Electromechanical device for controlling vehicle suspension settings

Abstract

To provide a camber adjustment device for adjusting camber or camber and toe electro-mechanically which may be retrofitted onto an existing vehicle suspension.SOLUTION: A device comprises: a mount body having a translational bearing surface, the mount body configured to rigidly connect to a vehicle's frame; a strut holder configured to hold an end of a strut 103, the strut holder movably connected to the translational bearing surface, the translational bearing surface configured to permit the strut holder to move in a first translational axis and to constrain the strut holder from moving in a second translational axis that is perpendicular to the first translational axis or a third translational axis that is perpendicular to the second translational axis; and electromechanical actuators 121, 131, 141 coupled to the strut holder to drive the strut holder along the translational bearing surface in the first translational axis.SELECTED DRAWING: Figure 1A

Description

[Technical Field]

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS This patent, entitled "Electromechanical Device for Controlling Vehicle Suspension Settings," is incorporated herein by reference in its entirety. es for Controlling Vehicle Suspension Sett This application claims priority to U.S. Provisional Patent Application No. 62 / 447,912, filed January 19, 2017, for "Patent Document 1: A Method and Apparatus for Producing and Printing Devices."

[0002] Incorporation by Reference All publications and patent applications mentioned in this specification are herein incorporated by reference in their entirety to the same extent as if each individual publication or patent application was specifically and individually indicated to be incorporated by reference.

[0003] Described herein are electromechanical apparatuses for controlling vehicle suspension settings. For example, described herein are electromechanical devices and systems for controlling a vehicle's wheel alignment (camber, caster, and toe), anti-roll bar stiffness, and roll center. In particular, described herein are apparatuses for electromechanically adjusting camber or camber and toe that can be retrofitted to existing vehicle suspensions. [Background technology]

[0004] The position settings of any vehicle's (e.g., automobile's) suspension system significantly affect the vehicle's operating characteristics, including handling, tire wear, fuel efficiency, safety, passenger comfort, etc. There are typically trade-offs between these characteristics, whereby one set of settings tends to optimize some operating characteristics, while another set of settings tends to optimize other operating characteristics.

[0005] For example, a vehicle used primarily for normal road use typically uses more neutral settings for camber, caster, and / or toe that optimize passenger comfort, but at the expense of handling performance, while a vehicle used primarily for competitive use (e.g., racing) typically uses more aggressive settings that optimize handling performance, but at the expense of passenger comfort.

[0006] If a vehicle is generally used for only a single purpose, the settings may be fixed appropriately for that use. However, many vehicles are used for more than one purpose or for more than one set of operating conditions, in which case it may be desirable to change the settings. For example, many modern sports cars are used for commuting to work during the week (where passenger comfort is desirable), and then for sports / recreational use on the weekend (where handling performance is desirable).

[0007] Suspension settings that can be adjusted on a vehicle to change its driving characteristics can include spring rates, damper rates, wheel alignment (e.g., camber, caster, and toe), anti-roll bar rates, roll centers, tire pressures, etc. While magnetic or adaptive dampers allow the suspension system's damping rate to be conveniently adjusted with the push of a button or automatically, all other settings must be manually adjusted, most commonly mechanically. For people who frequently use their vehicle for more than one purpose or in more than one set of driving conditions, frequently changing settings can be time-consuming and expensive. Summary of the Invention [Problem to be solved by the invention]

[0008] Thus, a need exists for a solution that allows for quick and easy changes to not only damper rate but also other suspension settings, e.g., with the push of a button, or automatically. Moreover, it would be particularly useful to provide a solution that could be retrofitted to an existing suspension system. Described herein are apparatus (e.g., devices and systems) and their methods of making and operating that address this need. Any of the apparatus described herein may manually, automatically, or semi-automatically (e.g., electromechanically, robotically, etc.) adjust one or more suspension settings, such as camber, toe, and caster, or a combination thereof. [Means for solving the problem]

[0009] The present invention relates generally to electromechanical systems and methods for controlling vehicle suspension settings, and methods for making and using them. In particular, the electromechanical systems described herein typically include one or more devices for controlling wheel alignment (camber, caster, and / or toe), anti-roll bar rate, and / or roll center on a vehicle. In particular, the present invention describes systems and methods for controlling camber and / or toe, and / or caster.

[0010] In general, the suspension settings for each wheel may be controlled jointly or individually by a single device or multiple devices, which may be configured to accommodate the vehicle manufacturer's standard suspension system or to accommodate an aftermarket suspension system.

[0011] Any of the devices described herein may be used in the suspension of any wheel, including the left (e.g., driver's side), right (e.g., passenger's side), front, or rear wheels. For example, a vehicle may have one or more devices mounted on the front wheels only to control the front suspension setting. In another example, a vehicle may have one or more devices mounted on the front and rear wheels only to control the front and rear suspension settings.

[0012] In general, the suspension settings of each wheel may be controlled independently of all other wheels. For example, it may be possible to have different suspension settings between the front and rear wheels and / or between the left and right wheels.

[0013] The apparatus described herein includes apparatus for controlling wheel alignment settings, including camber, caster, and / or toe. Generally, for each wheel, camber, caster, and / or toe may be controlled independently of one another. For example, it may be possible to change the camber of a wheel without changing the caster and / or toe of that wheel. Alternatively, for any of the apparatus described herein, modifying one or more of the wheel alignment parameters (camber, toe, caster) may automatically adjust one or more of the other wheel alignment parameters. For example, modifying the camber of a tire may automatically modify the toe of the same tire.

[0014] Generally, the camber, caster, and toe of each wheel may be controlled by a separate device. One device may control camber, while a second device controls caster, and a third device controls toe. A vehicle's controller may be configured so that only specific alignment settings for specific wheels can be changed. For example, a vehicle (e.g., a controller for controlling the vehicle's wheel alignment) may be configured with one device to control only the camber of one wheel, but not the caster or toe of that wheel, nor the alignment settings of any other wheel(s). In another example, a vehicle may be equipped with four devices: one device to control the camber of the front left wheel, one device to control the camber of the front right wheel, and one device to control the camber of the front right wheel. One device may control the toe of the front left wheel, and one device may control the toe of the front right wheel. Each device may be controlled independently of all other devices, or in combination with one or more other devices. Alternatively or additionally, a single device may be used to control one or more alignment settings for all wheels. For example, a single device may be used to control the camber of all wheels (or a subset of wheels, such as the front wheels, rear wheels, right wheels, left wheels, etc.). Alternatively or additionally, multiple devices may be used to control a single alignment setting for a single wheel. For example, two devices may be used to control the camber of a single wheel.

[0015] The apparatus described herein includes apparatus (e.g., devices, systems) for controlling anti-roll bar (also known as sway bars, stabilizer bars, etc.) settings. In particular, one or more devices may be used to control the stiffness of one or more anti-roll bars. If a vehicle is equipped with front and rear anti-roll bars, one or more devices may be attached to the front anti-roll bar to control front stiffness, or attached to the rear anti-roll bar to control rear stiffness, or attached to both the front and rear anti-roll bars to control front and rear stiffness.

[0016] The apparatus described herein includes a device or system for controlling roll center settings. In particular, one or more devices may be used to control one or more roll center settings of a vehicle.

[0017] The devices described herein typically include at least one structural member configured to support relevant static and dynamic loads of the vehicle, at least one adjustment member configured to control and change at least one suspension setting of or associated with the structural member, and at least one driver configured to drive translational movement of the adjustment member(s). Any of the devices described herein may typically be mounted to a structural member of the vehicle's suspension and / or the vehicle's frame. Thus, any of the devices described herein may include a mount (e.g., a mount body) that holds or couples the structural member of the vehicle's suspension and / or that holds or couples the vehicle's frame.

[0018] The at least one structural member may be any suitable type of structural member, including (but not limited to) a beam, support, shaft, rail, rod, housing, stage, mount, bracket, bolt, nut, screw (e.g., power screw, lead screw, ball screw, etc.), etc. The structural member may remain stationary or may move translationally in either the rotational or linear dimension, or in both the rotational and linear dimensions.

[0019] The at least one adjustment member may be any suitable type of adjustment member, including a screw (e.g., power screw, lead screw, ball screw, etc.), a gear (e.g., spur gear, helical gear, worm gear, etc.), pulley, belt, shaft, slide, pivot, lever arm, connecting rod, cam, etc. The adjustment member may translate in either the rotational or linear dimension, or in both the rotational and linear dimensions.

[0020] The at least one driver may be any suitable type of driver, including (but not limited to) a mechanical actuator (e.g., a motor, etc.), a pneumatic actuator, a hydraulic actuator, an electric actuator, etc. The driver may translate in either the rotational or linear dimension, or in both the rotational and linear dimensions.

[0021] Generally, devices for adjusting the camber of a vehicle adjust the camber by axially driving portions of the suspension to apply a force (push or pull) to an area of ​​the tire that is radially offset from the center and located on the tire's central (rotational) axis. The camber adjuster typically includes an electromechanical actuator, which may include an electric motor (or other actuator), that modifies the position of a portion of the wheel suspension above the center axis of the tire. The device may be mounted to the wheel suspension, preferably in an area that does not substantially increase the unsprung mass of the wheel; therefore, it may be preferable for the camber adjuster to be mounted distal to the wheel steering knuckle (e.g., hub), including on the frame. Any of the camber adjusters described herein may also include a holder (collectively referred to as an arm holder, including a suspension arm holder or wishbone arm holder) for holding a portion of the suspension, typically the upper wishbone or triangle (for double-wishbone-type suspensions) or shaft (for MacPherson-type suspensions), so that the portion of the suspension can be moved relative to the mount body by pressing and moving the portion with the holder against a seat that is part of the mount body.

[0022] For example, an apparatus for controlling camber may include a housing enclosing all or part of the apparatus, a mount body preferably including a translational bearing surface, which may be configured, for example, as one or more support rails, a holder such as an arm holder for coupling to a suspension component when the translational bearing surface is between the holder and the mount body, and an electromechanical actuator (e.g., an electric motor). The holder may be part of a linear stage; for example, the linear stage may be coupled to and support the holder via the bearing surface. The electromechanical actuator may include a low-friction ball screw and nut assembly (adjustment member) and may be coupled to the linear stage and / or holder (e.g., the electromechanical actuator may be directly or indirectly coupled to the holder) to drive the holder / linear stage on the bearing surface. For example, an electric motor The driver may be configured to rotate the ball screw, thereby translating the linear stage. The camber adjuster may be positioned on the top of a strut in, for example, a McPherson suspension system and attached to the frame to translate the top of the strut in an in / out axis, thereby changing the camber of the tire.

[0023] The devices described herein are typically electronically controlled. Each device may be controlled by its own electronic system, by the electronic system of another device, by a common centralized electronic system, or by a combination of electronic systems. In particular, at least one driver may be electronically controlled. For example, each device may include a microcontroller configured to receive user and / or sensor inputs and send commands to at least one driver via appropriate drive electronics.

[0024] Any electronic system used to control any device herein may also be used to control other devices / systems / functions, whether or not they are described herein. For example, a common centralized electronic system may control several of the devices described herein when installed in a vehicle and may also control the magnetic dampers of that vehicle.

[0025] The device may include open-loop or closed-loop control. In the case of open-loop operation, the suspension settings may be electromechanically adjusted by the user according to the user's preference. Methods of adjustment may include (but are not limited to) switches, buttons, user interfaces, etc.

[0026] Any of these devices may include one or more sensors, including (but not limited to) position sensors, encoders (e.g., linear, rotary, optical, etc.), limit switches, proximity sensors, temperature (thermal) sensors, reed switches, optical sensors (e.g., ultraviolet, infrared, etc.), accelerometers, etc. The closed-loop configuration of these devices may involve the use of these sensors and / or a user It may include one or more sensors that use information from one or more of the inputs (buttons, dials, screens / touchscreens, knobs, etc.) to adjust one or more aspects of wheel alignment, such as camber, toe, and / or caster.

[0027] The device may be configured with multiple distinct modes. The modes may correspond to predetermined positions of camber and / or toe and / or caster. These modes may be set by the vehicle owner, vehicle manufacturer, service technician, etc. A user may select these modes via inputs or controls, such as switches, buttons, a user interface (touch screen), a keypad, a keyboard, dials, knobs, sliders, etc. For example, the device may be configured in a “Normal” mode for normal roads to provide a neutral suspension setting (high comfort, low handling performance), a “Sport” mode for light performance use to provide a slightly modified suspension setting (medium comfort, medium handling performance), or a “Race” mode for high performance use to provide a more modified suspension setting (low comfort, high handling performance). These mode settings may correspond to specific position settings of the camber and / or toe and / or caster adjusters. They may be stored, for example, in the memory of an electronic controller. The device may be configured with a continuous range of adjustment, allowing the user to fine-tune to their preferences. The user may make adjustments via any suitable input (e.g., switch, button, user interface, etc.). An output (e.g., dial, screen, LED, etc.) may be used to inform the user of the setting currently being used. For example, a closed-loop device may include a set of switches, a rotary dial, and a screen, whereby the set of switches is used to select a suspension setting to control, the rotary dial is used to adjust the suspension setting, and the screen reports the current setting to the user. This allows the user to customize the settings.

