Abstract: A method for adjusting the camber of a vehicle's axle comprising attaching collars to the axle of the vehicle attaching links to the collars, introducing a deflection in the axle in a concave downward direction and modifying the length of the links.

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: A suspension assembly for a land vehicle comprises a spindle defining a steering axis for the land vehicle and configured to pivotably couple to a ground contact; an upper pivotable member having an inboard end configured to pivotably couple to the land vehicle and an outboard end pivotably coupled to the spindle; a lower pivotable member having an inboard end configured to pivotably couple to the land vehicle and an outboard end pivotably coupled to the spindle; a resilient member having an upper end configured to pivotably couple to the land vehicle and a lower end pivotably coupled to the spindle; a caster adjustment mechanism adjusting the position of one of the upper pivotable member and lower pivotable member relative to the spindle to thereby adjust caster; and a camber adjustment mechanism adjusting the position of one of the upper pivotable member and lower pivotable member relative to the spindle to thereby adjust camber.

Abstract: A suspension system for a vehicle provides a camber adjusting system that during a turn, lowers and draws inward the upper A-arm, or draws inward a strut head, which supports the outer front wheel, thereby providing more negative camber to that wheel in dynamic optimal proportion to the degree of the turn. The suspension system can be configured to remain at zero camber on the inner front wheel during the turn or can be configured to raise and move outward the upper A-arm, or move outward a strut head, which supports the inner front wheel, thereby providing more positive camber to that wheel in dynamic optimal proportion to the degree of turn.

Abstract: A method of adjusting the angular rolling position of the plane of a motor vehicle wheel, in which the wheel is mounted on a vehicle so that the plane of the wheel can present a static angular position and a safety angular position, the method providing for the plane of the wheel to be maintained in the static angular position when the wheel is rolling and, in case of detection of at least one critical rolling parameter, for the wheel plane to be shifted to a safety angular position for a predetermined time period before the plane of the wheel is returned to the static angular position. A wheel mounting of a motor vehicle in which the method can be implemented is provided.

Abstract: A device for adjusting camber angle of a vehicle tire/wheel assembly, comprising a camber arm having first and second arms and a cage. The cage comprises a cavity, top and front walls, sidewalls, and a cut-out, the first and second arms connected to the sidewalls. The device further comprises a ball joint assembly adjustably engaged with the cage, and comprising a housing and a lower clamping plate. The device further comprises an upper clamping plate, the upper and lower clamping plates bolted to the cage top wall. The ball joint assembly moveable from a first position where an outward portion of the ball joint housing is disposed outside of the cage cavity, and a second position where the outward portion of the ball joint housing is disposed within the cage cavity.

Abstract: A wheel assembly for a vehicle includes a knuckle having an upper end and a lower end. A bracket is mounted to one of the upper end and the lower end of the knuckle by a plurality of fasteners. A ball joint is mounted to the bracket and configured for attaching the wheel assembly to the vehicle. One of the knuckle and the bracket defines a boss and the other defines a bore. The boss is slideably disposed within the bore in slip fit engagement. The boss transfers a load between the knuckle and the bracket in both a vertical direction along a king pin axis and a horizontal direction along a longitudinal axis of the vehicle.

Abstract: A swinging hub is disclosed for adjusting the camber of at least one wheel mounted for rotation about one of a two oppositely extending axles via a camber adjustment mechanism including an actuator coupled to the at least one axle.

Abstract: The invention relates to a device for adjusting the camber and/or toe of a driven wheel of a wheel suspension, in particular for motor vehicles, with a wheel carrier on which the wheel is pivoted, the wheel carrier being divided into a carrier part which holds the wheel a guide part which is connected to the wheel suspension and into two pivotal parts which are arranged in between, which can be rotated to one another as well as to the carrier part and to the guide part around axes of rotation, and which interact with control surfaces which face one another and which are inclined by a defined angle to the axis of rotation, and a wheel drive shaft which is guided by the carrier part and guide part and by the pivotal parts.

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: 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. 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: A chassis system for a motor vehicle has a device for roll stabilization and a device for wheel camber adjustment. The device for roll stabilization and the device for wheel camber adjustment have one or more hydraulic actuating devices. The device for roll stabilization and the device for wheel camber adjustment are coupled to one another by a common hydraulic system. Accordingly, a link is provided between the roll stabilization arrangement and the camber adjustment arrangement in the motor vehicle. An active camber adjustment arrangement is realized by using the hydraulic power supply and the valves of the roll stabilization arrangement.

