Abstract: A rack assembly for a vehicle steering system includes a first rack component extending longitudinally from a first outer end to a first inner end, the first rack component having a first shoulder extending radially outwardly from a neck region to a head region. The rack assembly also includes a second rack component extending longitudinally from a second outer end to a second inner end, the second rack component having a second shoulder extending radially outwardly from a neck region to a head region. The rack assembly further includes a coupling assembly having an inner surface defining a hollow region that the head region of the first rack component and the head region of the second rack component are each disposed within, the inner surface having a first radial protrusion in abutment with the first shoulder and a second radial protrusion in abutment with the second shoulder.

Abstract: A system for automatic wheel alignment adjustment of a vehicle in an inspection line is provided. The system is disposed under a mounting table mounted with a vehicle and includes a front wheel adjustment apparatus disposed in correspondence with a front wheel of the vehicle and configured to adjust alignment of the front wheel by adjusting a tie-rod and a lock-nut employed in a linkage structure of the front wheel, a rear wheel moving apparatus disposed in correspondence with a rear wheel of the vehicle and slidable in a vehicle width direction, and a rear wheel adjustment apparatus disposed in correspondence with the rear wheel of the vehicle, connectable to the rear wheel moving apparatus, and configured to adjust alignment of the rear wheel by adjusting a cam-bolt and a cam-nut employed in a linkage structure of the rear wheel.

Abstract: A supplemental turning function-equipped hub unit includes: a hub unit body including a hub bearing; and a unit support member configured to be mounted through a suspension device, the unit support member supporting the hub unit body through rotation-permitting support components at two upper and lower portions of the hub unit body such that the hub unit body is rotatable about a supplemental turning axis. A supplemental turning force receiving part is provided on a side part of the hub unit body, which part is configured to receive a force that causes the hub unit body to rotate about the supplemental turning axis.

Abstract: A fixture for gauging a bevel gear product that is received on a mount and rotated relative to a base while a plurality of measuring lasers and a rotational position sensor are operated. Data from the measuring lasers and the rotational position sensor are employed by a controller to generate one or more data sets. The data set(s) include dimensional information on the bevel gear product as a function of a rotational position of the bevel gear product about the mount axis. Various dimensions of the bevel gear product are gauged by the controller based on information in the data set(s).

Abstract: A brake mechanism for a pallet storage system includes a leg defining a stop surface and movable between a stop position, wherein the stop surface is disposed within a travel path of a pallet traveling along a pallet storage system, and a go position, wherein the stop surface is displaced from the travel path. A biasing mechanism having a spring force is coupled to the leg and configured to bias the leg towards the stop position such that the spring force is required to be overcome to permit the leg to move from the stop position to the go position. Pallet storage systems including at least one of such brake mechanisms are also provided.

Abstract: A vehicle adaptive steering control apparatus includes a front wheel steering mechanism having a right wheel steering portion and a left wheel steering portion that are independently operable relative to one another. A load detection device measures a condition indicative of vehicle loads at one of the following: the left and right suspension structures and the front wheel steering mechanism. A controller in electronic communication with a steer-by-wire steering wheel assembly, the front wheel steering mechanism and the load detection device, calculates toe angle adjustments for each of the right wheel steering portion and the left wheel steering portion in response to determining a load on each of a left front wheel and a right front wheel based on signals from the load detection device. The controller further makes the toe angle adjustments via changes in turning and steering movements effected by the front wheel steering mechanism.

Abstract: An adjustable toe suspension arm for a vehicle is provided having a main suspension bracket coupled to a vehicle chassis. An outer swing bracket is pivotably coupled to the main suspension bracket. An adjustment mechanism is operably coupled to the main suspension bracket. An actuating mechanism is coupled to the adjustment mechanism. A portion of the actuating mechanism is in contact with the outer swing bracket. When the adjustment mechanism is manipulated, the actuating mechanism moves to rotate the outer swing bracket with respect to the main suspension bracket.

