Abstract: A vehicle stabilizer system including: (a) a stabilizer bar (28) including (a-1) a torsion bar portion (90), and (a-2) an arm portion (92) that extends from the torsion bar portion in a direction not parallel to the torsion bar portion; (b) an actuator (32) configured to rotate the stabilizer bar about an axis of the torsion bar portion; and (c) a link rod (34) interconnecting the suspension arm (78) and one of opposite ends of the arm portion that is remote from the torsion bar portion. The stabilizer bar generates a stabilizing force which is dependent on a reaction that is generated as a result of torsion of the torsion bar portion, and which forces the wheel (12) and the body in a selected one of a direction toward each other and a direction away from each other. The actuator allows the stabilizer bar to generate the stabilizing force whose magnitude is changeable by operation of the actuator.

Abstract: A support system (3,5,54,55) designed to connect a wheel (2) to suspension elements (4,41,74,75,76) of an automobile, the support system including a cambering device that confers upon the wheel carrier (3) a degree of camber freedom relative to the suspension elements, the cambering device including a triple hinge (5), the triple hinge including three essentially longitudinal axes, the triple hinge including two flanges (52, 53) and two levers (54, 55), each of the levers being respectively attached to one of the two flanges. The levers are connected on the one hand to the wheel carrier (3) and on the other hand to the suspension elements. The camber movement of the wheel carrier takes place around an instantaneous centre of rotation (CIR r/s), a lateral distance “dl” separating the transverse position of the instantaneous centre of rotation (CIR r/s) from the transverse position of the wheel base (BR).

Abstract: The invention relates to a method for producing different vehicle models in which in a comfort-oriented version a vehicle wheel is pivoted in a wheel guiding element of a wheel suspension. According to the invention, in a model with enhanced dynamics of vehicle motion, between the wheel guiding element and the vehicle wheel in the axial direction, an actuator is interposed for adjusting the camber and/or track of the vehicle wheel.

Abstract: The invention relates to a wheel suspension for motor vehicles, with at least one wheel-side support member which pivotally supports one vehicle wheel and at least one axle-side support member, between which at least one intermediate element is connected, in particular an actuator for setting the track angle and/or the camber angle (?, ?) of the vehicle wheel. According to the invention the wheel-side support member and the axle-side support member are pressed into contact with one another by a pretensioning means with a pretensioning force (FV).

Abstract: The invention concerns a method and a device for the adjustment of wheel camber in commercial vehicles, particularly wheeled construction vehicles used for earthworks, particularly on uneven ground. The camber angle is set inventively and automatically by means of a camber cylinder and a wheel pivot unit, as a function of at least one of the driving parameters. For this purpose, the driving parameters, e.g. the axle swing angle, the steering lock angle, the lateral force on the vehicle wheels on the front axle and the absolute inclination of the construction vehicle are detected by sensors, the output signals of which are fed to an electronic control unit as input parameters. The camber angle sets itself as a function of the setting signal from the electronic control unit by means of a camber cylinder and a wheel pivot unit, in accordance with specified control strategies. As well as the self-setting wheel camber adjustment system, the camber cylinder is embodied so that it can still be operated manually.

Abstract: An independent wheel suspension for a motor vehicle in which at least a first and at least a second link arm are respectively articulated to a wheel carrier supporting a vehicle wheel. The independent wheel suspension includes a compensation unit for the correcting the wheel positions. The first and the second link arms either include or are connected to compensation units and at least two compensation units, of each wheel, are connected to one another by at least one coupling element. The wheel position of at least one of the vehicle wheels, that deviates from a neutral position, can be sensed by a sensor unit having a measured-value transmitter and receiver that are arranged on at least one of the compensation units of the vehicle wheel concerned, or associated with at least one of the compensation units.

Abstract: A wheel suspension assembly with a two-part wheel carrier (2) that supports a vehicle wheel (1). A first part (3) of the wheel carrier (2) is articulated to a second part (4) of the wheel carrier (2). Pivoting links (5, 6, 7) connect the first part (3) of the wheel carrier (2) to the second part (4) of the wheel carrier (2) and provide camber and/or tracking adjustment of the vehicle wheel (1).