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: A vehicle height adjustment device has an adjustment bolt (30) rotatably supported by or fixed to a wheel-side member or a vehicle-body member, and a spring seat member (10) threadedly engaging with the adjustment bolt. Rotation of the spring seat member is limited by a bump rubber pedestal (41) (or a coil spring bracket (9)). Displacement of the spring seat member occurs in an axial direction of rotation of the bolt, in accordance with rotation of the bolt. According to the present invention, rotation of the spring seat involved in rotation of the bolt for adjusting the vehicle height can be restricted, and a construction of a vehicle height adjustment mechanism can be simplified so that the number of parts or members of the device is reduced.

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 bidirectional propulsion caster assembly is disclosed for enabling a rider to generate bi-directional motion from a ride-on device. A mounting bracket is attachable to the bottom of the device and defines a pivot axis extending in a generally transverse direction across the bottom of the device. A rocker bracket and caster shaft having a caster shaft axis are attached to the mounting bracket and pivot about the pivot axis along an arc between first and second positions. A wheel bracket is mounted to and rotates about the caster shaft. A wheel is mounted to the wheel bracket for rotation about a wheel axis angularly offset from the caster shaft axis. One or more changeable pivot stops may be attached to the rocker bracket or the mounting bracket and effective to further define the available arc of rotation.

Abstract: Apparatus for adjusting the caster of the steering wheels of an all terrain vehicle. An eccentric threaded stud support is adjustively rotatable to position the eccentrically retained stud at a plurality of caster angle defining orientations extending from zero caster negatively or positively. Perceptible indicia identifies each caster incremental location.

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: 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 present invention includes a ball joint assembly having a first stud extending upward from a ball joint housing and a second stud extending from the ball joint housing opposite the first stud. The ball joint assembly is adapted to adjustably connect with a control arm through a slotted connection. The rotational position of the second stud of the ball joint assembly relative to the control arm as well as the linear position of the first stud of the ball joint assembly within the slot can be adjusted to affect the camber and/or caster angles for wheel alignment on motor vehicles.

Abstract: Set forth are systems and methods for moving objects in a structure, and particularly to parking vehicles within a parking structure. A system may include a pallet configured to receive an object, e.g., a vehicle; a structure including a plurality of modules configured to receive the pallet with the object, wherein the modules include multi-directional pallet transfer systems, the pallet transfer systems configured to transfer the pallet with the object to adjacent modules in any one of four orthogonal directions.

Abstract: A tricycle convertible to a bicycle. The tricycle has a first wheel rotatably mounted on one end portion of a frame, and a pair of laterally spaced wheels rotatably mounted on a second end portion of the frame, wherein the laterally spaced wheels are movable, while the tricycle is in motion, between a first position with relatively wide ground-level spacing and a second position with minimal ground-level spacing. A wheel hub capable of providing adjustable wheel camber has left and right pivotally mounted axles extending laterally from the hub body, the axles each adapted to support a wheel and mounted so as to pivot vertically, and a dual camber control mechanism coupled to the axles and adapted to provide coordinated camber adjustment in the same direction for wheels on both axles. The hub has sufficient range of motion to allow the wheels to change from negative camber to positive camber, and is useful in a method of stabilizing a bicycle or the like to increase safety during rider training.

Abstract: A spreading device designed for adjustment of camber and or caster on vehicles with control arms. The tool has a housing with fingers that extend from the top of one end of the body. A bolt passes through a hole in the housing. A foot is attached to the bolt. The foot has a tongue that extends out the top of the housing. The tool is placed between the vehicle's frame and a control arm. The bolts that retain the control arm are loosened. The threaded rod on the tool is then tightened causing the control arm to be pushed away from the frame. Once the desired steering angles are reached, the control arm retaining bolts are tightened and the tool can be loosened and removed. If two tools are used it is possible to adjust caster without affecting camber or to adjust the camber without affecting the caster.

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: A caster-camber plate assembly has a fastener plate including fastening members. A lower adjustment plate has a first side face positioned adjacent a first side face of the fastener plate such that fastening members of the fastening plate extend therethrough. The lower adjustment plate is moveable with respect to the fastener plate along first and second translation axes. An upper adjustment plate has a first side face thereof positioned adjacent a second side face of the lower adjustment plate with the fastening members extending therethrough. The upper adjustment plate and the lower adjustment plate are jointly configured for allowing the upper adjustment plate to be moveable with respect to the fastener plate along the second translation axis. A plate interlocking structure accommodates relative movement between the adjustment plates along the first translation axis and effectively inhibits relative movement between the adjustment plates along the second translation axis.

