Abstract: A wheel suspension for an at least slightly actively steerable has a wheel carrier for receiving a wheel, a toe link, and at least one further link for connecting the wheel carrier to the vehicle body, and an actuator arrangement having at least one actuator for actively steering the wheel in a first active steering direction and in a second active steering direction. The wheel carrier is formed in at least two parts and has a first wheel carrier part and a second wheel carrier part. The first wheel carrier part is designed to receive the wheel and the second wheel carrier part can be attached via at least one of the further links to the vehicle body, in a non-actively steerable manner. The first wheel carrier part and the second wheel carrier part in a functional state of use of the wheel suspension in a vehicle are movable relative to one another by the actuator arrangement, such that an active, at least slight steering movement of the wheel can be effected.

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

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 rear-wheel toe angle variable vehicle changes a toe angle of a rear wheel by a rear toe actuator including: a housing connected to one of a rear-wheel support member and a body; a motor in the housing; a rod connected to the other of the rear-wheel support member and the body; a nut provided in one of the housing and the rod; a screw shaft provided in the other of the housing and the rod; a rotation transmission unit in the housing for transmitting rotation of the motor to the nut or screw shaft; and a rotation amount detection unit for detecting a rotation amount of one of the rotation transmission unit and the nut or screw shaft. The vehicle estimates an operation amount of the rear toe actuator based on the detected amount, and performs feedback control of the motor using the estimated amount.

Abstract: An active geometry control suspension system may include a toe control mechanism having an assist link disposed between the wheel carrier and the sub-frame, a housing unit integrally formed with the sub-frame and having hinge brackets integrally formed at both sides of a wheel side one surface, a guide unit configured to guide a vehicle body side connection portion of the assist link along a predetermined trajectory through a cam guider which slides upward and downward along guide, a drive unit configured to transmit rotating driving torque, and a power transmission unit configured to transmit the linear motion to the vehicle body side connection portion of the assist link so that the vehicle body side connection portion of the assist link is raised and lowered along a predetermined trajectory of the guide unit by the rotating driving torque of the screw shaft.

Abstract: A suspension device has longitudinal force compliance steer properties to steer a rear wheel to toe-in or toe-out according to increase in longitudinal force applied to wheel treads of a rear wheel. The suspension device includes: a hub bearing housing; suspension links having both edges pivotally attached to a vehicle body and a hub bearing respectively, to support the hub bearing housing; a suspension spring generating reaction force corresponding to relative displacement amount in the longitudinal direction of the hub bearing housing as to the vehicle body; a damper generating damping force corresponding to relative speed in the longitudinal direction of the hub bearing housing as to the vehicle body; and a toe change generating unit generating toe change in a direction where toe change due to longitudinal force compliance properties is temporarily cancelled out or suppressed at an early stage of turning of the vehicle.

Abstract: An electric actuator (electric motor) is thermally protected without causing any unfamiliar impression in steering a vehicle. A temperature compensation gain computing unit (25) reduces the manipulated variable of the electric actuator (40L, 40R) by using a gain that diminishes with the rise in the temperature of the actuator.

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: [TASK] The wheel alignment of rear wheels can be properly set without using an alignment tester if the rear wheels are equipped with a rear wheel toe angle control device. [SOLUTION] In a calibration drive control, an ECU (12) actuates electric actuators (11) until the front wheel steering angle (?f) becomes zero or the rear wheel toe angles (?r) are symmetric to each other (steps S3 and D4) to thereby achieve a symmetric toe angle position (Ssym) (step S5). Then, the ECU (12) actuates the electric actuators (11) from the symmetric toe angle position (Ssym) by a same amount so as to cause the rear wheel toe angles to be a neutral value, and a reference position (S0) to be substantially equal to a standard operational position (Sstd) or an axial force (AF) to be substantially equal to a standard axial force (AFstd) (step S7). At this time, the operational position detected value (Sdtc) may be reset as the reference position (S0) (step S10).

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: 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 suspension device includes a wheel supporting member configured to rotatably support a wheel. Two links respectively link the wheel supporting member and a vehicle-body side member and are disposed substantially in parallel in a vehicle width direction. At least one projecting portion extends from at least one of the two links towards the other link, and an elastic linking portion links the projecting portion of one of the links to at least one of the other link and the projecting portion of the other link. A toe angle adjusting device is configured to input a force in a direction oriented backward in the vehicle forward-backward direction to the wheel supporting member to adjust a toe-in angle of the wheel.

