Wheel alignment system

Abstract

Apparatus and systems for monitoring wheel alignment and / or controlling vehicle suspension settings to adjust alignment. Alignment monitoring apparatus for determining wheel alignment (e.g., camber, caster, and / or toe) are described herein. Alignment adjustment or control apparatus for adjusting one or more of camber, caster, and / or toe are also described herein.

Description

[Technical Field]

[0001] Cross-Reference to Related Applications This patent claims priority from U.S. Provisional Patent Application No. 63 / 091,235, entitled "WHEEL ALIGNMENT SYSTEMS", filed on October 13, 2020, the entire content of which is incorporated herein by reference.

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

[0003] Technical Field Disclosed herein are wheel alignment monitoring and wheel alignment control / adjustment apparatuses (e.g., systems including software, firmware and hardware, devices, etc.) and methods. These wheel alignment monitoring and / or adjustment apparatuses may include one or more electromechanical devices for controlling vehicle suspension settings. [Background Art]

[0004] The position settings of a suspension system of any vehicle (e.g., an automobile) significantly affect the driving characteristics of the vehicle, including steering, tire wear, fuel efficiency, safety, occupant comfort, and the like. There is typically a trade-off between these characteristics, whereby one set of settings tends to optimize some driving characteristics, while another set of settings tends to optimize other driving characteristics.

[0005] For example, vehicles primarily used for ordinary road applications typically use more neutral settings of camber, caster and / or toe that optimize occupant comfort, at the expense of steering performance. On the other hand, vehicles primarily used for competitive applications (e.g., racing) typically use more aggressive settings that optimize steering performance, at the expense of occupant comfort.

[0006] When a vehicle is generally used for only one purpose, the settings can be appropriately fixed for that use. However, there are many vehicles that are used for two or more purposes or under two or more driving conditions, and it is desirable to change the settings depending on the driving conditions. For example, many modern sports cars are used for commuting on weekdays (where passenger comfort is desirable) and then for sports and leisure on weekends (where steering performance is desirable). Furthermore, it is ideal to use different vehicle settings depending on driving conditions such as weather, road conditions, and vehicle activity / use in order to optimize variables such as steering, safety, fuel efficiency, tire life, and emissions.

[0007] Suspension settings that can be adjusted in a vehicle to change its driving characteristics may include spring rate, damper rate, wheel alignment (e.g., camber, caster, toe), anti-roll bar rate, roll center, tire pressure, etc. Magnetic dampers and adaptive dampers allow for convenient adjustment of the suspension system's damping rate with the push of a button or automatically, but generally, other settings need to be adjusted manually, most commonly by a mechanic. For people who frequently use their vehicle for multiple purposes or under multiple driving conditions, frequently changing settings is time-consuming and costly. [Overview of the project] [Problems that the invention aims to solve]

[0008] Therefore, there is a need for a solution that allows for the quick and easy modification of not only the damper rate but also other suspension settings, for example, by the push of a button or automatically. Furthermore, it would be particularly useful to provide a solution that can be retrofitted to an existing suspension system. This specification describes devices and systems that address this need, as well as methods for manufacturing and operating them. Any of the devices described herein can adjust one or more suspension settings, such as camber, toe, and caster, or combinations thereof, manually, automatically, or semi-automatically (e.g., electromechanically, robotically, etc.). There is also a need for a solution that can monitor wheel alignment (e.g., camber, caster, and / or toe) on the vehicle for the purpose of alerting the driver / user if the wheel alignment deviates beyond a predetermined tolerance level and / or automatically correcting the deviation by electromechanically adjusting the wheel alignment. In particular, these systems need to be robust, inexpensive, and highly accurate. This specification describes devices and systems that address this need, as well as methods for manufacturing and operating them. [Means for solving the problem]

[0009] The apparatus (systems, devices, etc.) and methods described herein provide wheel alignment monitoring and, in some configurations, wheel alignment control / adjustment. The apparatus and methods may enable improved steering performance affecting cornering performance, safety, and obstacle avoidance, lower rolling resistance affecting fuel efficiency, emissions, noise, vibration, and harshness (NVH), and tire life, and lower peak tire temperature affecting tire life and uneven tire wear.

[0010] At least parts of the apparatus and methods described herein relate to and are substantial improvements upon U.S. Patent Application No. 15 / 875,919, filed on October 30, 2018, issued as U.S. Patent No. 10,112,649, claiming priority to Provisional Patent Application No. 62 / 447,912 filed on January 19, 2017, and also to the said Patent Application No. 16, 2019, "Electromechanical Devices for Controlling Vehicle Suspension Settings". In relation to pending patent application No. 16 / 478,394, titled "Settings"), which is a U.S. national phase application claiming priority to PCT No. PCT / IB2018 / 000352, filed on 19 January 2018, similarly claiming priority to provisional patent application No. 62 / 447,912, filed on 19 January 2017. All of these applications and issued patents are incorporated herein by reference in their entirety.

[0011] Generally, the wheel alignment settings for each wheel can be controlled collectively or individually by a single device or multiple devices. These devices may be configured to accommodate the vehicle manufacturer's standard suspension system or an aftermarket suspension system.

[0012] Any of the devices described herein may be used on a suspension for any wheel, including the left wheel (e.g., driver's side), the right wheel (e.g., passenger side), the front wheel, the rear wheel, the steering wheel, the non-steering wheel, the drive wheel, the non-drive wheel, or any combination thereof (e.g., both front wheels, both rear wheels, all four wheels, etc.). For example, a vehicle may have one or more devices mounted only on the front wheels (e.g., the steering wheel) to control the front wheel alignment setting. In another embodiment, a vehicle may have one or more devices mounted on all wheels to control the alignment setting of all wheels.

[0013] Generally, the wheel alignment settings of each wheel can be controlled independently of all other wheels. For example, it may be possible to have different wheel alignment settings between the front and rear wheels, and / or between the left and right wheels, and / or between steering wheels and non-steering wheels, and / or between drive wheels and non-drive wheels.

[0014] The apparatus described herein includes an apparatus for controlling (e.g., adjusting the wheel alignment) the wheel alignment setting of a vehicle having a suspension. For example, an apparatus for controlling a wheel alignment system may be a device and may include: a frame configured to be mounted on a vehicle (and configured to fix the components of the device to the vehicle); a drive motor coupled to the frame; a drive shaft rotationally driven by the drive motor; a gear engaged with the drive shaft, such that rotation of the drive shaft by the drive motor causes the gear to rotate; and an offset bushing coupled to the gear and configured to be rotated by the gear when the drive motor rotates the gear, the offset bushing being coupled to a linkage coupled to a wheel of the vehicle and configured to drive the linkage toward and toward the wheel in both directions to adjust the alignment of the vehicle.

[0015] In some variations, the gear (which may be part of a gear assembly) includes a hypoid drive gear and an offset gear, the offset gear configured to rotate an offset bushing. The offset gear may be rigidly coupled to the offset bushing. For example, the drive shaft may be gear-coupled to the offset bushing with a gear ratio of 2:1 or greater (e.g., 3:1 or greater, 4:1 or greater, 5:1 or greater, etc.) so that the motor's motion can be converted into the relatively small and precise motion of the offset bushing. The linkage may be part of the suspension (e.g., control arms in a double wishbone suspension system, links in a multi-link suspension system, etc.). In any of these devices, the linkage may be a toe link in a suspension system that can control the toe angle of the wheel. This may be useful for rear-wheel steering and is typically independent of the suspension geometry (i.e., MacPherson, double wishbone, multi-link, etc.).

[0016] The frame may be configured to fix the drive motor perpendicular to the linkage. In some variations, the frame may fix the drive motor parallel to the linkage. The drive motor may extend laterally from the frame. The frame may be configured to rotatably support the offset bushing.

[0017] Any of these devices (e.g., a device) may be configured to adjust the camber or caster of a wheel as described herein.

[0018] The device may include one or more encoders configured to monitor the position of the drive motor and / or gear. Generally, these devices may be configured to lock and fix the position of the offset bushing when the motor is not powered. For example, the drive motor may be configured to lock in a predetermined position when it is not driving the rotation of the drive shaft.

[0019] For example, a device for adjusting the wheel alignment of a vehicle having suspension may include a frame (configured to be securely attached to the vehicle), a spiral bevel gear including a hypoid drive gear and an offset gear having a larger diameter than the hypoid drive gear, a drive motor coupled to the frame and configured to drive the hypoid drive gear, and an eccentric shaft coupled to the offset gear and configured to be rotated by the offset gear when the drive motor rotates the hypoid drive gear and rotates the offset gear, wherein the eccentric shaft is configured to be coupled to a linkage coupled to the wheel of the vehicle.

[0020] The eccentric shaft may be configured to be coupled to the linkage. As described above, the linkage may include, for example, a control arm or straight arm in a double wishbone suspension system, or a link in a multi-link suspension system. The linkage may also include a toe link in a suspension system for controlling the toe angle of the wheel.

[0021] Each of these devices may include an electronic controller configured to control the operation of the drive motor.

[0022] As described above, the device may include, for example, an encoder configured to monitor the position of the drive motor and / or spiral bevel gear.

[0023] Further, the present specification describes a system for adjusting wheel alignment of a vehicle having a suspension, the system comprising: a frame attached to a body of the vehicle; a drive motor coupled to the frame; a drive shaft rotationally driven by the drive motor; a gear engaged with the drive shaft such that rotation of the drive shaft by the drive motor rotates the gear; an offset bushing coupled to the gear and configured to be rotated by the gear when the drive motor rotates the gear; and a linkage coupled to the offset bushing and also coupled to a wheel of the vehicle, wherein rotation of the offset bushing moves the linkage perpendicularly to an axial direction relative to the wheel or the vehicle to adjust alignment of the wheel.

[0024] The system may be configured as a camber adjustment system. In some variations, the system is configured as a caster adjustment system.

[0025] As mentioned above, the linkage may be an upper or lower control arm of a double wishbone suspension, a straight arm of a multi-link system, and / or a link of a multi-link suspension system. The linkage may be a toe link of a suspension system for controlling the toe angle of the wheel. As described above, the drive shaft may be geared to the offset bushing via the gear at a gear ratio of 2:1 or more.

[0026] The system may include an electronic controller configured to control operation of the drive motor.

[0027] A system for adjusting the alignment of a vehicle having a suspension comprises: a frame attached to a vehicle body; a spiral bevel gear including a hypoid drive gear and an offset gear having a larger diameter than the hypoid drive gear; a drive motor coupled to the frame and configured to drive the hypoid drive gear; an eccentric shaft coupled to the offset gear and configured to be rotated by the offset gear when the drive motor rotates the hypoid drive gear to rotate the offset gear; and a linkage coupled to the eccentric shaft and also coupled to a vehicle wheel, wherein rotation of the eccentric shaft causes the linkage to move perpendicularly in the axial direction relative to the wheel or a knuckle of the vehicle.

[0028] This specification also describes systems for monitoring the alignment of one or more wheels of a vehicle. These systems may generally include one or more sensors coupled to a non-rotating portion that would otherwise move together with the tread surface of the wheel, for example, a non-rotating portion of a wheel assembly such as a knuckle (e.g., steering knuckle, spindle, etc.), a hub (wheel hub, hub assembly, etc.).

[0029] For example, a system for monitoring alignment of one or more wheels of a vehicle may include: a wheel inertial measurement unit (IMU) including one or more sensors coupled to the steering knuckle of a vehicle wheel for movement with the tread surface of the wheel; a body IMU including a plurality of sensors and rigidly coupled to a frame of the vehicle; and a processor adapted to receive data from the wheel IMU and the body IMU, and calculate one or more of camber, caster and toe based on a change in the wheel IMU data relative to the body IMU data.

[0030] Generally, an IMU broadly refers to one or more processors, and may also refer to position sensors, orientation sensors, and / or tilt sensors, such as (but not limited to) accelerometers, gyroscopes, and magnetometers. As used herein, the term IMU may also be called a control unit or processing unit. For example, a system described herein may include one or more processing units for receiving data sensed from any one or more of the following: an accelerometer (for measuring camber and / or caster), a magnetometer (for sensing toe and / or camber and / or caster), etc. Any of the devices (e.g., systems) described herein may be configured to include a Controller Area Network (CAN) transceiver (e.g., a communication circuit), and / or any of the microcontrollers and devices (e.g., sensor modules, magnet modules, etc.) may be configured to use the CAN protocol to enable them to communicate with each other (and / or with processing units / IMUs) or with other applications without a host computer. This is a message-based protocol. Each device transmits data in frames sequentially, but if multiple devices transmit simultaneously, the device with the highest priority can continue, while other devices back off. Frames are received by all devices, including the transmitting device, but are processed and handled only by the intended receiving device(s).

[0031] As will be described in more detail below, in some variations, the wheel IMU (e.g., sensor module) may include a magnetometer that can use one or more reference magnets to generate a reference magnetic field. For example, the system may include one or more magnets coupled to the vehicle (e.g., magnet module(s)) around the wheel IMU and configured to apply a reference magnetic field greater than approximately 0.25 mT to the wheel IMU. The magnets may be permanent magnets or electromagnets. Any of these systems may also include an encoder coupled to the steering knuckle by an encoder linkage, which is configured to communicate with a processor.

[0032] For example, a system for monitoring the alignment of one or more wheels of a vehicle may include a magnetometer coupled to one or more wheels (for example, on a non-rotating portion of a wheel assembly that moves with the wheel's tread axis), a reference magnet rigidly coupled to the vehicle's frame and configured to generate a reference magnetic field detected by the magnetometer, and a processor configured to receive data from the magnetometer and determine one or more of the toe, camber, or caster of the wheel based on the received data.

[0033] Each of these systems may include a body sensor coupled to the vehicle's frame (for example, rigidly coupled), and the processor is further configured to receive data from the body sensor.

[0034] As described above, in any of these systems, the magnetometer is part of an inertial sensor module (e.g., a measuring unit, or IMU), and the sensor module (e.g., a wheel IMU) may include additional sensors such as accelerometers and gyroscopes. For example, the system may include accelerometers coupled to one or more wheels.

[0035] Any system described herein may include one or more magnetic field shaping magnets configured to modify (e.g., expand, diffuse, etc.) a reference magnetic field so that movement through the magnetic field by the magnetometer can be correlated with sufficient resolution to enable reliable readings. The magnetic field shaping magnets may be positioned anywhere around the magnetometer and may move with the magnetometer. For example, the magnetic field shaping magnets may be mounted behind the magnetometer, between the magnetometer and the wheel (e.g., in the knuckle area). For example, the methods and apparatus described herein may include a second magnetic field shaping magnet. The magnetic field shaping magnets may be mounted in front of the magnetometer, including, for example, along the axis of rotation of the wheel.

[0036] Any number of references (and / or magnetic field shaping magnets) may be used. For example, the system may include a second reference magnet rigidly coupled to the vehicle frame that contributes to the reference magnetic field. The reference magnet may be configured to apply a magnetic field greater than approximately 0.25 mT to the magnetometer. The reference magnet may include an electromagnet.

[0037] This specification also describes a system for monitoring the alignment of one or more wheels of a vehicle. For example, the system may include a magnetometer coupled to one or more wheels of the vehicle, one or more reference magnets rigidly coupled to the frame of the vehicle and configured to generate a reference magnetic field detected by the magnetometer, one or more field-forming magnets configured to extend the reference magnetic field, and a processor configured to receive data from the magnetometer and determine one or more of the toe, camber, or caster of the wheel based on the received data.

[0038] This specification also describes a method for adjusting the wheel alignment of a vehicle, the method comprising the steps of: receiving input data from one or more sensors on the vehicle (e.g., a magnetometer, accelerometer, gyroscope, etc.); prioritizing the input data into primary and secondary or higher input data streams; combining the primary input data according to an indicator of the vehicle's operating dynamics; calculating a target wheel alignment setting based on the combined primary input data and one or more alignment maps; comparing the target wheel alignment setting with a secondary input data stream; and converting the target setting into a drive signal for one or more alignment adjustment units of the vehicle.

[0039] Any method described herein may include the step of receiving data from one or more sensor modules (e.g., wheel IMUs) and one or more central IMUs (also referred to herein as body IMUs or processors) (either as part of or separate from the reception of input data). The one or more alignment maps may include camber alignment maps (and / or caster alignment maps, and / or toe alignment maps, etc.) for at least two of the following modes: normal mode, sport mode, and sport+ mode.

[0040] This specification also describes devices including an electromechanical brake for locking the motor of an alignment electromechanical actuator in place when the power is off. For example, this specification describes a device for adjusting the alignment of a vehicle's wheels, the device including an electromechanical actuator including an electric motor, coupled to the wheel to drive adjustment of one or more of camber, caster, and toe, and an electromechanical brake configured to lock the electric motor, comprising a spring-return solenoid coupled to the electric motor, a brake arm, and a notched or slotted disc coupled to the rotation axis of the electric motor, wherein the solenoid is configured to engage the brake arm with the notched disc so that the electric motor does not rotate when power to the solenoid is turned off.

[0041] In some embodiments, the brake arm may be pivotally mounted to the solenoid. Any of these devices may include a support for the brake arm coupled to the electric motor. The support may include channels or slots that support the brake arm so as not to bend or break when the brake arm engages with the notch in the notched disc.

[0042] Each of these devices may include an electronic controller configured to operate the electromechanical actuator. The electronic controller may be configured to adjust the toe by controlling a camber or caster adjustment unit if the electronic controller also adjusts the camber or caster. In some embodiments, the device may be configured to adjust the toe of the steering wheels of the vehicle. The device may be configured to adjust the toe of the non-steering wheels of the vehicle.

[0043] Any of these devices may be configured to adjust the toe. For example, the device may include a telescopic rod configured to extend and retract from distal to proximal by rotating within a rod mount, wherein an electromechanical actuator is coupled to the telescopic rod via a gear set, and the electromechanical actuator is configured to drive the rotation of the telescopic rod to extend and retract the telescopic rod, and further includes a link mount at the proximal end of the telescopic rod, which is configured to connect to the vehicle.