Abstract: Disclosed is a caster control apparatus for a suspension of a vehicle. When the vehicle travels on a road which causes a vehicle body to lean to one side, the caster of a lowered wheel is increased, and the caster of a raised wheel is decreased, such that the casters of the wheels on both sides are offset with each other. Therefore, the vehicle is inhibited from leaning due to the lateral slope of the road, and the straight-line stability of the vehicle can be reliably maintained.

Abstract: The invention relates to a vehicle which can tilt in bends, in particular a three-wheeled vehicle, which has a rear wheel (6) which is arranged in the longitudinal axis of the three-wheeled vehicle as well as two front wheels (3, 4) which are arranged at a distance from one another and can be steered indirectly by means of a steering element with intermediate connection of a steering column (2), wherein the two front wheels (3, 4) which are arranged at a distance from one another and thus also the frame (1) of the three-wheeled vehicle can be inclined proportionally as a function of the direction of rotation of the steering column (2) and in the process continuously to the rotational angle which results from the rotation of the steering column (2) as the vehicle travels through a bend by virtue of the fact that on the one hand the steering column (2) is connected to the axle element (8) by means of a track rod lever (31), to which axle element (8) a multifunction axle (14) which is preferably arranged above t

Abstract: A towable wheeled vehicle releasably attachable to a towing vehicle at two horizontally spaced apart points provides a frame supporting a deck, a wheel carriage having a leaf spring suspension and a tubular steering axle with rotatable and turnable wheels at each end, and an electrically powered pneumatic system. Airbags communicating between the steering axle and the frame inflate and deflate to axially rotate the steering axle in axle sleeves carried by the leaf spring suspension reversing the caster and camber of the wheels responsive to activation of the towing vehicle's back up lights.

Abstract: A tire attitude control device comprises: detecting unit that detects the respective ground contact states at two tire measurement positions on the tire shoulder side, each the same distance away from a tire center position in a direction opposite a tire width direction, at the same position in a tire peripheral direction; calculating unit that calculates the respective ground contact lengths at said two tire measurement positions at least once per tire rotation, based on said ground contact states detected by said detecting unit; and control unit that generates, when a ratio of two ground contact lengths calculated by said calculating unit is out of a predetermined range that includes 1, a control signal for controlling a camber angle of a tire so that said ratio approaches 1 and outputs the control signal to said suspension control device.

Abstract: A suspension device (1) for suspending a wheel (2) with respect to the body (8) of a vehicle. The device allows a substantially vertical suspension movement and allows the wheel carrier (3) to move in terms of camber with respect to the body of the vehicle. The device comprises a slide (5) and a lower arm. The slide comprises an upper part (52) and a lower part (51) which can move one with respect to the other, the upper part being connected to the body and the lower part being connected to the wheel carrier. The device further comprises a rocker (4) articulated in the camber plane, on the one hand, to the lower arm and, on the other hand, via a link (7) to the wheel carrier, the rocker further being articulated in the camber plane to the lower part of the slide.

Abstract: [Problem] To control a camber angle to an adequate value by the use of a lateral force acting on a wheel, without causing a displacement of a tire ground contact point. [Means for solution] A suspension device includes a link mechanism replaceable by a first virtual link 11 which, when a lateral force acts at a tire ground contact point, inclines a wheel in a camber angle direction with respect to a vehicle body so as to increase the lateral force, and a second virtual link 12 which is connected virtually and rotatably between the first virtual link 11 and the vehicle body 1 and which is arranged to allow the wheel 2 to move in the up-and-down direction with respect to the vehicle body 1 in accordance with a load variation of the wheel in the up-and-down direction.

Abstract: An automatic slowing down system for a vehicle taking a bend includes a computer that integrates a series of instructions to process at least one of first, second and third signals according to kinematic control laws of vehicle displacement to deliver signals for a forward motion actuator and a steering actuator, a forward control and a steering control that supply the first signal representative of a forward motion data and a steering data to the computer based on an operator's requirement, a linear speed sensor and a yaw speed sensor that supply the second signal to the computer, and a unit that supplies the third signal relating to road grip to the computer.

Abstract: A four-wheel vehicle is provided with an in-wheel motor in each of a front wheel and a rear wheel and has approximately the same roll center heights of the front wheel and the rear wheel. The relation between a change in a kingpin offset and a change in a wheel stroke for at least any one of the front wheel and the rear wheel of the four-wheel vehicle is determined based on at least any one of braking force distribution and driving force distribution between the front wheel and the rear wheel.

