Abstract: Systems and methods are disclosed herein for automatically controlling wheel lean in a work vehicle (e.g., a motor grader) comprising a front portion with an axle and a plurality of traction wheels configured to lean at a wheel-lean angle relative thereto. Based on output signals from one or more sensors mounted on the work vehicle, work conditions are detected comprising an actual wheel-lean angle of at least one wheel relative to the axle, an oscillation angle of the axle, and a slope of the terrain. In automatic control operations, wheel lean is automatically directed to a predetermined orientation (e.g., corresponding to a direction of gravity), based at least on detected work conditions. Wheel lean may further be automatically directed based on detected steering inputs for positioning of the traction wheels and a detected articulation angle for positioning of the front portion of the work vehicle relative to the rear portion.

Abstract: Electromechanical apparatuses for controlling vehicle suspension settings. Described herein are electromechanical apparatuses for controlling wheel alignment (e.g., camber, castor and/or toe). In particular, described herein are camber adjusting apparatuses for electromechanically adjusting camber or camber and toe that may be retrofitted onto existing vehicle suspensions.

Abstract: A steering device includes a steering power unit, a transmission unit, an upper control arm, a steering element, an eccentric bolt and a steering knuckle. The steering power unit has at least one torque-output end. The transmission unit is connected with the torque-output end. The steering element is connected with the transmission unit. The eccentric bolt, installed at the upper control arm, is connected with the steering power unit. The steering knuckle, mounted to a wheel disc, is connected with the steering element and the upper control arm, and used for controlling the wheel disc. The steering power unit drives the steering element to push or pull the steering knuckle for controlling a turning angle, and simultaneously drives the eccentric bolt to have the upper control arm to push or pull the steering knuckle for varying a camber angle of the wheel disc. In addition, a steering method is provided.

Abstract: Proposed is a tire abnormality detection device and a detection method thereof, and more particularly, is a tire abnormality detection device and a detection method thereof capable of lowering a possibility of accident by determining an abnormal state of a tire. The device includes an MCU module that is located at a center of a surface of a tire inner liner, a first sensor module that is formed on one side of the MCU module in a width direction of the inner liner, and a second sensor module that is formed on the other side of the MCU module in the width direction of the inner liner, in which the first sensor module and the second sensor module are symmetrically located with respect to the MCU module.

Abstract: Vehicle corner modules (VCMs) connectable to a VCM-connection interface of a reference-frame of a vehicle platform, for regulating motion of a vehicle. When a wheel is mounted on a wheel-hub assembly of the VCM, a vehicle-connection interface of the VCM is disposed within a cylindrical footprint of the wheel. At least one of the at least one subsystem of the VCM is accommodated between the wheel-hub assembly and the vehicle-connection interface. Vehicle platforms are connectable to the VCMs. The connection of the vehicle platform to the VCM may include connection of subsystems of the VCM to electronic or flow subsystems mounted on the vehicle platform by connection of two portions of a multi-interface connection-element.

Abstract: Disclosed herein is an adjustable suspension mount system that includes a subframe for attachment to a suspension device of a vehicle. The system further includes a first and second mount link for attaching the subframe to a frame of a vehicle. A positioning device for attaching to the frame of the vehicle and the subframe is also included. The adjustable suspension mount system may also attach to a second suspension device of the vehicle as well as other further suspension devices. Further disclosed is a vehicle having the adjustable suspension mount system, a kit for providing the adjustable suspension mount system, and methods of using the adjustable suspension mount system for raising and lowering a vehicle.

Abstract: A lock mechanism is provided in an actuator capable of changing a toe angle of a wheel by rotational drive of a motor and adapted to lock operation of the actuator when the rotational drive of the motor is stopped. The lock mechanism includes a casing secured to a housing of the actuator, an input-side shaft connected to a motor shaft of the motor and rotatably held in the casing, an output-side shaft to which rotational torque is transmitted from the input-side shaft, and an engaging part. The engaging part includes a pair of friction members displaceably provided along a guide groove, a claw part having an acute shape in cross section and a side end part which are provided on the input-side shaft, an abutting part provided on each friction member, and a coil spring for urging each friction member.