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: Disclosed herein are a suspension and an insulator of the same. A plurality of car body points are uniformly spaced apart from each other on an imaginary circle formed by the car body points, and a strut point is eccentric from the center of the circle formed by the car body points. As the insulator is rotated about the center of the imaginary circle, relative positions of the strut point from the center of the imaginary circle are adjusted in the front and rear direction of a car body. Consequently, a caster angle is easily changed. Also, the caster angle is adjusted according to kinds of vehicles or depending on whether a power steering system is included or not without changing the structure of the suspension.

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: A vehicle suspension device includes a camber mechanism which imparts to the wheels a degree of freedom of the camber independently of vehicle rolls. The wheels are linked to the suspension elements so that the camber movement of each wheel permits, around a mean position of the wheel, an instantaneous centre of rotation (CIR r/s). A camber connection structure transmits the camber movements of one wheel to another wheel. The instantaneous position of the instantaneous centre of rotation within the camber plane for a zero camber of a wheel satisfies the following condition: Z?(0.75)Y?(0.12158)R, wherein Z and Y are the ordinate and abscissa, respectively, of the instantaneous position, and R is the wheel radius.

Abstract: Disclosed herein is a wheel angle adjustment apparatus for automobile suspension systems. The wheel angle adjustment apparatus of the present invention has a structure such that upper, lower, left and right gaps between a spindle bracket and a wheel bracket are changed by tightening or loosening a plurality of locking bolts that couples the spindle bracket and the wheel bracket together. Therefore, toe and camber angles of each wheel are easily adjusted by tightening or loosening the locking bolts. In particular, when the present invention is used in a suspension system such as a torsion beam suspension system which has a structure such that a wheel alignment using a connection part provided between the automobile body and wheels is impossible, the wheels are easily aligned merely by adjusting the gap between the spindle bracket and the wheel bracket.

Abstract: A rear wheel toe angle control system is used as an actuator for controlling rear wheels of a vehicle. The control system is an electric-powered for rapid operation thereof, thereby providing 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 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.

Abstract: An adjuster device includes (a) a shaft held by a vehicle body; (b) an arm extending from the shaft in a direction intersecting an axial direction of the shaft; (c) an actuator causing one of rotation of the shaft and axial movement of the shaft in the axial direction; and (d) a motion converter converting the one of the rotation of the shaft and the axial movement of the shaft, into the other of the rotation of the shaft and the axial movement of the shaft. The arm is connected at a distal end portion thereof to one of at least one suspension arm, so as to enable the rotation of the shaft to cause change in a vertical distance between a wheel and the vehicle body. The shaft is connected to one of the at least one suspension arm and/or to an axle carrier, so as to enable the axial movement of the shaft to cause change in an alignment of the wheel. Also disclosed is an adjusting system including the adjuster device.

Abstract: A system used for alignment of a vehicle suspension and axle includes a pear-shaped cam that is rotatable relative to one of two spaced plates of a hanger bracket. An aperture and nose in the cam plate is aligned with an elongated opening in the bracket plate. The cam further includes a pin that is configured for insertion and movement within an arcuate aperture in the bracket plate. A fastener extends through the aperture and the nose of the cam, through the elongated openings in the bracket plates, and through the suspension control arm. Rotation of the cam causes a corresponding movement of the pin along the arcuate-shaped aperture of the bracket and of the fastener along the elongated openings of the bracket.

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 adjustable control arm is for a suspension of a vehicle having a frame and at least one wheel. The control arm includes a first arm section connected with the frame and a second arm section connected with the wheel and coupled with the first arm section such that the second section is releasably fixable to the first section and alternatively slidably displaceable with respect to the first section so as to adjust camber of the wheel, the first and second arm sections remaining generally coupled together during displacement of the second section. Preferably, the first arm section has a cavity and the second arm section has an engagement portion disposed within the cavity, the engagement portion being fixedly connectable to the first arm section to releasably connect the two arm sections and alternatively displaceable within the cavity.

Abstract: A reverse caster suspension apparatus includes a tiltable platform assembly that is interposed between a sprung axle assembly and a vehicle structure. This arrangement provides an efficient means for changing the caster angle without harmful distortion of springs, and without requiring complex special-purpose suspension design and components that would likely be subjected to excessive wear. The platform assembly includes a platform frame to be connected to the vehicle, a nested, pivotally connected suspension frame to which the axle assembly is attached, and an actuator mechanism coupled at high mechanical advantage between the pivotally connected frames. A pivot axis of the platform assembly can be located approximately in line above respective spindle axes of the axle assembly for facilitating operation of the actuator at low power, and the actuator preferably holds its positive-caster condition with no applied power.