Abstract: At least three length varying means, mounted between an upper end of a strut and a vehicle body, change the position of the strut in relation to the vehicle body, thereby enabling active adjustment of the camber, caster, and vehicle height.

Abstract: The front wheel suspension assemblies of an ATV are configured with translation assemblies aligned along a translation axis generally parallel with the vehicle axis. These translation mechanisms are engaged by pivotal follower assemblies attached to a ball joint which are moveable along the translation axis either by the pivoting action of the suspension control arms or by a motor driven system.

Abstract: An automotive steering rack stroke adjusting device is disclosed that detects a change in a gap defined between steerable wheels and a vehicle body depending on a change in the stroke of the steerable wheels using a vehicle height sensor, and automatically adjusts the rotation of a plurality of rotary bodies with respect to a stop plate of a steering rack, so that the optimized maximum stroke of the steering rack can be set according to the driving conditions of the vehicle. Furthermore, the present invention is able to increase an adjustment range of the stroke of the steering rack, so that a minimum rotation radius of the vehicle may be reduced, thus markedly enhancing the driving convenience.

Abstract: A telescopic actuator includes a housing, an output rod which is slidable in an axial direction with respect to the housing, at least two slide bearings via which the output rod is supported by the housing, and a stopper disposed between the two slide bearings. The stopper regulates a moving end position of the output rod.

Abstract: Provided is an apparatus for establishing a caster angle of a vehicle suspension system. The apparatus includes two air reservoirs, each reservoir having an extendable piston rod. The air reservoirs are juxtaposed, and are pivotally connected to a single bell crank. In particular, the bell crank is pivotally connected to each piston rod, and to a control arm of the vehicle suspension system for establishing the caster angle. Concerted pressurizing and exhausting of the air reservoirs extends and retracts the piston rods, causing the bell crank to rotate. Rotation of the bell crank induces movement of the control arm which translates into a rotation of an axle to a desired caster angle. In one embodiment, one air reservoir is a multi-chamber reservoir capable of doubling the force used to extend the piston rod, rotate the bell crank and adjust the caster angle.

Abstract: The front wheel suspension assemblies of an ATV are configured with translation assemblies aligned along a translation axis generally parallel with the vehicle axis. These translation mechanisms are engaged by pivotal follower assemblies attached to a ball joint which are moveable along the translation axis either by the pivoting action of the suspension control arms or by a motor driven system.

Abstract: In a suspension system that connects a wheel support to a vehicle body, the wheel support is designed to carry a wheel of radius “r”, the wheel is intended to rest on the ground via a contact area, the system includes an arrangement that confers upon the wheel support, relative to the body, a degree of freedom of the camber and a degree of freedom of the deflection of the suspension that are independent of one another. The system is configured such that the camber movement of the wheel support relative to the body has, around a mean position, an instantaneous center of rotation (CIR r/c) located within a range from 2.5 r above ground to r below ground.

Abstract: Disclosed is a caster control apparatus for a suspension of a vehicle. When the vehicle travels on a road which causes a vehicle body to lean to one side, the caster of a lowered wheel is increased, and the caster of a raised wheel is decreased, such that the casters of the wheels on both sides are offset with each other. Therefore, the vehicle is inhibited from leaning due to the lateral slope of the road, and the straight-line stability of the vehicle can be reliably maintained.

Abstract: A wheel support system (3, 5, 6) designed to connect a wheel to suspension elements (4) of a vehicle. The wheel support system includes a curved slide (6) or two levers (54, 55) which confer upon the wheel carrier (3) a degree of camber freedom relative to the suspension elements (4), and a triple hinge (5, 51) that operates along three essentially longitudinal axes. The triple hinge (5, 51) is connected on the one hand to the wheel carrier (3) and on the other hand to the suspension elements (4).

Abstract: The present invention provides a method of controlling an actuator assembly for suspension systems. The actuator assembly control method of the present invention is possible to control the actuator assembly according to conditions of vehicle velocity and steering angle or vehicle velocity and steering angular velocity, thus reducing energy consumption, thereby increasing the efficiency of the actuator assembly.