[0028] Any of the devices described herein may include a screen or other form of output device to notify the user if / when the suspension settings on one or more wheels deviate from a desired value(s). For example, if a wheel hits a curve with enough force to change the alignment of that wheel, feedback sensors may be used to detect and report that situation to the user.

[0029] Any of the devices described herein may provide the user with feedback data other than suspension settings, including (but not limited to) tire temperature, tire temperature profile, tire wear, tread depth, tire damage, tire deformation, tire pressure, wheel angle, wheel distance, wheel position, wheel displacement, etc.

[0030] Any of the devices described herein may be configured to operate automatically or semi-automatically (e.g., with assisted user input or confirmation). One or more sensors may be used to intermittently or continuously monitor certain variables. The values ​​of these variables may be used to determine which suspension settings should be adjusted if adjustments are necessary. Sensor data may be reported to an electronic control system, computer, etc., which can automatically change suspension settings intermittently or continuously without user input. Sensor inputs may include (but are not limited to) tire temperature, tire temperature profile, tire wear, tread depth, tire damage, tire deformation, tire pressure, wheel angle, wheel distance, wheel position, wheel displacement, vehicle acceleration (in any direction), brake input, throttle input, steering angle, wheel slip, etc.

[0031] The closed loop (or semi-closed loop) device may be configured to operate automatically / semi-automatically and may include temperature sensors positioned near the tire to monitor the temperature profile across the tire, from the inner edge to the outer edge of the tire, or from the outer edge to the inner edge of the tire. The degree profile may be used to determine whether a current suspension setting is the most appropriate setting for the vehicle's current use or application. For example, a wheel with a neutral camber setting currently used for aggressive cornering may be experiencing higher temperatures toward the outer edge of the tire, indicating that a more negative camber may be needed. In another example, a wheel with a more negative camber currently used for straight-line driving may be experiencing higher temperatures toward the inner edge of the tire, indicating that a less negative camber (more neutral setting) may be needed.

[0032] An automatic or semi-automatic operating device may include an accelerometer that can be used to monitor the vehicle's current use or application. Accelerometer data may be used to determine the most appropriate suspension settings. For example, one or more accelerometers may be used to measure the vehicle's longitudinal and / or lateral acceleration to determine whether the vehicle is cornering or traveling in a straight line. In another example, one or more accelerometers may be mounted on one or more wheels or suspension components to monitor the behavior of the wheels or suspension components.

[0033] A closed-loop / semi-closed-loop device configured to operate automatically or semi-automatically may include two or more types of sensors to monitor and determine the most appropriate suspension settings based on the vehicle's current use or application. For example, a temperature sensor may be used to monitor the temperature profile of one or more tires, and an accelerometer may be used to monitor the vehicle's longitudinal and lateral acceleration, the combination of these data inputs providing a more complete assessment of the vehicle's current use or application.

[0034] For any of the devices described herein (and particularly for closed-loop or semi-closed-loop devices), sensors and / or settings may be monitored intermittently or continuously. Furthermore, some sensors and / or settings may be monitored intermittently, while other sensors and / or settings are monitored continuously.

[0035] For any of the devices described herein, the suspension settings may include, but are not limited to: One or more switches, buttons, dials, user interfaces, personal computers The device may be controlled by a user via any suitable input device, including a computer, laptop, tablet, smartphone, touchscreen device, etc.

[0036] With respect to any of the devices described herein, the purpose of monitoring and / or adjusting suspension settings may include (but is not limited to) reducing or minimizing tire wear, increasing or maximizing performance, improving safety, increasing passenger comfort, providing a compromise between certain factors, etc.

[0037] Any of the devices described herein may be applied to any vehicle in which measurement and / or control of suspension settings is desirable, including (but not limited to) passenger vehicles, cars, buses, trucks, motorcycles, bicycles, commercial vehicles, specialty vehicles, on-road vehicles, off-road vehicles, racing cars, competition vehicles, front-wheel drive vehicles, rear-wheel drive vehicles, all-wheel vehicles, four-wheel vehicles, etc.

[0038] In general, any of the devices described herein may be applied to any suspension configuration, including (but not limited to) fixed axle, independent MacPherson strut, wishbone, double wishbone, multi-link, air suspension, leaf spring, torsion bar suspension, etc. In particular, any of the devices and methods described herein may be configured to be retrofitted to an existing suspension. Thus, any of these devices may be configured to be retrofitted to an existing suspension by having a particular shape or profile as shown and described, and / or may be retrofitted to a strut of a MacPherson suspension and / or a dual wishbone suspension. It may be configured to be attached to a known element such as an upper wishbone (triangle).

[0039] In general, the devices described herein are configured so that the electromechanical portion does not need to operate under high loads, including the static load of the vehicle weight (e.g., the weight supported by the frame) or the dynamic weight when the vehicle is operating. Thus, in any of the devices described herein, the device (e.g., the camber adjustment device) may be divided into a portion supporting a high load or a portion supporting a low load, with the portion supporting a high load typically supporting a holder attached to the frame and connected to a suspension, while the portion supporting a low load may be configured to couple to an electromechanical actuator to drive movement of the supported holder to adjust alignment. This allows the electromechanical actuator to operate more efficiently and reliably without having to move or operate under heavy loads, allowing for the use of smaller, lighter motors.

[0040] Furthermore, each of the devices described herein for adjusting camber, toe, or caster is configured to allow movement in only one predictable axis of movement while inhibiting movement in other (perpendicular) axes.

[0041] For example, an apparatus for adjusting the camber of a vehicle having a suspension (the suspension including an upper arm) may include a mount body having a translational bearing surface, the mount body configured to be secured to a frame of the vehicle, the apparatus may further include an arm holder configured to hold an end of the upper arm, the arm holder movably coupled to the translational bearing surface, the translational bearing surface configured to allow movement of the arm holder about a first translational axis and to prevent movement about a second translational axis perpendicular to the first translational axis or a third translational axis perpendicular to the second translational axis, the apparatus further including an electromechanical actuator coupled to the arm holder to drive the arm holder along the translational bearing surface about the first translational axis.

[0042] The upper arm refers to any part of a suspension, and particularly to known suspensions such as a McPherson-type suspension, a wishbone (e.g., double wishbone) suspension, etc. For example, the upper arm may be a McPherson strut or one end of the upper wishbone of a wishbone (e.g., double wishbone) suspension.

[0043] The mount body may include a housing and a translating bearing surface, and may be referred to as including a "stage" (e.g., an upper stage and a lower stage, in some examples). The mount body may, for example, be secured to a vehicle frame. A vehicle frame typically refers to the primary support structure of a motor vehicle (e.g., the vehicle skeleton, body shell, chassis, monocoque) to which other components are attached and which may serve as a mechanical base for devices described in some of the embodiments herein. As used herein, securing a mount body to a frame may refer to a connection that resists or prevents relative movement between two bodies, even if the two are connected via one or more intermediate bodies (e.g., washers, rings, etc.).

[0044] The mount body may include an upper mount body and a lower mount body, and may be configured so that the vehicle frame can be secured between the upper mount body and the lower mount body. In particular, when the upper arm holder is configured as a strut holder for holding a strut of a McPherson-type suspension, the mount body may include an upper mount body portion and a lower mount body portion, which will be described in more detail below. In this configuration, the lower mount body is attached from below the strut tower (and is the high-load-bearing portion), while the upper mount body is attached from above the strut tower (and is the low-load-bearing portion), so the camber of the strut tower They may be controlled from above the tower, and the vehicle frame may be held between the two.

[0045] In any device with upper and lower mounting bodies (and especially in McFarlane In the camber adjustment devices described herein, including those adapted to couple to struts of a Johnson-type suspension, the lower mount body may include a translational bearing surface. Typically, the translational bearing surface is configured with a shape and / or orientation that allows movement in a single translational axis. For example, the translational bearing surface may include one or more (e.g., a pair of) shafts extending parallel to either side of the arm holder. The outer surfaces of the shafts may form the bearing surface. The shafts may be cylindrical and / or have any suitable cross-section (circular, oval, rectangular, triangular, hexagonal, etc.). The shafts may be sized and positioned to support high loads.

[0046] Any of these devices may include a linear bearing (e.g., a linear ball bearing or bushing) fixedly attached to the arm holder and movably coupled to the translational bearing surface. The linear bearing may be configured to slide (with low friction) over the translational bearing surface, particularly if the translational bearing surface is part of a shaft (or pair of shafts). In some variations, a pair of linear bearings (e.g., one on each of a pair of shafts) are fixedly attached to the arm holder. Any suitable type of linear bearing may be used, including rolling element bearings (e.g., ball bearing slides, ball slides, roller slides, cross-roller slides, etc.), planar bearings (e.g., dovetail slides, compound slides, rack slides), bushings, etc. As mentioned, the arm holder may be part of a linear stage or may be coupled to a linear stage that moves relative to the mount body on the translational bearing surface.

[0047] Generally, the electromechanical actuator may include an electric motor coupled to the arm holder to move the arm holder in a first translational axis. Other elements of the electromechanical actuator include gearing (a gear assembly for converting the rotational motion of the motor into linear motion to push or pull along the first translational axis). Generally, the electromechanical actuator may be generally disposed in a plane that is parallel to the first translational axis, but may have any suitable orientation.

[0048] In any of the devices described herein, the electromechanical actuator may include a ball screw and ball nut, with the ball nut coupled to the arm holder and configured to be driven back and forth along the ball screw, for example, by the action of a motor (or other driver). Any mechanical linear actuator may be used in place of or in addition to the ball screw / ball nut. For example, other screw mechanisms (such as a roller screw, lead screw, or screw jack), a wheel and axle, or a cam may be used.

[0049] Generally, any of the devices may include a sensor, such as an encoder, configured to monitor the position of the device. For example, an encoder may be used to monitor the position of the arm holder and thus the position of the held suspension arm (e.g., upper wishbone position, strut position, etc.).

[0050] In any of the devices described herein, the arm holder may be configured to allow the end of the upper arm to move or to be fixed. For example, the arm holder may be configured to allow the upper arm (e.g., upper wishbone end) to pivot relative to the arm holder. In some variations, the arm holder may be configured to allow the upper arm to pivot as if pivotally attached. The upper arm holder may be configured to allow the strut to pivot.

[0051] The translational bearing surface must exceed a minimum load threshold (e.g., support a significant portion of the vehicle's weight). configured to support loads (e.g., strut loads and / or radial loads) that may be For example, the minimum load threshold may be at least about 1000 kilograms (kg), e.g., about 1500 kg or more, about 2000 kg or more, about 2500 kg or more, about 3000 kg or more, about 3200 kg or more, about 3500 kg or more, about 4000 kg or more, etc. Thus, in variations where the device includes a two-part (or more) mount body and the lower mount body supports a high load, the high load may be at least this minimum load threshold, while the upper mount may be configured to support a much lower load (e.g., less than about 1000 kg, less than about 900 kg, less than about 800 kg, less than about 700 kg, less than about 600 kg, less than about 500 kg, etc.).

[0052] For example, in an apparatus for adjusting the camber of a vehicle having a suspension with an upper arm, the apparatus may include a mount body having a translational bearing surface, the mount body configured to be fixed to a frame of the vehicle, and the apparatus may further include an arm holder configured to hold one end of the upper arm, the arm holder movably connected to the translational bearing surface, the translational bearing surface configured to allow the arm holder to move in a first translational axis and to prevent the arm holder from moving in a second translational axis perpendicular to the first translational axis or a third translational axis perpendicular to the second translational axis, and the apparatus may further include a linear bearing fixed to the arm holder and movably connected to the translational bearing surface, an electromechanical actuator coupled to the arm holder to drive the arm holder along the translational bearing surface in the first translational axis, and an electronic controller configured to control the drive of the electromechanical actuator.