Abstract: Systems and method are provided for adjusting a sensor of a vehicle having a suspension. In one example, a method for adjusting a sensor of a vehicle having a suspension system includes obtaining sensor data pertaining to a sensor of the vehicle; determining, via a processor, when the sensor is out of alignment, using the sensor data; and adjusting the suspension system, resulting in an adjustment of the alignment of the sensor, when the sensor is determined to be out of alignment.

Abstract: An electric-propulsion vehicle includes a motor-driven front axle assembly (10); and a motor-driven rear axle assembly (20); wherein the above assemblies each include a supporting frame (110), two wheel-suspension units (30), an electric motor (40) for driving the wheels in rotation, a control unit (45) for controlling the aforesaid motor, a differential transmission unit (55) with one or more gear ratios, and a steering device (50) for regulating the angular position of the wheel supports of the aforesaid suspension units with respect to the aforesaid frame; the motor, the suspension units, and the steering device being mounted on the aforesaid supporting frame. The two axle assemblies have altogether corresponding configurations, and constitute in themselves independent modules, already pre-assembled in their operating configuration.

Abstract: Disclosed is a device for automatically adjusting a camber angle for a suspension system that includes a shock absorber. The device includes a first member rotationally drivable by a driving element during a displacement of a change of direction of the wheel, and a second member fixable to a vehicle frame. The first and second members cooperate to cause a relative translation of the first member and of the second member during a rotation of the shock absorber.

Abstract: An active vehicle with variable inclination mechanism is provided. The active vehicle with variable inclination mechanism comprises a linear slide mechanism, two sets of longitudinal interlocking mechanism, a steering control mechanism, and a control unit. The linear slide mechanism comprises a reciprocating action member. A lateral displacement of the reciprocating action member drives the longitudinal interlocking mechanism to produce a displacement along a longitudinal direction while a torque is applied at the steering control mechanism. The wheels are driven to move along an opposite longitudinal direction and to form an inclination. Using the active vehicle with variable inclination mechanism can provide a real-time inclination force while rounding a corner as well as increase the safety. Besides, the driver can easily get on/off the vehicle when the vehicle is stationary and the reciprocating action member is locked at the stationary position of the vehicle.

Abstract: Disclosed is a device for automatically adjusting a camber angle for a suspension system that includes a shock absorber. The device includes a first member rotationally drivable by a driving element during a displacement of a change of direction of the wheel, and a second member fixable to a vehicle frame. The first and second members cooperate to cause a relative translation of the first member and of the second member during a rotation of the shock absorber.

Abstract: A device for use in a vehicle steering system, said device comprising at least one actuator affixed to a wheel linkage of at least one wheel of said vehicle steering system. The actuator comprises a rotation assembly engagable with a first wheel linkage segment, an electric motor for actuating movement of the rotation assembly via a gear box and one or more sensors integrally contained in the actuator for sensing one or more parameters selected from the group consisting of force, speed, turns and rotation. Rotation of the rotation assembly actuates linear movement of said first wheel linkage segment into and out of said actuator to thereby adjust one or more wheel parameters of said at least one wheel, and wherein said one or more sensors provide real time data to an actuator control unit integral to said actuator to self-adjust rotational parameters of said rotation assembly.

Abstract: The invention relates to a wheel suspension for vehicles, with a vehicle body and wheels articulated on the vehicle body by means of wheel suspension parts. The wheel suspension parts of each wheel oscillate during the driving mode, and contain a wheel carrier supporting the wheel rotatably about a wheel axle and links connecting said wheel carrier to the vehicle body. The relative movement between the vehicle body and wheel suspension parts can be detected by means of detecting means. Articulation positions of the same and/or other wheel suspension parts can be automatically changed by at least one actuating means depending on the relative movements detected by the detecting means. At least one first and at least one second detecting means are respectively assigned to first and second vehicle sides of a vehicle axle.

Abstract: A land vehicle, according to various aspects of the present invention allows the driver to lean with a frame that supports the driver and that pivots on a base. Motion of the frame is coupled to the wheels to adjust a camber of the wheels. The wheels are coupled to the base that provides a reference for independent wheel suspension mechanisms. As a result, banking of the vehicle does not affect the suspension of the wheels. Hydraulic assistance to counteract the forces of the suspension systems is unnecessary.