Abstract: A swinging hub is disclosed for adjusting the camber of at least one wheel mounted for rotation about one of a two oppositely extending axles via a camber adjustment mechanism including an actuator coupled to the at least one axle.

Abstract: An angle adjustable camber assembly is adapted to support the wheel of a wheelchair having a seat, the rear of which is at a given rear seat height. The assembly comprises a movable member for supporting the wheel. The movable member is adapted to translate and rotate so as to be able to selectively position the wheel at any one of a variety of camber angles while substantially maintaining the rear seat height and a spacing between the top of the wheel and the seat frame.

Abstract: A motorcycle includes a power unit. A fly wheel magnet on a left end side of a crank shaft, a transmission having plural gears, a transmission clutch and a shift shaft for connecting and disconnecting the transmission clutch and changing gears of the transmission are housed in a crank case of the power unit. A part of the shift shaft projects from the crank case. A projection part of the shift shaft and an output shaft of an actuator are connected outside the crank case by means of a connection body. A rod of a connection body extends vertically behind the fly wheel magnet.

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 caster adjustment apparatus for selectively adjusting the caster of a wheel of a vehicle. The caster adjustment apparatus including a flange and a cylindrical sleeve. The flange including an aperture extending through the flange for receiving a ball joint therethrough, wherein a center of the aperture is offset from a center of the flange, and a plurality of openings positioned around a periphery of the flange at predetermined positions for engagement with an engagement member positioned on the ball joint mount. The cylindrical sleeve extends from a bottom surface of the flange for being received in the ball joint mount.

Abstract: Apparatus for adjusting the caster of the steering wheels of an all terrain vehicle. An eccentric threaded stud support is adjustively rotatable to position the eccentrically retained stud at a plurality of caster angle defining orientations extending from zero caster negatively or positively. Perceptible indicia identifies each caster incremental location.

Abstract: A device for modifying the wheel camber of a wheel (1) on a motor vehicle is provided, in which the heel (1) is pivotally mounted to a wheel carrier (5, 51) by a pivot bearing (4, 50). A pivoting plane is defined by the pivot bearing (4, 50) which extends in an approximately transverse manner to a central plane (E) of the wheel, the position of a virtual center of rotation (D) of the pivot bearing (4, 50) lying above the wheel contact plane and on a side of the central plane (E) of the wheel that faces toward the vehicle.

Abstract: The present invention provides a suspension tuning device for vehicles with struts. More specifically, the suspension tuning device generally comprises a pair of plates constructed to mount juxtaposed to the strut/spindle mounting flange of a standard MacPherson strut, each plate includes an inset sub-plate having an offset aperture which cooperates with one of the spindle attachment bolts to control wheel camber.

Abstract: A vehicle (1) includes a chassis (2) which has a steering assembly (3) at one end and at least one wheel at the other end. The steering assembly includes a pair of steering wheels (4a, 4b) and an interconnecting steering carriage (4) for turning the wheels about a steering or turning axis (ZZ?). An extensible cylinder (6) is connected between the chassis and the steering linkage for rotating it about a transverse axis (YY?) which, in turn, inclines the steering axis (ZZ?). Preferably, the extensible cylinder is controlled in accordance with the speed of the vehicle.

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: The present invention is directed to a specialized truck bed wherein the bed is divided into two areas or deck sections connected by a transverse hinge. The invention is also directed to a winch system for use on a vehicle. The invention is further directed to an improved locking post or post assembly for use with the specialized truck bed of the present invention.

Abstract: The present invention provides a suspension tuning device for vehicles with struts. More specifically the suspension tuning device generally comprises an upper plate, two lower plates and a strut mounting plate. The plates are constructed to mount juxtaposed to a standard strut tower mounting member to permit quick front suspension alterations throughout an increased range when compared to the prior art.

Abstract: A high-performance, low-profile tire for four-wheeled passenger car comprises a carcass comprised of at least two carcass cord plies each extending between a pair of bead cores and wound around the respective bead core from an inside of the tire toward an outside thereof, a belt, a tread rubber, a bead apex extending outward from the bead core in the radial direction of the tire and having a tapered sectional form, a flipper arranged outside the carcass in the radial direction of the tire and wound around the bead core and bead apex from an inside of the tire toward an outside thereof, and at least one bead-side reinforcing layer arranged to pass between a turnup portion of the flipper and the bead apex and extend up to a vicinity of a tire maximum width, and has an aspect ratio of 35–55%.