[0053] As mentioned above, any of the camber adjustment apparatuses described herein may be specifically configured to adjust camber in a vehicle having a McPherson-type suspension including an upper arm configured as a strut. For example, a device for adjusting camber in a vehicle having a suspension including a strut may include a mount body having a translation bearing surface, the mount body configured to securely attach to a frame of the vehicle, a strut holder configured to hold one end of the strut, the strut holder movably coupled to the translation bearing surface, the translation bearing surface configured to allow movement of the strut holder about a first translation axis and to restrict movement of the strut holder about a second translation axis perpendicular to the first translation axis or a third translation axis perpendicular to the second translation axis, and an electromechanical actuator coupled to the strut holder to drive the strut holder along the translation bearing surface about the first translation axis.

[0054] As mentioned, any of the devices described herein may be used to drive an electromechanical actuator. The mount body may include an electronic controller configured to control the device. The electronic controller may be integrated into the device (e.g., in a housing coupled to the mount body) or located remotely from the mount body and coupled via a wired or wireless connection. In some variations, the electronic controller (sometimes referred to herein as a controller or control circuitry) may include circuitry such as a processor, memory, timer / clock, power control circuitry, etc. The electronic controller may be coupled to a power source (e.g., a battery), including coupling to a vehicle power source.

[0055] A device for adjusting the camber of a vehicle having a suspension including a strut may include an upper mount body and a lower mount body configured such that a frame of the vehicle can be secured between the upper mount body and the lower mount body, the lower mount body including a translation bearing surface, and the device may further include a strut holder configured to hold one end of the strut, the strut holder being movably coupled to the translation bearing surface, the translation bearing surface further enabling the strut holder to move in a first translation axis and the strut holder to move in a second translation axis perpendicular to the first translation axis or a third translation axis perpendicular to the second translation axis. and the device may further include an electromechanical actuator coupled to the strut holder to drive the strut holder along the translational bearing surface in the first translational axis, and an electronic controller configured to operate the electromechanical actuator.

[0056] A device for adjusting the camber of a vehicle having a suspension including struts may include an upper mount body and a lower mount body configured so that a vehicle frame can be secured between the upper mount body and the lower mount body, the lower mount body including a translational bearing surface formed by one or more shafts, the device may further include a strut holder configured to hold one end of a strut, the strut holder being movably coupled to the one or more shafts forming the translational bearing surface by a linear bearing such that the strut holder moves in a first translational axis and is constrained from moving in a second translational axis perpendicular to the first translational axis or a third translational axis perpendicular to the second translational axis, the device may further include an electromechanical actuator coupled to the strut holder to drive the strut holder along the translational bearing surface in the first translational axis, and an electronic controller configured to operate the electromechanical actuator.

[0057] Any of the apparatuses described herein may be configured to be retrofitted onto an existing suspension. For example, a method of installing and / or operating an apparatus (e.g., a device) for adjusting the camber of a vehicle having a suspension including struts may include placing the apparatus on top of a strut of the suspension, such as a McPherson-type suspension. This may include installing a first (e.g., upper) mount body portion, which may include a first, upper side of the frame (e.g., above the wheel area), on the strut tower and connecting it to a second (e.g., lower) mount body portion on an opposing lower portion of the body frame, for example, through an opening in the body frame. The second mount body portion may support high loads transmitted through the strut, while the first mount body portion does not need to support high loads and may include an electromechanical actuator that can operate under significantly lower load conditions. The strut may be fitted into and secured by a strut holder. In operation, the electromechanical actuator may drive movement of the strut by moving the strut holder over a seating surface in a first axis defined by the seating surface. This first axis may be aligned with the axis of the wheel (e.g., approximately the axis of rotation of the wheel) during installation. By controlling the strut inward along a first translational axis (e.g., a motor of an electromechanical actuator) either automatically or manually (e.g., using user control to set or adjust the camber), the camber may be adjusted by driving the strut inward toward the tire or outward away from the tire to produce a positive or negative camber. The installation steps may be repeated for one or more additional tires. In operation, the controller applies power to drive the electromechanical actuator to move the holder inward along the first translational axis (positive or negative motion). In any of the devices described herein, the apparatus may lock or secure the position of the holder relative to the mount body to prevent slippage or inadvertent changes in position. For example, the electromechanical actuator may be configured to lock or hold a position when not actuated. A separate translational lock may be included as part of the electromechanical actuator (preventing translational movement of the electromechanical actuator), e.g., coupled to or part of the linear actuator, and prohibiting movement until the lock is released. Alternatively or additionally, a lock may be included as part of the holder or translation stage. The lock may be an electromechanical brake. In any of the devices described herein, the electromechanical actuator (e.g., electric motor) may remain active while the vehicle is on and may detect, including the use of sensors such as encoders, any slippage or accidental movement of the holder, and therefore any accidental change in camber, and automatically resist and / or adjust to return to the intended / target position. good.

[0058] In any of the devices described herein, the device may limit the movement of the holder (e.g., the movement of the translation stage including the holder) at either end. This may prevent the device from extending beyond the transition bearing surface. The device may also initialize its position (e.g., encoder) when first set up between the extremes of the transition bearing surface, e.g., by scanning a limited path of the holder / translation stage over the translation bearing surface.

[0059] In some variations of the devices described herein, the devices are configured for use with wishbone-type suspensions (also known as A-arm or triangular arm suspensions). In particular, methods and devices are described herein for adjusting the camber of a vehicle having upper and lower wishbone arms. A system for adjusting the camber of a vehicle having a suspension with an upper wishbone arm and a lower wishbone arm (the upper wishbone arm having a first end and a second end, the wishbone "arm") may include a mount body having a translating bearing surface, the mount body configured to securely attach to a frame of the vehicle, the system may further include a wishbone arm holder configured to hold a first end of the upper wishbone arm so that the first end of the upper wishbone arm can pivot relative to the wishbone arm holder, the wishbone arm holder being movably coupled to the translating bearing surface, the translating bearing surface being further configured to allow movement of the wishbone arm holder about a first translational axis and to restrain movement of the wishbone arm holder about a second translational axis perpendicular to the first translational axis or a third translational axis perpendicular to the second translational axis, and the system may further include an electromechanical actuator coupled to the wishbone arm holder to drive the wishbone arm holder along the translating bearing surface about the first translational axis.

[0060] The first and second ends of the wishbone arm may refer to the ends of the wishbone that are not connected near the knuckle (hub) and wheel, which is the third end of the wishbone arm. Generally, because there are typically two ends of the upper wishbone that can be coupled to the vehicle frame, any of these devices (e.g., systems) may include a second set of camber adjustment components (e.g., a second mount body, a second wishbone arm holder configured to hold the second end of the upper wishbone arm, and a second electromechanical actuator). For example, the system may include a second mount body having a second translational bearing surface, the second mount body configured to be secured to a frame of the vehicle, the system may further include a second wishbone arm holder configured to hold the second end of the upper wishbone arm so that the second end of the upper wishbone arm can pivot relative to the second wishbone arm holder, the second wishbone arm holder being movably coupled to the second translational bearing surface, the second translational bearing surface being further configured to allow the second wishbone arm holder to move about the first translational axis and to prevent the second wishbone arm holder from moving about the second translational axis or the third translational axis, and the system may further include a second electromechanical actuator coupled to the second wishbone arm holder to drive the second wishbone arm holder along the second translational bearing surface about the second translational axis.

[0061] For example, in a system for adjusting camber on a vehicle having a suspension with an upper wishbone arm and a lower wishbone arm, the upper wishbone arm has a first end and a second end, and the system includes a first bearing surface having a first translation bearing surface. a first mount body configured to be secured to a frame of the vehicle; The system further includes a first wishbone arm holder configured to hold the first end of the upper wishbone arm so that the first end of the upper wishbone arm can pivot relative to the first wishbone arm holder, The wishbone arm holder may be movably coupled to a first translational bearing surface, and the first translational bearing surface is further configured to allow movement of the first wishbone arm holder in a first translational axis and to restrain movement of the first wishbone arm holder in a second translational axis perpendicular to the first translational axis or a third translational axis perpendicular to the second translational axis, and the system may further include a first electromechanical actuator coupled to the first wishbone arm holder to drive the first wishbone arm holder along the first translational axis along the first translational bearing surface, and a second mount body having the second translational bearing surface, the second mount body configured to be fixed to a frame of the vehicle, and the system may further include a second end of the upper wishbone arm being connected to the second wishbone arm. and a second wishbone arm holder configured to hold a second end of the upper wishbone arm so as to pivot relative to the first end of the upper wishbone arm holder, the second wishbone arm holder movably connected to the second translational seating surface, the second translational seating surface further configured to allow the second wishbone arm holder to move about the first translational axis and to restrain the second wishbone arm holder from moving about the second translational axis or the third translational axis, the system may further include a second electromechanical actuator coupled to the second wishbone arm holder to drive the second wishbone arm holder along the second translational seating surface about the second translational axis, and an electronic controller configured to operate the first and second electromechanical actuators.

[0062] Any of the features described above may be included in a system adapted for a wishbone, including an electronic controller, a rod-shaped (e.g., shaft-shaped) translational bearing, linear bearings, etc. A single electronic controller may be used to control multiple electromechanical actuators, or each electromechanical actuator may be coupled to a single electromechanical actuator.

[0063] Any of the features described above may be included in a system adapted for a wishbone, including an electronic controller, a shaft-shaped translational bearing, a linear bearing, etc.

[0064] Also described herein is a method for adjusting camber of a vehicle having a suspension with an upper wishbone arm and a lower wishbone arm, the upper wishbone arm having a first end and a second end, the method including: actuating a first electromechanical actuator to drive a first wishbone arm holder secured to a frame of the vehicle on a first translational bearing surface such that the first wishbone arm holder moves about a first translational axis, the first wishbone arm holder being coupled to the first end of the upper wishbone arm; and actuating a second electromechanical actuator to drive a second wishbone arm holder secured to the frame of the vehicle on a second translational bearing surface such that the second wishbone arm holder moves about the first translational axis, the second wishbone arm holder being coupled to the second end of the upper wishbone arm.

[0065] The actuation of the first electromechanical actuator and the actuation of the second electromechanical actuator may occur simultaneously, or alternatively, the actuation of the first electromechanical actuator may occur subsequent to (immediately after, or within seconds or minutes of) the actuation of the second electromechanical actuator.

[0066] Actuation of the first electromechanical actuator may include manual actuation of the first electromechanical actuator. Alternatively, actuation of the first electromechanical actuator may include automatic (or semi-automatic) actuation of the first electromechanical actuator.

[0067] Any of these methods may include adjusting the suspension toe simultaneously with adjusting the first electromechanical actuator, or adjusting the toe immediately before or after adjusting the camber. This may include adjusting the

[0068] Also described herein are methods and apparatus for adjusting the camber and toe of a vehicle having a suspension with upper arms and tie rods. Generally, these methods may include any of the apparatus for adjusting camber described herein, and may also include an apparatus for adjusting toe. For example, an apparatus for adjusting the camber and toe of a vehicle having a suspension with upper arms and tie rods may include a camber adjustment unit, the camber adjustment unit including a mount body having a translational bearing surface, the mount body configured to securely attach to a frame of the vehicle, an arm holder configured to hold one end of the upper arm, the arm holder movably coupled to the translational bearing surface, the translational bearing surface configured to allow movement of the arm holder about a first translational axis and to restrict movement of the arm holder about a second translational axis perpendicular to the first translational axis or a third translational axis perpendicular to the second translational axis, and a support rod coupled to the arm holder to support the arm holder. The steering system may include a first electromechanical actuator configured to drive the steering arm along the translational bearing surface at a first translational axis; a toe adjustment unit, the toe adjustment unit including a tie rod mount at a distal end configured to couple to an end of a tie rod; a telescoping rod configured to extend or retract from a distal direction to a proximal direction; a second electromechanical actuator coupled to the telescoping arm and configured to drive rotation of the telescoping arm to extend or retract the telescoping arm relative to the tie rod; a steering link mount at a proximal end configured to couple to a linkage of a steering rack of the vehicle; and an electronic controller configured to operate the first and second electromechanical actuators.

[0069] The second electromechanical actuator may include an electric motor disposed parallel to the telescoping arm. The steering link mount may be a ball joint. The telescoping arm may include a ball screw or any other linear actuator that rotates relative to a ball nut secured to the tie rod mount. The toe adjustment unit may include one or more stay rods connecting the second electromechanical actuator to the tie rod mount to prevent rotation of the second electromechanical actuator relative to the tie rod mount.

[0070] In this way, the electronic controller will match the adjustment of toe when the camber is adjusted.