[0044] Any of these devices may be configured to adjust camber. For example, the device includes a mount body having a translational seating surface and configured to be rigidly coupled to the frame of the vehicle, and a strut holder configured to hold the end of a strut, the strut holder being movably connected to the translational seating surface and further configured such that the translational seating surface allows the strut holder to move along a first translational axis and prevents the strut holder from moving along a second translational axis lateral to the first translational axis or a third translational axis lateral to the second translational axis, the electromechanical actuator being coupled to the strut holder to drive the strut holder along the translational seating surface along the first translational axis. [Brief explanation of the drawing]

[0045] [Figure 1A] This is a perspective view of a portion of a vehicle having one arrangement configuration of sensors (inertial measuring units, IMUs), including a wheel IMU and a central IMU, which may be used as described herein. [Figure 1B] This is a side view of the vehicle shown in Figure 1A. [Figure 1C] This figure shows another example of a perspective view of a part of a vehicle having a sensor configuration that is part of a wheel alignment monitoring (WAM) system. [Figure 1D] ~ [Figure 1E] This is an additional diagram of a part of a vehicle having the sensor arrangement configuration shown in Figure 1C. [Figure 2A] This is a perspective view of another arrangement configuration of sensors (IMUs), including wheel IMUs and central IMUs, which may be used as described herein, as well as a portion of a vehicle with an applied external magnetic field. [Figure 2B] Figure 2A is a top view of a portion of the vehicle shown. [Figure 2C] This is a side view of the vehicle shown in Figure 2A. [Figure 2D] This is a schematic diagram of a wheel alignment monitoring system that includes a magnetometer in a reference electric field to detect wheel alignment parameters (e.g., toe). [Figure 2E] This is a schematic diagram of another embodiment of a wheel alignment monitoring system similar to the one shown in Figure 2D, which uses non-linear (e.g., extended) magnetic field lines. [Figure 2F] This schematic diagram shows another embodiment of a wheel alignment monitoring system, similar to the one shown in Figure 2D, but in which one magnetic field shaping magnet extends the magnetic field lines of the reference magnetic field, and a second magnet of the same polarity is positioned behind the magnetometer. [Figure 2G] This is a schematic diagram of another embodiment of a wheel alignment monitoring system, similar to those shown in Figures 2D-2F, but in which a pair of magnetic field shaping magnets extend the magnetic field lines of a reference magnetic field. [Figure 2H] ~ [Figure 2I]This figure shows an embodiment of a wheel alignment monitoring system in which a sensor (e.g., an IMU including a magnetometer) is coupled to a non-rotating part of the wheel assembly such as a knuckle, a reference field magnet is mounted on the vehicle's stationary frame, and a magnetic field shaping electrode is mounted behind the magnetometer. [Figure 2J] ~ [Figure 2K] This is a perspective view of one embodiment of a sensor module that may be used in conjunction with a wheel alignment monitoring system. Figure 2K shows the module of Figure 2J with part of the cover removed. [Figure 2L] ~ [Figure 2M] Figure 2M is a perspective view of an example of a magnet module that can be used with a wheel alignment monitoring system, and Figure 2L shows the magnet module of Figure 2L with part of the cover removed. [Figure 3A] This is a perspective view of a part of a vehicle having a wheel IMU and a central IMU, as well as another arrangement configuration of sensors (IMUs), including a contact-based position sensor, which may be used as described herein. [Figure 3B] Figure 3A is a close-up view of a part of the vehicle shown. [Figure 4] This figure shows an example of an alignment adjustment unit configured as a camber adjustment unit, which is coupled to both ends of the upper control arm. [Figure 5A] Figure 4 is a magnified view of the alignment adjustment unit. [Figure 5B] This is a second enlarged view of the alignment adjustment unit shown in Figure 5A. [Figure 5C] This figure shows the alignment adjustment unit with the cover removed (Figure 5B). [Figure 5D] Figure 5C is another perspective view showing the drive gear and offset gear of the alignment adjustment unit. [Figure 6A] This is a perspective view of a multi-link system including two alignment adjustment units. [Figure 6B]Figure 6A is a magnified view of the alignment adjustment unit with the cover removed, exposing the drive gear and offset gear. [Figure 7] This figure shows examples of three maps used in the adaptive wheel alignment control system for Normal mode, Sport mode, and Sport+ mode. [Figure 8] This is a schematic diagram of one method for automatically adjusting the alignment of a vehicle using the AWAS system described herein. [Figure 9A] This figure shows the results of a series of tests in which the camber is adjusted to compare the achievable lateral force (g) (e.g., lateral grip) from a test vehicle equipped with an Active Wheel Alignment System (AWAS). [Figure 9B] This figure shows the results of a series of tests to examine rolling resistance from a test vehicle in which the camber is automatically adjusted in a closed-loop manner. [Figure 10] This graph shows the temperature detected across the entire tire at different camber values ​​during cornering. [Figure 11A] This figure shows one embodiment of a device (system) that is mounted on a single-wheel MacPherson strut suspension system, configured as three devices. [Figure 11B] Figure 11A is a side view of the device (system) shown. [Figure 11C] Figure 11A is a top view of the device (system) shown. [Figure 12A] This figure shows an example of a device (system) that is mounted on a single-wheel double wishbone suspension system, which is composed of four devices. [Figure 12B] This is a side view of the device (system) shown in Figure 12A. [Figure 12C] Figure 12A is a top view of the device (system) shown. [Figure 13A] This figure shows another embodiment of a device (system) that is mounted on a single-wheel double wishbone suspension system, configured as three devices. [Figure 13B] This is a side view of the device (system) shown in Figure 13A. [Figure 13C] Figure 13A is a top view of the device (system) shown. [Figure 14A] This is a diagram illustrating an example of an electromechanical device for controlling wheel alignment, configured to control the camber or caster of a MacPherson strut suspension system. [Figure 14B] Figure 14A is a close-up view of the electromechanical device shown. [Figure 14C] Figure 13A is a side view of the electromechanical device shown, with the strut tower divided to reveal the device. [Figure 14D] Figure 14A is a top view of the electromechanical device shown. [Figure 14E] Figure 14A is a bottom view of the electromechanical device shown. [Figure 15A] This is a diagram illustrating an example of an electromechanical device for controlling wheel alignment, configured to control the toe of the wheel. [Figure 15B] Figure 15A is a partial side view of an electromechanical device. [Figure 16A] This is a diagram illustrating one embodiment of a device (system) for controlling wheel alignment, configured as two (identical) electromechanical devices for controlling the camber of a double wishbone suspension system. [Figure 16B] This is a close-up view of one of the electromechanical devices shown in Figure 16A. [Figure 17A] This is a diagram illustrating one embodiment of an electromechanical device for controlling the rigidity of an anti-roll bar. [Figure 17B] Figure 17A is a partial side view of an electromechanical device. [Figure 18A] This is a diagram of another embodiment of an electromechanical device for controlling wheel alignment, configured to control the toe of the wheel. [Figure 18B] Figure 18A is a partial side view of an electromechanical device. [Figure 19] This is a diagram of one embodiment of a central control unit configured to control multiple devices mounted on a vehicle. [Figure 20A] This is a diagram illustrating one embodiment of a single-wheel mounted device (system) that includes a sensor array for measuring tire temperature. [Figure 20B] Figure 20A is a side view of the device (system) shown. [Figure 21A] This figure shows an embodiment of a device (system) mounted on a single wheel, including a sensor array for measuring the wheel angle. [Figure 21B] This is a side view of the device (system) shown in Figure 21A. [Figure 22A] ~ [Figure 22G] This figure shows an example of an electromechanical device for controlling wheel alignment, similar to those shown in Figures 14A-E. Specifically, the devices in Figures 22A-12H are devices for adjusting the camber of a vehicle having a strut suspension. Figure 22A is a front perspective view of a device for controlling camber mounted on top of a strut of a MacPherson-type suspension. The device is configured to control the camber or caster of a MacPherson strut suspension system. Figure 22B is a top perspective view of the device in Figure 22A mounted on top of a strut tower. Figure 22C is a cross-sectional view through the device in Figure 22B. Figure 22D is a bottom perspective view of the device in Figure 22A with the outer housing removed and part of the suspension (and frame) removed. Figure 22E is a top perspective view of the device in Figure 22D. Figures 22F and 22G are other cross-sectional views through the device in Figure 22A with and without the housing cover, respectively. [Figure 23A] ~ [Figure 23H]This figure shows an embodiment of an electromechanical device for controlling wheel alignment, similar to those shown in Figures 15A to 15B. In Figures 23A to 23H, the device is configured to control the toe of the wheel. Figures 23A to 23B are perspective views of the electromechanical device for controlling the toe. Figure 23C is a cross-sectional view through the electromechanical device shown in Figures 23A to 23B. Figure 23D is an enlarged cross-sectional view through a portion of the electromechanical device shown in Figures 23A to 23B. Figures 23E and 23F are side and top views, respectively, of the electromechanical device shown in Figures 23A to 23B. Figure 23G is an enlarged left perspective view of the same electromechanical device, and Figure 23F is an enlarged right perspective view. [Figure 24] This figure shows an embodiment of an electromechanical brake for any of the electronically adjustable systems described herein (e.g., systems for adjusting camber, caster, and / or toe). [Modes for carrying out the invention]

[0046] Generally, this specification describes apparatus and methods for monitoring wheel position / alignment, apparatus and methods for adjusting wheel position / alignment, and apparatus and methods for monitoring and adjusting wheel position / alignment. Apparatus may include systems, devices, or assemblies and may include hardware, software, and firmware. Various components of these apparatus may be described separately in this disclosure, but unless otherwise specified in the context, any of these components or subsystems may be used in combination to form assemblies used for monitoring and / or adjusting wheel position / alignment.

[0047] As used herein, wheel position / alignment may be simply referred to as "wheel alignment," and includes alignment angles, which include one or more of camber, caster, and toe.

[0048] Alignment monitoring The alignment monitoring devices described herein may be used to monitor the wheel alignment of one or more wheels. These devices may be used as standalone monitoring systems that can sense, record, transmit, and, in some variations, analyze wheel alignment (e.g., camber, caster, and / or toe). In some variations, the alignment monitoring devices described herein may be used to adjust or maintain correct wheel alignment, including providing closed-loop feedback.

[0049] The wheel alignment devices described herein may be referred to as wheel alignment monitoring ("WAM") systems. Any of these wheel alignment monitoring systems may include one or more sensors, in particular one or more of accelerometers, gyroscopes, and / or magnetometers. In some variations, these one or more sensors may be integrated into an inertial measuring unit (IMU). These sensors may be wired or wireless. The sensors(s) are typically mounted on a non-rotating portion of a wheel assembly (e.g., each wheel assembly) that moves with the wheel tread. The wheel tread refers to a plane that passes transversely to the wheel tread and can be traversed by a circle passing through the wheel's midline. For example, the sensors(s) may be mounted on the wheel knuckle (steering knuckle, spindle, etc.), hub (wheel hub, hub assembly, etc.), or axle of a tire. One or more sensors may be coupled to any non-rotating portion of a tire mount that moves with the tread.

[0050] The wheel alignment sensor may be rigidly coupled to a non-rotating portion of the tire mount that moves with the tire tread as the tire tread changes relative to the vehicle body (e.g., the vehicle frame). The sensor(s) can detect even small changes (e.g., less than 0.1 mm). Because the wheel well is potentially exposed to a wide range of debris, motion, water, mud, and other environmental factors, providing accurate sensing during normal or exceptional vehicle operation is challenging. In contrast to stationary sensing (e.g., adjustments during parking), sensing during driving, especially with high fidelity and sensitivity (e.g., beyond 0.1 mm), has proven difficult to achieve. Furthermore, certain sensing modes that can be reliably used with a vehicle after parking may not be usable during driving, when the vehicle may be exposed to changes in road conditions (bumps, wetness) or weather (rain, snow, etc.). The sensitivity of the devices described herein typically enables detection of less than 0.1 degrees. Lower sensitivity detection (e.g., 0.5 mm) may not provide sufficient detection. Furthermore, these sensors (or sensor assemblies), mounted on the non-rotating portion of the tire mount, must not interfere with or obstruct the operation of the wheel (e.g., rotation) and must be suitable for the harsh, exposed environment of the wheel well.

[0051] In some variations, gravity sensors, such as accelerometers, may be used, in particular, to measure camber and / or caster. Alternatively or additionally, multiple sensors may be used together (e.g., accelerometer, gyroscope, and / or magnetometer). As described in more detail herein, a magnetometer may be used (alone or in combination with one or more of the accelerometer, gyroscope, etc.) to detect toe, and these devices may include an applied local magnetic field to provide a reference and / or normalization for the magnetometer, as the background Earth magnetic field may be too weak to provide sufficient sensitivity to detect relatively small changes in tire angle. When an applied external magnetic field is used, as described below, the applied magnetic field may be adjusted to prevent nonlinear regions that may arise due to non-uniformity of the direction and / or magnitude of the applied magnetic field (e.g., "fringe regions" of the magnetic field). In other variations, the applied external magnetic field may be adjusted to provide nonlinear regions for the purpose of improving detection sensitivity.

[0052] As described above, the Wheel Alignment Monitoring (WAM) system described herein may provide alignment information locally (e.g., for in-vehicle display or storage) or remotely (e.g., for remote display or storage). For example, the Wheel Alignment Monitoring system described herein may provide wheel alignment information (for one or more wheels, e.g., two, three, four or more wheels) including information on one or more wheel alignment components (e.g., camber, caster, and / or toe) to a display or storage in the vehicle, including on the dashboard. Alternatively or additionally, this information may be transmitted to a remote location for display and / or storage. The information may be encoded with identification information of the vehicle from which the data was collected, as well as date / time information and one or more indicators of one or more conditions under which the vehicle was operating (e.g., speed, location, outside temperature, weather conditions). The information may be displayed locally and / or remotely in real time or near real time (e.g., within a few minutes, such as within 10 minutes, 7 minutes, 5 minutes, or 2 minutes).

[0053] In one embodiment, a fleet of vehicles (such as a fleet of trucks) each includes one or more wheel alignment monitoring (WAM) systems as described herein. The system may receive alignment information for each vehicle continuously or periodically at a remote site (e.g., a monitoring processor), and this information may be displayed and / or stored for later review. In some variations, this information may be processed to generate one or more reports and / or alerts indicating that a vehicle, or one or more wheels of a vehicle, are not within a predetermined alignment range for one or more of the camber, caster, and / or toe parameters. Alerts may be provided to supervisors and / or vehicle drivers (e.g., by transmission, email, text message, etc.) so that the alignment can be corrected. Similarly, an alignment monitoring (WAM) system for an individual vehicle (e.g., a car, truck, bus, etc.) may be configured to issue a warning, alarm, or signal (e.g., a tone, dashboard light, text, email, etc.) when one or more of the alignment parameters exceed a predefined range. In any of the methods and apparatus (e.g., systems) described herein, alignment data (e.g., toe data, camber data, and / or caster data) may be transmitted to a remote server for access by a fleet manager.

[0054] This specification also describes in more detail below any apparatus including a wheel alignment monitoring (WAM) system that monitors the alignment of one or more tires of a vehicle and automatically or semi-automatically adjusts the alignment using one or more alignment adjustment devices. Thus, these systems may be used for active adjustment of wheel alignment, including during vehicle operation.

[0055] For example, this specification describes an apparatus and method using one or more inertial measuring units (IMUs) mounted on one or more (e.g., each) wheels of the vehicle under monitoring, in addition to one or more IMUs mounted centrally on the chassis / body of the vehicle. The central IMU may provide a reference frame for the vehicle's chassis / body in space. The IMUs mounted on each wheel may provide a measuring frame for each wheel. By comparing the measuring frame of each wheel with the central reference frame, the angle and orientation of each wheel can be determined, making it possible to determine the alignment (camber, caster, and / or toe) of each wheel.

[0056] In general, each IMU can be any type of IMU, including, for example, a 9-degree-of-freedom (9DOF) IMU having a 3-axis accelerometer, a 3-axis gyroscope, and a 3-axis magnetometer. Fewer degrees of freedom can also be used, and each IMU may be different and have a different number of degrees of freedom.

[0057] As an example, a central IMU with 9 degrees of freedom can be used to describe the overall pitch, roll, and yaw angles of a vehicle in space. Then, 9-degree-of-freedom IMUs mounted on each wheel can describe the pitch, roll, and yaw (heading) angles of each wheel in space. By comparing these angles with the angles of the vehicle's central IMU (which describes the chassis / body), camber (from roll), caster (from pitch), and toe (from yaw) can be determined. The output data from each IMU may include, for example, Euler angles or quaternions.

[0058] In another example, a central IMU containing a 3-axis accelerometer and a 3-axis magnetometer (6DOF total) can be used to describe the pitch and roll of a vehicle (e.g., using the 3-axis accelerometer and gravity vectors), and further, its yaw (e.g., using the 3-axis magnetometer and the Earth's magnetic field to determine the vehicle's heading). Similarly, a single IMU containing a 3-axis accelerometer and a 3-axis magnetometer (6DOF total) can be used to describe the pitch and roll of each wheel (again using gravity vectors), and its yaw (again using the Earth's magnetic field, this time determining the wheel's heading). By comparing these angles, the camber, caster, and toe of each wheel can be determined.

[0059] In any IMU, the data used can be the raw output from a given sensor (e.g., an accelerometer), or fused data from multiple sensors to minimize errors and sensor drift over time.

[0060] Figures 1A and 1B illustrate an example of this concept. In the perspective view of Figure 1A, the central IMU 3 may be positioned on the vehicle frame or body (not shown) at any suitable location relative to one or more IMUs on the wheel that move with the wheel / tire, such as the illustrated IMU 1 mounted on the wheel assembly in Figure 1. In Figure 1, the wheel IMU 1 is mounted on a non-movable link (shown in this example on the knuckle 7 of wheel 5) coupled to the wheel that moves with the wheel's tread surface. The knuckle is also mounted on the tie rod 11, the upper control arm (wishbone) 13, and the lower control arm (wishbone) 15. A strut 17 coupled to the lower control arm is also shown. The central IMU 3 and one or more wheel IMUs 1 may communicate with each other (wired or wirelessly) and / or with a processor capable of controlling the device to adjust one or more alignment parameters (caster, camber, and / or toe), for example, as described herein. Figure 1B is a side view of the same vehicle section as Figure 1A.

[0061] Figures 1C–1E show another embodiment of the wheel alignment monitoring system. In this embodiment, the system includes a sensor module 1' and a magnet module 22. The sensor module 1' is rigidly mounted to a non-rotating portion of the wheel assembly (e.g., the steering knuckle or hub), and the magnet module 22 is rigidly mounted to the vehicle's chassis or body, possibly via a bracket 24 (shown in this example as rigidly extending from the vehicle body). As the sensor module moves with the suspension and wheel assembly, the sensor module moves relative to the magnet module, and the system can measure the camber, caster, and / or toe of the wheel assembly. The system may optionally include a central IMU 3' that measures the roll, pitch, and / or yaw of the vehicle's body or chassis. The central IMU 3' may also include a processor that receives input from the vehicle's sensor module and / or magnet module.

