel. The method begins by ascertaining a prevailing control angle of the steering wheel of the motor vehicle. A variable steering ratio between the prevailing control angle and a steering angle of the steerable wheel is defined. A static steering ratio from the variable steering ratio to set the steering angle of the steerable wheel is then selected.