Abstract: A steering controller for an electric power steering device 110 includes a base signal computing part 51 for computing a base signal DT in accordance with at least the steering torque; a damper compensation signal computing part 52 for computing a damper compensation signal in accordance with an angular velocity of an electric motor 4 or a speed of steering wheel turn; and an inertia compensation signal computing part 53 for compensating inertia and viscosity in the steering unit. The electric motor is driven by a target signal IM1 obtained by compensating the base signal with a damper compensation signal and an inertia compensation signal, to provide a steering auxiliary force. The target signal of the auxiliary torque is compensated so that a difference between a reference self-aligning torque of front wheel in a front wheel steering vehicle and a self-aligning torque of front wheel in an all-wheel steering vehicle is provided to a driver as a responsive feeling from the steering torque.

Abstract: An active geometry control suspension, may include an assist link of which a wheel is connected to one end portion thereof to guide a movement of the wheel, a moving member, one portion of which is pivotally fixed to the other end portion of the assist link, a guide formed in the moving member and including a slot to slidably receive the moving member therein so as to guide a movement of the moving member, a body that is fixed to a vehicle body to connect the guide thereto, and a driving portion coupled to the other portion of the moving member and moving the moving member along the slot to vary a position of the assist link and thus to vary an alignment angle of the wheel.

Abstract: A toe angle changing control ECU for controlling a toe angle of wheels of a vehicle. The toe angle changing control ECU includes: a straight traveling state judging section for judging whether or not the vehicle is in a; a memory for storing the toe angle of the wheels while the vehicle is in the straight traveling state; and a toe angle setting section for setting the wheels to the toe angle stored in the memory when the straight traveling state judging section judges that the vehicle is in the straight traveling state. While in the straight traveling state, the wheels are set to a toe angle at which the wheels are substantially parallel to the longitudinal direction of the vehicle, reducing the rolling resistance of the wheels, and improving fuel consumption.

Abstract: An actuating device for an active control suspension system which is provided at both ends of a sub-frame of a vehicle body and connected to one end of an assist link having the other end mounted at a knuckle and which changes a position of a mounting point of the assist link at the vehicle body, may include a member bracket fixedly mounted at each end of the sub-frame, provided with openings formed at both sides and an upper surface thereof, and formed of a pair of slide grooves having arc shape at the both ends thereof to slidably receive a pair of slide plates therein; an actuator connected to both slide plates through a pin-bolt unit; and a cam-bolt unit assembling a bush of the assist link with both slide plates and setting an initial position of the mounting point of the assist link at the vehicle body.

Abstract: A method for changing the track of a vehicle (100) having first and second wheels (108, 110) disposed on opposing sides of the vehicle (100) along a line generally perpendicular to the direction of travel of the vehicle, the first and second wheels (108, 110 are supported on first and second wheel supports (114, 116, 204) to permit the track of the first and second wheels (108, 110) to be adjusted, at least one actuator (218, 220) is coupled to at least one wheel of the first and second wheels (108, 110) and is configured to change the toe angle of said first and second wheels (108, 110), and an electronic control unit (402) is coupled to the actuator (218, 220) that is configured to command the actuator (218, 220) to change the toe angle, the method comprising the steps of changing the toe angle of the first and second wheels (108, 110); rolling the vehicle (100) on the first and second wheels (108, 110) over the ground to generate opposing lateral forces on the first and second wheels (108, 110); and applyi

Abstract: A method for changing the track of a vehicle (100) having first and second wheels (108, 110) disposed on opposing sides of the vehicle (100) along a line generally perpendicular to the direction of travel of the vehicle, the first and second wheels (108, 110 are supported on first and second wheel supports (114, 116, 204) to permit the track of the first and second wheels (108, 110) to be adjusted, at least one actuator (218, 220) is coupled to at least one wheel of the first and second wheels (108, 110) and is configured to change the toe angle of said first and second wheels (108, 110), and an electronic control unit (402) is coupled to the actuator (218, 220) that is configured to command the actuator (218, 220) to change the toe angle, the method comprising the steps of changing the toe angle of the first and second wheels (108, 110); rolling the vehicle (100) on the first and second wheels (108, 110) over the ground to generate opposing lateral forces on the first and second wheels (108, 110); and applyi

Abstract: A steering system includes: an electric power steering device which includes a steering unit of front wheels having an electric motor for generating an auxiliary torque in accordance with at least a steering torque and for transmitting the auxiliary torque to the steering unit; toe angle changers for changing toe angles of rear wheels in accordance with at least a front wheel turning angle and a vehicle speed; and a steering controller for controlling the electric power steering device and the toe angle changer. The steering system further includes a toe angle changer anomaly detection unit and/or an electric power steering device anomaly detection unit, and when a toe angle changer abnormal state is detected, an auxiliary torque target value and/or a viscosity in the electric power steering device is controlled, and when an electric power steering device abnormal state is detected, the toe angle changer is controlled.