[0062] In this embodiment, camber and caster are measured via a low-range high-precision accelerometer (e.g., 2g full range) included in the sensor module. The system may also use the high-precision accelerometer to detect the tilt angle relative to the Earth's gravity vector. Toe is measured via a magnetometer, which detects the angle of the wheel assembly in the horizontal plane relative to the local magnetic field generated by the magnet module, as will be described in more detail below. The system can detect camber and caster angles with an accuracy of less than 0.1 degrees and achieve toe better than 0.1 mm per wheel.

[0063] Each sensor module may also include a high-range accelerometer (e.g., 100g full range) for suspension health monitoring. This accelerometer makes it possible to detect high-g impacts to the wheels, such as when the vehicle hits a pothole, curb, or other obstacle. The accelerometer can also detect knocking or vibration in the wheel or suspension system for maintenance signals, such as incorrect wheel balance, excessive bushing play, or more serious problems. Sensor module 1' shown in Figures 1D-1E is described in more detail below with reference to Figures 2J and 2K, for example, and magnet module 22 in Figures 1D-1E is described below with reference to Figures 2L-2M. Generally, the sensor modules are non-rotating but move with the tires (e.g., do not rotate with the tires). Magnet module 22 is typically mounted on the vehicle frame and remains stationary. In Figures 2C-2E, the magnet module is mounted by a bracket 24 extending from the vehicle body. The bracket may be rigidly coupled to the vehicle body so that it remains stationary relative to the vehicle body (and thus holds the magnet module in a stationary state).

[0064] Figures 2A–2C show another embodiment of the apparatus including a central IMU 1403 and wheel IMUs 1401 mounted on each wheel to be monitored. In this example, alignment parameters (e.g., toe) are measured using a local magnetic field provided near each wheel as a reference from the magnet module, as described above. In Figure 2A, wheel 5 is mounted on a non-rotating linkage to which the wheel IMU 1401 is coupled, moving with the wheel tread surface (shown here as knuckle 7), so that the wheel IMU tilts with the wheel. As shown in Figures 1A–1B, the wheel IMU is mounted on another structure (e.g., a plane passing through the center of the tire tread in the circumferential direction of the tire), which also moves with the wheel tread surface. As previously mentioned, an applied magnetic field may be provided as an external reference for the movement of the tire, and in this example, two magnets 1421, 1423 are mounted on the vehicle chassis / body (not shown) to establish a magnetic field across the wheel IMU 1401. Since the magnetic field is stationary and fixed to the vehicle's chassis / body frame, each time a wheel rotates (e.g., changing the wheel's toe angle), a magnetometer (e.g., a triaxial magnetometer) in the wheel's IMU measures the relative change in the direction of the magnetic field from the static magnetic field. The camber and caster of each wheel can be determined based on the roll and pitch of each wheel relative to the roll and pitch of the vehicle's chassis / body (i.e., using gravity vectors). Note that Figures 1C-1E show an alternative where the magnet module (magnets(s) forming the static magnetic field as shown) is mounted on rigid members extending from the body so that the magnetic field is substantially uniform lateral to the vehicle body (e.g., parallel to the direction of the axles(s)).

[0065] Thus, in any of these variations, a local magnetic field may be formed by applying an external magnetic field fixed to the vehicle body. In some variations, this magnetic field may be modified so that the magnetic field lines are distributed in a predictable manner in order to maintain the sensitivity of the magnetometer during use. This will be explained in more detail below. In the example shown in Figures 2A-2C, two magnets 1423 and 1421 are shown to generate an external magnetic field such that the magnetometer (e.g., forming part of an IMU coupled to the wheel) is moved and thus able to detect predictable changes. In Figures 2A-2C, the two magnets are positioned on the sides (front and back) of the wheel. In some variations, only a single magnet or more than two magnets may be used. For example, a single magnet may be positioned behind the wheel, for example, along the wheel's central axis (e.g., perpendicular to the tread surface in the neutral position, and along the disk axis in the central axis). This position allows the magnet to be placed close to the magnetometer (e.g., an IMU in some variations), which may enable the use of a small, single magnet.

[0066] For example, Figure 2D shows an example of an IMU including a three-axis magnetometer connected via a rigid arm 1422 to a wheel assembly (e.g., a non-rotating part of the wheel assembly that moves with the tire tread surface, such as a knuckle). Note that this is a top / plan view of the vehicle's wheel assembly, and the circle represents the steering axis of rotation of the wheel assembly. When the wheel assembly (e.g., strut) 1405 rotates via steering input or via toe angle change 1431, the IMU 1401 rotates with the wheel assembly and also translates due to a rigid lever arm (mounted off-center from the axis of rotation). The IMU in this example is used to measure a local magnetic field 1425 in all three axes, and based on this, the angle of rotation can be measured as the IMU moves. Within a uniform, linear magnetic field 1425 applied by a fixed magnet 1427, only the rotation of the IMU about its own central axis can be detected, which can provide sufficient measurement sensitivity.

[0067] Figure 2E shows another embodiment of a wheel alignment monitoring system that includes a magnetometer as part of the IMU 1401. In some cases, the use of a magnet (reference or stationary magnet 1427) in a configuration such as that shown in Figure 2D may not provide sufficient measurement sensitivity. For example, the detectable IMU angle may be as small as 0.3 degrees per millimeter of toe change. However, it may be desirable to detect toe change down to about 0.1 mm, which would result in a detectable IMU angle of only 0.03 degrees, which falls within the noise floor of most such sensors. To overcome this, this specification describes a technique for manipulating the magnetic field so that both rotation around the central axis of the IMU and translational movement associated with tire movement (e.g., by a lever arm) can be magnetically detected. As shown in Figure 2E, this can be achieved by providing a nonlinear magnetic field line 1436 so that even the translation of the magnetometer (e.g., IMU 1401) alone can be detected based on the angle of the magnetic field relative to the sensor. There are numerous ways to provide a nonlinear magnetic field, as shown in Figures 2F and 2G below, but generally, this concept can involve increasing the detection sensitivity to toe angle changes by measuring the change in the magnetic angle of a magnetometer (e.g., IMU) based on both the rotation and translational movement of the tire. The use of nonlinear magnetic field lines 1436 has been shown to reliably increase detection sensitivity to heights of more than 1 degree per millimeter of toe, and even more than 5 degrees per millimeter of toe.

[0068] For example, Figure 2F shows an example of how to manipulate the magnetic field of a magnet that may be used to provide a reference magnetic field 1428 to a magnetometer, in which case the magnetic field is non-uniform (non-linear). The second magnet is positioned behind the IMU so as to be magnetically opposite to the first magnet. The second magnet 1428 may be a magnetic field shaping magnet. The size of the magnets, the magnetic field strength, and their positions relative to each other and to the IMU can be adjusted to optimize detection characteristics, including sensitivity, error, reliability, etc. In some cases, the second magnet 1428 may be mounted on a wheel assembly so as to rotate and / or translate with the IMU. This may be useful in situations where there is no easy way to provide a rigid chassis or body mount in that location. During testing, the rotation and / or translation of the second magnet does not interfere with the system's ability to detect motion (e.g., angles such as toe angle).

[0069] In any of the variations, it is possible to replace the first magnet, e.g., the stationary reference magnet, with a curved or arc-shaped magnet, potentially reducing or eliminating the need for a second magnet, e.g., a magnetic field shaping magnet. The first and second magnets may be permanent magnets, or one or both may be electromagnets. In some variations, the use of electromagnets may be particularly useful so that they can be turned off during use to prevent metal particles from accumulating from the road / environment.

[0070] Figure 2G shows another embodiment of a wheel alignment monitoring system in which a pair of magnetic field shaping magnets 1428, 1428' are used, while the primary (first) reference magnetic field is provided by a single (e.g., electromagnet) 1427 as shown. The two additional magnets are used to "draw out" magnetic field lines 1436, which may allow for sensing of a larger dynamic range by a magnetometer (e.g., in IMU 1405).

[0071] The use of a magnetometer and a reference magnet providing a reference magnetic field (particularly a molded reference magnetic field) can enable accurate, non-contact techniques for detecting wheel alignment, including toe.

[0072] Figure 2H shows another example of an embodiment of the wheel alignment monitoring system described herein, which uses a magnetometer (shown as part of IMU 1401) mounted on a non-rotating portion of the wheel assembly (e.g., the knuckle), similar to those shown in Figures 1C-1E. Similar to Figures 2A-2C, both a wheel IMU (e.g., sensor module 1401) and a central IMU 1403 are shown, and a primary magnet 1427 (e.g., magnet module) is used to generate a local magnetic field (reference magnetic field). The primary magnet is mounted on a retaining bracket 1437 which is rigidly connected to the vehicle frame (not shown). In this example, the magnet is positioned to produce a non-linear magnetic field. A front magnet (shown in the image) is rigidly connected to a mounting bracket and rigidly connected to the vehicle body / chassis. Thus, this front (reference) magnet does not move relative to the vehicle body. A second, rear magnet (not shown) may be located directly behind a sensor (magnetometer) such as the wheel IMU 1401 and may be integrated into the wheel IMU packaging / housing. The magnets may be positioned magnetically opposite to each other, thereby distorting the magnetic field lines as described above. In this embodiment, both the wheel IMU and the rear magnet move relative to the vehicle body, but this is not problematic and has been shown to provide good measurement sensitivity for detecting the wheel toe angle. Figure 2I is an enlarged view of the wheel assembly including the wheel IMU 1401, the reference magnet 1427, and the mount 1437 for the reference magnet.

[0073] In Figure 2H, the relative size and magnetic intensity of each magnet, as well as the distance between each magnet and the IMU, can be adjusted to optimize sensing performance. It should also be noted that this assembly can be used to detect camber angle (i.e., camber angle can be measured by the wheel IMU via accelerometer readings, magnetometer readings, or both) and / or caster angle (i.e., caster angle can be measured by the wheel IMU). The mounting bracket can take any form.

[0074] In some variations, no externally applied magnetic field is used; instead, the IMU may rely on the Earth's natural magnetic field as a reference. In other variations, it may be beneficial to use a local externally applied reference magnetic field. For example, a local magnetic field may provide an increased magnetic field (compared to, for example, the relatively weak Earth's magnetic field), thereby preventing drift of the magnetometer sensor. Preliminary results have shown that the use of an applied magnetic field of about 0.25 mT (compared to natural magnetic fields such as the Earth's magnetic field, which is about 0.025 mT) can improve the accuracy and sensitivity of toe angle sensing using the magnetic sensors described herein. When a local magnetic field is used, the local magnetic field strength was increased far beyond 0.25 mT, up to 5.0 mT. This can make toe angle sensing more accurate and reliable. A static magnetic field may be provided using any type and number of magnets. This may include permanent magnets and / or electromagnets. While a local magnetic field can be established using one or more magnets, in some variations, using multiple magnets may be desirable because the magnetic field lines tend to be straighter and stronger. One or more magnets may be mounted in or near the horizontal plane of the vehicle so that the magnetic field vector across the wheel's IMU is nearly perpendicular to the Earth's gravity vector. In some cases, it is not necessary to monitor the yaw / heading of the vehicle's chassis / body.

[0075] Figures 2J-2K show an example of a sensor module 1450. The illustrated sensor model is mounted on a non-rotating part of the wheel (e.g., knuckle, hub, axle, etc.). The sensor module may include an external housing configured to be low-profile and protect the sensor components. In the example shown in Figure 2J, the housing 1451 may be L-shaped, which can help with low-profile mounting while positioning the internal components in a predetermined orientation relative to the vehicle's wheel and body, as well as external environments such as gravity and magnetic fields. The sensor module may house, for example, a first, e.g., low-frequency accelerometer with high sensitivity, e.g., a detection range of 2g; an optional second, e.g., high-frequency accelerometer with lower sensitivity (e.g., a detection range of 100g); and one or more accelerometers, including a magnetometer for measuring the toe angle based on a local magnetic field generated by a magnet module. A first accelerometer may be configured to measure camber and / or caster angles with an accuracy of 0.1 degrees or better, and a second accelerometer may be configured to monitor the health of the suspension, e.g., to detect potholes, curb impacts, and suspension problems. The second accelerometer is an optional feature. In some examples, a single accelerometer may be used for both measuring camber and / or caster angles and detecting impacts (e.g., monitoring the health of the suspension). In some examples, the sensor module may include only a magnetometer and be configured to measure the toe angle based on a local magnetic field generated by a locally mounted magnet(s) (e.g., a magnet module in some examples). In other examples, the sensor module may include only a magnetometer and be configured to measure camber, caster, and / or toe angles based on a local magnetic field generated by a locally mounted magnet(s) (e.g., a magnet module in some examples). The sensor module may be in a single housing or in two or more interconnected housings. In some examples, the sensor modules may be distributed between different housings. The sensor module may be battery-powered, or powered by a wired connection (e.g., connection to a car power supply), or both.For example, the sensor module may include a rechargeable power source (e.g., a battery). The sensor module may also include a power control circuit for applying and / or adjusting power to one or more sensors (e.g., a magnetometer, an accelerometer, etc.).

[0076] Generally, a sensor module may include communication and / or data storage (e.g., memory) for receiving signals from one or more sensors and passing those signals to another IMU (e.g., a central IMU) or an electronic control unit (ECU) on the vehicle. In some examples, the sensor module is wired to the central IMU or ECU, and in some examples, the sensor module communicates wirelessly with the central IMU or ECU. In some examples, the sensor module may include a local processor that regulates sensing and / or the storage, processing, and / or transmission of data (sensor values). For example, a sensing module may include a local processor and / or a local IMU (e.g., the sensor module) that sets or determines how often the sensor module reads sensor outputs from one or more sensors. The sensing frequency may be constant or adjustable (including variable). For example, a sensor module may be configured to read and / or process and / or transmit sensor data at a continuous frequency such as 0.1Hz to 500Hz (any value within this range, e.g., 0.5Hz, 1Hz, 2Hz, 3Hz, 4Hz, 5Hz, 6Hz, 7Hz, 8Hz, 9Hz, 10Hz, 50Hz, 100Hz, 150Hz, 200Hz, etc.). Each sensor may be read at a specified frequency, which may be different or the same. In some examples, the frequency at which sensor values ​​are recorded may be variable. For example, a sensor may be read and / or processed and / or transmitted at a rate that changes during operation. For example, the rate may be varied based on the vehicle's speed, with the sensor being read and / or processed and / or transmitted more frequently at higher vehicle speeds. Thus, at low speeds, the sensor may be questioned at a lower frequency. In another example, the sensor may only be read and / or processed and / or have data transmitted when certain preset conditions are met, such as when the vehicle is stationary and / or relatively level (e.g., on flat ground). In yet another example, multiple measurements may be taken over time and averaged to provide more reliable readings that are free from noise and vibration when the sensor is read and / or processed and / or has data transmitted.

[0077] Figure 2K shows an example of a sensor module, illustrating the internal housing that holds a first low-frequency accelerometer 1453 (for camber and caster measurement) and a second high-frequency accelerometer 1455 (for suspension health monitoring). The sensor module also includes a magnetometer 1457 (for toe measurement). The magnetometer is oriented with its z-axis 1459 aligned, as shown in this example.

[0078] Figures 2L to 2M show an example of a magnet module 1460. Generally, a magnet module may include only a magnet, or it may include a housing 1461 and one or more other components, including mu-metal. In Figure 2L, the magnet module 1460 is shown with the housing 1461 closed. The magnet module is configured to be relatively low-profile and mounted on a body (or an extension of the body, such as a bracket rigidly coupled to the body). Figure 2M shows the magnet module 1460 of Figure 2L with the housing cover removed. In the example of Figure 2M, the magnet module includes a bar magnet 1467 (for example, in this embodiment, a magnet measuring 50 mm × 15 mm × 15 mm, but the magnet may have different dimensions). The magnet in this embodiment is oriented in the polarization direction 1465 (through-thickness direction) that faces the sensor module when mounted on a vehicle. In some embodiments, the magnet may be oriented in the opposite direction when mounted on a vehicle (for example, reversing the north-south direction in Figure 2M). The magnet module of this embodiment also includes an accelerometer 1469 used to sense the tilt of the magnet module. In this embodiment, the accelerometer is a low-range accelerometer (high sensitivity, e.g., having a 2g detection range) for measuring the roll angle and pitch angle (e.g., two-axis tilt) of the magnet better than 0.1 degrees. Figure 2M also shows the axes of the pitch 1471 and roll 1473 of the magnet module.

[0079] When in use, the exemplary sensor modules shown in Figures 2J-2K and the magnet modules shown in Figures 2L-M may be configured within a vehicle similar to the configuration shown in Figures 1C-1E above. The local magnetic field may be similar to that shown in Figure 2E; for example, the magnetic field may pass through the horizontal plane in the direction between the magnet module 1427 and the sensor module 1401, roughly in line with the axle. For example, magnetic north may be on the wheel side of the magnet and magnetic south on the vehicle body side, or vice versa. In the example shown in Figure 2M, arrow 1465 indicates the direction of the magnetic field. This magnet arrangement can prevent spurious toe readings caused by changes in the vehicle's ride height. Referring to Figure 2M, the bar magnet is long in the vertical direction and polarized in the thickness direction around the arrow. Towards the upper and lower ends of the magnet, the magnetic field lines tend to curve around the ends of the magnet (for example, vertically) to the opposing magnetic poles. However, when moving towards the center of the magnet (vertically), the magnetic field lines wrap around the sides of the magnet rather than the ends, so the magnetic field lines are almost entirely in the horizontal plane. Toe measurement is achieved by detecting the change in the magnetic field in the horizontal plane, which is the plane through which the wheel passes when it rotates and the toe changes. Therefore, as described herein, by having a sufficiently long magnet and remaining within the central region of the magnet, a pure 2D horizontal magnetic field can be observed regardless of the vertical height. The magnets in the magnet module may be rectangular and, as mentioned, may be oriented so that the magnetic field is horizontal. Therefore, when the magnet is attached to the vehicle body, it may be configured to extend with its poles positioned as shown in the figure. The magnet may be configured so that its length exceeds a minimum length (e.g., more than 1 cm, more than 2 cm, more than 3 cm, more than 4 cm, more than 5 cm, more than 6 cm, more than 7 cm, more than 8 cm, more than 9 cm, more than 10 cm, etc.). This makes it possible to accurately measure the toe angle even when the vehicle's wheels move slightly up and down relative to the vehicle body during driving (e.g., due to suspension movement). Therefore, toe sensing may be relatively insensitive to changes in the vehicle's wheel height or ride height. Since toe sensing depends on the direction of the magnetic field, in some cases it may be beneficial to ensure that the angle of the applied magnetic field is oriented in the correct direction.For example, a magnetic module may include an alignment sensor (e.g., a tilt sensor). The system may include electronics for checking the tilt, adjusting if the tilt is misaligned, and / or triggering an alert that the tilt is misaligned and that the system needs calibration.