Abstract: A high misalignment wheel drive includes a spline drive with external crown spline for rotation around an axis of the axle shaft and a drive plate for rotation about a drive plate axis, the drive plate including an internal spline for engaging the external crown spline in a pivotable splined connection to allow the spline drive to rotationally drive the drive plate while the drive plate axis is non-aligned with respect to the axle axis by up to an angle ?. First and second thrust faces are positioned with respect to the spline drive to rotate with the spline drive and define the angle ? between which third and fourth thrust faces, positioned with respect to the drive plate to rotate with the drive plate and for engaging the first and second thrust faces respectively, can move.

Abstract: A upper arm 4b of a suspension for a vehicle is constructed by: a casing 12 that is supported by the vehicle so as to be able to pivot in the up-down direction; a pair of screw shafts 20 that are supported by the casing 12 so as to be able to move only in the axial direction; a pair of screw nuts 21 that engage around the pair of screw shafts 20, and are supported by the casing so as only to be able to rotate; a worm reduction gear 14 that rotates the screw nuts 21; and a pair of link arms 29, where the base end sections respectively connect to the tip end sections of the pair of screw shafts 20 and the tip end sections respectively connect to knuckle 3 so as to be able to rotate around a shaft in the up-down direction of the vehicle. The screw shafts 20 are moved out in opposite directions from each other in the axial direction, which causes the opening angle of the pair of link arms 29a to change, and thus changes the overall length of the upper arm 4b in the width direction of the vehicle.

Abstract: A device for adjusting the camber and/or the toe of a vehicle wheel of a motor vehicle includes a wheel carrier, which has a wheel-side carrier part and an axle-side guide part, between which rotary parts that can be rotated relative to each other are arranged, wherein at least one of the rotary parts can be adjusted in both rotational directions by means of a drive and a gear stage in order to adjust the toe and/or the camber. The gear stage for the rotary part is configured as harmonic drive gear train having a driving, elliptical drive disk, and a stationary, internally toothed ring gear.

Abstract: A device for use in a vehicle steering system, said device comprising at least one actuator affixed to a wheel linkage of at least one wheel of said vehicle steering system. The actuator comprises a rotation assembly engagable with a first wheel linkage segment, an electric motor for actuating movement of the rotation assembly via a gear box and one or more sensors integrally contained in the actuator for sensing one or more parameters selected from the group consisting of force, speed, turns and rotation. Rotation of the rotation assembly actuates linear movement of said first wheel linkage segment into and out of said actuator to thereby adjust one or more wheel parameters of said at least one wheel, and wherein said one or more sensors provide real time data to an actuator control unit integral to said actuator to self-adjust rotational parameters of said rotation assembly.

Abstract: A toe/camber adjustment mechanism comprising: a first ear section having an aperture; a second ear section having an aperture; at least one cam plate positioned on at least one aperture in the ear sections, the cam plate comprising: a rod aperture offset from a center of the cam plate; a plurality of positioning apertures; and a torque application point; at least one locking insert member aligning and fixing at least one of the positioning apertures in the cam plate with at least one aperture in the ear sections; and a pivot rod extending through the apertures in the ear sections and the rod aperture.

Abstract: A upper arm 4b of a suspension for a vehicle is constructed by: a casing 12 that is supported by the vehicle so as to be able to pivot in the up-down direction; a pair of screw shafts 20 that are supported by the casing 12 so as to be able to move only in the axial direction; a pair of screw nuts 21 that engage around the pair of screw shafts 20, and are supported by the casing so as only to be able to rotate; a worm reduction gear 14 that rotates the screw nuts 21; and a pair of link arms 29, where the base end sections respectively connect to the tip end sections of the pair of screw shafts 20 and the tip end sections respectively connect to knuckle 3 so as to be able to rotate around a shaft in the up-down direction of the vehicle. The screw shafts 20 are moved out in opposite directions from each other in the axial direction, which causes the opening angle of the pair of link arms 29a to change, and thus changes the overall length of the upper arm 4b in the width direction of the vehicle.