Abstract: A toe angle changing control ECU for controlling a toe angle of wheels of a vehicle. The toe angle changing control ECU includes: a straight traveling state judging section for judging whether or not the vehicle is in a; a memory for storing the toe angle of the wheels while the vehicle is in the straight traveling state; and a toe angle setting section for setting the wheels to the toe angle stored in the memory (44) when the straight traveling state judging section judges that the vehicle is in the straight traveling state. While in the straight traveling state, the wheels are set to a toe angle at which the wheels are substantially parallel to the longitudinal direction of the vehicle, reducing the rolling resistance of the wheels, and improving fuel consumption.

Abstract: In an expansion actuator employing a screw feed mechanism, when a screw feed mechanism (60) formed from a male thread member (58) and a female thread member (59) that are screwed one into the other is driven by a motor (33) via a reduction gear (44), relative displacement between the male thread member (58) and the female thread member (59) in the direction of an axis (L) can be outputted as expansion and contraction due to relative movement of first and second housings (31, 32). Since the screw feed mechanism (60) is disposed so as to surround outer peripheries of the motor (33) and the reduction gear (44), which are disposed on the axis (L), compared with a case in which the motor (33), the reduction gear (44), and the screw feed mechanism (60) are disposed in series on the axis (L), it is possible to make the dimension of the expansion actuator (14) in the axis (L) direction smaller.

Abstract: Left and right actuators (14) for a vehicle are provided that include a first housing (31) and a second housing (32) connected in a direction of an axis (L), a coupling flange (31a) of the first housing (31) and a coupling flange (32a) of the second housing (32) being connected by a plurality of bolts (35) disposed at equal intervals on a circumference having the axis (L) as the center, and since a component mounting part via which a stroke sensor (102) is mounted on the second housing (32) is provided at an intermediate position between two bolts (35) of the plurality of bolts (35) or at a position of any one bolt (35), the stroke sensors (102) of the left and right actuators (14) can be disposed at positions that are mirror-symmetric relative to a central plane (P) of a vehicle body while reducing the number of components by using in common for each of the left and right actuators (14) the second housing (32) on which the stroke sensor (102) is mounted.

Abstract: A telescopic actuator includes a motor having a rotation shaft, a reduction gear which decelerates an output rotation of the rotation shaft, a feed screw mechanism having a male screw member and a female screw member which are relatively rotated by an output rotation of the reduction gear, a first housing accommodating the motor, and a second housing accommodating the reduction gear and the feed screw mechanism. The first housing and the second housing are detachably attached.

Abstract: Herein, a particular vehicle suspension control arm in a suspension having multiple control arms is designed to create a range of available axial stiffness levels which relates to a range of toe change at the wheel under to lateral loading. In particular, a semi-active device is arranged on a given suspension control arm to allow a change in stiffness that produces a desirable amount of toe change under the presence of lateral loading. This suspension arrangement, when applied to the rear axle of an automobile, has significant merit in being able to enhance maneuverability and stability over a large range of operating conditions at a minimal level of control input energy and with robust failsafe operation.

Abstract: A steering controller for an electric power steering device 110 includes a base signal computing part 51 for computing a base signal DT in accordance with at least the steering torque; a damper compensation signal computing part 52 for computing a damper compensation signal in accordance with an angular velocity of an electric motor 4 or a speed of steering wheel turn; and an inertia compensation signal computing part 53 for compensating inertia and viscosity in the steering unit. The electric motor is driven by a target signal IM1 obtained by compensating the base signal with a damper compensation signal and an inertia compensation signal, to provide a steering auxiliary force. The target signal of the auxiliary torque is compensated so that a difference between a reference self-aligning torque of front wheel in a front wheel steering vehicle and a self-aligning torque of front wheel in an all-wheel steering vehicle is provided to a driver as a responsive feeling from the steering torque.