[0080] The sensors described herein (e.g., wheel IMUs, central IMUs, accelerometers, gyroscopes, magnetometers, etc.) may include temperature sensors that can calibrate and / or adjust the sensed data based on the detected temperature. For example, accelerometers, gyroscopes, and / or magnetometers may be thermosensitive, and readings from them may be adjusted based on the sensed temperature (e.g., thermal calibration / offset).

[0081] Figures 3A-3B show another variation in which the toe angle is measured not via a magnetic field, but via a physical connection to each wheel. In this case, a physical link may be attached to the wheel (e.g., to the steering knuckle or hub) and connected at the other end (towards the vehicle's chassis / body) to a measuring device such as an encoder. The camber and caster of each wheel can be determined based on the roll and pitch of each wheel relative to the roll and pitch of the vehicle's chassis / body (i.e., using gravity vectors).

[0082] As shown in Figure 3A, the wheel IMU 1501 (sensor module) is also coupled to the wheel 5 (via the knuckle 7, hub, etc.) as described above, so it tilts with the wheel but does not necessarily rotate with the wheel. The physical link includes an encoder 1533 and one or more linkages configured to encode the toe angle, e.g., encoder links 1535, 1537. As shown in more detail in Figure 3B, when the angle of the wheel (toe) on the longitudinal axis of the vehicle shifts inward (negative toe) or outward (positive toe), the linkage may be displaced, and this displacement is encoded by the toe encoder 1533. The linkage may be configured to detect and encode only the movement of the wheel in the plane (perpendicular to the tire tread) relative to the longitudinal axis of the vehicle, and therefore only the toe. In this way, the toe can be measured in a way that may be more accurate than measurement based on magnetic detection against the Earth's magnetic field. As mentioned above, since the Earth's magnetic field is relatively weak, when measuring using a magnetic detector without a locally applied magnetic field, the measurement of the toe angle may be less accurate. Monitoring the toe angle via a physical connection and measuring device (e.g., an encoder) can provide rapid, accurate, and precise measurements. In other variations, a linear position sensor with a linear encoder may be used to monitor the toe angle via a physical connection.

[0083] In some variations, all or some of the wheel alignment parameters may be measured via a physical connection to the wheel. Thus, for example, camber, caster, and toe may all be measured via a direct connection to the wheel, without the need for an isolated IMU. Here, a physical position measuring device capable of 3-degree-of-freedom measurement may be connected to the vehicle's chassis / body near each wheel (one device per wheel) and may have one or more links connected to that wheel (e.g., to the steering knuckle or hub). An example of a 3-degree-of-freedom measuring device has three rotary encoders arranged to encode all three axes in three spatial dimensions (x, y, z). This directly or indirectly determines the camber, caster, and toe of each wheel. The physical contact measuring device may be combined with other non-contact sensors, e.g., an IMU for sensing gravity and / or magnetism, as in other concepts. Generally, this can provide safety redundancy and / or improved accuracy / reliability.

[0084] Each of these configurations may include one or more sensing techniques, types, or systems that can be used or combined to achieve the desired results. These configurations may be used in any combination. For example, toe may be measured magnetically in the presence of an applied magnetic field, while caster and camber, or one or both, may be measured by direct linkage using encoders.

[0085] Connections to the wheel (whether physical contact sensors like encoders or non-contact sensors like IMUs) can typically be connections to non-rotating parts of the wheel, such as steering knuckles, hubs, axles, wishbones, links, struts, tie rods, or other suitable components used as a reference for determining one or more wheel alignment parameters as reliably as possible.

[0086] In some variations, the device (e.g., system) may monitor only specific wheel alignment parameters of interest for a particular wheel, such as camber and toe (but not caster). As a further example, in a fixed-axle vehicle such as a truck, only toe may be monitored. Both steering and non-steering wheels may be monitored. Alternatively, or additionally, the device and method may monitor several wheel alignment parameters of a given wheel and infer or calculate other wheel alignment parameters of that wheel based on modeling, known geometry and / or vehicle dynamics. For example, it may be possible to use an IMU to monitor the camber and caster of a wheel and calculate the toe angle based on the camber, caster and the known geometry of the suspension.

[0087] The wheel alignment monitoring systems and methods described herein may be used with any suspension geometry, including but not limited to MacPherson strut, double wishbone, multilink, fixed axle, and independent suspension systems, as described above.

[0088] Alignment adjustment This specification also describes alignment adjustment devices, including camber, toe, and / or caster adjustment devices. These devices may be used in conjunction with any of the systems described herein. For example, Figures 4 to 5D show an example of an alignment adjustment device (configured as a camber and / or caster adjustment device) mounted on the inner pivot point of the upper wishbone to actuate the wishbone inward and outward relative to the vehicle body via an offset camshaft (e.g., an offset bushing pivot). As the alignment adjustment motor rotates the shaft, the offset of the shaft causes the wishbone to move in and outward. This system provides high space efficiency in double wishbone and multi-link suspension systems. Figures 4 and 5A to 5D show a cam adjustment device as part of a double wishbone suspension that can adaptively drive (i.e., automatically adjust the wheel alignment while driving).

[0089] An alignment adjustment device may include a motor (alignment adjustment motor) and offset bushings and shafts for displacing at least a portion of the suspension (e.g., wishbone, double wishbone, multilink, etc.). The rotation of the motor can be converted via the shaft into the movement of the offset bushings for adjusting the position of the wheels. The motor may be part of a motor assembly mounted on the frame, and in particular, may be coupled to the control arms of the suspension, for example, a wishbone or double wishbone suspension, such that the motor extends substantially perpendicularly from the control arms. Any of the alignment adjustment devices described herein may be configured to have a relatively small footprint so as to fit under the carriage, particularly within the wheel wells and around the suspension, without interfering with the operation of existing components, and can be retrofitted to existing automotive vehicle designs. Accordingly, the motor (e.g., drive) of the alignment adjustment device may be located away from the control arms of the suspension and coupled to the offset bushings by shafts and / or gears. The shaft and / or gear may be self-locking so as to keep the alignment device locked in a predetermined position (e.g., the last selected position) when the motor or drive unit of the alignment device is not operating.

[0090] For example, in Figure 4, the ends of the upper control arms (wishbones) are each coupled to alignment adjustment units, which are configured here as camber and / or caster adjustment units. These units include a frame coupled to a drive (motor assembly) containing spiral bevel gears, or, in some variations, hypoid gears whose mating gear axes do not intersect (as shown in more detail in Figure 5D below). Thus, the larger gear of the alignment adjustment unit may be an offset bushing or offset gear (drive offset for the upper control arm), which mates with the smaller drive gear (hypoid gear). This smaller hypoid gear (drive gear) is offset from the gear center of the larger gear. The spiral bevel gears forming this drive gear are configured to have a high-torque self-locking mechanism similar to a worm drive, with the smaller drive gear in front and the larger offset gear behind. The smaller gear is sometimes called a pinon. The drive itself (including the motor) rotates and operates when driven, allowing controllable movement and offsetting of the ends of the upper control arms. The offset gear, coupled to the end of the upper control arm, is rotatably mounted to the frame such that the rotational motion of the drive gear causes the offset motion of the end of the upper control arm to which the offset gear is coupled. This allows for both positive and negative movements that can be precisely controlled, as the motor (not shown) of the alignment adjustment unit can be configured to drive one rotation of the larger offset gear by rotating the drive gear multiple times (e.g., 50 rotations of the motor). For example, this can allow for very precise and synchronous movement of both ends of the upper (or alternatively lower in some variations) control arm of the wishbone, thereby changing the camber (or caster in some variations) of the tires.

[0091] Figures 4 and 5A-5D show only the ends of the upper control arms coupled to the camber adjustment units, but in some variations, the camber adjustment units may be alternatively or additionally located on the lower control arms, and if both the upper and lower control arms include camber adjustment units, the camber adjustment unit on the upper control arm may be operated to offset it in the opposite direction (e.g., in the opposite direction) to the camber adjustment unit on the lower control arm.

[0092] In some variations, the alignment adjustment units may be configured to operate non-synchronously, thus allowing for caster adjustment, and for convenience, these units may also operate to adjust camber and / or caster, although they may still be referred to herein as camber adjustment units.

[0093] The alignment adjustment units described herein may offer advantages not available with other systems for adjusting alignment (e.g., camber). In particular, these units may be compact and inherently self-locking, for example, by cutting off power to the motor, which may result in the wheel alignment being securely locked in its current position. Furthermore, the drive gear and motor may be positioned away from the vehicle body and tires at one of a variety of angles that may allow the motor and drive gear to avoid other, potentially more crowded areas of the vehicle.

[0094] For example, Figure 4 shows an assembly including the camber adjustment unit 1650 described herein. In Figure 4, both ends of the upper control arm 1613 (wishbone) opposite to the tire 1605 are connected to the camber adjustment units 1650, 1650', and each may be driven by a motor that drives a drive gear to rotate an offset gear, as described above.

[0095] Figures 5A and 5B show enlarged views of one end of the upper control arm 1613, which is coupled to the frame 1653, to which the offset gear (not visible in Figure 5A) is also coupled. In Figures 5A and 5B, the cover 1655 covers the larger offset gear 1657, which is visible in Figure 5C when the cover is removed. Rotating the offset gear with the smaller drive gear (not visible in Figures 5A-5C) adjusts the camber and / or caster by moving the end of the upper control arm relative to the mount, as described above.

[0096] Figure 5D shows the camber adjustment unit 1650 with the cover removed so that the gears are visible. In Figure 5D, the upper control arm 1613 is coupled to the larger offset gear 1657, which is mounted on the frame 1653. The smaller drive gear 1660 is part of the drive shaft 1659, which is driven by a motor 1661, also mounted on the frame. The motor can be controlled by wired or wireless communication to drive the motor's movement (e.g., forward / clockwise and / or reverse / counterclockwise).

[0097] Any of the systems described herein may be controlled by a central or distributed processor for wheel alignment (e.g., one embodiment, e.g., specialized for camber). In some variations, these systems may be adaptive (e.g., closed-loop) and / or user-driven (e.g., open-loop), such as when a driver / user switches a button or control while driving. Wheel alignment, such as camber, caster, and / or toe, may be detected and controlled using the sensor system described above, including a body IMU and a wheel IMU. For example, multiple sensors, e.g., the IMUS described above, may be used to detect and provide feedback for adjusting camber, caster, and / or toe, using an algorithm that receives input from the IMU sensors and determines the wheel alignment settings.

[0098] Figures 6A-6B show another embodiment of an alignment adjustment system configured as part of a multilink system including a pair of alignment adjustment units 1850 similar to those described above, which include a frame coupled to a spiral bevel gear having an offset gear (a drive offset for a straight arm 1863 coupled to a tire knuckle 1807), which is mated to a smaller drive gear (hypoid gear). This smaller hypoid gear (for driving) is offset from the gear center of the larger (offset) gear. The spiral bevel gear forming this drive gear is configured to have a high-torque self-locking mechanism similar to a worm drive, with the smaller drive gear in front and the larger offset gear behind. The drive itself (including motor 1865), when driven, rotates and operates, controllingly moving and offsetting the straight arm, thereby moving the tire (e.g., knuckle) and changing the angle of the tire relative to the vehicle body. The offset gear, coupled to the end of the straight arm 1863, is rotatably mounted to the frame of the alignment adjustment unit such that the rotational motion of the drive gear results in offset motion at the end of the straight arm to which the offset gear is coupled. This allows the motor of the alignment adjustment unit to be configured to rotate the drive gear multiple times (e.g., 50 rotations of the motor) to drive one rotation of the larger offset gear, thus enabling both positive and negative movement, which can be precisely controlled. In the multilink system shown in Figure 6A, two straight arms 1863 and 1863' are shown, each connected to the alignment adjustment unit 1850.

[0099] Figure 6B is an enlarged view of the alignment adjustment unit described herein. In Figure 6B, the cover of the alignment adjustment unit has been removed, exposing the drive gear 1859 and the offset gear 1857, as well as the frame 1853 to which the gear and drive motor 1865 are mounted. The drive motor includes an encoder 1869. The straight arm is connected to the offset gear 1857 so that, as the drive gear rotates and drives the rotation of the offset gear, the linkage 1863 to the straight arm pushes and pulls the straight arm perpendicular to the tire knuckle (e.g., hub) to adjust the alignment of the wheel. The offset gear is configured as an offset bushing 1871 (or, in some variations, coupled to it). As shown in Figure 6B, the straight arm 1863 moves back and forth along its long axis (perpendicular to the knuckle) as the offset gear rotates, thereby rotating the intermediate gear 1885 to which the straight arm is rotatably coupled. By positioning one or more straight arms, which are attached to a wheel (e.g., the wheel's knuckle hub), in different regions, movement of the straight arms can result in a change in the wheel's alignment. Depending on the position of the straight arms relative to the wheel (e.g., the knuckle or hub), one or more of the camber, toe, and / or caster can be adjusted.

[0100] The intermediate gear 1858 in Figure 6B can assist in transferring the rotational motion of the drive (motor 1865) to the precise motion of the offset bushing, enabling alignment adjustments (e.g., camber, caster, and / or toe depending on the arrangement of the straight arm / control arm(s)). In some variations, intermediate gears are not required to couple the alignment adjustment drive (also called the alignment adjustment motor) to the movement of the offset bushing. However, the use of one or more intermediate gears allows the alignment adjustment drive to be positioned in any direction, making it easier to avoid interference with the alignment or other components of the undercarriage. In the example shown above, the alignment adjustment drive is a cylindrical motor.

[0101] As described above, the alignment adjustment drive (motor) may be coupled to the offset bushing using other gear systems. For example, a worm drive may be used, where the motor's rotating shaft meshes with a gear (worm wheel) rotatably coupled to the offset bushing. Alternatively, one or more spur gears may be used, with most of the reduction performed by a gear system (e.g., an attached gearbox), and a brake built into the motor may be used. This allows the motor to be mounted longitudinally below or above the eccentric shaft. In some variations, one or more bevel gears, miter gears, or screw gears may be used, with a brake built into the motor, to produce most of the reduction by the gear system (e.g., an attached gearbox). This may allow the motor to be mounted vertically, as shown in Figures 5-6B. Alternatively, in some variations, the device may include a rotary hydraulic system. In some variations, there may be a linear hydraulic or ball screw, for example, a lever arm that is not a gear but is off the shaft, which may include an extension mechanism mounted between the end of the lever arm and a pivot on the chassis. This is likely to be used more often with eccentric axes that have a smaller rotation angle.

[0102] control system Any of the devices described herein can be operated as a “mode selection” system, thereby allowing the user to select a desired driving mode and the computer to set the wheel alignment parameters accordingly. In some applications, a mode selection system is preferred, but in other applications, it is desirable for the computer to automatically adjust the wheel alignment parameters for the user while the vehicle is being driven; this is referred to herein as an adaptive system. The adaptive systems for adjusting alignment described herein can always optimize the wheel alignment, thereby always optimizing the contact patch between the tires and the road surface.

[0103] This specification describes an adaptive control system for an Active Wheel Alignment System (AWAS). The AWAS described herein may include additional electronic components, sensors, and an enhanced motor / gearbox (to facilitate higher adjustment speeds). The adaptive control system for active wheel alignment described herein may receive input data from several sources, including the vehicle's engine control unit (ECU), the user, and other sensors within the system, including the IMU described above. All of this input data may then be processed and combined by the ECU to determine what the wheel alignment settings should be for each wheel. These wheel alignment settings are then converted into electric motor position settings and transmitted to the motors.

[0104] These systems may utilize a wide range of input data that can potentially be used for adaptive, and even predictive, determination of wheel alignment settings. Examples from the vehicle may include one or more of the following (accessible via the vehicle's CAN bus network in modern vehicles): steering angle, vehicle speed, throttle position / percentage, brake position / percentage, engine RPM, gear, driving mode (user input via the vehicle's existing mode selector). Examples from external sensors (i.e., additional sensors provided by the systems described herein), or from the vehicle where available, may include one or more of the following: 3-axis accelerometer (lateral, linear, and vertical g-force), 3-axis gyroscope (yaw rate, roll rate, pitch rate), 3-axis magnetometer, inclinometer, heading (direction of travel, e.g., via Euler angles or quaternions), GPS signals for trajectory mapping, cameras for forward monitoring and / or road mapping (including surface mapping), tire temperature, tire pressure, etc. Multiple sensors of the same type may be mounted on a single vehicle; for example, multiple accelerometers can be mounted around the vehicle to map its behavior at different points. Note that input data may be used for different purposes, and because vehicle dynamics differ, input signals from each vehicle (even using the same sensors) can be very different. Some input data may be used to characterize vehicle dynamics and calibrate / adjust calculation algorithms (see below for details). Other data may always be used to determine target wheel alignment settings in-situ. Furthermore, input data may be prioritized and / or weighted according to their importance, and some data may be used as backup signals for cross-checking.

[0105] The input data may be converted into output wheel alignment settings. For example, a major need for adaptive control arises during vehicle cornering. Here, one of the most important variables is body roll. When the body rolls, the suspension displaces, causing roll towards the outer edge of the outer tire / outward. When a vehicle turns left, the body rolls to the right, causing roll around the outer circumference of the right tire. To maximize the tire contact patch, more negative camber is needed on the outer / right wheel (more positive camber is needed on the inner / left wheel), and corresponding changes are needed to other wheel alignment parameters (e.g., toe and caster). Furthermore, the body roll rate correlates with the vehicle's yaw rate and lateral g-force (i.e., the faster the vehicle changes direction or turns (yaw rate), the greater the lateral g-force and the greater the body roll (roll rate)).