[0071] Also described herein is an apparatus for adjusting the toe of a vehicle wheel, the apparatus comprising: a front tie rod; a tie rod mount secured to a distal end of the front tie rod; a telescoping rod aligned with the front tie rod and configured to extend or retract from a distal direction to a proximal direction by rotating within the tie rod mount; an electromechanical actuator mounted parallel to the telescoping rod and including an electric motor coupled to the telescoping rod by a gear set, the electromechanical actuator configured to drive rotation of the telescoping rod to extend or retract the telescoping rod relative to the front tie rod; and a steering link mount at a proximal end of the telescoping rod, the steering link mount configured to couple to a linkage of a steering rack of the vehicle. The apparatus may further comprise an electronic controller configured to operate the electromechanical actuator. The apparatus may also include a rear tie rod aligned between the telescoping rod and the steering link mount. The tie rod mount may be configured as a ball nut that meshes with the telescoping rod, and the telescoping rod is further configured as a ball screw. The apparatus may also include one or more stays (e.g., stay rods) secured to the electromechanical actuator (e.g., electric motor), and a bearing (e.g., a tie rod) secured to a tie rod mount (e.g., a ball nut) that can hold the electromechanical actuator to prevent it from rotating about the telescoping rod when the device is driven. Slidably connected to a loop, ring, channel, etc., within which it can move. do. [Brief explanation of the drawings]

[0072] [Figure 1A] FIG. 1 illustrates an example of a system installed on a MacPherson strut suspension system on a single wheel, configured as three devices. [Figure 1B] FIG. 1B is a side view of the device (system) shown in FIG. 1A. [Figure 1C]FIG. 1B is a top view of the device (system) shown in FIG. 1A. [Figure 2A] FIG. 1 shows an example of a system mounted on a double wishbone suspension system on a single wheel, configured as four devices. [Figure 2B] FIG. 2B is a side view of the device (system) shown in FIG. 2A. [Figure 2C] FIG. 2B is a top view of the device (system) shown in FIG. 2A. [Figure 3A] FIG. 1 shows another example of a system mounted on a double wishbone suspension system on a single wheel, configured as three devices. [Figure 3B] FIG. 3B is a side view of the device (system) shown in FIG. 3A. [Figure 3C] FIG. 3B is a top view of the device (system) shown in FIG. 3A. [Figure 4A] FIG. 1 is a diagram of an example of an electromechanical device for controlling wheel alignment configured to control camber or caster of a MacPherson strut suspension system. [Figure 4B] FIG. 4B is a close-up view of the electromechanical device shown in FIG. 4A. [Figure 4C] FIG. 3B is a side view of the electromechanical device shown in FIG. 3A with the strut towers cross-sectional to show the device. [Figure 4D] FIG. 4B is a top view of the electromechanical device shown in FIG. 4A. [Figure 4E] FIG. 4B is a bottom view of the electromechanical device shown in FIG. 4A. [Figure 5A] FIG. 1 is a diagram of an example of an electromechanical device for controlling wheel alignment configured to control the toe of the wheels. [Figure 5B] FIG. 5B is a partial cross-sectional side view of the electromechanical device of FIG. 5A. [Figure 6A] 1 is a diagram of an example of a system for controlling wheel alignment configured as two identical electromechanical devices for controlling the camber of a double wishbone suspension system. [Figure 6B] FIG. 6B is a close-up view of the electromechanical device shown in FIG. 6A. [Figure 7A] FIG. 2 is a diagram of an example of an electromechanical device for controlling anti-roll bar stiffness. [Figure 7B] FIG. 7B is a partial cross-sectional side view of the electromechanical device of FIG. 7A. [Figure 8A] FIG. 10 is a diagram of another example of an electromechanical device for controlling wheel alignment configured to control the toe of the wheels. [Figure 8B] FIG. 8B is a partial cross-sectional side view of the electromechanical device of FIG. 8A. [Figure 9] FIG. 1 illustrates an example of a central control unit configured to control multiple devices installed in a vehicle. [Figure 10A] 1 is a diagram of an example of a single wheel mounted system including a sensor array for measuring tire temperature. [Figure 10B] FIG. 10B is a side view of the device (system) shown in FIG. 10A. [Figure 11A] FIG. 1 is a diagram of an example of a single wheel-mounted system including a sensor array for measuring wheel angle. [Figure 11B] FIG. 11B is a side view of the device (system) shown in FIG. 11A. [Figure 12A] FIG. 4A is a diagram of an example of an electromechanical device for controlling wheel alignment similar to that shown in FIGS. 4A-E; FIG. 4B is a diagram of an apparatus for adjusting camber in a vehicle having a suspension with struts; and FIG. 4C is a front perspective view of an apparatus for controlling camber mounted on top of a strut of a McPherson type suspension, the device being configured to control camber or caster in a McPherson strut suspension system. [Figure 12B]12A is a diagram of an example of an electromechanical device for controlling wheel alignment similar to that shown in FIGS. 4A-E; FIG. 12B is a diagram of a device for adjusting the camber of a vehicle having a suspension with struts; and FIG. 12C is a top perspective view of the device of FIG. 12A mounted on the top of a strut tower. [Figure 12C] 12B is a diagram of an example of an electromechanical device for controlling wheel alignment similar to that shown in FIGS. 4A-E; FIG. 12C is a diagram of a device for adjusting camber in a vehicle having a suspension with struts; and FIG. 12D is a cross-sectional view through the device of FIG. [Figure 12D] 12A is a diagram of an example of an electromechanical device for controlling wheel alignment similar to that shown in FIGS. 4A-E; FIG. 12B is a diagram of a device for adjusting the camber of a vehicle having a suspension with struts; and FIG. 12C is a bottom perspective view of the device of FIG. 12A, shown with the outer housing removed and with portions of the suspension (and frame) removed. [Figure 12E] 12A-12E are diagrams of examples of electromechanical devices for controlling wheel alignment similar to those shown in FIGS. 4A-4E; FIG. 12B is a diagram of a device for adjusting camber on a vehicle having a suspension with struts; and FIG. 12C is a top perspective view of the device of FIG. 12D. [Figure 12F] 12A is a diagram of an example of an electromechanical device for controlling wheel alignment similar to that shown in FIGS. 4A-E; FIG. 12B is a diagram of a device for adjusting the camber of a vehicle having a suspension with struts; and FIG. 12C is another cross-sectional view through the device of FIG. 12A with and without a housing cover. [Figure 12G] 12A is a diagram of an example of an electromechanical device for controlling wheel alignment similar to that shown in FIGS. 4A-E; FIG. 12B is a diagram of a device for adjusting the camber of a vehicle having a suspension with struts; and FIG. 12C is another cross-sectional view through the device of FIG. 12A with and without a housing cover. [Figure 13A]5A-5B is a diagram of an example of an electromechanical device for controlling wheel alignment, similar to that shown in FIGS. 5A-5B, configured to control the toe of the wheels; FIG. 5B is a perspective view of the electromechanical device for controlling the toe; [Figure 13B] 5A-5B is a diagram of an example of an electromechanical device for controlling wheel alignment, similar to that shown in FIGS. 5A-5B, configured to control the toe of the wheels; FIG. 5B is a perspective view of the electromechanical device for controlling the toe; [Figure 13C] 13A-13B is a cross-sectional view of an example of an electromechanical device for controlling wheel alignment similar to that shown in FIGS. 5A-5B, configured to control the toe of the wheels; FIG. 13B is a cross-sectional view through the electromechanical device of FIGS. 13A-13B; [Figure 13D] 13A-13B is an enlarged cross-sectional view of an example of an electromechanical device for controlling wheel alignment similar to that shown in FIGS. 5A-5B, configured to control the toe of the wheels; FIG. 13B is an enlarged cross-sectional view through a portion of the electromechanical device of FIGS. 13A-13B; [Figure 13E] 13A-13B are side and top perspective views, respectively, of an example electromechanical device for controlling wheel alignment similar to that shown in FIGS. 5A-5B, configured to control the toe of the wheels; [Figure 13F] 13A-13B are side and top perspective views, respectively, of an example electromechanical device for controlling wheel alignment similar to that shown in FIGS. 5A-5B, configured to control the toe of the wheels; and FIGS. 13A-13B are enlarged right perspective views of the same electromechanical device. [Figure 13G] 5A-5B is a diagram of an example of an electromechanical device for controlling wheel alignment similar to that shown in FIGS. 5A-5B, configured to control the toe of the wheels; FIG. [Figure 13H] FIG. 5C is a diagram of an example of an electromechanical device for controlling wheel alignment similar to that shown in FIGS. 5A-5B configured to control the toe of the wheels. DETAILED DESCRIPTION OF THE INVENTION

[0073] Generally, this specification describes electromechanical apparatus (devices, systems, assemblies, etc.) that can be used to adjust or control a vehicle suspension. In some embodiments, these apparatuses may be apparatuses for electrically adjusting wheel alignment (e.g., camber, toe, and / or caster). In some variations, these apparatuses may be specific to one or more of camber, toe, and / or caster, and multiple apparatuses may be integrated into a system that may share a common controller to coordinate their operation.

[0074] Some of the devices described herein, particularly the camber adjustment device, are mounted on the vehicle frame. The suspension may be coupled between the wheels, which in turn are coupled to the wheels. Thus, the camber adjustment device may include a mount body secured to the vehicle frame and a holder (e.g., an arm holder) coupled to a portion of the suspension, preferably close to the frame and far from the wheel hub. For example, the holder may be an arm holder configured to hold one end of an upper arm of a suspension, such as a strut in a McPherson-type suspension, or one end of an upper wishbone in a double-wishbone-type suspension. The holder may be coupled to or part of a linear stage, and generally, the holder may be configured to move in a first, e.g., linear, translational axis and be restricted from movement in other linear directions. Movement is typically through a translational bearing surface on which the holder moves, and an electromechanical actuator is directly or indirectly coupled to the holder (e.g., via a linear stage) to move the holder rearward and forward along the translational bearing surface in the first translational axis to a desired position, thereby adjusting the camber of the wheel. Adjust.

[0075] The mount body may include two or more portions that fit together, such as a first (e.g., upper) mount body and a second (e.g., lower) mount body, and the different portions may be configured to support different loads. For example, the second mount body may be configured to support a high load, while the first mount body may only support a lighter load and may include an electromechanical actuator. Splitting the load-bearing functions of the mount body helps isolate the electromechanical actuator from larger loads that would otherwise be applied through the device, resulting in a much smaller and more uniform load experienced by the actuator.

[0076] Similarly, a toe adjustment device typically includes an elongated body having a telescoping rod coupled in line with a tie rod (e.g., between the tie rod and steering rack of a vehicle). The telescoping rod includes a mechanical linear actuator (such as a ball screw / ball nut) driven by an electromechanical actuator. The elongated body forming the device may also have two or more sections that combine and separate loads on the device. For example, a first section of the elongated body may be coupled to the electromechanical actuator, and a second section of the elongated body may include a telescoping rod, be coupled in line with the tie rod, and be configured to support a significantly higher load than the first section of the elongated body. For example, the first section of the elongated body may include a tie rod mount at one end and a steering link mount at a second end.

[0077] Other electromechanical devices for controlling vehicle suspension settings are also described herein and may be included as part of a system for correcting or controlling vehicle alignment (including the alignment of one or more wheels). These devices may share some or all of the same characteristics. For example, the devices described herein are configured to control the stiffness setting of an anti-roll bar and Apparatus for controlling the roll center setting of a vehicle and methods for making and using the same Controllers for controlling these and systems including them are also described. Generally, these devices may also include one or more structural members configured to support relevant static and dynamic loads of the vehicle, one or more adjustment members configured to control and change suspension settings, and one or more drivers configured to drive the translational movement of the adjustment member(s). In some cases, the adjustment members may also be configured as structural members, thereby both supporting relevant loads of the vehicle and controlling suspension settings. Generally, these devices may be controlled via open-loop control, closed-loop control, or semi-closed loop control (e.g., including user input, confirmation, or selection). Any of these devices may also include one or more sensors for monitoring variables that may be useful for controlling suspension settings.

[0078] 1A-1C show variations of electromechanical devices for controlling vehicle suspension settings, with the devices shown configured for a MacPherson strut suspension geometry. In this example, three electromechanical devices (e.g., devices) 121, 131, and 141 control the suspension settings of one wheel 101 of the vehicle. The first electromechanical device 121 is located at the top of the strut 103 and controls the suspension setting of the wheel 101. The second electromechanical device 131 is located between the outer tie rod 107 and the inner tie rod 109 (e.g., between the tie rods and the steering rack linkage) and is configured to control the toe of the wheels 101. The third electromechanical device 141 is located between the anti-roll bar 105 and the link 106 and is configured to control the stiffness of the anti-roll bar 105. In general, the toe adjustment arrangements described herein may be used to replace traditional tie rods with electrically controlled (e.g., telescoping) arrangements including a front tie rod portion and a distal attachment and / or a rear tie rod portion, as described in more detail below in Figures 13A-13H. do.