Abstract: Systems and methods for reducing steering pressures of marine propulsion device steering actuators are disclosed. First and second sensors sense first and second conditions of first and second steering actuators. A third sensor senses an operating characteristic of the marine vessel. A controller is in signal communication with the first, second, and third sensors. In response to the marine vessel travelling generally straight ahead, the controller determines a target toe angle between the first and second marine propulsion devices based on the operating characteristic. The controller commands the first and second steering actuators to position the first and second marine propulsion devices at the target toe angle. The controller thereafter gradually adapts the target toe angle between the first and second marine propulsion devices until the controller determines that an absolute difference between the first condition and the second condition reaches a calibrated value.

Abstract: A method of controlling an active rear wheel steering apparatus according to the present invention is a method of controlling a rear wheel steering apparatus of a vehicle with the rear wheel steering apparatus, the method including a step of determining an operation state of the rear wheel steering apparatus, a step of determining a running mode of the vehicle, and a step of controlling the rear wheel steering apparatus of the vehicle according to a result of determining at least one of the operation state of the rear wheel steering apparatus and the running mode of the vehicle.

Abstract: In a rear wheel steering vehicle equipped with a vehicle motion stability control system that can be selectively switched on and off, the motion stability of the vehicle is prevented from being impaired when an abnormal condition should develop to a rear wheel steering device of the vehicle. In addition to the rear wheel steering device, the vehicle is provided with an abnormal condition processing unit that turns on the vehicle motion stability control system upon detection of the abnormal condition of the rear wheel rear wheel steering device while the vehicle motion stability control system is turned off.

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 vehicle suspension wheel strut, includes a first bushing; a wheel carrier journaled onto the first bushing; a first bracket at a first end of the first bushing; a second bracket at a second end of the first bushing; and identical damping elements positioned between the first bracket and wheel carrier at the first end of the first bushing and the second bracket and the wheel carrier at the second end of the first bushing.

Abstract: Multi-link rear wheel axle for a vehicle connects a wheel support (4) to a vehicle body (5) with link arms in upper and lower link planes (8, 6). The upper link plane (8) has a link arm (18) configured as a track rod and front and rear transverse link arms (14, 18) with articulation points (13, 15) for the wheel support (4) and the vehicle body (5). A longitudinal link arm (16) connects the rear transverse link (14) via an articulation point (22) near the wheel support (4) to the front transverse link (18) via an articulation point (24) near the vehicle body. Front and rear transverse link arms (10, 12) in the lower link plane (6) have articulation points (13, 15) for the wheel support (4) and the vehicle body (5) and form a virtual pole (20) outside the lower link plane (6) and behind the axle.

Abstract: A ride steer adjustment device for a vehicle includes an insert sleeve that has an opening configured so that the insert sleeve has an interference fit with a tie rod ball stud when the tie rod ball stud extends through the opening. The insert sleeve has external threads and is configured to be threaded to the knuckle steer arm at the external threads. A distance between the knuckle steer arm and the tie rod is adjustable by turning the insert sleeve relative to the knuckle steer arm at the external threads. Adjusting the distance between the knuckle steer arm and the tie rod changes the angle of the tie rod and thereby the ride steer.

Abstract: A semi-trailing arm axle for a motor vehicle which comprises a semi-trailing arm (1) for each wheel (4) of the axle. Each semi-trailing arm (1) is flexible about the vertical axis and is mounted to the body or on a support frame by at least one mounting (2, 3). Each wheel (4) of the axle is connected to its respective flexible semi-trailing arm (1) by way of at least one wheel bearing (5), and the flexible semi-trailing arm (1) is the sole wheel-guiding element.