[0106] During cornering, it can be effective to maintain as much of the tire as possible in contact with the road surface. The prototype test vehicle was equipped with tire temperature sensors on all wheels, and the temperature profile across the tire surface was measured at 16 points. Several cornering tests were conducted with various wheel alignment settings to determine the optimal setting as a function of the vehicle's dynamic characteristics (roll rate, yaw rate, lateral g-force). The optimal wheel alignment setting at a given lateral g-force was determined when the overall tire temperature profile was flat / uniform and the peak temperature within the tire was minimized. For example, at a lateral g-force of approximately 1g, the tire temperature profile of the front outer wheel was optimized when the camber value of the test vehicle was approximately -2.5 degrees.

[0107] Using this information and other data points, we constructed an algorithm for mapping target wheel alignment settings to one or more input data streams as described above. A detailed example is provided below. The method and apparatus described herein include one or more algorithms for associating input data streams with target wheel alignment parameters and may operate using two main components: vehicle dynamics parameters and maps. The vehicle dynamics parameters can merge the input data streams in a meaningful way, ultimately providing a reliable evaluation of the vehicle's instantaneous behavior (free from bump errors, etc.). The maps then enable the translation of the evaluation of the vehicle's behavior into an appropriate target wheel alignment setting. Any suitable map can be used (but is not limited to) stepped, linear, nonlinear, S-shaped, data-fit, etc. These can map vehicle behavior to the most appropriate target wheel alignment setting at a given moment. Different maps can be used for different scenarios, for example, different maps can be used for cornering, braking, acceleration, parking, etc. Furthermore, multiple maps may be used for a single driving activity. For example, a set of maps may be used via a mode selection switch / dial in a modern car, such as one set for normal or economy mode, another map for sport mode, and yet another map for sport+ or race mode.

[0108] For example, Figure 7 shows a set of cornering maps for three different driving modes. In this example, three modes (Normal, Sport, and Sport+) are shown. The maps shown (each line in the graph in Figure 7) can be used to determine a target camber setting for a single wheel. In this example, for all three maps, if the fused data value is between -0.3 and 0.3, the target camber settings may be fixed at -0.5 degrees in Normal mode, -1.2 degrees in Sport mode, and -2.0 degrees in Sport+ mode. As the fused data value exceeds 0.3 and increases toward 1.2, the target camber settings for all three maps move linearly toward -3.0 degrees. Conversely, as the fused data value falls below -0.3 and decreases toward -1.2, the target camber settings for all three maps tend to change linearly toward 0.0 degrees. Again, beyond this example, any number of maps can be used for different driving scenarios, and any form of trend, including non-linear tendencies, can be used.

[0109] Based on the information in these maps, which can be determined empirically or computationally, the output drive signals may be determined. For example, the target wheel alignment setting may be converted into an appropriate form for transmission to each of the electric motors that control the vehicle's wheel alignment setting (including, for example, the camber adjustment unit shown and described above).

[0110] The generalized description of the adaptive wheel alignment control system described above may use any number of algorithms and any of the input data streams described above. In some variations, the number of input data streams may be limited to a subset of these. For example, in one embodiment, the dynamics of a test vehicle were mapped through several controlled tests to determine the optimal wheel alignment setting (i.e., a potential target output for the system) as a function of selected input data streams. In this embodiment, the optimal wheel alignment was determined based on an optimized tire temperature profile and several purpose-driven designs. The initial target input data streams were roll rate, yaw rate, lateral g force, and several sensor input values ​​from the vehicle's CAN bus network.

[0111] Roll rate, yaw rate, and lateral g-force are all mathematically related in cornering operations and, in causal equations, are all "effects" of cornering. While these are good indicators of actual vehicle behavior, in the real world they can become very noisy signals due to the influence of bumps, potholes, etc. The "causes" in this equation are obtained from user (driver) input commands and the vehicle's ECU, and therefore from sensor signals from the vehicle's CAN bus. Again, examples include steering angle, vehicle speed, throttle position, brake position, engine RPM, gear, driving mode, etc. Through extensive testing, these vehicle data streams have been identified (as described herein) and can provide clean signals that can be used to reliably predict roll rate, yaw rate, and lateral g-force without noise. In other words, it is about mapping causes to predicted effects based on vehicle dynamics.

[0112] As a result, in one method and apparatus (e.g., including a primary algorithm), several input data streams from the vehicle's CAN bus are combined with multipliers and offsets derived from the vehicle's own dynamics to calculate a "predicted lateral g-force" (i.e., what the measured lateral g-force would be without noise error). This method and apparatus may then use this predicted lateral g-force to calculate a target wheel alignment setting. As a secondary check, the measured lateral g-force (and roll rate and yaw rate as well) can be compared with the predicted lateral g-force to confirm that there are no total errors, calculated drift, etc.

[0113] Figure 8 is a flowchart illustrating the general process described above. Note that these steps may be performed within a modified ECU (or separate control unit) after the vehicle dynamics have been determined and input. Referring to Figure 8 and the specific examples above, in some variations, the primary input data stream may be obtained from the vehicle's CAN bus, and the secondary input data stream may include roll rate, yaw rate, and lateral g force. However, note that other input data streams can be used / incorporated into the algorithm as either primary or secondary inputs; for example, lateral g force can be smoothed and used as a primary input.

[0114] For example, in Figure 8, the apparatus or method may receive, access, and / or determine vehicle dynamics parameters and / or alignment maps from the ECU or an equivalent / connected processor. For example, the ECU may be configured to access vehicle dynamics parameters and alignment maps as described above. This information may be stored locally or remotely, including memory, buffers, etc., accessible by the AWAS / AWAS ECU. The ECU in this example may be an ECU adapted to include an Active Wheel Alignment System (AWAS), schematically shown in Figure 19 as a dashed box ("AWAS ECU"). Alternatively, in some variations, a separate Active Wheel Alignment System (AWAS) unit may be included and connected to the ECU.

[0115] The AWAS or AWAS ECU ("AWAS / AWAS ECU") may then, at 1903, receive an input data stream from the vehicle CAN bus, such as from one or more external sensors (e.g., any of the IMU sensors described above). The input data is then prioritized at 1905 (e.g., primary, secondary, tertiary, etc.), and some or all of the primary data may be combined (fused) at 1907 according to the vehicle dynamics accessed as described above (e.g., from memory accessible by the AWAS / AWAS ECU).

[0116] Next, based on the alignment map accessed by the AWAS / AWAS ECU, a target wheel alignment may be calculated in 1909. The target setting determined from the map is then compared in 1911 with a secondary input data stream to determine whether the comparison is close ("OK") or significantly different ("Not OK") by a certain threshold in 1913. If the comparison is sufficiently close ("OK"), the determined setting (e.g., from the map) may be converted into a drive signal in 1915 and output to an alignment control motor (e.g., a camber adjustment unit or other electromechanical adjustment unit as described below).

[0117] While the above examples describe cornering, it should be noted that any of these methods and / or systems (including one or more algorithms) may follow the same basic flow structure for other purposes, such as optimizing wheel alignment during braking, acceleration, parking, etc.

[0118] The Active Wheel Alignment System (AWAS) described herein may provide improved steering performance affecting cornering performance, safety, and obstacle avoidance, reduce rolling resistance affecting fuel consumption, emissions, noise, vibration, and harshness (NVH), and tire life, and lower peak tire temperature affecting tire life and uneven tire wear.

[0119] Examples As one example, a 2012 Audi TTRS test vehicle was equipped with front axle active camber and toe control as part of AWAS, as described herein. Regarding steering performance, in a standard circle test (25m diameter), it was found that uniformly changing the camber of both front wheels from -0.2 degrees to -2.8 degrees increased the maximum achievable lateral grip (g-force) by 15%. Furthermore, when testing with "differential camber" (different cambers for the left and right wheels), setting the left front wheel to -0.2 degrees and the right front wheel to -2.8 degrees (left turn), lateral grip improved by 29% compared to when both wheels were set to -0.2 degrees. This is shown in the graph in Figure 9A. Figure 9A shows the potential of adaptive wheel alignment (i.e., automatic adjustment in place) to improve cornering, steering, and stability, based on the differential camber results.

[0120] Regarding rolling resistance, in a standard coast-down test (40 km / h → 15 km / h), changing the front wheel camber from -2.8 degrees to -0.8 degrees reduced rolling resistance by 8%. See Figure 9B. Further reducing the camber value closer to 0 degrees resulted in a reduction of more than 10% in rolling resistance. This reduction in rolling resistance translates to reduced fuel consumption, emissions, NHV, and tire wear.

[0121] Regarding tire temperature, in a standard circle test (25m diameter, fixed speed 40km / h), changing the front wheel camber from -0.2 degrees to -2.8 degrees reduced the temperature fluctuation across the entire tire surface (outer rim) by 90%. Furthermore, as shown in Figure 10, the peak temperature inside the tire decreased by more than 10%.

[0122] The sample data above is for front wheel camber only, but further benefits can be achieved by adjusting other wheel alignment parameters, including toe and caster, for the front axle, rear axle, steering axle, and non-steering axle, either independently or in combination with camber.

[0123] Generally, the uses of AWAS as described herein include improving one or more of the following in vehicles, including but not limited to passenger cars, light commercial vehicles, heavy commercial vehicles, and other passenger and cargo transport vehicles: steering, safety, braking, fuel efficiency, emissions, NVH, comfort, and / or tire life. More specifically, some applications include (but are not limited to): improved steering and safety in sports and luxury vehicles; reduced tire wear and fuel consumption in heavy commercial vehicles; improved turning radius in trucks; Ackermann steering compensation in heavy vehicles, including twin-steer vehicles; extended battery range in electric vehicles; novel steering systems for autonomous vehicles, including rackless steering and independent wheel steering; redundant braking systems for autonomous vehicles that use wheel alignment to increase rolling resistance and thus decelerate the vehicle; adaptive suspension systems for rolling chassis and new mobility platforms; providing steering to axles that currently lack steering, including rear-wheel steering; automatic adjustment of road camber when changing from a left-hand drive to a right-hand drive environment, for example; improved steering and traction in off-road vehicles; providing switchable wheel alignment for different driving environments and vehicle configurations; and enhanced vehicle dynamics, whether fitted by OEM manufacturers or as aftermarket accessories.

[0124] In addition to the alignment adjustment devices and alignment adjustment units described herein, methods and apparatus including the control systems and AWAS described herein may be used in conjunction with and control one or more other electromechanical devices (devices, systems, assemblies, etc.) that may be used to adjust or control the suspension of a vehicle, in addition to the alignment adjustment devices described herein. In some embodiments, these devices may be for electrically adjusting wheel alignment (e.g., camber, toe, and / or caster). In some variations, these devices may be specific to one or more of camber, toe, and / or caster, and multiple devices may be coupled to a system and share a common controller (e.g., a processor) that coordinates the operation of those devices.

[0125] Some of the devices described herein, in particular camber adjustment devices, may be coupled between the vehicle frame and the suspension, which is then coupled to the wheel. Thus, a camber adjustment device may include a mounting body that is securely coupled to the vehicle frame and a holder (e.g., an arm holder) that is preferably coupled to a portion of the suspension close to the frame and away from the wheel hub. For example, the holder may be an arm holder configured to hold the end of an upper arm of a suspension, such as a strut in a MacPherson-type suspension, or the end of an upper wishbone in a double wishbone-type suspension. The holder may be coupled to a linear stage or may be part of a linear stage, and generally the holder may be configured to move along a first, for example, linear translation axis and may be restricted from moving in other linear directions. The movement is generally performed via a translational seat on which the holder moves, and an electromechanical actuator is coupled directly or indirectly to the holder (e.g., via a linear stage) to move the holder rearward and forward along the translational seat to a desired position along the first translation axis, thereby adjusting the camber of the wheel.

[0126] The mount body may include two or more joined parts, such as a first (e.g., upper) mount body and a second (e.g., lower) mount body, where the different parts are configured to support different loads. For example, the second mount body may be configured to support a high load, while the first mount body only supports a light load and may include an electromechanical actuator. Dividing the load-bearing function of the mount body helps to isolate the electromechanical actuator from larger loads that would otherwise be applied through the device, resulting in a significantly smaller and more uniform load experienced by the actuator.

[0127] Similarly, a toe adjustment device generally includes an elongated body having a telescopic rod connected in a straight line with the tie rod (for example, between the tie rod and the vehicle's steering rack). The telescopic rod includes a mechanical linear actuator (such as a ball screw / ball nut) actuated by an electromechanical actuator. The elongated body forming the device may have two or more parts connected to each other to separate the load on the device. For example, a first part of the elongated body may be connected to an electromechanical actuator, and a second part of the elongated body may include a telescopic rod connected in a straight line with the tie rod and configured to support a significantly higher load than the first part of the elongated body. For example, the first part of the elongated body may include a tie rod mount at one end and a steering link mount at the second end.

[0128] Other electromechanical devices for controlling the suspension settings of a vehicle are also described herein and may be included as part of a system for correcting or controlling the alignment of the vehicle (including the alignment of one or more wheels). These devices may share all or some features. For example, this specification also describes devices configured to control the stiffness setting of an anti-roll bar, and devices configured to control the roll center setting of a vehicle, as well as methods for manufacturing and using them, processors for controlling them, and systems including them. Generally, these devices may include one or more structural members configured to support the relevant static and dynamic loads of the vehicle, one or more adjustment members configured to control and change the suspension settings, and one or more drivers configured to drive the movement of the adjustment member(s). In some cases, the adjustment member(s) may be configured as a structural member, thereby supporting the relevant loads of the vehicle and controlling the suspension settings. Generally, these devices may be controlled via open-loop control, closed-loop control, or semi-closed-loop (e.g., including user input, confirmation, or selection). Any of these devices may further include one or more sensors for monitoring variables useful for controlling the suspension settings.

[0129] Figures 11A-1C show variations of electromechanical devices for controlling the suspension settings of a vehicle, and the illustrated devices are configured to be compatible with 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 on top of the strut 103 and is configured to control the camber and / or caster 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 rod and the steering rack linkage) and is configured to control the toe of the wheel 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 devices described herein may be used to replace conventional tie rods with electrically controlled (e.g., telescopic) devices that include a front tie rod portion and a distal mounting portion and / or a rear tie rod portion. This will be explained in more detail in Figures 23A to 23H below.

[0130] Figures 11B and 11C show the axes through which the electromechanical devices 121, 131, and 141 control and adjust the suspension settings in this embodiment. Electromechanical device 121 controls the camber and caster of the wheel 101 by translating the upper part of the strut 103 along two axes (one axis for camber 123 and one axis for caster 125). Electromechanical device 131 controls the toe of the wheel 101 by changing the distance between the outer tie rod 107 and the inner tie rod 109, thereby effectively changing the overall length of the tie rods. Electromechanical device 141 controls the stiffness of the anti-roll bar 105 by changing the distance between the anti-roll bar 105 and the link 106, thereby effectively changing the length of the anti-roll bar 105.

[0131] Any of the electromechanical devices described herein can 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 suspension settings or only some of the suspension settings.

[0132] Any of the electromechanical devices described herein may be configured to accommodate any suspension geometry or version of suspension geometry, including but not limited to fixed axle, independent, MacPherson strut, wishbone, double wishbone, multilink, air suspension, leaf spring, and torsion bar suspension.

[0133] Figures 12A-12C show variations of electromechanical devices for controlling the suspension settings of a vehicle, where the devices are configured to conform to 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 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 is located between the anti-roll bar 205 and the link 206, and is configured to control the stiffness of the anti-roll bar 205.

[0134] Figures 12B and 12C show the axes through which the electromechanical devices 221, 231, and 241 in this example control and adjust the suspension settings. Electromechanical device 221 controls the camber and caster of wheel 101 by translating the upper wishbone 213 along two axes (one axis for camber 223 and one axis for caster 225). Electromechanical device 231 controls the toe of wheel 101 by changing the distance between the outer tie rod 207 and the inner tie rod 209, thereby effectively changing the overall length of the tie rods. Electromechanical device 241 controls the stiffness of the anti-roll bar 205 by changing the distance between the anti-roll bar 205 and the link 206, thereby effectively changing the length of the anti-roll bar 205.

[0135] Figures 13A–3C show other variations of electromechanical devices for controlling the suspension settings of a vehicle, where the devices are configured to conform to a double wishbone suspension geometry. In this example, three electromechanical devices 321, 231, and 241 control the suspension settings of one wheel 101 of the vehicle. The first electromechanical device 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 and 241 are the same as those described in Figures 12A–2C. In this example, no control over the caster of the wheel 101 is provided.

[0136] Figures 13B and 13C illustrate the axes through which the electromechanical devices 321, 231, and 241 control and adjust the suspension settings in this embodiment. Electromechanical device 321 controls the camber of the wheel 101 by translating the outer pivot point of the upper wishbone 213, thereby effectively changing the length of the upper wishbone 213. Electromechanical devices 231 and 241 control the toe of the wheel 101 and the stiffness of the anti-roll bar 205, as described in Figures 12B and 12C.

[0137] Any of the electromechanical devices described herein may have a different configuration or arrangement than those illustrated in the embodiments herein, provided that they enable control of one or more suspension settings. As shown in the embodiments of Figures 13A–3C, the vehicle may be configured such that not all suspension settings are electromechanically controlled. In the embodiments of Figures 13A–3C, the wheel caster is not controlled, but the camber, toe, and anti-roll bar stiffness are controlled.

[0138] In general, the electromechanical devices described herein can be configured to be compatible with the vehicle's original suspension system, or, if desired, an aftermarket suspension system, with minimal modification to the original geometry of the suspension system. This minimizes the potential side effects (e.g., increased unsprung mass, decreased stiffness or rigidity, etc.) that may occur when introducing an electromechanical device into the original suspension system. In general, the electromechanical devices described herein can be constructed to be lightweight and robust, and positioned to minimize the potential increase in unsprung mass (e.g., further away from the wheel hubs, closer to the vehicle frame, etc.).