[0079] 1B and 1C show the axes over which electromechanical devices 121, 131, and 141 control and adjust suspension settings in this example. Electromechanical device 121 controls the camber and caster of wheel 101 by translating the top of strut 103 in two axes: one axis for camber 123 and one axis for caster 125. Electromechanical device 131 controls the toe of wheel 101 by changing the distance between outer tie rod 107 and inner tie rod 109, thereby effectively changing the overall length of the tie rods. Electromechanical device 141 controls the stiffness of anti-roll bar 105 by changing the distance between anti-roll bar 105 and link 106, thereby effectively changing the length of anti-roll bar 105.

[0080] Any of the electromechanical devices described herein may control one or more suspension settings for one or more wheels. Any number of electromechanical devices may be used to control suspension settings for one or more wheels. A vehicle may be equipped with one or more electromechanical devices configured to control any number of suspension settings for any number of wheels. For a given wheel, one or more electromechanical devices may be configured to control all or only some of the suspension settings.

[0081] Any of the electromechanical devices described herein may be configured for any suspension geometry or version of suspension geometry, including (but not limited to) fixed axle, independent, MacPherson strut, wishbone, double wishbone, multi-link, air suspension, leaf spring, and torsion bar suspension.

[0082] 2A-2C show variations of electromechanical devices for controlling vehicle suspension settings, where the devices are configured for a double wishbone type suspension geometry. In this example, four electromechanical devices 221, 231, and 241 control the suspension settings of one wheel 101 of the vehicle. The first two electromechanical devices 221 are identical and are located at the inner pivot point of the upper wishbone 213 and are configured to control the camber and caster of the wheel 101. The third electromechanical device 231 is located between the outer tie rod 207 and the inner tie rod 209 and is configured to control the toe of the wheel 101. The fourth electromechanical device 241 controls the anti-roll bar. 205 and link 206 and is configured to control the stiffness of anti-roll bar 205.

[0083] 2B and 2C show the axes over which electromechanical devices 221, 231, 241 control and adjust suspension settings in this example. Electromechanical device 221 controls the camber and caster of wheel 101 by translating upper wishbone 213 in two axes: one axis for camber 223 and one axis for caster 225. Electromechanical device 231 controls the toe of wheel 101 by varying the distance between outer tie rod 207 and inner tie rod 209, thereby effectively varying the overall length of the tie rods. Electromechanical device 241 controls the stiffness of anti-roll bar 205 by varying the distance between anti-roll bar 205 and link 206, thereby effectively varying the length of anti-roll bar 205.

[0084] 3A-3C show another variation of an electromechanical device for controlling vehicle suspension settings, where the device is configured for a double wishbone suspension geometry. In this example, three electromechanical devices 321, 231, 241 control the suspension setting of one wheel 101 of the vehicle. The first electromechanical device The actuator 321 is located near the outer pivot point of the upper wishbone 213 and is configured to control the camber of the wheel 101. The other two electromechanical devices 231, 241 are identical to those described in Figures 2A to 2C. In this example, no control is provided for the caster of the wheel 101.

[0085] Figures 3B and 3C show the axes over which electromechanical devices 321, 231, 241 control and adjust suspension settings in this example. Electromechanical device 321 controls the camber of wheel 101 by translating the outer pivot point of upper wishbone 213, thereby effectively changing the length of upper wishbone 213. Electromechanical devices 231, 241 control the toe of wheel 101 and the stiffness of anti-roll bar 205 as described in Figures 2B and 2C.

[0086] Any of the electromechanical devices described herein may be configured or arranged differently than described in the examples provided herein, so long as they allow for control of one or more suspension settings. As shown in the example of Figures 3A-3C, a vehicle may be configured so that not all suspension settings are electromechanically controlled. In the example of Figures 3A-3C, wheel caster is not controlled, but camber, toe, and anti-roll bar stiffness are controlled.

[0087] In general, the electromechanical devices described herein may be configured to accommodate a vehicle's original suspension system or to accommodate an aftermarket suspension system with minimal modification to the suspension system's native geometry. This minimizes potential side effects (e.g., increased unsprung mass, reduced stiffness or stiffness, etc.) caused by introducing the electromechanical devices into the original suspension system. In general, the electromechanical devices described herein may be configured to be lightweight and robust and may be located in a position that minimizes potential increases in unsprung mass (e.g., farther from the wheel hub, closer to the vehicle frame, etc.).

[0088] 4A-4E show variations of electromechanical devices for controlling vehicle suspension settings, configured to control the camber of a McPherson strut suspension system. In FIG. 4A, device 421 (configured as an electromechanical device) is located atop strut 103 and attached to a vehicle strut tower 415 that is part of or connected to the vehicle frame. FIG. 4B is a close-up view of electromechanical device 421 shown in FIG. 4A. The device includes a two-part mount body that is secured to the vehicle frame (e.g., secured to strut tower 415). In this example, upper portion 464 of the mount body is connected to the top of frame 415, and lower portion 466 is connected to the bottom of the frame, with bolts 468 used to secure the two parts together with the frame held firmly between them. The device also includes a strut holder 465 (configured as a spherical bearing) that is part of lower translation stage 463. The strut holder can therefore move with the lower translation stage along a first translation axis 488 by translating back and forth on a translation bearing surface formed by the outer longitudinal surfaces of a pair of shafts configured as linear rails 461 on either side of the holder. The holder (strut holder) may be fixedly attached to one or more linear bearings (not shown) that ride on these linear rails. An electromagnetic actuator (including an electric motor 451, a spur gear 459, and a linear actuator including a ball screw 453 and a ball nut 455) drives the holder back and forth on the first translation axis 488 to adjust the camber. Figures 4C, 4D, and 4E are partial cross-sectional, top, and bottom views, respectively, of the electromechanical device 421 shown in Figure 4A.

[0089] Thus, the electromechanical device 421 includes an electric motor 451, two spur gears 459 The strut 103 includes a pair of gears, a ball screw 453, a ball nut 455, an upper translation stage 457, a lower translation stage 463 (the lower translation stage may be fixed to the upper translation stage, and the two, together with the strut holder, move relative to the upper mount body portion), two linear rails 461 (which form a translation bearing surface and may be part of the lower mount body portion), and a spherical bearing 465 (the strut holder in this example). The strut holder 465 may be fixedly or movably coupled to the top (e.g., top end, or simply referred to as the end) of the strap 103. In this example, the top of the strut 103 is fixed inside a holder (spherical bearing) 465 coupled to (e.g., housed within) the lower translation stage 463. The lower translation stage 463 slides along the linear rails 461 on linear bearings (not shown) with low sliding friction. Thus, lower translation stage 463 is fixedly attached to upper translation stage 457, which is fixedly attached to ball nut 455. Ball nut 455 is driven back and forth along ball screw 453 with low friction, thereby translating upper translation stage 457, lower translation stage 463, strut holder (spherical bearing) 465, and the top of strut 103. The bottom of the strut is fixed to the wheel assembly (see FIG. 1A ), and translating the top of strut 103 changes its angle, thereby changing the camber angle of wheel 101. Ball screw 453 is supported by bearings capable of supporting radial and thrust loads (not shown), and ball screw 453 is driven to rotate about its central axis by spur gear 459, which is driven by electric motor 451. In the variation shown in Figures 4A to 4E, the strut holder is movable in a first translational axis 488 (e.g., x) but is constrained from movement in any other translational axis relative to the mount body, and in particular is constrained from movement in a translational axis perpendicular to the first translational axis (e.g., z or y).

[0090] The electric motor 451 may be driven to rotate clockwise or counterclockwise, thereby translating the top of the strut 103 back and forth along the line of the ball screw 453. The electric motor 451 may be controlled by an electronic controller (not shown) and may include an encoder (not shown) for monitoring the position of the motor 451 and / or the top of the strut 103. The electro-mechanical actuator or other part of the device may also include a lock that is releasable and, when engaged, locks the position of the strut holder relative to the mount body, and therefore relative to the vehicle frame. The lock may be a mechanical lock, and the electronic controller controlling the electro-mechanical actuator may control the engagement / disengagement (e.g., locking / unlocking) of the lock.

[0091] While the examples provided above include electric motors, any electromechanical device described herein may include any one or more of any suitable drivers, which may be (but are not limited to) mechanical actuators (e.g., motors, etc.), pneumatic actuators, hydraulic actuators, or electric actuators. Any driver may translate in either rotation or length, or in both rotation and length, and the translational movement may be reversible. Any driver may include a position sensor (e.g., encoder, etc.).

[0092] Any of the electromechanical devices described herein, and in particular the mount body, may include one or more structural members, including (but not limited to) beams, flanges, supports, shafts, rails, rods, housings, stages, mounts, brackets, Bolts, nuts or screws (e.g. power screws, lead screws, ball screws) The structural members may be stationary, or may move in either rotation or linear translation, or in both rotation and linear translation.

[0093] Any of the electromechanical devices described herein may include one or more adjustment members, such as, for example, linear actuators, which may be any suitable type of adjustment member (including, but not limited to, The adjustment member may include, but is not limited to, a screw (e.g., power screw, lead screw, ball screw, etc.), a gear (e.g., spur gear, helical gear, worm gear, etc.), a pulley, a belt, a shaft, a slide, a pivot, a lever arm, a connecting rod, a cam, a translation stage, a carriage, or a nut (e.g., ball nut, etc.). The adjustment member may translate in either rotation or length, or in both rotation and length.

[0094] 5A and 5B show a variation of an electromechanical device for controlling vehicle suspension settings, where the device is configured to control the toe of the wheel 101. In this example, an electromechanical device 531 is located between an outer tie rod 507 and an inner tie rod 509. The electromechanical device 531 includes an electric motor 551, two spur gears 559, a ball screw 553, a ball nut 555, and a bearing pack 569. The outer tie rod 507 couples to the ball nut 555, which is configured to be driven back and forth with low friction along the ball screw 553, thereby translating the outer tie rod 507. Because the outer tie rod 507 couples to the wheel assembly (see FIGS. 1A, 2A, and 3A), translating the outer tie rod 507 changes the toe angle of the wheel 101. The ball screw 553 controls the radial load and Supported by a bearing pack 569 capable of supporting thrust loads, the ball screw 553 is driven to rotate about its central axis by a set-off spur gear 559 driven by an electric motor 551 .

[0095] Any electromechanical device configured to control the toe of a wheel described herein can be configured to be located anywhere between the steering box and the vehicle's wheels. For example, the electromechanical device can be located at the outer end of the outer tie rod between the outer tie rod and the wheel assembly. In another example, the electromechanical device can be located at the inner end of the inner tie rod between the inner tie rod and the steering box. The electromechanical device (e.g., a toe adjuster) can completely replace a tie rod and extend between the steering box and the wheel assembly, or it can include one or more "partial" tie rods in line with telescoping regions (as shown in Figures 13A-13H below). Generally, an electromechanical device configured to control the toe of a wheel changes the distance between the outer end of the outer tie rod and the inner end of the inner tie rod.

[0096] Thus, any electromechanical device configured to control the toe of a wheel described herein may be configured to control the toe of a steered wheel or a non-steered wheel. For a non-steered wheel, the electromechanical device may be located anywhere on the tow arm. For example, the electromechanical device may be located at the outer end of the tow arm between the tow arm and the wheel assembly. In another example, the electromechanical device may be located at the inner end of the tow arm between the tow arm and a mounting location on the vehicle body or chassis. In another example, the electromechanical device may completely replace the tow arm and extend between a mounting location on the vehicle body or chassis and the wheel assembly. In general, an electromechanical device configured to control the toe of a non-steered wheel changes the effective overall length of the tow arm.

[0097] 6A and 6B show a variation of an electromechanical device for controlling vehicle suspension settings, where the device is configured to control the camber of a double wishbone suspension system. In this example, two identical electromechanical devices 621 is attached to the inner pivot point of the upper wishbone 213 The ends of the wishbone are pivotally connected to the camber adjustment device via a pivot joint with a wishbone arm holder 633 of a translation stage 633 of the device so that the wishbone arm pivots relative to the wishbone arm holder. The device includes an electromechanical actuator including a shaft 651, two spur gears 659, a ball screw 653, and a ball nut 655. The apparatus also includes a translation stage 663 to which a wishbone arm holder 633 is coupled (or, in this example, is integral). A mount body 671 may be directly or indirectly coupled to a frame (not shown) and includes or is fixedly attached to two linear rails 661 that form a translation bearing surface. The device also includes a bearing pack 669. The translation stage, including the wishbone arm holder, may also have linear bearings (not shown) that ride on the translation bearing surface formed by the parallel pair of rails (shaft 661).