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: An active geometry control suspension, may include an assist link of which a wheel is connected to one end portion thereof to guide a movement of the wheel, a moving member, one portion of which is pivotally fixed to the other end portion of the assist link, a guide formed in the moving member and including a slot to slidably receive the moving member therein so as to guide a movement of the moving member, a body that is fixed to a vehicle body to connect the guide thereto, and a driving portion coupled to the other portion of the moving member and moving the moving member along the slot to vary a position of the assist link and thus to vary an alignment angle of the wheel.

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 variable toe angle control system for a vehicle that can be incorporated with a fail-safe mechanism. When a fault of the system is detected, at least one of toe-angle actuators is actuated to make toe angles of two wheels agree with each other. When one of the wheels has become fixed in position without regard to a control signal supplied to the corresponding actuator, the actuator for the other wheel is actuated so as to make the toe angles of the two wheels equal to each other. When at least one toe-angle sensor is found faulty, the actuators are both actuated until the actuators reach positions corresponding to stoppers. When information for determining target values of the toe angles of the right and left wheels is found faulty, the actuators are both actuated until the actuators reach positions corresponding to prescribed reference toe positions.

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: A suspension device includes a wheel supporting member configured to rotatably support a wheel. Two links respectively link the wheel supporting member and a vehicle-body side member and are disposed substantially in parallel in a vehicle width direction. At least one projecting portion extends from at least one of the two links towards the other link, and an elastic linking portion links the projecting portion of one of the links to at least one of the other link and the projecting portion of the other link. A toe angle adjusting device is configured to input a force in a direction oriented backward in the vehicle forward-backward direction to the wheel supporting member to adjust a toe-in angle of the wheel.

Abstract: In an expansion actuator employing a screw feed mechanism, when a screw feed mechanism (60) formed from a male thread member (58) and a female thread member (59) that are screwed one into the other is driven by a motor (33) via a reduction gear (44), relative displacement between the male thread member (58) and the female thread member (59) in the direction of an axis (L) can be outputted as expansion and contraction due to relative movement of first and second housings (31, 32). Since the screw feed mechanism (60) is disposed so as to surround outer peripheries of the motor (33) and the reduction gear (44), which are disposed on the axis (L), compared with a case in which the motor (33), the reduction gear (44), and the screw feed mechanism (60) are disposed in series on the axis (L), it is possible to make the dimension of the expansion actuator (14) in the axis (L) direction smaller.

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: The present invention improves response characteristics in turning traveling of a vehicle while traveling stability at the time of turning is kept. The present invention provides a system in which toe angles of left and right rear wheels are controlled based on a steering angular velocity, not a steering angle of a steering. In a steering system in which toe angles of left and right rear wheels are controlled independently, a steering angular velocity is calculated from a steering angle, and toe angle changers are controlled to tilt the toe angle of the right rear wheel to the left when the steering angular velocity is on the left side, and is controlled to tilt the toe angle of the left rear wheel to the left when the steering angular velocity is on the right side.

Abstract: A suspension assembly for a vehicle wheel is provided with a hub assembly for supporting a wheel for rotation. A first control arm is pivotally connected to the hub assembly and a chassis of the vehicle. An actuator is connected to the chassis and the hub assembly for translating the hub assembly relative to the chassis. A linkage is connected to the chassis and the hub assembly proximate to the actuator for reducing transverse loads and torques applied to the actuator.

Abstract: A variable rear wheel toe angle control system for a vehicle that can appropriately control a rear wheel toe angle without detecting a turning movement of the vehicle. Because the rear wheel toe angle can be appropriately controlled according to acceleration/deceleration of the vehicle, the turning and straight traveling performance of the vehicle can be improved. In particular, if the acceleration is computed from an output of an accelerator pedal sensor and/or an output of the brake pedal sensor, the response delay is minimized, and a favorable handling of the vehicle can be achieved. Also, the variable toe angle control may be used for favorably compensating for the change in the toe angle owing to the tendency of the vehicle to nose lift in acceleration and nose dive in deceleration caused by geometry of a rear suspension system, thereby enhancing freedom in design of the rear suspension system.

Abstract: A telescopic actuator includes a motor having a rotation shaft, a reduction gear which decelerates an output rotation of the rotation shaft, a feed screw mechanism having a male screw member and a female screw member which are relatively rotated by an output rotation of the reduction gear, a first housing accommodating the motor, and a second housing accommodating the reduction gear and the feed screw mechanism. The first housing and the second housing are detachably attached.