[0139] Figures 14A–14E show a modified form of an electromechanical device for controlling the suspension settings of a vehicle, which is configured to control the camber of a MacPherson strut suspension system. In Figure 14A, the device (configured as an electromechanical device) 421 is positioned on top of the strut 103 and is mounted to the vehicle's strut tower 415, which is either part of the vehicle frame or connected to the vehicle frame. Figure 14B is a close-up of the electromechanical device 421 shown in Figure 14A. The device includes a mount body having two parts fixed to the vehicle frame (e.g., fixed to the strut tower 415), in this embodiment the upper part 464 of the mount body is connected to the top of the frame 415 and the lower part 466 is connected to the bottom of the frame, and bolts 468 are used to rigidly hold the frame between the two parts and fix the two parts together. The device also includes a strut holder 465 (configured as a spherical bearing), which is part of the lower translational stage 463. Accordingly, the strut holder can move along the first translation axis 488 together with the lower translation stage by reciprocating translation on a translation seating surface formed by the outer longitudinal surfaces of a pair of shafts, each configured as linear rails 461 on either side of the holder. The holder (strut holder) may be rigidly coupled to one or more linear bearings (not shown) that ride on these linear rails. An electromagnetic actuator (a linear actuator including an electric motor 451, a spur gear 459, and a ball screw 453 and a ball nut 455) reciprocates the holder on the first translation axis 488 to adjust the camber. Figures 14C, 14D, and 14E are partial cross-sectional side, top, and bottom views, respectively, of the electromechanical device 421 shown in Figure 14A.

[0140] Thus, the electromechanical device 421 comprises an electric motor 451, two spur gears 459, a ball screw 453, a ball nut 455, an upper translational stage 457, a lower translational stage 463 (the lower translational stage may be fixed to the upper translational stage, and both stages move relative to the upper mount body portion together with the strut holder), two linear rails 461 (forming a moving seat surface and may be part of the lower mount body portion), and a spherical bearing 465 (strut holder in this embodiment). The strut holder 465 may be rigidly or movably coupled to the top of the strut 103 (e.g., the upper end, also referred to simply as the end). In this embodiment, the top of the strut 103 is fixed inside the holder (spherical bearing) 465, which is coupled to (e.g., housed inside) the lower translational stage 463. The lower translational stage 463 slides along the linear rail 461 on a linear bearing (not shown) with low sliding friction. Thus, the lower translation stage 463 is rigidly connected to the upper translation stage 457, and the upper translation stage 457 is rigidly connected to the ball nut 455. The ball nut 455 is configured to reciprocate with low friction along the ball screw 453, thereby translating the upper translation stage 457, the lower translation stage 463, the strut holder (spherical bearing) 465, and the upper part of the strut 103. Since the lower part of the strut 103 is fixed to the wheel assembly (see Figure 11A), translating the upper part of the strut 103 changes its angle, thereby changing the camber angle of the wheel 101. The ball screw 453 is supported by a bearing (not shown) capable of supporting radial and thrust loads, and the ball screw 453 is driven to rotate around its central axis by a spur gear 459 driven by an electric motor 451. In the modified versions shown in Figures 14A to 14E, the strut holder is able to move along the first translational axis 488 (e.g., the x-axis), but is restricted from moving along other translational axes relative to the mount body, particularly those perpendicular to the first translational axis (z-axis or y-axis).

[0141] The electric motor 451 may be driven to rotate clockwise or counterclockwise, thereby translating the top of the strut 103 forward and backward along the line of the ball screw 453. The electric motor 451 may be controlled by an electronic controller (e.g., a processor, not shown) which may include an encoder (not shown) for monitoring the position of the motor 451 and / or the top of the strut 103. The electromechanical actuator or other part of the device may include a lock, which is releaseable and, when engaged, locks the position of the strut holder relative to the mounting body, and thus to the vehicle frame. The lock may be a mechanical lock, and an electronic controller controlling the electromechanical actuator may control the engagement / disengagement (e.g., lock / unlock) of the lock.

[0142] The examples shown above include electric motors, but any electromechanical device described herein may include one or more suitable drivers, which may be (but not limited to) mechanical actuators (such as motors), pneumatic actuators, hydraulic actuators, or electric actuators. Any driver may move rotationally or longitudinally, or in a rotational and longitudinal manner, and the translational movement may be reversible. Any driver may include a position sensor (such as an encoder).

[0143] Any of the electromechanical devices described herein, in particular the mounting body, may include one or more structural members, which may be any suitable type of structural member including (but not limited to) beams, flanges, supports, shafts, rails, rods, housings, stages, mounts, brackets, bolts, nuts, or screws (such as power screws, lead screws, ball screws, etc.). The structural members may remain stationary, rotate or move along a length dimension, or translate both rotationally and along a length dimension.

[0144] Any electromechanical device described herein may include one or more adjusting members, such as a linear actuator, which may be any suitable type of adjusting member, including (but not limited to) screws (e.g., power screws, lead screws, ball screws, etc.), gears (e.g., spur gears, helical gears, worm gears, etc.), pulleys, belts, shafts, slides, pivots, lever arms, connecting rods, cams, translational stages, carriages, or nuts (e.g., ball nuts, etc.). The adjusting member may move rotationally or translationally in a longitudinal dimension, or rotationally and translationally in a longitudinal dimension.

[0145] Figures 15A and 15B show a modified form of an electromechanical device for controlling the suspension settings of a vehicle, which is configured to control the toe of the wheel 101. In this embodiment, the electromechanical device 531 is located between the outer tie rod 507 and the 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 is connected to the ball nut 555, which is configured to be driven back and forth along the ball screw 553 with low friction, thereby translating the outer tie rod 507. Since the outer tie rod 507 is connected to the wheel assembly (see Figures 11A, 12A, and 13A), translating the outer tie rod 507 changes the toe angle of the wheel 101. The ball screw 553 is supported by a bearing pack 569 capable of supporting radial and thrust loads, and the ball screw 553 is driven to rotate around its central axis by a spur gear 559 driven by an electric motor 551.

[0146] Any electromechanical device configured to control the toe of a wheel as described herein may be configured to be located anywhere between the steering box and the wheel of the vehicle. For example, the electromechanical device may be located at the outer end of the outer tie rod, between the outer tie rod and the wheel assembly. In another embodiment, the electromechanical device may be located between the inner tie rod and the steering box, at the inner end of the inner tie rod. The electromechanical device (e.g., a toe adjuster) may completely replace a tie rod extending between the steering box and the wheel assembly, and may include one or more “part” tie rods that are linearly connected in an extension region (as shown in Figures 23A-23H below). Generally, an electromechanical device configured to control the toe of a wheel will change the distance between the outer end of the outer tie rod and the inner end of the inner tie rod.

[0147] Accordingly, any electromechanical device configured to control the toe of a wheel as described herein may be configured to control the toe of a steering wheel or a non-steering wheel. In the case of a non-steering wheel, the electromechanical device may be located anywhere on the toe arm. For example, the electromechanical device may be located at the outer end of the toe arm, between the toe arm and the wheel assembly. In another example, the electromechanical device may be located at the inner end of the toe arm, between the toe arm and the mounting on the body or chassis. In yet another example, the electromechanical device may completely replace the toe arm and extend between the mounting on the body or chassis and the wheel assembly. Generally, an electromechanical device configured to control the toe of a non-steering wheel will alter the effective overall length of the toe arm.

[0148] Figures 16A and 16B show a modified form of an electromechanical device for controlling the suspension settings of a vehicle, which is configured to control the camber of a double wishbone suspension system. In this example, two identical electromechanical devices 621 are positioned at the inner pivot points of the upper wishbone 213, on the first end 631 and the second end 632 of the upper wishbone 213, respectively. The ends of the wishbone are pivotably attached to the camber adjustment device via a pivot joint of the wishbone arm holder 633 to the device's translational stage 633, so that the wishbone arm can pivot relative to the wishbone arm holder. Each electromechanical device 621 includes an electromechanical actuator, which includes an electric motor 651, two spur gears 659, a ball screw 653, and a ball nut 655. The device also includes a translational stage 663 to which the wishbone arm holder 633 is connected (or, in this example, integrated). The mount body 671 may be directly or indirectly coupled to a frame (not shown) and may include or be rigidly connected to two linear rails 661 that form a translational seating surface. The device also includes a bearing pack 669. The translational stage, including the wishbone arm holder, may also include linear bearings (not shown) that rest on a translational seating surface formed by a pair of parallel rails (shafts 661).

[0149] In this embodiment, the wishbone arm holder of the translational stage is configured to hold the end of the upper wishbone arm, and in this embodiment, the upper wishbone arm includes a channel to which a bolt or screw 638 can be attached for fastening to the wishbone arm holder. The upper wishbone 213 connects to the translational stage 663, and the translational stage 663 connects to a ball nut 655. The ball nut 655 is configured to be reciprocated with low friction along a ball screw 653, thereby translating the translational stage 663. Since the upper wishbone 213 is connected to the wheel assembly (see Figures 12A and 13A), translating the upper wishbone 213 changes the camber angle of the wheel 101. The ball screw 653 is supported by a bearing pack 669 capable of supporting radial and thrust loads, and the ball screw 653 is driven to rotate around its central axis by a spur gear 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., exceeding a load threshold), while the electromechanical controller, mounted to the mount body and coupled to the translational frame (e.g., the wishbone arm holder), does not need to support these high loads.

[0150] Figures 17A and 17B show a modified form of an electromechanical device for controlling the suspension settings of a vehicle, which is configured to control the stiffness of an anti-roll bar. In this example, the electromechanical device 741 is located between the anti-roll bar 205 and a 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. The mount 768 connects to the end of the anti-roll bar 205, and the mount 768 houses the bearing pack 769. The ball screw 753 is supported by the bearing pack 769, which is capable of supporting radial and thrust loads. The ball screw 753 is driven to rotate around its central axis by the spur gear 759, which is driven by the electric motor 751. The ball nut 755 is configured to reciprocate 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. A longer effective length of the anti-roll bar 205 results in lower stiffness. Conversely, a shorter effective length of the anti-roll bar 205 results in higher stiffness.

[0151] Any electromechanical device configured to control the stiffness of an anti-roll bar as described herein may be configured to be positioned at any location on the anti-roll bar or at any location between the anti-roll bar and the wheel or suspension assembly. The electromechanical device may be indirectly connected to the wheel or suspension assembly (via links, etc.) or directly connected to the wheel or suspension assembly.

[0152] Any electromechanical device configured to control the stiffness of an anti-roll bar as 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.

[0153] Figures 18A and 18B show another variation of an electromechanical device for controlling the suspension settings of a vehicle, which is configured to control the toe of wheel 101. In this example, the electromechanical device 831 is located between the outer tie rod 807 and the inner tie rod 809. The electromechanical device includes an electric motor 851, a motor housing 852, a ball screw 853, a shaft coupler 854, a ball nut 855, and a bearing pack 869. The outer tie rod 807 is connected to the ball nut 855, which is configured to be driven back and forth along the ball screw 853 with low friction, thereby translating the outer tie rod 807. Since the outer tie rod 807 is connected to the wheel assembly (see Figures 11A, 12A, and 13A), translating the outer tie rod 807 changes the toe angle of 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 around its central axis by an electric motor 851 via a shaft coupler 854. In this embodiment, since the output shaft of the electric motor 851 is directly coupled to the ball screw 853 via the shaft coupler 854, gears and the like are not required.

[0154] Any of the electromechanical devices described herein may or may not include gears for driving an adjustment member to adjust the suspension setting. If gears are used, the gears may have any gear ratio (e.g., 1:1, 1:2, 2:1, 1:3, 1:4, etc.). The output shaft of any driver of any electromechanical device described herein may be directly coupled to any adjustment member. If any electromechanical device described herein includes a screw (e.g., a ball screw, a lead screw), the output shaft of at least one driver may be directly or indirectly coupled to the screw, and furthermore, the output shaft of at least one driver may have any spatial orientation with respect to the screw, including being parallel, perpendicular, collinear, coincident, or at any angle to the screw.

[0155] As described above, any of the alignment adjustment units (e.g., 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.

[0156] Figure 19 shows a modified form of a control unit configured to control electromechanical devices for controlling the suspension settings of a vehicle. In this embodiment, 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 left and right front wheels to control the camber, caster, toe, and anti-roll bar stiffness of each front wheel. Furthermore, one or more electromechanical devices are mounted on each of the left and right rear 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 output control signals to all electromechanical devices in order to appropriately control and change the suspension settings.

[0157] In some variations, the control unit may be a control system for an active wheel alignment system (AWAS) as described above. The AWAS may be integrated into a central control unit.

[0158] Any control unit described herein may additionally control other suspension or vehicle functions, including but not limited to magnetic dampers, adaptive dampers, spring rates, and roll centers, which are not related to the electromechanical devices described herein.

[0159] Any of the electromechanical devices described herein may include one or more sensors (in particular, including the IMU described above), and may further include closed-loop control.

[0160] Figures 20A and 20B show a modified form of an electromechanical device for controlling the suspension settings of a vehicle, consisting of feedback sensors. Four electromechanical devices 221, 231, and 241 control the suspension settings of one wheel 101 of the vehicle, as described in Figures 12A-2C. In this embodiment, a temperature sensor array 1081 is mounted on the upper wishbone 213 and positioned above the surface of the tire on 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 the inner edge to the outer edge, or from the outer edge to the inner edge.

[0161] In one embodiment, the temperature sensor array 1081 may include two discrete sensors: one located on the inner edge of the tire to monitor the temperature of the inner edge, and another located on the outer edge of the tire to monitor the temperature of the outer edge.

[0162] In another embodiment, the temperature sensor array 1081 may include three discrete sensors: one located above the inner edge of the tire to monitor the temperature of the inner edge, one located above the center of the tire to monitor the temperature of the center, and one located above the outer edge of the tire to monitor the temperature of the outer edge.

[0163] In yet another embodiment, the temperature sensor array 1081 may include a single continuous sensor bar to monitor the temperature at all points across the entire tire and provide a complete temperature profile.

[0164] Any electromechanical device or system of devices described herein may include one or more temperature sensors. In particular, temperature sensors may be used to evaluate the appropriateness of a given set of suspension settings. Specifically, temperature sensors may be used to monitor the temperature of the tire surface 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 embodiment, 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.

[0165] Figures 21A and 21B show a modified form of an electromechanical device for controlling the suspension settings of a vehicle, consisting of feedback sensors. Four electromechanical devices 221, 231, and 241 control the suspension settings of one wheel 101 of the vehicle, as described in Figures 12A to 2C. In this embodiment, a position sensor array 1183 is mounted on the lower wishbone 211 and positioned behind the wheel 101 to monitor the angle or position of the wheel 101. The position sensor array 1183 in this embodiment includes three position sensors 1185, 1187, and 1189. Position sensors 1185, 1187, and 1189 are configured to monitor the camber angle and toe angle of the wheel 101.

[0166] In one embodiment, the position sensor array may include one or more discrete sensors. In another embodiment, the position sensor array may include one continuous sensor bar to provide a position profile.

[0167] Any electromechanical device or system of devices described herein may include one or more position sensors. In particular, position sensors may be used to evaluate the appropriateness of a given set of suspension settings. In particular, position sensors may be used to monitor the toe angle of a wheel.

[0168] 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 (linear, rotary, optical, etc.), limit switches, proximity sensors, temperature (thermal) sensors, reed switches, light sensors (ultraviolet, infrared, etc.), and accelerometers. For example, an electromechanical device may include one or more position sensors and one or more temperature sensors.

[0169] Any electromechanical device or system of devices including one or more sensors as described herein may be provided with open-loop, partially closed-loop, fully closed-loop, intermittently closed-loop, continuously closed-loop, semi-automatic, or fully automatic control.

[0170] Any electromechanical device or system of devices including one or more sensors described herein may be provided with automatic, continuous, and real-time control of suspension settings.

[0171] Figures 22A–22G show another variation of the device 1221 (e.g., device, system, etc.) for adjusting the camber of a vehicle having a suspension including struts 1203 such as a MacPherson type suspension. In this embodiment, similar to the device shown in Figures 14A–14E, the device includes a mount body that is rigidly connected to the vehicle frame (e.g., strut towers 1215). The mount body includes an upper mount body 1264 and a lower mount body 1266. As shown in Figure 22C, the upper mount body in this example is connected to the lower mount body and is configured to hold the vehicle frame 1215 between the two mount bodies so that the two parts of the mount body are rigidly connected. Openings provided in the upper and lower mount bodies, respectively, are aligned with openings that penetrate the frame (strut towers 1215). The lower mount body spans this opening, and the strut holder 1299, connected or formed as part of the movable translation stage 1263, moves on a single translation axis on a translation seating surface 1298 that forms part of the lower mount body. In this example, the translation seating surface is the cylindrical outer surface of each of two shafts 1290 that extend parallel to each other across the opening. The translation axis extends parallel to the direction of these shafts. In Figures 22A, 22C, and 22F, the housing 1278 covers the upper mount body, and the flexible sleeve 1279 covers the lower mount body, allowing movement of the strut holder and protecting the device from debris.

[0172] In this embodiment, the upper housing 1278 covers the electromechanical actuator, and in Figures 22B, 22D, 22E, and 22G, the upper cover is removed (however, the lower flexible cover 1279 remains in place). The electromechanical actuator in this embodiment includes an electric motor 1251 that drives the rotation of a pair of gears 1259 coupled to a linear actuator, which is configured here as a ball screw 1253 and a ball nut 1255. The ball screw is rotated by the gears so that the ball nut can move forward and backward along the ball screw, and the ball nut is connected (e.g., rigidly coupled) to a translational stage / strut holder, so that the rotation of the ball screw drives the movement of the strut holder. An electric controller (e.g., a processor, not shown) communicates with the electromechanical actuator and controls its operation.

[0173] During operation, the strut holder is driven by an electromechanical actuator so as to move on the translational seating surface 1298 of a pair of shafts (e.g., by the action of bushings / linear bearings on / in or part of the translational stage) as the electric motor of the electromechanical actuator rotates a ball screw, causing the ball nut to move back and forth along the first translational axis. In this embodiment, this first translational axis is substantially aligned with the plane of the wheel (e.g., within ±30 degrees of the wheel's axis of rotation in some variations). The device is restrained so that the translational stage, and therefore the strut holder, is restrained in all other translational directions (e.g., axes perpendicular to the first translational axis). An encoder (not shown) may monitor the holder / translation position and provide feedback to an electric controller.

[0174] As described above, the devices shown in Figures 22A to 22G are configured such that high loads imposed on the device, for example by a suspension strut, are transmitted to the frame body through another part of the mount body isolated from the part of the mount body that supports or includes an electromechanical actuator. In this example, the upper mount body 1263 supports the electromechanical actuator and does not need to support the high load, and the electromechanical actuator does not need to operate under the high load conditions in which the lower mount body 1266 operates. The lower mount body 1266 supports the load from the strut 1203, which is transmitted via the strut holder 1299 and the translation stage 1263 to a pair of shafts that form the translation seat 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), and therefore this load is transmitted to the frame through the device without passing through the electromechanical actuator. Therefore, the lower mount body may be configured to handle minimum load thresholds exceeding approximately 1000 kilograms (kg) (for example, approximately 1500 kg or more, approximately 2000 kg or more, approximately 2500 kg or more, approximately 3000 kg or more, approximately 3200 kg or more, approximately 3500 kg or more, approximately 4000 kg or more, etc.).