Abstract: A land vehicle, according to various aspects of the present invention allows the driver to lean with a frame that supports the driver and that pivots on a base. Motion of the frame is coupled to the wheels to adjust a camber of the wheels. The wheels are coupled to the base that provides a reference for independent wheel suspension mechanisms. As a result, banking of the vehicle does not affect the suspension of the wheels. Hydraulic assistance to counteract the forces of the suspension systems is unnecessary.

Abstract: A motor vehicle, with a drive train comprising a drive assembly, a transmission and wheels (2). The drive train further including actuators (3, 4) for adjusting at least one of the tracking and/or the camber. Sensors (5), for determining the tracking and/or camber, are integrated in the motor vehicle, and a control unit (6) only operates the actuators (3, 4), to adjust the tracking and/or the camber, when the drive train is in a defined actual static condition.

Abstract: A wheel suspension for a motor vehicle includes a support element on the wheel-side rotatably mounting a vehicle wheel and a carrier element on the axle-side, wherein the carrier element on the wheel-side can be adjusted for setting a toe and/or camber angle relative to the support element on the axle-side, wherein the carrier elements on the axle-side and on the wheel-side are coupled to a universal joint in which webs of the carrier elements on the wheel-side and on the axle-side are articulated on a gimbal ring element by means of bearing points. The webs of the support elements are articulated on the gimbal ring element at the bearing points by means of ball joints.

Abstract: An apparatus for adjusting the camber and/or toe of a motor vehicle wheel includes a wheel carrier, on which the wheel is rotatably mounted. The wheel carrier is divided into a carrier member receiving the wheel via a wheel bearing, an axle-side guide member, and a bearing assembly arranged therebetween. The bearing assembly includes rotary parts which can be rotated relative to each other and relative to both the carrier member and the guide member and which interact with confronting inclined faces. The wheel bearing includes a radially outer bearing housing, which is clamped by the bearing assembly formed from the rotary parts into a plug-and-socket connection with the carrier member.

Abstract: An active geometric control suspension system may include an upper arm connected to a side above and between a rear wheel-sided knuckle and a subframe, and an assist link connected to the other side above and between the knuckle and the subframe, together with a node-changeable unit, wherein the node-changeable unit includes a housing formed at a portion of the subframe, a track-variable kit detachably coupled to brackets of the housing, cam-operating rails fixed to a side of the track-variable kit, a cam disposed on the cam-operating rails of the track-variable kit to be slidable up/down along the cam-operating rails, and a cam bolt connecting the cam with a vehicle body-sided connecting portion of the assist link.

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: Provided is a rear wheel toe angle control system that can prevent the impairment of the tracking performance of the electric actuator and enable the rear wheel toe angle control system to ensure the stability of the vehicle even when the electric actuator for steering the rear wheel according to the operating condition of the vehicle is subjected to an axial force. An ECU (12) serving as a rear wheel toe angle control unit for variably controlling the rear wheel toe angle (?r) of the motor vehicle (V) by using an electric actuator (11) is provided with a duty ratio correcting unit (25) that corrects the target duty ratio (Dtgt) for achieving the target rear wheel toe angle (?rtgt) according to the load condition of the electric actuator (11) that depends on the lateral acceleration (Gy) of the motor vehicle (V).

Abstract: A camber angle changing mechanism is provided with a base member connected to the vehicle body side, a motor provided to the base member and generating rotational driving force, a rotating power transmitting mechanism that transmits the driving force of the motor, a transmitting member connected to the power transmitting mechanism through a first connecting section, a movable member for rotatably supporting the wheel, connected to the transmitting member through a second connecting member, and changing the camber angle of the wheel by being pivoted relative to the base member by the driving force of the motor; transmitted from the transmitting member, and a device for switching between a first state in which the second connecting section, the first connecting section, and a gear rotation axis are rectilinearly arranged in that order from the wheel side and a second state in which the second connecting section, the gear rotation axis, and the first connecting section are rectilinearly arranged in that order fr

Abstract: A motor vehicle wheel set-up via a wheel holder is provided, which wheel holder is associated with the vehicle via at least one pivot in such a way that the plane of the wheel can exhibit first and second angular running positions. The set-up further has a binary actuator that has a fixed component and a moving component capable of translational movement with respect to the fixed component, moving component being secured to the wheel holder and the actuator comprising a device for the binary control of the moving member placing it in one of two stable states each allowing the wheel holder to be moved into an angular position corresponding to one angular position of the wheel plane.

