1019results about "Deflectable wheel steering" patented technology

A tilting, preferably three-wheeled, vehicle is disclosed that has a tilting mechanism that allows the vehicle to have leaning characteristics substantially similar to those offered by an in-line two-wheeled vehicle, but that does not require complex linkages and / or control systems to operate effectively. A tilting linkage is operably secured to a frame to allow a pair of spaced apart wheels to remain substantially aligned with the plane of the vehicle throughout its range of movement while still allowing the steering axes of each wheel to intersect the substantially vertical centerline of each wheel. The linkage also allows the caster angle of each wheel's pivot axis can be optimized independently of the angle of the vehicle's handlebar steering shaft.

A method of controlling an automotive vehicle having a turning radius includes determining a hand wheel torque and applying brake-steer as a function of hand wheel torque.

A tilting vehicle comprising at least one section (17) tiltable about the longitudinal axis of the vehicle, tilt registration means (20) recording variations in the tilt position of the tiltable section (17), a control element (5), tilt control means (12) connecting the control element (5) to the tilt section (17), at least three wheels (42, 42a, 45) including wheels (42, 42a) laterally spaced, a castoring element including at least one front wheel (42, 42a) able to tilt with the tiltable section (17) and dynamically directionally controllable due to the tilt and speed of the vehicle, a speed sensitive control signal transmitter (21), a variable force steer transmitter (16) connected to the castoring element, the tilt registration means (20) and to the speed sensitive control signal transmitter (21), the variable force steer transmitter (16) being able to exert a directing moment and / or positioning moment on the castoring element, that directs and / or positions the castoring element according to the tilt registration means (20) and the force exerted by the variable force steer transmitter (16), which is varied by control signals from the speed sensitive control signal transmitter (21).

A system and method for calculating a horizontal camera to target distance is provided. A camera on board a vehicle is configured to image a target on a trailer that is aligned with the vehicle. A controller is in communication with the camera and is supplied a user-obtained measurement. The controller is configured to calculate a first horizontal distance and a second horizontal distance, and to sum the first and second horizontal distances to calculate a horizontal camera to target distance.

A method and apparatus for controlling the steering of a trailing section of a multi-sectioned vehicle is described. The trailing section follows the path of the first section. Data is acquired by a controller from sensors on the various sections. The controller then processes this data, generating a configuration needed for the controller-steered wheels to follow a path approximately equivalent to the path taken by the first steered section. Power is then applied by some means to steer these controller-steered wheels, forcing them into the desired configuration. The complexity of the control system can be varied with different algorithms providing alternative steering patterns as desired. This system can be extended with more trailing sections without necessitating more than minor changes to the control algorithms.

A leaning vehicle has a frame pivotally connected to the lower end of a shock tower, the pivotal connection defining a frame leaning axis wherein the frame is adapted to lean to a right side and to a left side relative to the shock tower about the frame leaning axis. The leaning vehicle includes an actuator operatively connected to the frame and to the shock tower which is adapted to impart a leaning motion to the frame relative to the shock tower about the frame leaning axis.

A leaning vehicle has a frame that pivots relative to a pivotable frame member about a pivot axis. A torque exerted on a steering assembly in a first direction causes the frame to pivot relative to the pivotable frame member in a second, opposite direction at least when the speed of the vehicle is above a first threshold speed, to steer the vehicle in the second direction. An actuator urges the frame toward an upright position when the frame is in a leaning position and a speed of the vehicle is below a second threshold speed. A method is also described, in which a torque is exerted on the frame in the direction opposite the steering torque when the speed above the first threshold speed. The torque exerted by the actuator is opposite the leaning angle when the speed of travel is below the second threshold speed.

A system and a method are provided for estimating an actual hitch angle between a vehicle and a trailer. A hitch sensor on the vehicle continuously senses a measured hitch angle and a steering sensor continuously senses a steering angle of steered wheels of the vehicle. A controller determines an offset between the measured hitch angle and the actual hitch angle when the measured hitch angle and the steering angle are substantially constant while the vehicle and trailer are reversing.

A system and method of controlling an automotive vehicle includes determining a steering wheel angle, determining a steering wheel direction, determining a steering wheel angular rate and applying brake-steer as a function of steering wheel angle, steering wheel angular rate and steering wheel direction.