[0175] Figures 23A–23H show another embodiment of a toe adjustment device (e.g., a toe adjustment unit) that can electrically adjust the toe of a vehicle (e.g., the vehicle's wheels), similar to those illustrated and described above with respect to Figures 15A–15B and 18A–18B. In Figure 23A, the toe adjustment unit 1331 includes a tie rod mount 1368 configured at its distal end to connect to the end of a tie rod 1360. In some variations, the tie rod (front tie rod 1360) forms part of the device. In Figures 23A–23H, the tie rod mount rigidly attaches the front tie rod to a ball nut 1355 of a telescopic rod, and a ball screw (not visible) is held within the ball nut, passes through the ball nut, and partially enters the distal end of the front toe rod. The telescopic rod portion 1381 is configured to extend and retract in the distal to proximal direction. The telescopic rod may include a linear actuator (for example, in this example, a ball screw 1353 and a ball nut, the ball nut being the same mechanism as the tie rod mount 1368) actuated by an electromechanical actuator (e.g., an electric motor 1351, a gear 1359, etc.). The electromechanical actuator is coupled to the telescopic arm via the ball screw and ball nut (in this example, the tie rod mount) and drives the rotation of the telescopic arm to extend and retract the arm relative to the tie rod. A housing 1386 (including a flexible portion 1385) may cover the electromechanical actuator and the telescopic arm portion.

[0176] In this embodiment, the telescopic rod portion 1381 is linearly coupled to a tie rod portion (e.g., truncated) shown here as the front tie rod portion 1360. The rear end of the device includes a steering link mount 1377. In some variations, a second tie rod portion (rear tie rod portion) may be included between the telescopic rod and the steering link mount. The steering link mount in this embodiment is a ball joint, allowing for pivoting. The telescopic rod portion extends and retracts by rotation driven by an electric motor (the rotation of which is transmitted by gears), which can rotate a ball screw, the ball screw rotating in one or more ball nuts rigidly fixed to the rest of the alignment (and thus the vehicle frame) via the front tie rod portion. The electromechanical actuator is positioned off-center from the tie rod load support path, and in Figures 23A–23F, the electromechanical actuator (e.g., motor) is positioned parallel to the rest of the tie rod load support path. This can save space and protect the electromechanical actuator.

[0177] In Figures 23A to 23H, the steering link mount 1377 is located at the proximal end and is configured to connect to the linkage of the vehicle's steering rack (not shown). This steering link mount may be a ball joint.

[0178] The toe adjustment unit also includes one or more stays (two of which are shown in Figures 23E-23H) (stay rods 1395) that connect an electromechanical actuator (e.g., an electric motor 1351) to the main frame of the device. The stay rods are slidably connected to bearings 1396 (shown in this example as alignment collars) which are rigidly connected (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.

[0179] In Figures 23-23G, the alignment collar 1396 is rigidly attached (keyed) to the ball nut 1368. The alignment collar 1396 is guided by two shafts / stays 1395 rigidly attached to the bearing housing and prevented from rotating. This device can enable toe control for front or rear wheel steering, in particular, to provide a compact form.

[0180] For example, the toe actuator of this embodiment includes a flexible (e.g., non-metallic) outer housing to reduce the weight and size of the housing. The use of alignment collars can provide significant strength and rigidity even in the absence of a rigid housing. The toe actuator described herein may instead use a plastic outer housing to prevent dust and other contamination, but does not need to provide structural support (e.g., to prevent the outer link connecting to the wheel from rotating relative to the actuator housing).

[0181] Electromechanical (EM) brakes Any wheel alignment control device described herein, including those configured to electronically adjust camber, caster, and / or toe, may include a redundant brake / lock mechanism, including an electromechanical brake, as a safety component. These electromechanical brakes can prevent changes in wheel alignment (e.g., camber, caster, and / or toe) in the event of a power outage or other failure. These devices offer numerous advantages compared to friction-type electromechanical brakes, which are typically more expensive, heavier, and bulkier.

[0182] Generally, these devices may include a movable element of a motor, such as a notched disc coupled to the motor shaft, which is configured to brake / lock the device. The device may also include a brake arm (e.g., a shaft, lever, etc.) coupled to a solenoid or linear actuator, which is configured to hold the brake arm away from the notched disc when powered. When the solenoid or linear actuator is released, for example, by being powered off, the brake arm engages with one or more notches in the notched disc, forcibly braking the motor and locking it in place. In some embodiments, one or more supports may be provided on both sides of the brake arm to prevent bending or breakage of the brake arm. One or more supports may be attached to the motor body as part of a housing that at least partially holds the brake arm and, optionally, the solenoid.

[0183] For example, Figure 24 shows an example of an electromechanical braking device. As shown in Figure 24, the device (e.g., system) is mounted on the rear of a motor 2401 to prevent the motor shaft from rotating in the event of a power outage. In Figure 24, the device includes a mounting bracket / housing 2405, a solenoid 2407 with a spring return, a brake arm 2409 (e.g., a lever), and a notched / slotted disc / wheel 2411 coupled to the rear shaft 2415 of the motor. The solenoid is configured such that when power is supplied, the brake arm disengages from the notched disc, allowing the disc and motor shaft to rotate freely. Conversely, when the power is cut off, the spring return of the solenoid engages the lever with the notched disc, preventing the lever and motor shaft from rotating and locking them in their current position.

[0184] This system is very lightweight, inexpensive, and compact, and also has the advantage of positive locking rather than friction braking. While the example shown in Figure 24 uses a pull-type solenoid, other configurations such as a push-type solenoid arrangement or a linear actuator may be used. In some embodiments, the solenoid may be rear-mounted and directly engage with the notched disc without requiring a pivot lever. For example, the solenoid piston may extend directly into the notched / slotted disc / wheel, or it may include a rigid extension extending into the notched / slotted disc / wheel. The embodiment shown in Figure 24 is space-efficient and therefore advantageously provides a compact packaging solution beneficial to the active wheel alignment device described herein.

[0185] Any of the methods described herein may be implemented as software, hardware, or firmware, and can be described as a non-temporary computer-readable storage medium that stores an instruction set executable by a processor (e.g., a computer, tablet, smartphone, etc.), which, when executed by the processor, causes the processor to perform any of the following steps, including but not limited to display, communicate with a user, analyze, change parameters (including timing, frequency, intensity, etc.), make a decision, warn, etc.

[0186] In this specification, where a feature or element is referred to as “being on” another feature or element, it may also be directly present on or interposing to the other feature or element. In contrast, where a feature or element is referred to as “directly” present on another feature or element, there is no interposing feature or element. Where a feature or element is referred to as “connected,” “attached,” or “joined” to another feature or element, it will also be understood that it may be directly connected, attached, or joined to the other feature or element, or that there may be an interposing feature or element. In contrast, where a feature or element is referred to as “directly connected,” “directly attached,” or “directly joined” to another feature or element, there is no interposing feature or element. Features and elements described or shown in relation to one embodiment may apply to other embodiments. It will also be understood by those skilled in the art that a reference to a structure or feature “adjacent” to another feature may have a portion that overlaps with or underlies the adjacent feature.

[0187] The terms used herein are for the purpose of describing specific embodiments only and are not intended to limit the invention. For example, as used herein, the singular forms “a,” “an,” and “the” are intended to include the plural form unless the context expressly suggests otherwise. As used herein, the terms “comprise” and / or “comprising” identify the presence of the described 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 terms “and / or” include any combination of one or more of the related enumerated items and may be abbreviated as “ / ”.

[0188] Spatial relative terms such as “under,” “below,” “lower,” “over,” and “upper” may be used herein to describe the relationship of one element or feature to another element or feature, as illustrated in the figures, for the sake of clarity. It will be understood that spatial relative terms are intended to encompass different orientations of the device in use or operation, in addition to the orientation depicted in the figures. For example, if the device in the figure is inverted, an element described as “under” or “beneath” another element or feature will be oriented “over” that other element or feature. Thus, the illustrative term “under” may encompass both up and down orientations. The device may also be in other orientations (rotated 90 degrees, or other orientations), and the spatially relative descriptors used herein will be interpreted accordingly. Similarly, terms such as “upwardly,” “downwardly,” “vertical,” and “horizontal” are used herein for illustrative purposes only, unless otherwise specified.

[0189] In this specification, the terms “first” and “second” may be used to describe various features / elements (including steps), but unless the context suggests otherwise, these features / elements should not be limited by these terms. These terms may be used to distinguish one feature / element from another. Accordingly, the first feature / element described below may be referred to as the second feature / element, and similarly, without departing from the teachings of the present invention, the second feature / element described below may be referred to as the first feature / element.

[0190] Throughout this specification and the subsequent claims, unless contextually required, the word “comprise,” and variations such as “comprises” and “comprising,” mean that various components may be employed collaboratively in methods and articles (e.g., apparatus and compositions and apparatus including methods). For example, the term “comprising” will be understood to mean including any described element or step, but not excluding other elements or steps.

[0191] Generally, any apparatus and method described herein should be understood as comprehensive, although all or a subset of the components and / or steps may be alternatively exclusive, and may be described as "consisting of" or alternatively "essentially consisting of" various components, steps, subcomponents or substeps.

[0192] Where used herein and in the claims, including where used in examples, all numbers, unless otherwise expressly specified, can be interpreted as if preceded by the words “about” or “approximately,” even if the term is not explicitly stated. The phrase “about” or “approximately” may be used when describing size and / or location to indicate that the described value and / or location is within a reasonable expected range of the value and / or location. For example, a number may have a value that is ±0.1% of the indicated value (or range of value), ±1% of the indicated value (or range of value), ±2% of the indicated value (or range of value), ±5% of the indicated value (or range of value), ±10% of the indicated value (or range of value), etc. Any number given herein should also be understood to include about or approximately that value, unless the context indicates otherwise. For example, if the value “10” is disclosed, “about 10” is also disclosed. Any numerical range referred to herein is intended to include all subranges contained therein. Where a value is disclosed, it is understood that, in a manner that can be appropriately understood by those skilled in the art, the possible ranges between the value and the values, such as “less than or equal to the value,” “greater than or equal to the value,” and the values ​​between the values, are also disclosed. For example, if the value “X” is disclosed, not only “less than or equal to X” but also “greater than or equal to X” (for example, X is a number) are disclosed. Throughout this application, it is understood that data is provided in several different formats, and that this data also represents endpoints and starting points, as well as ranges, for any combination of 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 or equal to 10 and 15,” and “equal to 10 and 15” are disclosed, as well as the range between 10 and 15. It is also understood that each unit between two specific units is disclosed. For example, if 10 and 15 are disclosed, then 11, 12, 13, and 14 are also disclosed.

[0193] While various exemplary embodiments have been described above, several modifications may be made to various embodiments without departing from the scope of the invention as described by the claims. For example, the order in which various described method steps are performed may often be changed in alternative embodiments, and in other alternative embodiments, one or more method steps may be skipped entirely. Optional features of various device and system embodiments may be included in some embodiments but not in others. Therefore, the foregoing description is provided primarily for illustrative purposes and should not be construed as limiting the scope of the invention as defined by the claims.