Abstract: A support device connects a wheel to suspension elements of a vehicle, the wheel having a radius R?. The support device includes rods articulated at their lower ends to the suspension elements and at their upper ends to the wheel carrier so as to confer on the wheel a degree of camber freedom relative to the suspension elements. The camber movement takes place around an instantaneous center of rotation. The device is also configured in such manner that Y and Z are respectively the abscissa and ordinate of the instantaneous position of the instantaneous center of rotation in the camber plane, wherein such position, during a camber deflection from 0° to 1°, satisfies the following conditions: Y?0.125*R Z??0.0625*R Z?0.66225*Y+0.02028*R.

Abstract: A frame and suspension for a vehicle provides automatic lean and alignment. The lean is determined by force sensors, the speed and/or the angle of turn and is provided by actuators in the suspension in accordance with a predetermined protocol in an electronic control unit (ECU). The protocol also provides shock absorption by rapidly tracking a contour of a surface on which the vehicle rides. The suspension is provided by a plurality of arm assemblies each including a lower arm, an upper control arm, and an actuator motively connected to the lower arm and to the upper control arm. The arm assemblies are pivotally connected to the frame on a common axis. The arm assemblies generally form parallelograms and are actuated in concert to remain generally parallel to each other through a range of angles to adjust the lean of the vehicle. The arm assemblies are also actuated independently of each other to accommodate variations in the contour.

Abstract: A vehicular suspension system is provided which includes upper and lower arms connected to a vehicle body in such a manner as to pivot in an up-and-down direction. The upper arm and the lower arm retain upper and lower portions of a knuckle, respectively. The suspension system includes retention mechanisms for retaining the upper and lower arms in such a manner as to allow the upper and lower arms to shift in a lateral direction of the vehicle body, and conversion mechanisms for converting pivotal movements of the upper and lower arms in the up-and-down direction into displacements of the upper and lower arms in the lateral direction of the vehicle body.

Abstract: Provided is an apparatus for establishing a caster angle of a vehicle suspension system. The apparatus includes two air reservoirs, each reservoir having an extendable piston rod. The air reservoirs are juxtaposed, and are pivotally connected to a single bell crank. In particular, the bell crank is pivotally connected to each piston rod, and to a control arm of the vehicle suspension system for establishing the caster angle. Concerted pressurizing and exhausting of the air reservoirs extends and retracts the piston rods, causing the bell crank to rotate. Rotation of the bell crank induces movement of the control arm which translates into a rotation of an axle to a desired caster angle. In one embodiment, one air reservoir is a multi-chamber reservoir capable of doubling the force used to extend the piston rod, rotate the bell crank and adjust the caster angle.

Abstract: The invention concerns a method and a device for the adjustment of wheel camber in commercial vehicles, particularly wheeled construction plant used for earthworks, particularly on uneven ground. The camber angle is set inventively and automatically, by means of a camber cylinder and a wheel pivot unit, as a function of at least one of the driving parameters. For this purpose, the driving parameters, e.g. the axle swing angle, the steering lock angle, the lateral force on the vehicle wheels on the front axle and the absolute inclination of the construction plant are detected by sensors, the output signals of which are fed to an electronic control unit as input parameters. The camber angle sets itself as a function of the setting signal from the electronic control unit by means of a camber cylinder and a wheel pivot unit, in accordance with specified control strategies. As well as the self-setting wheel camber adjustment system, the camber cylinder is embodied so that it can still be operated manually.

Abstract: An actuator assembly for a suspension is provided, in which a hinge unit is formed on an actuator and the actuator can be rotated according to a forward or backward movement of a rod, and thereby it is possible to prevent sliding at the joint of the lever and the actuator, thus to secure durability of the system.

Abstract: An apparatus for adjusting a front-end front wheel assembly rake angle are disclosed. An individual wishing to convert a chopper-type motorcycle into a “stock” type motorcycle (or vice-versa) can easily do so without disassembly of the front wheel assembly. The apparatus comprises a main frame member having a front end, a front wheel assembly rotatably connected to the front end, and means for adjusting a rake angle of the front wheel assembly without disassembly of the front wheel assembly.

Abstract: A dynamically acting variable camber suspension system (50) having a sensor (56), a controller (58), and camber adjusters (60) associated with each wheel (54) which is employing the VCSS (50) in a vehicle (52). The VCSS (50) detects lateral force acting upon the vehicle (52) when it is turning with the sensor (56), calculates the appropriate dynamic response with the controller (58), and uses the camber adjusters (60) to set negative camber for outside wheels (54) and positive camber for inside wheels (54) in a manner such that road contact points (70) of the wheels (54) are spaced to balance normal forces and footprints (74, 76) of the wheels (54) are equalized to maximize frictional forces.