[0098] In this example, the wishbone arm holder of the translation stage is configured to hold one end of the upper wishbone arm, which in this example includes a channel into which a bolt or screw 638 can be attached to secure it within the wishbone arm holder. The upper wishbone 213 connects to a translation stage 663, which in turn connects to a ball nut 655. The ball nut 655 is configured to be driven back and forth with low friction along the ball screw 653, thereby translating the translation stage 663. Because the upper wishbone 213 connects to the wheel assembly (see FIGS. 2A and 3A), translating the upper wishbone 213 changes the camber angle of the wheel 101. The ball screw 653 Supported by a bearing pack 669 capable of supporting radial and thrust loads, the ball screw 653 is driven to rotate about its central axis by a set of spur gears 659 driven by an electric motor 651. In this example, the mount body, shaft, and wishbone arm holder are configured to support relatively high loads (e.g., above a load threshold), while the electromechanical controller is attached to the mount body and coupled to the translation frame (e.g., wishbone arm holder) and does not need to support these high loads.

[0099] 7A and 7B show one variation of an electromechanical device for controlling vehicle suspension settings, the device configured to control anti-roll bar stiffness. In this example, electromechanical device 741 is located between anti-roll bar 205 and link 706. The electromechanical device includes an electric motor 751, two spur gears 759, a ball screw 753, a ball nut 755, a connecting flange 773, a mount 768, and a bearing pack 769. Mount 768 connects to the end of anti-roll bar 205 and houses bearing pack 769. Ball screw 753 is supported by bearing pack 769, which is capable of supporting radial and thrust loads. Ball screw 753 is driven to rotate about its central axis by spur gear 759, which is driven by electric motor 751. The ball nut 755 is configured to be driven back and forth with low friction along the ball screw 753, thereby translating the connecting flange 773 and changing the distance between the end of the anti-roll bar 205 and the link 706. This distance between the end of the anti-roll bar 205 and the link 706 represents the effective length of the anti-roll bar 205. If the effective length of the anti-roll bar 205 is longer, the stiffness of the anti-roll bar 205 will be lower. In contrast, if the effective length of the anti-roll bar 205 is shorter, the stiffness of the anti-roll bar 205 will be higher.

[0100] Any electromechanical device configured to control anti-roll bar stiffness described herein may be configured to be located anywhere on the anti-roll bar or anywhere between the anti-roll bar and the wheel or suspension assembly. The electromechanical device may be indirectly coupled to the wheel or suspension assembly (e.g., via a linkage, etc.) or directly coupled to the wheel or suspension assembly.

[0101] Any of the electromechanical devices configured to control anti-roll bar stiffness described herein may be configured to control the stiffness of any anti-roll bar, including (but not limited to) a front anti-roll bar or a rear anti-roll bar.

[0102] 8A and 8B show another variation of an electromechanical device for controlling vehicle suspension settings, the device being configured to control the toe of the wheels 101. In this example, an electromechanical device 831 is located between an outer tie rod 807 and an inner tie rod 809. The electromechanical device includes an electric motor 851, a motor housing 852, ball screw 853, shaft coupler 854, ball nut 855, and bearing pack 869. The outer tie rod 807 is coupled to the ball nut 855, which is driven back and forth with low friction along the ball screw 853, thereby translating the outer tie rod 807. Because the outer tie rod 807 is coupled to the wheel assembly (see FIGS. 1A, 2A, and 3A), translating the outer tie rod 807 changes the toe angle of the wheel 101. The ball screw 853 is supported by a bearing pack 869 capable of supporting radial and thrust loads, and the ball screw 853 is driven to rotate about its central axis by the electric motor 851 via the shaft coupler 854. In this example, the output shaft of the electric motor 851 is directly coupled to the ball screw 853 via the shaft coupler 854, eliminating the need for gears or the like.

[0103] Any of the electromechanical devices described herein may or may not include gears for driving adjustment members to adjust suspension settings. If gears are used, the gears may have any gearing ratio (e.g., 1:1, 1:2, 2:1, 1:3, 1:4, etc.). The output shaft of any driver of any of the electromechanical devices described herein may be directly coupled to any adjustment member. If any of the electromechanical devices described herein includes a screw (e.g., a ball screw, a lead screw, etc.), the output shaft of at least one driver may be directly or indirectly coupled to the screw, and further, the output shaft of at least one driver may be in any spatial orientation relative to the screw, including parallel, perpendicular, collinear, co-located, or at any angle relative to the screw.

[0104] Any of the electromechanical devices described herein may be controlled by an electronic controller. Each electromechanical device may be controlled by its own control system, by the control system of another device, by a common centralized control system, or by a combination of control systems.

[0105] FIG. 9 shows a variation of a control unit configured to control electromechanical devices for controlling vehicle suspension settings. In this example, a central control unit is used to control all electromechanical devices mounted on all four wheels of the vehicle. One or more electromechanical devices are mounted on each of the front-left and front-right wheels to control the camber, caster, toe, and anti-roll bar stiffness of each front wheel. Additionally, one or more electromechanical devices are mounted on each of the rear-left and rear-right wheels to control the camber, toe, and anti-roll bar stiffness of each rear wheel. The central control unit is configured to receive user input data and sensor input data and to provide output control signals to all of the electromechanical devices to control and change the suspension settings accordingly.

[0106] Any of the control units described herein may additionally control other suspension or vehicle functions not related to the electromechanical devices described herein, including (but not limited to) magnetic dampers, variable dampers, spring rates, and roll centers.

[0107] Any of the electromechanical devices described herein may include one or more sensors and may further include closed-loop control.

[0108] 10A and 10B show a variation of an electromechanical device for controlling vehicle suspension settings configured with feedback sensors. Four electromechanical devices 221, 231, 241 control the suspension settings of the vehicle's wheels 101 as described in FIGS. 2A-C. In this example, a temperature sensor array 1081 is attached to the upper wishbone 213 and positioned above the tire surface of the wheel 101 to monitor the tire temperature. The temperature sensor array 1081 includes one or more temperature sensors along its length to monitor the tire temperature from inner edge to outer edge or outer edge to inner edge.

[0109] In one example, the temperature sensor array 1081 may include two separate sensors, one for the temperature One is positioned above the inner edge of the tire to monitor the temperature of the inner edge, and one is positioned above the outer edge of the tire to monitor the temperature of the outer edge.

[0110] In another example, the temperature sensor array 1081 may include three separate sensors, one positioned above the inner edge of the tire to monitor the inner edge temperature, one positioned above the center of the tire to monitor the center temperature, and one positioned above the outer edge of the tire to monitor the outer edge temperature.

[0111] In yet another example, the temperature sensor array 1081 may include one continuous sensor bar to monitor the temperature at all locations across the tire, providing a complete temperature profile.

[0112] Any of the electromechanical devices or systems described herein may include one or more temperature sensors. In particular, a temperature sensor may be used to evaluate the appropriateness of a given set of suspension settings. In particular, a temperature sensor may be used to monitor the surface temperature of a tire and thereby evaluate the appropriateness of a given camber setting. For example, if the temperature of the outer edge of the tire is higher than the temperature of the inner edge, an electromechanical device configured to control camber may be instructed to provide a more negative (or less positive) camber. In another example, if the temperature of the inner edge of the tire is higher than the temperature of the outer edge, an electromechanical device configured to control camber may be instructed to provide a less negative (or more positive) camber.

[0113] 11A and 11B show a variation of an electromechanical device for controlling vehicle suspension settings configured with feedback sensors. Four electromechanical devices 221, 231, 241 control the suspension settings of the vehicle's wheels 101 as described in FIGS. 2A-C. In this example, a position sensor array 1183 is attached to the lower wishbone 211 and is located behind the wheels 101 to monitor the angle or position of the wheels 101. In this example, the position sensor array 1183 includes three position sensors 1185, 1187, 1189. The position sensors 1185, 1187, 1189 are configured to monitor the camber and toe angles of the wheels 101.

[0114] In one example, the position sensor array may include one or more discrete sensors. In another example, the position sensor array may include one continuous sensor bar to provide a position profile.

[0115] Any of the electromechanical devices or systems described herein may include one or more position sensors. In particular, position sensors may be used to assess the correctness of a given set of suspension settings. In particular, position sensors may be used to monitor wheel toe angle.

[0116] Any electromechanical device or system of devices described herein may include one or more sensors of one or more types, including (but not limited to) position sensors, encoders (e.g., linear, rotary, optical, etc.), limit switches, proximity sensors, temperature (thermal) sensors, reed switches, optical sensors (e.g., ultraviolet, infrared, etc.), and accelerometers. For example, an electromechanical device may include one or more position sensors and one or more temperature sensors.

[0117] For any electromechanical device or system of devices including one or more sensors described herein, open loop, partially closed loop, fully closed loop, intermittent closed loop, continuous closed loop, semi-automatic or fully automatic control may be provided.

[0118] For any electromechanical device or system including one or more sensors described herein, automatic, continuous, real-time control of suspension settings may be provided.

[0119] 12A-12G show another variation of an apparatus 1221 (e.g., device, system, etc.) for adjusting the camber of a vehicle having a suspension including struts 1203, such as a McPherson-type suspension. In this example, similar to the apparatus shown in FIGS. 4A-4E, the apparatus includes a mount body secured to the vehicle frame (e.g., secured to a strut tower 1215). The mount body includes an upper mount body 1264 and a lower mount body 1266. The upper mount body is configured to couple to the lower mount body, in this example, holding the vehicle frame 1215 between the two bodies so that the two portions of the mount body are secured together as shown in FIG. 12C. Openings in the upper and lower mount bodies are aligned with openings through the frame (strut tower 1215). A lower mount body spans this opening, and a strut holder 1299, coupled to or formed as part of a movable translation stage 1263, moves in a single translational axis on a translational bearing surface 1298 that forms part of the lower mount body. In this example, the translational bearing surface is the cylindrical outer surface of each of two shafts 1290 that extend parallel across the opening. The translational axis extends parallel to the direction of these shafts. In Figures 12A, 12C, and 12F, a housing 1278 covers the upper mount body, and a flexible sleeve 1279 covers the lower mount body, allowing movement of the strut holder and protecting the device from debris.

[0120] An upper housing 1278 covers the electromechanical actuator in this example, and in Figures 12B, 12D, 12E and 12G the upper cover has been removed (a lower flexible cover 1279 still exists). The electromechanical actuator is It includes an electric motor 1251 that drives the rotation of a pair of gears 1259 that couple to a linear actuator configured as a ball screw 1253 and ball nut 1255. The ball screw is rotated by the gears, which in turn causes the ball nut to translate back and forth along the ball screw, as the ball nut is coupled (e.g., fixedly attached) to a translation stage / strut holder, and rotation of the ball screw drives movement of the strut holder. An electrical controller (not shown) communicates with the electromechanical actuator to control its operation.

[0121] In operation, the strut holder is driven by the electromechanical actuator (e.g., by the action of bushings / linear bearings on / in or as part of the translation stage) to move on the pair of shaft translation bearing surfaces 1298 when the electric motor of the electromechanical actuator rotates the ball screw, moving the ball nut back and forth in the first translation axis. In this example, this first translational axis is generally aligned with the plane of the wheel (e.g., in some variations, + / - 30 degrees of the wheel's axis of rotation). The apparatus is constrained such that the translation stage, and therefore the strut holder, is constrained in all other translational directions (e.g., axes perpendicular to the first translational axis). An encoder (not shown) may monitor the position of the holder / translation stage and may provide feedback to an electronic controller.

[0122] 12A-12G are configured so that high loads imposed on the device, for example, by a suspension strut, are transmitted to the frame body through a separate portion of the mount body that is isolated from the portion of the mount body that supports or contains the electromechanical actuator. In this example, the upper mount body 1263 supports the electromechanical actuator and does not need to support high loads, and the electromechanical actuator does not need to operate under the high-load conditions that the lower mount body 1266 must operate under. The lower mount body 1266 supports the load from the strut 1203, which is transmitted through the strut holder 1299 and translation stage 1263 to a pair of shafts that form the translation bearing surface 1298 of the lower mount body 1266. The lower mount body is configured to be mounted below the vehicle frame (e.g., strut tower 1215), so that the load is transmitted through the device to the frame without passing through the electromechanical actuator. Thus, the lower mount body may be configured to handle a minimum load threshold of greater than about 1000 kilograms (kg) (e.g., about 1500 kg or more, about 2000 kg or more, about 2500 kg or more, about 3000 kg or more, about 3200 kg or more, about 3500 kg or more, about 4000 kg or more, etc.).