Abstract: A variable rear wheel toe angle control system for a vehicle that can appropriately control a rear wheel toe angle without detecting a turning movement of the vehicle. Because the rear wheel toe angle can be appropriately controlled according to acceleration/deceleration of the vehicle, the turning and straight traveling performance of the vehicle can be improved. In particular, if the acceleration is computed from an output of an accelerator pedal sensor and/or an output of the brake pedal sensor, the response delay is minimized, and a favorable handling of the vehicle can be achieved. Also, the variable toe angle control may be used for favorably compensating for the change in the toe angle owing to the tendency of the vehicle to nose lift in acceleration and nose dive in deceleration caused by geometry of a rear suspension system, thereby enhancing freedom in design of the rear suspension system.

Abstract: The present invention relates to a vehicle posture control system for improving handling stability by controlling a posture of the vehicle. An object of the present invention is to provide a rear wheel toe angle control system, in which as an actuator for controlling rear wheels of a vehicle, an electric-powered one is used for rapid operation thereof, thereby ensuring handling stability, the left and right rear wheels are operated by the single actuator to reduce weight and manufacturing costs of a vehicle, and toe angles of the left and right rear wheels are identically controlled to improve handling stability of a vehicle.

Abstract: A control lever structure of an active geometry control suspension. The control lever structure has firm supporting force to withstand loads acting in perpendicular and axial directions of a rotating shaft of a control lever, thus allowing the control lever to be reliably mounted and held to a vehicle body.

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: 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: Independent wheel suspension for motor vehicles comprising: a wheel support (12) with a suspension movement and a steering movement, suspension movement guide devices including a steering element (16), elastic device (34) and shock absorbing devices (16, 26), and a control device (42, 44, 46, 40) of the wheel support steering movement. The wheel support (12) slides along steering element (16), which is slanted with respect to a vertical axis, and the steering movement control device comprises an electric actuator (42) controlled by an electronic control unit (50) arranged to correct the steering movements induced by the suspension movement.

Abstract: A toe angle adjustment mechanism includes an electrical linear actuator, a control lever, and an interconnection arm, wherein the electrical linear actuator is mounted on a rear cross member of a vehicle having a pair of rear wheels. The control lever, pivotally attached to the rear cross member, pivotally interconnects the electrical linear actuator with the interconnection arm, which is pivotally connected with a steering knuckle rotationally coupled with a corresponding rear wheel. The electrical linear actuator has a housing, a motor, a lead screw rotated by the motor, and a nut rod operatively mounted on the lead screw for linear movement therealong in response to rotation of the lead screw by the motor.

Abstract: A toe angle adjustment mechanism includes an electrical linear actuator, a control lever, and an interconnection arm, wherein the electrical linear actuator is mounted on a rear cross member of a vehicle having a pair of rear wheels. The control lever, pivotally attached to the rear cross member, pivotally interconnects the electrical linear actuator with the interconnection arm, which is pivotally connected with a steering knuckle rotationally coupled with a corresponding rear wheel. The electrical linear actuator includes a housing, a motor, a ball screw rotated by the motor, a ball nut operatively mounted on the ball screw for linear movement therealong in response to rotation of the ball screw by the motor, and an actuator rod attached to the ball nut.

Abstract: An independent steering and/or braking control to improve motor vehicle stability and stopping utilizes a steer-by-wire system that includes a steering input system, a controller in electronic communication with the steering input system, and a plurality of roadwheel systems. Each of the roadwheel systems is in electronic communication with the controller, and each roadwheel system includes a steering actuator and a steerable wheel rotatably and operably connected to the steering actuator. The steerable wheel is configured to be angled independent of other steerable wheels and relative to a direction of travel of the motor vehicle. A method of stopping the motor vehicle as it travels includes angling a pair of the steerable wheels thereof in opposing directions.

Abstract: A toe angle adjustment mechanism includes an electrical linear actuator, an interconnection arm, and a control lever, wherein the electrical linear actuator is mounted on a rear cross member of a vehicle having a pair of rear wheels. The interconnection arm, pivotally attached to the rear cross member, pivotally interconnects the electrical linear actuator with the control lever, which is pivotally connected with a steering knuckle rotationally coupled with a corresponding rear wheel. The electrical linear actuator includes a housing, a motor, a ball screw rotated by the motor, a ball nut operatively mounted on the ball screw for linear movement therealong in response to rotation of the ball screw by the motor, and a nut rod attached to the ball nut.