Abstract: In a suspension system that connects a wheel support to a vehicle body, the wheel support is designed to carry a wheel of radius “r”, the wheel is intended to rest on the ground via a contact area, the system includes an arrangement that confers upon the wheel support, relative to the body, a degree of freedom of the camber and a degree of freedom of the deflection of the suspension that are independent of one another. The system is configured such that the camber movement of the wheel support relative to the body has, around a mean position, an instantaneous center of rotation (CIR r/c) located within a range from 2.5 r above ground to r below ground.

Abstract: A vehicular suspension device comprises a wheel carrier which is articulated relative to the suspension elements. This connection is provided by rigid connection rods. This additional degree of freedom permits variation of the camber angle independently of the suspension spring movement and of the deformations of its elements. The variation of the camber is preferably controlled by the forces sustained by the wheel in the ground contact area of the tire. This is obtained by a configuration in which the movements of the wheel relative to the body of the vehicle allow an instantaneous center of rotation which is situated beneath the plane of the ground.

Abstract: The invention relates to a camber control suspension of a vehicle that can form a stable camber angle even at the time when the vehicle rolls as well as when bumping and rebounding, including a camber control rack and camber control links which function to control camber of wheels by stopping or moving according to the vertical motion of both wheels. As a result, a most stable ground contact state of the tires at all times is achieved to sufficiently enhance the groiund contact force of the tires at any running state of the vehicle.

Abstract: A wheel suspension, in particular an independent wheel suspension, having active adjustment of the wheel camber. An intermediate carrier is arranged between the hub carrier holding the wheel and the body-side wheel suspension, in particular the wheel suspension links. The intermediate carrier is linked to the wheel suspension on the body side and has a pivot axis running in the longitudinal direction of the vehicle.

Abstract: The vehicle includes a suspended running chassis (1) making it possible to define a longitudinal and vertical plane forming a reference on the chassis (1), the preferred running direction being parallel to the longitudinal plane, and at least two wheel connecting systems, the wheels (2) of which are not aligned relative to the longitudinal plane, the wheel connecting systems being mounted on the chassis (1) on either side of the latter in the transverse direction, each of the wheel connecting systems including a wheel (2) mounted on a support (5) by means of a suspension device allowing vertical deflection of the wheel (2) relative to the support (5), the suspensions being independent of one another. Each support (5) is mounted on the chassis (1) by means of a camber mechanism which includes a camber lever (4) and an actuating lever (40) making it possible to vary the camber angle of the corresponding wheel (2).

Abstract: A ground contact system for a vehicle having a wheel mounted on a wheel carrier, the wheel carrier being mounted on a support by a vertical suspension device, the support being mounted on a chassis by a load transfer arm on one side of which the support is articulated along an essentially horizontal geometrical camber axis, the load transfer arm being connected at its other side to the chassis along an essentially vertical geometrical axis, a camber control rod being pivotally mounted to the support some distance from the geometrical camber axis, the camber control rod being able to move transversely relative to the chassis, a triangulation-forming element connecting the load transfer arm to the chassis around the essentially vertical geometrical axis, such that it controls the moment about the essentially vertical geometrical axis.

Abstract: A motor vehicle fitted with a system for controlling the camber (&thgr;) of the wheels of the vehicle on a bend, including, for each wheel of at least one front axle and/or rear axle of the vehicle, a suspension having a pair of suspension upper and lower arms, articulated at their outboard ends to a hub carrier and attached at their inboard ends to the body of the vehicle. The lower and upper arms of each pair are articulated at their respective inboard ends to a pivot transfer lever which is, in turn, mounted on the body by an articulation, the axis of rotation of which is contained in a longitudinal and vertical plane of the vehicle, the pivot transfer lever being capable of pivoting in such a way as to incline the wheels on the appropriate side.