A tilting suspension system is provided for two wheels (2, 3) of a vehicle (200) disposed on a common axle with the module comprising a rigid frame (17) adapted to be firmly fixed to the chassis of the vehicle so as to be tilted together with the whole vehicle and a tilting arm (14) pivotally linked to the rigid frame. The tilting of the rigid frame is obtained as a result of the counter torque arising when activating hydraulic actuating means (101, 102) pivotally interposed between the tilting arm (14) and the rigid frame (17), with the tilting arm being pivotally connected to shock absorbers (18). The tilting module further comprises suspension arms (10, 11, 12, 13) pivotally connected to the rigid frame, with the suspension arms supporting, in cooperation with supporting uprights, the two wheels thus allowing both tilting and steering of the two wheels. The hydraulic actuating means (101, 102) are actuated by a hydraulic pump (112) driven by an electric motor (108).

A system and method of controlling an automotive vehicle includes determining a steering wheel angle, determining a steering wheel direction, determining a steering wheel angular rate and applying brake-steer as a function of steering wheel angle, steering wheel angular rate and steering wheel direction.

Method, system and non-transitory computer-readable medium for fail-safe performance of a lane centering system. An electrical power steering (EPS) system of a vehicle is monitored for a failure and operation of the lane centering system is switched to a differential braking controller to output differential braking commands to a differential breaking system upon determining that a failure of the EPS system has occurred, where the output braking commands direct the differential braking system to apply force a brake for a wheel of vehicle, such by the applied braking force the vehicle follows a desired path determined for a lane centering operation.

A system and method of controlling an automotive vehicle includes generating a reverse direction signal corresponding to a reverse direction of the vehicle and generating brake-steer in response to the reverse direction signal.

A system and method of controlling an automotive vehicle includes generating a reverse direction signal corresponding to a reverse direction of the vehicle and generating brake-steer in response to the reverse direction signal.

An angular position sensor (100) for determining angular position includes a shaft (105) having a threaded portion (108), and a structure for engaging an external application (119). The shaft (105) includes a first permanent magnet (114). A nut (116) is threaded on the threaded portion (108). The nut (116) is formed from a first magnetic permeable material or includes a second permanent magnet (118). At least one constraint (122) is coupled to the nut (116) for preventing rotational movement of the nut (116) while allowing linear motion of the nut (116). A first magnetic sensor (120) is positioned along a length of the threaded portion (108) of the nut (116) for measuring a linear position of the nut (116). A second magnetic sensor (124) is provided for measuring an angular position of the shaft (105). Signal processing circuitry (130) is coupled to receive outputs from both the first magnetic sensor (120) and second magnetic sensor (124) for calculating a parameter relating to an angular position of the rotatable member.

There is provided a vehicle comprising a chassis, two surface-engaging front wheels, at least one surface-engaging rear wheel and a propulsion unit for driving either the front wheels or the rear wheel or wheels. Each front wheel being connected to the chassis by means of a front wheel support assembly, wherein the front wheel support assembly comprises a hydraulic cylinder associated with each front wheel. Each hydraulic cylinder comprises a housing connected to one of the chassis and the front wheel support assembly, and a piston connected to the other of the front wheel support assembly and the chassis. The piston is moveable within the housing and arranged to divide the hydraulic cylinder into first and second chambers each having respective ports arranged to allow hydraulic fluid to enter and exit the respective chamber, the ports of the first chambers of each hydraulic cylinder being in fluid communication and the ports of the second chambers of each hydraulic cylinder being in fluid communication such that movement of hydraulic fluid from the first or second chamber of one hydraulic cylinder to the respective first or second chamber of the other hydraulic cylinder displaces the pistons of the hydraulic cylinders in opposing directions relative to the respective housings to enable the vehicle to tilt.

A suspension system for a vehicle (50c) having a body (52c) and a plurality of wheel support assemblies (56c, 58c) includes a tie structure (60c) interposed between the body and the wheel support assemblies. A first interconnection system (68c) interconnects the tie structure to the wheel support assemblies, and the second interconnection system (302) interconnects the tie structure and the body. The second interconnection system includes a plurality of link structures (304, 320) pivotally connected at one end to the tie structure, and pivotally connected at the opposite end to the body. Such link structures are oriented relative to the tie structure to extend towards a common point along a longitudinal axis (33B) of the tie structure.