Abstract: A work vehicle comprises a leanable traction wheel. A control unit of the work vehicle is configured to cause the wheel to move to a wheel-lean angle setpoint.

Abstract: A vehicle suspension system includes a vertically reciprocally movable suspension arm assembly having a minimal number of component parts and configured to be light in weight. The suspension arm assembly includes a lower arm portion including a plurality of arm members which are operatively connected together via a plurality of hinge joints. The arm members are operatively associated with each other in a manner so as to permit vertical reciprocating movement of a wheel, and are interconnected in a manner so as to permit a shock absorber to make a stroke motion, where one end of the shock absorber is attached to a portion of a vehicle body, and another end of the shock absorber is attached to one of the arm members.

Abstract: The invention relates to a wheel suspension for vehicles, with a vehicle body and wheels articulated on the vehicle body by means of wheel suspension parts. The wheel suspension parts of each wheel oscillate during the driving mode, and contain a wheel carrier supporting the wheel rotatably about a wheel axle and links connecting said wheel carrier to the vehicle body. The relative movement between the vehicle body and wheel suspension parts can be detected by means of detecting means. Articulation positions of the same and/or other wheel suspension parts can be automatically changed by at least one actuating means depending on the relative movements detected by the detecting means. At least one first and at least one second detecting means are respectively assigned to first and second vehicle sides of a vehicle axle.

Abstract: A tire for an axle of a private passenger vehicle having two axles. The axle comprises a suspension device for positively controlling the camber of the wheels relative to the ground in the case of transverse acceleration. The tire develops a contact patch on the ground, said contact patch having a length at the left shoulder (Leg), a length at the right shoulder (Led) and a central length (Lc), a contact patch ratio (Rep) being defined by the quotient of the average of the shoulder lengths divided by the central length. The tire contact patch ratio is greater than 0.65.

Abstract: The invention relates to a wheel suspension system for motor vehicles having a wheel carrier, which has a wheel-side support element, which mounts in a rotatable manner a vehicle wheel, and an axle-side support element, between which is connected an actuating member, on actuation of which the wheel-side support element can be pivoted through a pivot angle (?) relative to the axle-side support element for the purpose of adjusting a track and/or camber angle (?, ?). According to the invention, the actuating member has a wheel-side rotational part and an axle-side rotational part, both of which can be rotated about their axes of rotation relative to each other, and the wheel-side rotational part can be deflected through the pivot angle (?) relative to the axle-side rotational part when the two rotational parts are rotated.

Abstract: A device for active wheel alignment of wheels arranged on a wheel axle of a motor vehicle includes two hydraulic body dampers arranged between a vehicle body and the wheel axle. Each body damper is configured as a differential cylinder having a cylinder and a dividing piston which is guided in the cylinder. A throttle is arranged outside the cylinder of the body damper. Operably connected with the body dampers via hydraulic lines is a hydraulic servo unit, wherein hydraulic fluid is transferable via the throttle from one side of the dividing piston to the servo unit and from the servo unit via a returning one of the hydraulic lines back to another side of the dividing piston.

Abstract: By bending and stretching a link mechanism, both left and right wheels of a vehicle can be inclined toward inside of cornering to generate a camber thrust as a lateral force, i.e. an increase in cornering force. Further, by bending and stretching the link mechanism, the passenger compartment can be inclined in accordance with inclination of a connecting link, and thus the center of gravity of the vehicle can be moved toward its inner wheel during cornering. By preventing lifting of the inner wheel during cornering, cornering performance is improved. Because the passenger compartment is inclined toward the inner wheel during cornering, centrifugal force is less likely to be felt by the occupant.