Abstract: The vehicle includes a suspended running chassis (1) making it possible to define a longitudinal and vertical plane forming a reference linked to the chassis (1), the preferred running direction being parallel to said longitudinal plane, and at least two wheel connecting systems, the wheels (2) of which are not aligned relative to said longitudinal plane, said wheel connecting systems being mounted on said chassis (1) on either side of the latter in the transverse direction, each of the wheel connecting systems comprising a wheel (2) mounted on a support (5) by means of a suspension device allowing vertical deflection of the wheel (2) relative to the support (5), said suspensions being independent of one another. Each support (5) is mounted on said chassis (1) by means of a camber mechanism which includes a camber lever (4) and a countergear (40) making it possible to vary the camber angle of the corresponding wheel (2).

Abstract: The vehicle includes a suspended running chassis (1) making it possible to define a longitudinal and vertical plane forming a reference on the chassis (1), the preferred running direction being parallel to the longitudinal plane, and at least two wheel connecting systems, the wheels (2) of which are not aligned relative to the longitudinal plane, the wheel connecting systems being mounted on the chassis (1) on either side of the latter in the transverse direction, each of the wheel connecting systems including a wheel (2) mounted on a support (5) by means of a suspension device allowing vertical deflection of the wheel (2) relative to the support (5), the suspensions being independent of one another. Each support (5) is mounted on the chassis (1) by means of a camber mechanism which includes a camber lever (4) and an activating lever (40) making it possible to vary the camber angle of the corresponding wheel (2).

Abstract: The invention relates to a camber control suspension of a vehicle that can form a stable camber angle even at the time when the vehicle rolls as well as when it bumps and rebounds, including a camber control rack and camber control links with a function of controlling camber of wheels by stopping or moving according to the vertical motion of both wheels, thereby achieving the most stable grounding state of tires at all times to sufficiently enhance the grounding force of tires at any running state of the vehicle.

Abstract: A wheel suspension, in particular an independent wheel suspension, having active adjustment of the wheel camber. An intermediate carrier is arranged between the hub carrier holding the wheel and the body-side wheel suspension, in particular the wheel suspension links. The intermediate carrier is linked to the wheel suspension on the body side and has a pivot axis running in the longitudinal direction of the vehicle.

Abstract: A wheel suspension, in particular an independent wheel suspension, having active adjustment of the wheel camber. An intermediate carrier is arranged between the hub carrier holding the wheel and the body-side wheel suspension, in particular the wheel suspension links. The intermediate carrier is linked to the wheel suspension on the body side and has a pivot axis running in the longitudinal direction of the vehicle.

Abstract: A dynamically acting variable camber suspension system (50) having a sensor (56), a controller (58), and camber adjusters (60) associated with each wheel (54) which is employing the VCSS (50) in a vehicle (52). The VCSS (50) detects lateral force acting upon the vehicle (52) when it is turning with the sensor (56), calculates the appropriate dynamic response with the controller (58), and uses the camber adjusters (60) to set negative camber for outside wheels (54) and positive camber for inside wheels (54) in a manner such that road contact points (70) of the wheels (54) are spaced to balance normal forces and footprints (74, 76) of the wheels (54) are equalized to maximize frictional forces.

Abstract: A dynamically acting variable camber suspension system (50) having a sensor (56), a controller (58), and camber adjusters (60) associated with each wheel (54) which is employing the VCSS (50) in a vehicle (52). The VCSS (50) detects lateral force acting upon the vehicle (52) when it is turning with the sensor (56), calculates the appropriate dynamic response with the controller (58), and uses the camber adjusters (60) to set negative camber for outside wheels (54) and positive camber for inside wheels (54) in a manner such that road contact points (70) of the wheels (54) are spaced to balance normal forces and footprints (74, 76) of the wheels (54) are equalized to maximize frictional forces.

Abstract: The vehicle includes a suspended running chassis (1) making it possible to define a longitudinal and vertical plane forming a reference on the chassis (1), the preferred running direction being parallel to the longitudinal plane, and at least two wheel connecting systems, the wheels (2) of which are not aligned relative to the longitudinal plane, the wheel connecting systems being mounted on the chassis (1) on either side of the latter in the transverse direction, each of the wheel connecting systems including a wheel (2) mounted on a support (5) by means of a suspension device allowing vertical deflection of the wheel (2) relative to the support (5), the suspensions being independent of one another. Each support (5) is mounted on the chassis (1) by means of a camber mechanism which includes a camber lever (4) and an actuating lever (40) making it possible to vary the camber angle of the corresponding wheel (2).