Abstract: To provide a toe correct bush having excellent durability and a novel structure, the toe correct bush effectively achieving improvement in running stability during steering with a toe correction function and improvement in straight line performance with an intermediate restraining plate. A first intermediate restraining member is provided between opposing surfaces of an inner inclined portion and an outer inclined portion and is fixed to a compression rubber, the first intermediate restraining member spreading and being isolated from the opposing surfaces of the inner inclined portion and the outer inclined portion. A second intermediate restraining member is provided independent from the first intermediate restraining member between opposing surfaces of an inner flange and an outer flange and is fixed to a connecting rubber, the second intermediate restraining member spreading and being isolated from the opposing surfaces of the inner flange and the outer flange.

Abstract: The invention relates to a wheel suspension for a motor vehicle, comprising a wheel-side carrier part (12) holding a vehicle wheel (1) in a rotatable manner, and an axle-side guiding part (14) between which mutually rotating rotary parts (16, 18) are arranged. The guiding part (14), the rotary parts (16, 18) and/or the carrier part (12) interact with first and second effective areas (18a, 36a; 18b, 16b; 16a, 54a) facing each other. According to the invention, the first effective area radially defines a conical or spherical hollow profile into which the corresponding second effective area protrudes in an essentially form-fitting manner.

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: A coupled torsion beam axle (CTBA) apparatus may include a torsion beam, a trailing arm provided at both ends of the torsion beam, and a wheel mount bracket provided at an end of the trailing arm and being adapted to mount a rear wheel thereon, wherein a front end of the wheel mount bracket in a traveling direction of a vehicle may be hinge-connected to a front portion of the trailing arm with a rubber bush interposed therebetween, and a swing joint may be further provided between a rear end of the wheel mount bracket and a rear portion of the trailing arm and pivotally connects the rear end of the wheel mount bracket to a rear end of the trailing arm.

Abstract: The invention relates to an apparatus for adjusting camber and/or toe of a vehicle wheel having a wheel carrier (10) on which the wheel is rotatably mounted, the wheel guide element (10) having a carrier member (12) receiving the wheel, a guide member (14) on the axle side and at least one intermediately arranged actuating element (16, 18) for adjusting camber and/or toe of the vehicle wheel, which actuating element (16, 18) has a drive connection to at least one servomotor (26, 28). According to the invention, the carrier member (12) and the guide member (14) are each coupled by a cardanic articulated connection to a corresponding articulated fork (32, 34) and a supporting ring (40) connecting the articulated fork (32, 34) via bearing pins (38), and the servomotor (26, 28) is connected to the actuating element (16, 18) via a belt drive (30) which passes through an intermediate space (39) in the articulated forks (32, 34).

Abstract: The present invention relates to an apparatus and method for adjusting the toe angle in the wheels of a solid non-steering axle and especially to a method and apparatus for bending a vehicle's solid or non-steering axle housing, such as the solid rear axle of a vehicle or an axle of a semi-trailer, to align the toe angle of the wheels mounted on the solid axle.

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 axle arrangement includes an axle member and an axle member bracket arranged on the axle member. A wheel suspension having a wheel carrier bracket is constructed in the form of a fork-shaped metal sheet and swingably supported on the axle member bracket for wheel alignment, with a wheel carrier being arranged on the wheel carrier bracket.

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 component or assembly for vehicle suspension comprising inter alia, a hub carrier supporting a wheel carrier, a bracket and one or more of support bodies interposed between the hub carrier and the bracket. The support bodies are supported with respect to or by the base suspension. The one or more support bodies each has a predetermined first rigidity in a first direction and a second rigidity in directions normal to the first direction, wherein the first direction is oriented such that it intersects a longitudinal and vertical plane of the vehicle and wherein the second rigidity is lower than the first rigidity.

Abstract: The present invention relates to an apparatus and method of for adjusting the toe angle in the wheels of a solid non-steering axle and especially to a method and apparatus for bending a vehicle's solid or non-steering axle housing, such as the solid rear axle of a vehicle or an axle of a semi-trailer, to align the toe angle of the wheels mounted on the solid axle.

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 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 steering knuckle for a wheel of a vehicle is provided, particularly a motor vehicle, with a wheel bearing mounting section that serves for mounting the wheel bearing and with a control arm mounting section that serves for mounting control arms. The wheel bearing mounting section can be elastically pivoted relative to the control arm mounting section.