[0123] 13A-13H illustrate another example of a toe adjustment device (e.g., a toe adjustment unit) that can electrically adjust the toe of a vehicle (e.g., a wheel of the vehicle) similar to that shown and described above with respect to FIGS. 5A-5B and 8A-8B. In FIG. 13A, the toe adjustment unit 1331 is a tie rod mount configured to connect to the end of the tie rod 1360. The front tie rod includes a mount 1368 at its distal end. In some variations, the tie rod (front tie rod 1360) forms part of the device. In Figures 13A-13H, a tie rod mount secures the front tie rod to the ball nut 1355 of the telescoping rod, and a ball screw (not visible) is carried within and partially through the ball nut to the distal end of the front toe rod. The telescoping rod portion 1381 is configured to extend or retract in a distal to proximal direction. The telescoping rod is actuated by a linear actuator actuated by an electromechanical actuator (e.g., an electric motor 1351 and a set of gears 1359, etc.). (For example, in this example, the ball screw 1353 and ball nut, The flexible portion 1385 may include a flexible mount 1386 (which may have the same features as the tie rod mount 1368). The electromechanical actuator is coupled to the telescoping arm via a ball screw and ball nut (in this example, the tie rod mount) and drives rotation of the telescoping arm to extend or retract the telescoping arm relative to the tie rod. A housing 1386 (including a flexible portion 1385) may encase the electromechanical actuator and the telescoping arm portion.

[0124] In this example, the telescoping rod section 1381 is coupled in alignment with a portion (e.g., truncated) tie rod, shown here as the front tie rod section 1360. The rear end of the device includes a steering link mount 1377. In some variations, a second tie rod section (the rear tie rod section) may be included between the telescoping rod and the steering link mount. The steering link mount is a ball joint in this example, allowing for pivoting. The telescoping rod section may be extended or retracted by rotation driven by an electric motor to rotate a ball screw (rotation imparted by a set of gears), which in turn rotates the front tie rod section to the remainder of the alignment. The electromechanical actuator rotates within one or more ball nuts that are fixedly attached to the tie rod (or are in turn fixed to the vehicle frame). The electromechanical actuator is positioned out of the load-carrying path of the tie rod; in Figures 13A-13F, the electromechanical actuator (e.g., motor) is positioned parallel to the remainder of the load-carrying path of the tie rod. This provides space and protects the electromechanical actuator.

[0125] 13A-13H, a steering link mount 1377 is disposed at the proximal end and configured to connect to a linkage (not shown) of the vehicle's steering rack, which may be a ball joint.

[0126] The toe adjustment unit also includes one or more (two are shown in FIGS. 13E-13H ) stays (stay rods 1395) that connect the electromechanical actuator (e.g., electric motor 1351) to the body frame of the device. The stay rods are slidably connected to bearings 1396 that are fixed (directly, or indirectly, as shown) to the tie rod mounts to prevent rotation of the electromechanical actuator relative to the tie rod mounts during operation.

[0127] Any of the methods described herein may be implemented as software, hardware, or firmware and may be described as a non-transitory computer-readable storage medium storing a set of instructions that, when executed by a processor (e.g., a computer, tablet, smartphone, etc.), can control the processor to perform any step including, but not limited to, displaying, communicating with a user, analyzing, changing parameters (including timing, frequency, intensity), determining, modifying, etc.

[0128] When a feature or element is described herein as being "on" another feature or element, it may be directly on the other feature or element, or there may be intervening features and / or elements. In contrast, when a feature or element is described as being "directly on" another feature or element, there are no intervening features and / or elements. When a feature or element is referred to as being "coupled," "attached," or "coupled" to another feature or element, it is understood that it may be directly coupled, attached, or coupled to the other feature or element, or there may be intervening features or elements. In contrast, when a feature or element is referred to as being "directly coupled," "directly attached," or "directly coupled" to another feature or element, there are no intervening features or elements. Although described and illustrated with respect to one embodiment, the features and elements so described and illustrated may also apply to other embodiments. Those skilled in the art will also understand that references to structures or features located "adjacent" to other features may have portions that overlap or underlie the adjacent feature.

[0129] The terms used herein are for the purpose of describing particular embodiments only and are not intended to be limiting of the invention. For example, as used herein, the singular forms "a," "an," and "the" are intended to include the plural unless the context clearly indicates otherwise. It will be further understood that as used herein, the terms "comprises" and / or "comprising" specify the presence of stated features, steps, operations, elements, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, elements, components, and / or groups thereof. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items and may be abbreviated as " / ."

[0130] Spatially relative terms such as "below," "lower," "bottom," "above," "upper," etc. may be used herein to facilitate the description to describe the relationship of one element or feature to another element(s) or feature(s) as shown in the figures. Spatially relative terms encompass different orientations of the device in use or operation in addition to the orientation depicted in the figures. It will be understood that this is intended. For example, if the device in the figures were inverted, an element described as "below" or "below" another element or feature would then be oriented "above" that other element or feature. Thus, the exemplary term "below" can encompass both an above and below orientation. The device may be otherwise oriented (rotated 90 degrees or at other orientations), and the spatially relative terms used herein will be interpreted accordingly. Similarly, the terms "upward," "downward," "vertical," "horizontal," etc. are used herein for descriptive purposes only, unless otherwise specified.

[0131] As used herein, the terms "first" and "second" may be used to describe various features / elements (including steps), but these features / elements are not limited by these terms unless the context indicates otherwise. These terms may be used to distinguish one feature / element from another. Thus, a first feature / element discussed below could also be referred to as a second feature / element, and similarly, a second feature / element discussed below could also be referred to as a first feature / element, without departing from the teachings of the present invention.

[0132] Throughout this specification and the claims that follow, unless the context requires otherwise, the word "comprise" and variations such as "comprises" and "comprising" mean that various elements may be used in conjunction with methods and articles (e.g., compositions and apparatuses that include devices and methods). For example, the term "comprising" is understood to imply the inclusion of any stated element or step but not the exclusion of any other element or step.

[0133] In general, any apparatus and methods described herein should be understood to be inclusive, although alternatively, all or a subset of the components and / or steps may be inclusive and may be expressed as "consisting of" or alternatively "consisting essentially of" various components, steps, subcomponents, or substeps.

[0134] Unless otherwise expressly stated, including those used in the examples, all numbers used in this specification and claims may be read as if preceded by "about" or "approximately," even if the word "about" or "approximately" is not explicitly stated. The terms "about" or "approximately" may be used when describing a magnitude and / or location to indicate that the stated value and / or location is within a reasonable range of expectation of that value and / or location. For example, numerical values ​​may have values ​​of + / - 0.1% of the stated value (or range of values), + / - 1% of the stated value (or range of values), + / - 2% of the stated value (or range of values), + / - 5% of the stated value (or range of values), + / - 10% of the stated value (or range of values), etc. Any numerical value recited herein should also be understood to include about or approximately that value, unless the context dictates otherwise. For example, if the value "10" is disclosed, then "about 10" is also disclosed. Any numerical ranges set forth herein are intended to include all subranges therein. As would be appreciated by one of ordinary skill in the art, it is understood that values ​​are also disclosed as "less than or equal to," "greater than or equal to," and possible ranges between those values. For example, if a value "X" is disclosed, "less than or equal to X" and "greater than or equal to X" (e.g., where X is a numeric value) are also disclosed. It is also understood that throughout this application, data is provided in several different formats, and this data represents starting and ending points, and ranges for any combination of the data points. For example, if a specific data point "10" and a specific data point "15" are disclosed, it is understood that greater than 10 and 15, greater than or equal to 10 and 15, less than 10 and 15, less than or equal to 10 and 15, and equal to 10 and 15 are considered disclosed, as well as between 10 and 15. It is understood that each unit between two specified units is also disclosed. For example, if 10 and 15 are disclosed, then 11, 12, 13, and 14 are also disclosed.

[0135] While various exemplary embodiments have been described above, any of several modifications may be made to the various embodiments without departing from the scope of the invention as set forth in the claims. For example, the order in which various described method steps are performed may often be changed in alternative embodiments, and in alternative embodiments, one or more method steps may be omitted entirely. Optional features of various device and system embodiments may be included in some embodiments and not included in other embodiments. Accordingly, the above description has been provided primarily for illustrative purposes and should not be construed as limiting the scope of the invention as set forth in the claims.

[0136] The examples and illustrations contained herein are by way of example, not limitation, indicating specific embodiments in which the subject matter may be practiced. As noted, other embodiments may be utilized and derived therefrom, such that structural and logical substitutions and changes may be made without departing from the scope of the present disclosure. Such embodiments of the inventive subject matter may be referred to herein individually or collectively by the term "invention" merely for convenience, and are not intended to intentionally limit the scope of this application to any single invention or inventive concept when in fact more than two inventions or inventive concepts are disclosed. Thus, while specific embodiments have been shown and described herein, any configurations calculated to achieve the same purpose may be substituted for the specific embodiment shown. The present disclosure is intended to cover any and all adaptations or modifications of the various embodiments. Combinations of the above embodiments and other embodiments not specifically described herein will be apparent to those of skill in the art upon reviewing the above description. [Explanation of symbols]

[0137] 101 Wheels 103 Strut 105, 205 anti-roll bar 106, 206 Links 107 External tie rod 109 Internal tie rod 123 camber 125 Caster 121, 131, 141 Electromechanical devices 221, 231, 241, 321, 421, 531 Electromechanical devices 213 Upper wishbone 415 Strut Tower 465 Strut holder 451 Electric Motor 453 Ball Screw 455 ball nut 459 Spur Gear 1264 Upper Mount Body 1266 Lower Mount Body

Claims

1. 1. A device for adjusting camber on a vehicle having a suspension including struts, said device comprising: a mount body having a translating bearing surface, the mount body configured to be secured to a frame of the vehicle; a strut holder configured to hold one end of a strut, the strut holder movably coupled to the translational bearing surface, the translational bearing surface configured to permit movement of the strut holder in a first translational axis and to restrict movement of the strut holder in a second translational axis perpendicular to the first translational axis or a third translational axis perpendicular to the second translational axis; an electromechanical actuator coupled to the strut holder to drive the strut holder in the first translation axis along the translation bearing surface.

2. The device of claim 1 , further comprising an electronic controller configured to control actuation of the electromechanical actuator.

3. The device of claim 2 , wherein the electronic controller is configured to adjust the toe of the vehicle when adjusting camber.

4. 2. The device of claim 1, wherein the mount body comprises an upper mount body and a lower mount body, the mount body being configured such that the vehicle frame can be secured between the upper mount body and the lower mount body.

5. The device of claim 4 , wherein the lower mount body includes the translating bearing surface.

6. 2. The device of claim 1, wherein the translating bearing surface comprises a pair of shafts extending parallel to each other on opposite sides of the strut holder.

7. The device of claim 1 , further comprising one or more linear bearings fixedly attached to the strut holder and movably coupled to the translation bearing surface.

8. 2. The device of claim 1, wherein the electromechanical actuator comprises an electric motor coupled to the strut holder to move the strut holder in the first translational axis.

9. 10. The device of claim 1, wherein the electromechanical actuator comprises a ball screw and a ball nut, the ball nut coupled to the strut holder and configured to be driven back and forth along the ball screw.

10. The device of claim 1 , further comprising an encoder configured to monitor the position of the strut holder.

11. 10. The device of claim 1, wherein the translating bearing surface is configured to support a radial load in excess of 1500 kg.

12. 1. A device for adjusting camber on a vehicle having a suspension including struts, said device comprising: an upper mount body and a lower mount body configured to allow a frame of the vehicle to be fixed between the upper mount body and the lower mount body, the lower mount body having a translating bearing surface; 、 a strut holder configured to hold one end of the strut, the strut holder movably coupled to the translational bearing surface, the translational bearing surface configured to allow movement of the strut holder in a first translational axis and to restrict movement of the strut holder in a second translational axis perpendicular to the first translational axis or a third translational axis perpendicular to the second translational axis; an electromechanical actuator coupled to the strut holder to drive the strut holder in the first translation axis along the translation bearing surface; an electronic controller configured to operate the electromechanical actuator.

13. The device of claim 12 , wherein the translating bearing surface comprises a pair of shafts extending parallel to either side of the strut holder.

14. 13. The device of claim 12, further comprising one or more linear bearings fixedly attached to the strut holder and movably coupled to the translation bearing surface.

15. 13. The device of claim 12, wherein the electromechanical actuator comprises an electric motor coupled to the strut holder to move the strut holder in the first translational axis.

16. 13. The device of claim 12, wherein the electromechanical actuator comprises a ball screw and a ball nut, the ball nut coupled to the strut holder and configured to be driven back and forth along the ball screw.