Drifting karts in accordance with embodiments of the invention are described that include a front wheel drive train and rear caster wheels that can be dynamically engaged to induce and control drift during a turn. One embodiment of the invention includes a chassis to which a steering column is mounted, where the steering column includes at least one front steerable wheel configured to be driven by an electric motor, a battery housing mounted to the chassis, where the battery housing contains a controller and at least one battery, wiring configured to provide power from the at least one battery to the electric motor, two caster wheels mounted to the chassis, where each caster wheel is configured to rotate around a rotational axis and swivel around a swivel axis, and a hand lever configured to dynamically engage the caster wheels to induce and control drift during a turn.

In this vehicular chassis system, the vehicle's passenger compartment and wheels incline toward the turning center side in such a manner, that the wheels can be tilted independently from steering. This vehicle has a steering apparatus controlling the steering, and a separate apparatus controlling the lateral leaning. The lean is controlled mechanically using a pendulum, and forced lateral leaned using a control unit, or manually with the transfer of body weight using several pinions with a set ratio to control the passenger compartment lateral lean in conjunction with the wheel lateral lean. An electric DC servo gear motor can be used to control the lateral lean, that intern moves a pinion, which moves a rack and lateral movable cross member, while controlling the lateral leaning wheels and pulling the tilt support bar pivotally attached to a passenger compartment in the same leaning direction.

A land vehicle includes an improved construction that can space a steering linkage from the terrain even though an engine for the vehicle has an oil pan positioned at a lower portion of the engine and the steering linkage passes below the engine. The land vehicle includes a drive unit that depends from a body frame and abuts the terrain. The body frame carries the engine. The oil pan is positioned generally at a bottom of the engine and lubricant oil temporarily accumulates in the oil pan. A steering assembly is connected to the body frame for steering movement. The steering assembly includes a pair of skis and a steering linkage extending through the body frame and arranged to steer the skis. The steering linkage and the oil pan, at least in part, are generally horizontally juxtaposed with each other.

A leaning vehicle has a frame that pivots relative to a pivotable frame member about a pivot axis. A torque exerted on a steering assembly in a first direction causes the frame to pivot relative to the pivotable frame member in a second, opposite direction at least when the speed of the vehicle is above a first threshold speed, to steer the vehicle in the second direction. An actuator urges the frame toward an upright position when the frame is in a leaning position and a speed of the vehicle is below a second threshold speed. A method is also described, in which a torque is exerted on the frame in the direction opposite the steering torque when the speed above the first threshold speed. The torque exerted by the actuator is opposite the leaning angle when the speed of travel is below the second threshold speed.

The amount of lean to be provided is determined by force sensors, the speed, and / or the angle of turn. Then the vehicle is leaned 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. In one aspect, an actuator controlled by an ECU can be replaced by a mechanical actuator that can be activated manually such as by a driver's own leaning weight.

In accordance with the present invention a vehicle comprises a tilting section and a hanging section both connected to each other. When the vehicle is stationary or traveling straight, gravity will pull the hanging section downwards which will stabilize and keep the tilting section upright. When the vehicle is turning, centrifugal force will swing the hanging section outward and tilt the tilting section inside the turn.

A “super fuel efficient”, safe, low-cost and yet high performance 4-wheeled vehicle is configured with motorcycle wheels and tires having continuous radius tires and of outside diameter (20-26 inches). A special configuration of the invention permits a 4-wheeled vehicle to naturally camber while engaging a corner, or while maneuvering on a slope. Integration of a “short-cycling”, low storage mass hybrid drivetrain into the vehicle, and further, an exhaust heat energy recovery system, secures the efficiency opportunity.

A tilting suspension system is provided for two wheels of a vehicle disposed on a common axle with a module comprising a rigid frame adapted to be firmly fixed to the chassis of the vehicle so as to be tilted together with the whole vehicle. The tilting of the rigid frame is obtained as a result of the counter torque arising when activating actuating means firmly fixed to the rigid frame, with the tilting means being pivotable connected to shock absorbers. The tilting module further comprises suspension arms usually connected to the rigid frame, with said suspension arms supporting, in cooperation with supporting uprights, the two wheels thus allowing both tilting and steering of the two wheels. Moreover, electric motors may be received in the hubs of the wheels, thus allowing the realization of driving, steering and tilting module adapted to be used either in hybrid vehicles or electrically driven vehicles.