Abstract: The invention relates to a wheel suspension for motor vehicles, comprising a wheel carrier (14), which has a wheel-side carrier part (16) that rotatably supports a vehicle wheel (12) and an axle-side guide part (18), between which a control element is connected, wherein the wheel-side carrier part (16) can be pivoted about a pivot angle relative to the axle-side guide part (18) to set a toe angle and/or camber angle when the control element is actuated. According to the invention, the wheel carrier (14), in particular the guide part (18) thereof, is guided directly or indirectly on a linear guide (26) affixed to the body in form of a slotted guide, allowing movement in the vertical direction.

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: In a vehicle provided with a rear wheel toe angle varying device for individually varying toe angles of rear wheels, upon detection of a failure to steer one of the rear wheels, the rear wheel of a healthy side is steered to a zero angle. Whereby, when a straight travel determining unit determines that the vehicle is traveling straight, a toe angle estimating unit estimates a steering angle of the rear wheel which has failed to steer based upon the steering angle of the front wheels of the vehicle as determined by a steering angle sensor.

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 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: There are provided left and right arm mechanisms that connect an arm attachment portion as a part of a vehicle body to vehicle wheel attachment portions attached with front wheels via a front arm and a rear arm disposed in a front-rear direction of a vehicle and having plural links; and servo motors that independently drive the left and right arm mechanisms so that each link angle corresponding to a turning angle is determined. The setting position of the imaginary kingpin axis may be changed. Each link angle changes within a range of maintaining a correlation in which the turning angle increases in accordance with an increase in the steering operation amount when controlling the servo motors so as to obtain the turning angle corresponding to the steering operation amount of a steering wheel.

Abstract: A suspended axle for a motor vehicle comprising a torsionally flexible beam (1), in which axle each wheel carrier (5) is mounted via a pivot (16) and, some distance away from the pivot, via a wheel-steering device, the steering device comprising a hydroelastic articulation, the device further comprises a steering operating system, the system comprising means designed to vary the volume of an incompressible fluid so as to bring about the steering of the wheel (2).

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 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 toe link for the suspension system of a vehicle includes means for adjusting the axial length of the toe link while preventing relative rotation of the extending ends of the toe link.

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 suspension device including two lower links that link a wheel supporting member and a vehicle-body side member to each other. The links 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. At least one 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. The at least one elastic linking portion has a rigidity that increases when a vibration input frequency increases to a value in a predetermined frequency band.

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: An in-wheel suspension including a tire/wheel assembly-side member that includes a tire/wheel assembly support member fixed to a tire/wheel assembly, a vehicle body-side member that supports the tire/wheel assembly support member such that the tire/wheel assembly support member can slide along a sliding axis X extending in the substantially vertical direction and rotate on the sliding axis X, and at least one of a spring element and an attenuation element that acts in accordance with sliding of the tire/wheel assembly support member. The in-wheel suspension further includes a coupling member that couples the tire/wheel assembly-side member with the vehicle body-side member, and that rotates the tire/wheel assembly support member in accordance with the sliding of the tire/wheel assembly support member.

Abstract: Automobile steering linkage systems and methods are provided in the various embodiments of the present invention. Some embodiments of the present invention can be used in heavy-duty automobiles for steering linkage toe-adjustment systems, and other embodiments can be utilized in other automobiles. An automobile steering linkage system can comprise a first rod and a unitary second rod. The first rod can be coupled between a first point and a first wheel, and the length of the first rod can be altered. The second rod can be coupled to the first wheel and a second wheel, and an eccentric ball stud can couple the second rod to the second wheel to alter the distance between the first wheel and the second wheel thus providing an automobile toe-adjustment system. Other embodiments are also claimed and described.

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: A toe link for the suspension system of a vehicle includes means for adjusting the axial length of the toe link while preventing relative rotation of the extending ends of the toe link.

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.