17. The device of claim 12 further comprising an encoder configured to monitor the position of the strut holder.

18. 13. The device of claim 12, wherein the translating bearing surface is configured to support a radial load in excess of 1500 kg.

19. The device of claim 12 , wherein the electronic controller is configured to adjust the toe of the vehicle when adjusting the camber.

20. 1. A device for adjusting camber on a vehicle having a suspension including struts, said device comprising: an upper mount body and a lower mount body configured such that a frame of the vehicle can be secured between the upper mount body and the lower mount body, the lower mount body including a translation bearing surface formed by one or more shafts; a strut holder configured to hold one end of the strut, the strut holder being movably coupled to the one or more shafts forming the translational bearing surface by one or more linear bearings such that the strut holder is configured to move in a first translational axis and be constrained from moving in a second translational axis perpendicular to the first translational axis or a third translational axis perpendicular to the second translational axis; an electromechanical actuator coupled to the strut holder to drive the strut holder in the first translation axis along the translation bearing surface; and an electronic controller configured to operate the electromechanical actuator.

21. 1. An apparatus for adjusting the camber of a vehicle having a suspension with an upper arm, said apparatus comprising: a mount body having a translating bearing surface, the mount body configured to be secured to a frame of the vehicle; an arm holder configured to hold one end of the upper arm, the arm holder movably coupled to the translational seating surface, the translational seating surface configured to allow the arm holder to move in a first translational axis and to prevent the arm holder from moving in a second translational axis perpendicular to the first translational axis or a third translational axis perpendicular to the second translational axis; an electromechanical actuator coupled to the arm holder for driving the arm holder along the translation bearing surface in the first translation axis;

22. 22. The apparatus of claim 21, wherein the mount body comprises an upper mount body and a lower mount body, the upper mount body and the lower mount body being configured such that a frame of the vehicle can be secured between the upper mount body and the lower mount body.

23. The apparatus of claim 22 , wherein the lower mount body includes the translating bearing surface.

24. 22. The apparatus of claim 21, wherein the translating bearing surface comprises a pair of shafts extending parallel to either side of the arm holder.

25. 22. The apparatus of claim 21, further comprising one or more linear bearings fixedly attached to the arm holder and movably coupled to the translation bearing surface.

26. 22. The apparatus of claim 21, wherein the electromechanical actuator comprises an electric motor coupled to the arm holder to move the arm holder in the first translational axis.

27. 22. The apparatus of claim 21, wherein the electromechanical actuator comprises a ball screw and a ball nut, the ball nut coupled to the arm holder and configured to be driven back and forth along the ball screw.

28. 22. The apparatus of claim 21, further comprising an encoder configured to monitor the position of the arm holder.

29. 22. The device of claim 21, wherein the arm holder is configured to allow the end of the upper arm to pivot relative to the arm holder.

30. 22. The apparatus of claim 21, wherein the translating bearing surface is configured to support a radial load in excess of 1500 kg.

31. 1. An apparatus for adjusting the camber of a vehicle having a suspension with an upper arm, said apparatus comprising: a mount body having a translating bearing surface, the mount body configured to be secured to a frame of the vehicle; an arm holder configured to hold one end of the upper arm, the arm holder movably coupled to the translational seating surface, the translational seating surface configured to allow the arm holder to move in a first translational axis and to prevent the arm holder from moving in a second translational axis perpendicular to the first translational axis or a third translational axis perpendicular to the second translational axis; a linear bearing fixed to the arm holder and movably connected to the translation bearing surface; an electromechanical actuator coupled to the arm holder for driving the arm holder along the translation bearing surface in a first translation axis; an electronic controller configured to control operation of the electromechanical actuator.

32. 1. A system for adjusting camber on a vehicle having a suspension with an upper wishbone arm and a lower wishbone arm, the upper wishbone arm having a first end and a second end, the system comprising: a mount body having a translating bearing surface, the mount body configured to be secured to a frame of the vehicle; a wishbone arm holder configured to hold a first end of the upper wishbone arm such that the first end of the upper wishbone arm can pivot relative to the wishbone arm holder, the wishbone arm holder being movably connected to the translational seating surface, the translational seating surface being further configured to allow the wishbone arm holder to move in a first translational axis and to prevent the wishbone arm holder from moving in a second translational axis perpendicular to the first translational axis or a third translational axis perpendicular to the second translational axis; an electromechanical actuator coupled to the wishbone arm holder to drive the wishbone arm holder along the translational bearing surface at the first translational axis.

33. 33. The system of claim 32, further comprising an electronic controller configured to control operation of the electromechanical actuator.

34. 33. The system of claim 32, wherein the translating bearing surface comprises a pair of parallel extending shafts.

35. 33. The system of claim 32, further comprising one or more linear bearings fixedly attached to the wishbone arm holder and movably coupled to the translation bearing surface.

36. 33. The system of claim 32, wherein the electromechanical actuator comprises an electric motor coupled to the wishbone arm holder to move the wishbone arm holder in the first translational axis.

37. 33. The system of claim 32, wherein the electromechanical actuator comprises a ball screw and a ball nut, the ball nut coupled to the wishbone arm holder and configured to be driven back and forth along the ball screw.

38. 33. The system of claim 32, further comprising an encoder configured to monitor a position of the wishbone arm holder.

39. a second mount body having a second translation bearing surface, the second mount body configured to be secured to a frame of the vehicle; a second wishbone arm holder configured to hold a second end of the upper wishbone arm such that the second end of the upper wishbone arm can pivot relative to the second wishbone arm holder, the second wishbone arm holder being movably coupled to the second translational bearing surface, and the second translational bearing surface further configured to allow the second wishbone arm holder to move about the first translational axis; a second wishbone arm holder configured to permit movement of the second wishbone arm about the second translational axis or the third translational axis; and a second electromechanical actuator coupled to the second wishbone arm holder to drive the second wishbone arm holder along the second translational bearing surface at the second translational axis.

40. 1. A system for adjusting camber on a vehicle having a suspension with an upper wishbone arm and a lower wishbone arm, the upper wishbone arm having a first end and a second end, the system comprising: a first mount body having a first translation bearing surface, the first mount body configured to be secured to a frame of the vehicle; a first wishbone arm holder configured to hold a first end of the upper wishbone arm such that the first end of the upper wishbone arm can pivot relative to the wishbone arm holder, the first wishbone arm holder being movably connected to the first translational bearing surface, the first translational bearing surface being further configured to allow the wishbone arm holder to move in a first translational axis and to prevent the wishbone arm holder from moving in a second translational axis perpendicular to the first translational axis or a third translational axis perpendicular to the second translational axis; a first electromechanical actuator coupled to the first wishbone arm holder to drive the first wishbone arm holder along the first translational bearing surface in a first translational axis; a second mount body having a second translation bearing surface, the second mount body configured to be secured to a frame of the vehicle; a second wishbone arm holder configured to hold a second end of the upper wishbone arm such that the second end of the upper wishbone arm can pivot relative to the second wishbone arm holder, the second wishbone arm holder being movably connected to a second translational bearing surface, the second translational bearing surface being further configured to allow the second wishbone arm holder to move about the first translational axis and to restrict the second wishbone arm holder from moving about the second translational axis or the third translational axis; and a second electromechanical actuator coupled to the second wishbone arm holder to drive the second wishbone arm holder along the second translational bearing surface at the second translational axis; The system includes an electronic controller configured to operate the first and second electromechanical actuators.

41. 1. A method for adjusting camber on a vehicle having a suspension with an upper wishbone arm and a lower wishbone arm, the upper wishbone arm having a first end and a second end, the method comprising: activating a first electromechanical actuator to drive a first wishbone arm holder on a first translational bearing surface fixed to a frame of the vehicle, such that the first wishbone arm holder is moved about a first translational axis, the first wishbone arm holder being coupled to a first end of the upper wishbone arm; and actuating a second electromechanical actuator to drive a second wishbone arm holder on a second translational bearing surface fixed to a frame of the vehicle, such that the second wishbone arm holder is moved about the first translational axis and the second wishbone arm holder is coupled to the second end of the upper wishbone arm. method.

42. 42. The method of claim 41, wherein actuating the first electromechanical actuator and actuating the second electromechanical actuator occur simultaneously.

43. 42. The method of claim 41, wherein actuating the first electromechanical actuator further comprises manually actuating the first electromechanical actuator.

44. 42. The method of claim 41, further comprising adjusting the toe of the suspension simultaneously with adjusting the first electromechanical actuator.

45. 1. An apparatus for adjusting camber and toe of a vehicle having a suspension with upper arms and tie rods, the system comprising: A camber adjustment unit is provided, and the camber adjustment unit a mount body having a translating bearing surface, the mount body configured to be secured to a frame of the vehicle; an arm holder configured to hold one end of the upper arm, the arm holder movably coupled to the translational seating surface, the translational seating surface configured to allow the arm holder to move in a first translational axis and to restrict the arm holder from moving in a second translational axis perpendicular to the first translational axis or a third translational axis perpendicular to the second translational axis; a first electromechanical actuator coupled to the arm holder to drive the arm holder along the translation bearing surface on the first translation axis; The system further comprises a tow adjustment unit, the tow adjustment unit comprising: a distal end tie rod mount configured to couple to an end of a tie rod; a telescoping rod configured to extend or retract in a distal to proximal direction; a second electromechanical actuator coupled to the telescoping rod and configured to drive rotation of the telescoping rod to extend or retract the telescoping rod relative to the tie rod; a proximal end steering link mount configured to couple to a linkage of a steering rack of the vehicle; The apparatus, wherein the system further comprises an electronic controller configured to operate the first and second electromechanical actuators.

46. 46. ​​The apparatus of claim 45, wherein the mount body comprises an upper mount body and a lower mount body, the upper mount body and the lower mount body being configured such that a frame of the vehicle can be secured therebetween.

47. 47. The apparatus of claim 46, wherein the lower mount body includes the translating bearing surface.

48. 46. ​​The apparatus of claim 45, wherein the translating bearing surface comprises a pair of shafts extending parallel to either side of the arm holder.

49. 46. ​​The apparatus of claim 45, further comprising one or more linear bearings fixedly attached to the arm holder and movably coupled to the translation bearing surface.

50. 46. ​​The apparatus of claim 45, wherein the first electromechanical actuator comprises an electric motor coupled to the arm holder to move the arm holder in the first translational axis.

51. the first electromechanical actuator comprises a ball screw and a ball nut; 46. ​​The apparatus of claim 45, wherein a ball nut is coupled to the arm holder and configured to be driven back and forth along the ball screw.

52. 46. ​​The apparatus of claim 45, further comprising an encoder configured to monitor the position of the arm holder.

53. 46. ​​The device of claim 45, wherein the arm holder is configured to allow the end of the upper arm to pivot relative to the arm holder.

54. 46. ​​The apparatus of claim 45, wherein the second electromechanical actuator comprises an electric motor disposed parallel to the telescoping arm.

55. 46. ​​The apparatus of claim 45, wherein the steering link mount comprises a ball joint.

56. 46. ​​The apparatus of claim 45, wherein the telescoping arm includes a ball screw that rotates relative to a ball nut secured to the tie rod mount.

57. 46. ​​The apparatus of claim 45, further comprising one or more stay rods connecting the second electromechanical actuator to the tie rod mount to prevent rotation of the second electromechanical actuator relative to the tie rod mount.

58. 46. ​​The apparatus of claim 45, wherein the electronic controller coordinates the adjustment of the toe when the camber is adjusted.

59. 1. An apparatus for adjusting the toe of a vehicle wheel, comprising: Front tie rods, a tie rod mount secured to a distal end of the front tie rod; a telescoping rod aligned with the front tie rod and configured to extend or retract in a distal to proximal direction by rotating within the tie rod mount; an electromechanical actuator comprising an electric motor mounted parallel to the telescoping rod and coupled to the telescoping rod through a gear set, the electromechanical actuator configured to drive rotation of the telescoping rod to extend or retract the telescoping rod relative to the front tie rod; a steering link mount at a proximal end of the telescoping rod configured to couple to a linkage of a steering rack of the vehicle; A device comprising:

60. 60. The apparatus of claim 59, further comprising an electronic controller configured to operate the electromechanical actuator.

61. 60. The apparatus of claim 59, further comprising a rear tie rod coupled in line between the telescoping rod and the steering link mount.

62. 60. The apparatus of claim 59, wherein the tie rod mount comprises a ball nut that fits onto the telescoping rod, and further wherein the telescoping rod comprises a ball screw.

63. and one or more stays fixedly attached to the electromechanical actuator and slidably coupled to bearings, the bearings engaging the tie rod mounts to stop rotation of the electromechanical actuator about the telescoping rod as the device is actuated.

60. The device of claim 59, wherein the device is fixed.

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