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: 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 camber angle changing mechanism is provided with a base member connected to the vehicle body side, a motor provided to the base member and generating rotational driving force, a rotating power transmitting mechanism that transmits the driving force of the motor, a transmitting member connected to the power transmitting mechanism through a first connecting section, a movable member for rotatably supporting the wheel, connected to the transmitting member through a second connecting member, and changing the camber angle of the wheel by being pivoted relative to the base member by the driving force of the motor; transmitted from the transmitting member, and a device for switching between a first state in which the second connecting section, the first connecting section, and a gear rotation axis are rectilinearly arranged in that order from the wheel side and a second state in which the second connecting section, the gear rotation axis, and the first connecting section are rectilinearly arranged in that order fr

Abstract: A driving device for adjusting an orientation of a wheel attached to a vehicle body includes: a driving unit; a lifting shaft extending along a first axis and capable of moving axially when driven by the driving unit; a suspension arm extending along a transverse direction intersecting the first axis, and having one end adapted for connection with the wheel and another end disposed in proximity to the lifting shaft; and a cam unit including at least one roller connected to one of the lifting shaft and the suspension arm, and an inclined cam face provided on the other one of the lifting shaft and the suspension arm. The roller and the inclined cam face interact with each other such that the suspension arm moves along the transverse direction.

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: The present invention provides a passive vehicle suspension system providing optimal camber gain and avoiding the “bump camber” problem. This vehicle suspension system utilizes a conventional sway bar and a kinematic system to rotate the tire(s) of a vehicle in a direction opposite the roll of the vehicle during turning or cornering, for example. The kinematic design allows for adjustability and optimization, providing optimal camber gain. Although an automotive vehicle suspension system is illustrated and described, and, specifically, a racing or everyday automotive vehicle suspension system, the concepts of the present invention are capable of much broader applicability.

Abstract: An alignment changing control device that includes: a motor drive section which adjusts electrical power supplied to a motor of the electric actuator according to an operation command and, when receiving an operation inhibiting signal, limits or stops supplying the electrical power to the motor; a motor temperature estimating section for calculating an estimated temperature of the motor from at least a current supplied to the motor, an outside air temperature and a vehicle speed, based on heat balance relationship; and a comparator which transmits the operation inhibiting signal to the motor drive section when the estimated temperature of the motor calculated by the motor temperature estimating section is higher than a predetermined temperature, which is equal to or lower than an operation allowable temperature of the motor.

Abstract: A telescopic actuator includes a motor, an input flange rotated by the motor, a male screw member coupled to the input flange, a female screw member threadedly engaged with the male screw member, an output rod coupled to the female screw member, the output rod being moved in an axial direction thereof to output a thrust force when the input flange is rotated, and a housing inside which the male screw member and the female screw member are accommodated. The input flange is supported by the housing such that a relative movement of the input flange with respect to the housing is allowed in a radial direction but restricted in the axial direction.

Abstract: The invention relates to a wheel suspension system for motor vehicles having a wheel carrier, which has a wheel-side support element, which mounts in a rotatable manner a vehicle wheel, and an axle-side support element, between which is connected an actuating member, on actuation of which the wheel-side support element can be pivoted through a pivot angle (?) relative to the axle-side support element for the purpose of adjusting a track and/or camber angle (?, ?). According to the invention, the actuating member has a wheel-side rotational part and an axle-side rotational part, both of which can be rotated about their axes of rotation relative to each other, and the wheel-side rotational part can be deflected through the pivot angle (?) relative to the axle-side rotational part when the two rotational parts are rotated.

Abstract: A vehicle capable of stably turning by improving turning performance and that is able to ensure comfort by reducing a burden on a driver is provided. A link mechanism is bent and stretched to incline both left and right wheels to the inside during a turn to generate camber thrust by side force and, as a result, turning force is increased. Further, when the link mechanism is bent and stretched, a coupling link is inclined and a passenger section is inclined, thus making it possible to move the center of gravity of the vehicle toward an inner wheel during a turn. By so doing, lift of the inner wheel during a turn is prevented to make it possible to improve turning performance. In addition, since the passenger section is inclined to the inner wheel side during a turn, it is possible to make a passenger experience less centrifugal force.

Abstract: A tire for an axle of a private passenger vehicle having two axles. The axle comprises a suspension device for positively controlling the camber of the wheels relative to the ground in the case of transverse acceleration. The tire develops a contact patch on the ground, said contact patch having a length at the left shoulder (Leg), a length at the right shoulder (Led) and a central length (Lc), a contact patch ratio (Rep) being defined by the quotient of the average of the shoulder lengths divided by the central length. The tire contact patch ratio is greater than 0.65.

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: 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.