[0194] The examples and illustrations included herein, while illustrative and not limiting, illustrate specific embodiments in which the subject matter may be put into practice. As noted, other embodiments may be used and derived therefrom, so as to be structural and logical substitutions and modifications without departing from the scope of this disclosure. Such embodiments of the subject matter of the present invention are referred to herein, individually or collectively, merely for convenience, by the term “invention,” and where multiple inventions are actually disclosed, it is not intended to spontaneously limit the scope of this application to any single invention or inventive concept. Accordingly, while specific embodiments are illustrated and described herein, any arrangement and configuration calculated to achieve the same objective may be substituted for the specific embodiments shown. This disclosure is intended to cover all possible adaptations or modifications of various embodiments. Combinations of the embodiments described above, and other embodiments not specifically described herein, will be apparent to those skilled in the art upon consideration of the above description. <Note> [Form 1] A system for monitoring the toe of one or more wheels of a vehicle, wherein the system A magnetometer configured to be coupled to one or more wheels, A reference magnet rigidly coupled to the frame of the vehicle and configured to generate a reference magnetic field detected by the magnetometer, A system comprising: a processor configured to receive data from the magnetometer and to determine the toe of one of the wheels based on the received data. [Form 2] The system according to Embodiment 1, further comprising a body sensor rigidly coupled to the frame of the vehicle, wherein the processor is further configured to receive data from the body sensor. [Form 3] The system according to Embodiment 1, wherein the magnetometer is part of a sensor module configured as an inertial measuring unit (IMU). [Form 4] The system according to embodiment 3, wherein the sensor module further includes an accelerometer. [Form 5] The system according to Embodiment 1, further comprising a magnetic field shaping magnet configured to extend the aforementioned reference magnetic field. [Form 6] The system according to Embodiment 5, wherein the magnetic field shaping magnet is configured to be mounted behind the magnetometer, between the magnetometer and the wheel. [Form 7] The system according to Embodiment 5, further comprising a second magnetic field shaping magnet. [Form 8] The system according to Embodiment 1, wherein the reference magnet is part of a magnet module configured to be mounted adjacent to the magnetometer and along the rotation axis of the wheel. [Form 9] The system according to Embodiment 1, further comprising a second reference magnet configured to be rigidly coupled to a second portion of the frame of the vehicle and to contribute to the reference magnetic field. [Form 10] The system according to Embodiment 1, wherein the reference magnet is configured to apply a magnetic field of more than approximately 0.25 mT to the magnetometer. [Form 11] The system according to Embodiment 1, wherein the reference magnet is equipped with an electromagnet. [Form 12] A system for monitoring the toe of a vehicle's wheels, wherein the system comprises: A sensor module comprising one or more magnetometers configured to be coupled to the non-rotating portion of the wheel, A magnet module comprising one or more reference magnets configured to be rigidly coupled to the frame of the vehicle and configured to generate a reference magnetic field detected by the magnetometer, A system comprising: a processor configured to receive data from the magnetometer and determine the toe measurement of the wheel based on the received data. [Form 13] The system according to embodiment 12, wherein the magnet module is configured to generate a magnetic field oriented laterally with respect to the frame of the vehicle and parallel to the axle of the wheel. [Form 14] The system according to embodiment 12, wherein the magnetic module further comprises a tilt sensor. [Form 15] The system according to embodiment 14, wherein the processor is configured to trigger an alert when the tilt sensor detects a tilt or change in tilt that exceeds a threshold. [Form 16] The system according to Embodiment 12, wherein the sensor module further comprises one or more accelerometers, and the processor is further configured to determine the camber, caster, or camber and caster of the wheel using data from the one or more accelerometers. [Form 17] The system according to embodiment 12, wherein the processor is separated from the sensor module and mounted on the frame. [Form 18] The system according to embodiment 12, wherein the reference magnet is configured to generate a reference magnetic field greater than approximately 0.25 mT. [Form 19] A system for monitoring the alignment of one or more wheels of a vehicle, wherein the system is A sensor module configured to be coupled to one or more wheels of the vehicle, comprising one magnetometer and one or more accelerometers, A magnet module comprising one or more reference magnets configured to generate a reference magnetic field detected by the magnetometer, which is rigidly coupled to the frame of the vehicle in close proximity to one or more wheels of the vehicle, A system comprising: a processor configured to receive data from the magnetometer and determine the toe, camber, caster, or camber and caster of the wheel based on the received data. [Form 20] A system for monitoring the alignment of one or more wheels of a vehicle, wherein the system is A sensor module comprising multiple sensors, wherein the sensor module is coupled to the non-rotating portion of the wheel of the vehicle so as to move together with the wheel's tread surface, A magnet module is rigidly coupled to the frame of the vehicle and configured to generate a reference magnetic field detected by the sensor module, A body IMU is rigidly coupled to the frame of the vehicle and configured to detect the orientation of the vehicle frame, A system comprising: the sensor module, the magnet module, and a processor adapted to receive data from the body IMU and to calculate one or more of camber, caster, and toe based on the sensor data. [Form 21] The system according to embodiment 20, wherein the magnet module is configured to apply a reference magnetic field greater than approximately 0.25 mT to the wheel IMU. [Form 22] The system according to embodiment 20, wherein the magnet module comprises one or more electromagnets. [Form 23] The system according to embodiment 20, further comprising an encoder coupled to the steering knuckle by an encoder linkage, wherein the encoder is configured to communicate with the processor. [Form 24] A method for adjusting the toe of a vehicle's wheels, The steps include: using a sensing module coupled to the non-rotating portion of the wheel to sense a magnetic field emitted by a magnet module rigidly coupled to the vehicle frame; The steps include determining the toe angle from the detected magnetic field, A method comprising the steps of adjusting the toe of the wheel using the toe angle and a toe link of a suspension system that controls the toe angle of the wheel. [Form 25] The method according to embodiment 24, further comprising the step of displaying the toe on a display inside the vehicle. [Form 26] The method according to embodiment 24, further comprising the step of transmitting the toe angle data to a remote server accessible by the fleet manager. [Form 27] The method according to Embodiment 24, wherein the step of determining the toe angle includes determining the difference in the toe angles. [Form 28] A method for adjusting the alignment of a vehicle's wheels, The steps include receiving input data from one or more sensors of the vehicle, The steps include prioritizing the aforementioned input data into a primary input data stream, a secondary input data stream, or more input data streams, The process involves combining primary input data according to vehicle dynamics indicators, The steps include: calculating a target wheel alignment setting based on combined primary input data and one or more alignment maps; The steps include comparing the target wheel alignment setting with the secondary input data stream, A method comprising the steps of: converting a target setting into a drive signal for one or more alignment adjustment units in the vehicle. [Form 29] The method according to embodiment 28, wherein the step of receiving input data includes receiving data from one or more wheel IMUs and body IMUs. [Form 30] The method according to embodiment 28, wherein the one or more alignment maps include camber alignment maps for at least two of the following modes: Normal mode, Sport mode, and Sport+ mode. [Form 31] A device for adjusting the wheel alignment of a vehicle having a suspension, A frame configured to be attached to the aforementioned vehicle, A drive motor coupled to the frame, A drive shaft that is rotationally driven by the aforementioned drive motor, A gear engages with the drive shaft such that the rotation of the drive shaft by the drive motor causes the gear to rotate, A device comprising: an offset bushing coupled to the gear and configured to be rotated by the gear when the drive motor rotates the gear, the offset bushing coupled to a linkage coupled to a wheel of the vehicle and configured to drive the linkage to the wheel or to move it away from the wheel to adjust the alignment of the vehicle. [Form 32] The device according to embodiment 31, wherein the gear comprises a hypoid drive gear and an offset gear, the offset gear being configured to rotate the offset bushing. [Form 33] The device according to embodiment 32, wherein the offset gear is rigidly coupled to the offset bushing. [Form 34] The drive shaft is gear-coupled to the offset bushing with a gear ratio greater than 5:1. The device described in form 31. [Form 35] The device according to embodiment 31, wherein the linkage comprises a control arm of a double wishbone suspension system. [Form 36] The device according to embodiment 31, wherein the linkage includes links of a multi-link suspension system. [Form 37] The device according to embodiment 31, wherein the linkage includes a toe link of a suspension system for controlling the toe angle of the wheel. [Form 38] The device according to embodiment 31, wherein the frame is configured to fix the drive motor perpendicular to the linkage. [Form 39] The device according to embodiment 31, wherein the frame is configured to pivotally support the offset bushing, and the drive motor further extends laterally from the frame. [Form 40] The device according to embodiment 31, wherein the device is configured to adjust the camber or caster of a wheel. [Form 41] The system further includes an encoder configured to monitor the position of the drive motor or gear, The device described in form 31. [Form 42] The device according to embodiment 31, wherein the drive motor is configured to lock in a predetermined position when it is not driving the rotation of the drive shaft. [Form 43] A device for adjusting the wheel alignment of a vehicle having a suspension, A frame configured to be securely attached to the aforementioned vehicle, It is a spiral bevel gear, Hypoid drive gear, A spiral bevel gear including an offset gear having a larger diameter than the hypoid drive gear, A drive motor coupled to the frame and configured to drive the hypoid drive gear, The system comprises an eccentric shaft connected to the offset gear, configured to be rotated by the offset gear when the drive motor rotates the hypoid drive gear, thereby rotating the offset gear, A device in which the eccentric shaft is configured to be coupled to a linkage connected to the wheel of the vehicle. [Form 44] The device according to embodiment 43, wherein the hypoid drive gear is gear-connected to the offset gear with a gear ratio greater than 2:1. [Form 45] The device according to embodiment 43, wherein the hypoid drive gear is gear-connected to the offset gear with a gear ratio greater than 5:1. [Form 46] The device according to embodiment 43, wherein the eccentric shaft is configured to be coupled to the linkage, and the linkage comprises a control arm of a double wishbone suspension system. [Form 47] The device according to embodiment 43, wherein the eccentric shaft is configured to be coupled to the linkage, and the linkage comprises a straight arm. [Form 48] The device according to embodiment 43, wherein the linkage comprises links of a multi-link suspension system. [Form 49] The device according to embodiment 43, wherein the linkage comprises a toe link of a suspension system for controlling the toe angle of the wheel. [Form 50] The device according to embodiment 43, further comprising an electronic controller configured to control the operation of the drive motor. [Form 51] The device according to embodiment 43, wherein the frame is configured to pivotally support the eccentric shaft, and the drive motor further extends laterally from the frame. [Form 52] The device according to embodiment 43, wherein the device is configured to adjust the camber of a tire. [Form 53] The device according to embodiment 43, further comprising an encoder configured to monitor the position of the drive motor or spiral bevel gear. [Form 54] A system for adjusting the wheel alignment of a vehicle having a suspension, A frame attached to the body of the aforementioned vehicle, A drive motor coupled to the frame, A drive shaft that is rotationally driven by the aforementioned drive motor, A gear engages with the drive shaft such that the rotation of the drive shaft by the drive motor causes the gear to rotate, An offset bushing coupled to the gear and configured to be rotated by the gear when the drive motor rotates the gear, A linkage coupled to the offset bushing, which is also coupled to the wheel of the vehicle, is provided. A system in which the rotation of the offset bushing causes the linkage to move axially perpendicular to the wheel or the vehicle, thereby adjusting the alignment of the wheel. [Form 55] The system according to embodiment 54, wherein the system is configured as a camber adjustment system. [Form 56] The system according to embodiment 54, wherein the system is configured as a caster adjustment system. [Form 57] The system according to embodiment 54, wherein the linkage comprises an upper or lower control arm of a double wishbone suspension. [Form 58] The system according to embodiment 54, wherein the linkage comprises a straight arm of a multi-link system. [Form 59] The device according to embodiment 54, wherein the linkage comprises links of a multi-link suspension system. [Form 60] The device according to embodiment 54, wherein the linkage comprises a toe link of a suspension system for controlling the toe angle of the wheel. [Form 61] The system according to embodiment 54, wherein the drive shaft is gear-coupled to the offset bushing via the gear with a gear ratio greater than 2:1. [Form 62] The system according to embodiment 54, wherein the drive shaft is gear-connected to the offset bushing via the gear with a gear ratio greater than 5:1. [Form 63] The system according to embodiment 54, further comprising an electronic controller configured to control the operation of the drive motor. [Form 64] The system according to embodiment 54, wherein the frame is configured to pivotally support the offset bushing, and the drive motor further extends laterally from the frame. [Form 65] The system according to embodiment 54, further comprising an encoder configured to monitor the rotation of the drive motor or drive shaft. [Form 66] A system for adjusting the alignment of a vehicle having a suspension, A frame attached to the body of the aforementioned vehicle, It is a spiral bevel gear, Hypoid drive gear, A spiral bevel gear including an offset gear having a larger diameter than the hypoid drive gear, A drive motor coupled to the frame and configured to drive the hypoid drive gear, An eccentric shaft is coupled to the offset gear and is configured to be rotated by the offset gear when the drive motor rotates the hypoid drive gear and rotates the offset gear, The system includes a linkage that is connected to the eccentric shaft and also to the wheel of the vehicle, A system in which the rotation of the eccentric shaft causes the linkage to move perpendicular to the axial direction relative to the wheel or the vehicle's knuckle. [Form 67] A device for adjusting the alignment of a vehicle's wheels, An electromechanical actuator equipped with an electric motor, which is coupled to the wheel to drive adjustment of one or more of camber, caster, and toe, The electric motor is equipped with an electromechanical brake configured to lock the electric motor, and the electromechanical brake is A solenoid with spring return is coupled to the electric motor, Brake arm and It comprises a notched or grooved disc coupled to the rotating shaft of the electric motor, The solenoid is configured such that when power to the solenoid is turned off, it engages the brake arm with the notched disc to prevent the electric motor from rotating. [Form 68] The apparatus according to embodiment 67, wherein the brake arm is pivotally attached to the solenoid. [Form 69] The apparatus according to embodiment 67, further comprising a support for the brake arm coupled to the electric motor. [Form 70] The apparatus according to embodiment 67, further comprising an electronic controller configured to operate the electromechanical actuator. [Form 71] The apparatus according to embodiment 70, wherein the electronic controller is configured to adjust the toe by controlling a camber or caster adjustment unit when the electronic controller also adjusts the camber or caster. [Form 72] The apparatus according to embodiment 67, wherein the apparatus is configured to adjust the toe of the steering wheel of the vehicle. [Form 73] The apparatus according to embodiment 67, wherein the apparatus is configured to adjust the toe of the non-steering wheels of the vehicle. [Form 74] Furthermore, it includes a telescopic rod configured to extend and retract from distal to proximal direction by rotating within the rod mount, The electromechanical actuator is connected to the telescopic rod via a gear set, and the electromechanical actuator is configured to drive the rotation of the telescopic rod to extend or retract it, and, The apparatus according to embodiment 67, comprising a link mount located at the proximal end of the telescopic rod, wherein the link mount is configured to connect to the vehicle. [Form 75] Furthermore, a mount body having a translational seating surface, configured to be rigidly connected to the frame of the vehicle, The system comprises a strut holder configured to hold the end of a strut, the strut holder being movably connected to the translational seating surface, and the translational seating surface being configured to allow the strut holder to move along a first translational axis and to prevent it from moving along a second translational axis lateral to the first translational axis or a third translational axis lateral to the second translational axis. The apparatus according to embodiment 67, wherein the electromechanical actuator is coupled to the strut holder and drives the strut holder along the translation seating surface on the first translation axis. [Form 76] Furthermore, a mount body having a translational seating surface, configured to be rigidly connected to the frame of the vehicle, A wishbone arm holder configured to hold the first end of an upper wishbone arm, wherein the first end of the upper wishbone arm is pivotable relative to the wishbone arm holder, and the wishbone arm holder is movably connected to a translational seating surface, wherein the translational seating surface is configured to allow the wishbone arm holder to move on a first translational axis and to prevent the wishbone arm holder from moving on a second translational axis lateral to the first translational axis or a third translational axis lateral to the second translational axis. The apparatus according to embodiment 67, wherein the electromechanical actuator is coupled to the wishbone arm holder and drives the wishbone arm holder along the translation seating surface on the first translation axis. [Form 77] Furthermore, the second wishbone arm holder is provided, the second wishbone arm holder holding the second end of the upper wishbone arm, the second end of the upper wishbone arm being configured to pivot relative to the second wishbone arm holder, the second wishbone arm holder being movably connected to the second translational seating surface, and further, the second translational seating surface being configured to allow the second wishbone arm holder to move on the first translational axis and to suppress movement on the second translational axis or the third translational axis, A second electromechanical actuator comprising a second electric motor, wherein the second electromechanical actuator is coupled to the second wishbone arm holder and drives the second wishbone arm holder along the second translational seating surface toward the second translational axis, The apparatus according to embodiment 76, further comprising: a second electromechanical brake configured to lock the second electric motor of the second electromechanical actuator. [Form 78] Furthermore, a frame configured to be attached to the body of the vehicle, A spiral bevel gear including a hypoid drive gear and an offset gear having a larger diameter than the hypoid drive gear, An eccentric shaft configured to be coupled to the linkage of the vehicle, wherein the eccentric shaft is coupled to the offset gear and configured to be rotated by the offset gear, The apparatus according to embodiment 76, wherein the electric motor is configured to drive the hypoid drive gear to rotate the offset gear. [Explanation of Symbols]

[0195] 1 IMU 1' Sensor Module 3 Central IMU 5, 101 wheels 7 Knuckle 11 Tie Rod 13 Upper control arm 15 Lower control arm 17, 103, 1203 strut 22, 1460 magnet module 24 brackets 105, 205 Anti-roll bars 106 links 109, 1360 tie rod 121, 131, 141, 221, 231, 241, 531 Electromechanical devices 207, 507, 807 Outer tie rod 209, 509, 809 Inner tie rod 213 Upper Wishbone 415, 1215 Strut Tower 421 Equipment 451 Electric motor 453 Ball Screw 455 Ball Nut 457 Upper Translation Stage 459 Spur Gear 461 Linear Rail 463 Lower Translation Stage 465, 1299 strut holder 488 First translation axis 551, 651, 751, 851, 1251, 1351 Electric Motors 553, 653, 753, 853, 1253 Ball Screw 555, 655, 755, 855, 1255, 1355 ball nuts 559, 659, 759 Spur Gear 621, 831 Electrochemical devices 633 Wishbone Arm Holder 661 Linear Rail 669 Bearing Pack 671 Mount Body 706 links 769 Bearing Pack 773 Connecting flange 852 Motor Housing 854 Shaft coupler 869 Bearing Pack 1081 Temperature Sensor Array 1121, 1221 equipment 1183 Position Sensor Array 1185, 1187, 1189 Position Sensors 1263 Movable Translation Stage 1264 Upper Mount Body 1266 Lower Mount Body 1278 Housing 1290 Flexible Sleeve 1298 Translational seating surface 1290 shaft 1331 Toe Adjustment Unit 1359 Gear 1368 Tie Rod Mount 1377 Steering Mount 1381 Telescopic rod section 1386, 1451 Housing 1395 Shaft / Stay 1396 Alignment Color 1401 Wheel IMU 1405 Wheel Assembly 1421, 1423 Magnets 1450 Sensor Module 1453, 1469 Accelerometer 1461 Housing 1467 Bar Magnet 1501 Wheel IMU 1533 encoder 1535, 1537 Encoder Link 1600 Camber Adjustment Unit 1605 Tires 1613 Upper control arm 1650 Camber Adjustment Unit 1653 frames 1655 Cover 1657 Larger offset gear 1659 Drive shaft 1807 Knuckle 1850 Alignment Adjustment Unit 1857 Offset Gear 1859 Drive Gear 1863 Straight Arm 1865 Drive Motor 1869 encoder 1871 Offset Bushing 1885 Intermediate Gear 1901 Processor 1903 External Sensor 2401 Motor 2405 Mounting Bracket / Housing 2407 Solenoid 2409 Brake Arm 2411 Disc / Wheel

Claims

1. A device for adjusting the wheel alignment of a vehicle having a suspension, A frame configured to be attached to the aforementioned vehicle, A drive motor coupled to the frame, A drive shaft that is rotationally driven by the aforementioned drive motor, A gear that engages with the drive shaft such that the rotation of the drive shaft by the drive motor causes the gear to rotate, the gear comprising a hypoid drive gear and an offset gear, An offset bushing rigidly coupled to the offset gear or coupled via an intermediate gear, configured to be rotated by the offset gear when the drive motor rotates the gear, and configured to be coupled to a linkage coupled to the wheel of the vehicle, and to drive the linkage to the wheel or to move it away from the wheel to adjust the wheel alignment of the vehicle, An electromechanical brake configured to prevent the wheel alignment from changing in the event of a power outage or other malfunction, A device equipped with the following features.

2. The device according to claim 1, wherein the drive shaft is gear-coupled to the offset bushing with a gear ratio greater than 5:

1.

3. The device according to claim 1, wherein the linkage comprises a control arm of a double wishbone suspension system.

4. The device according to claim 1, wherein the linkage comprises links of a multi-link suspension system.

5. The device according to claim 1, wherein the linkage comprises a toe link of a suspension system for controlling the toe angle of the wheel.

6. The device according to claim 1, wherein the frame is configured to fix the drive motor perpendicular to the linkage.

7. The device according to claim 1, wherein the frame is configured to pivotally support the offset bushing, and the drive motor further extends laterally from the frame.

8. The device according to claim 1, wherein the device is configured to adjust the camber or caster of a wheel.

9. The device according to claim 1, further comprising an encoder configured to monitor the position of the drive motor or gear.

10. The device according to claim 1, wherein the drive motor is configured to lock in a predetermined position when it is not driving the rotation of the drive shaft.

11. A system for adjusting the wheel alignment of a vehicle having a suspension, A frame attached to the body of the aforementioned vehicle, A drive motor coupled to the frame, A drive shaft that is rotationally driven by the aforementioned drive motor, The gear, which engages with the drive shaft such that the rotation of the drive shaft by the drive motor causes the gear to rotate, comprises a hypoid drive gear and an offset gear. An offset bushing is rigidly coupled to the offset gear or coupled via an intermediate gear, and is configured to be rotated by the offset gear when the drive motor rotates the gear, A linkage coupled to the offset bushing, which is also coupled to the wheel of the vehicle, is provided. The rotation of the offset bushing causes the linkage to move axially perpendicular to the wheel or the vehicle, thereby adjusting the alignment of the wheel. A system further comprising electric brakes configured to prevent changes in wheel alignment in the event of a power outage or other malfunction.

12. The system according to claim 11, wherein the system is configured as a camber adjustment system.

13. The system according to claim 11, wherein the system is configured as a caster adjustment system.

14. The system according to claim 11, wherein the linkage comprises an upper or lower control arm of a double wishbone suspension.

15. The system according to claim 11, wherein the linkage comprises a straight arm of a multi-link system.

16. The device according to claim 11, wherein the linkage comprises links of a multi-link suspension system.

17. The device according to claim 11, wherein the linkage comprises a toe link of a suspension system for controlling the toe angle of the wheel.

18. The system according to claim 11, wherein the drive shaft is gear-coupled to the offset bushing via the gear with a gear ratio greater than 2:

1.

19. The system according to claim 11, wherein the drive shaft is gear-connected to the offset bushing via the gear with a gear ratio greater than 5:

1.

20. The system according to claim 11, further comprising an electronic controller configured to control the operation of the drive motor.

21. The system according to claim 11, wherein the frame is configured to pivotally support the offset bushing, and the drive motor further extends laterally from the frame.

22. The system according to claim 11, further comprising an encoder configured to monitor the rotation of the drive motor or drive shaft.

23. A device for adjusting the alignment of a vehicle having a suspension, A frame attached to the body of the aforementioned vehicle, It is a spiral bevel gear, Hypoid drive gear, A spiral bevel gear including an offset gear having a larger diameter than the hypoid drive gear, A drive motor coupled to the frame and configured to drive the hypoid drive gear, The system comprises an eccentric shaft rigidly coupled to the offset gear or connected via an intermediate gear, configured to be rotated by the offset gear when the drive motor rotates the hypoid drive gear, thereby rotating the offset gear, The eccentric shaft is configured to be connected to the wheel of the vehicle via a linkage and an offset bushing, A device further comprising an electric brake configured to prevent changes in wheel alignment in the event of a power outage or other malfunction.

24. The device according to claim 23, wherein the hypoid drive gear is gear-connected to the offset gear with a gear ratio greater than 2:

1.

25. The device according to claim 23, wherein the hypoid drive gear is gear-connected to the offset gear with a gear ratio greater than 5:

1.

26. The device according to claim 23, wherein the eccentric shaft is configured to be coupled to the linkage, and the linkage comprises a control arm of a double wishbone suspension system.

27. The device according to claim 23, wherein the eccentric shaft is configured to be coupled to the linkage, and the linkage comprises a straight arm.

28. The device according to claim 23, wherein the linkage comprises links of a multi-link suspension system.

29. The device according to claim 23, wherein the linkage comprises a toe link of a suspension system for controlling the toe angle of the wheel.

30. The device according to claim 23, further comprising an electronic controller configured to control the operation of the drive motor.

31. The device according to claim 23, wherein the frame is configured to pivotally support the eccentric shaft, and the drive motor further extends laterally from the frame.

32. The device according to claim 23, wherein the device is configured to adjust the camber of a tire.

33. The device according to claim 23, further comprising an encoder configured to monitor the position of the drive motor or spiral bevel gear.

34. A system for adjusting the alignment of a vehicle having a suspension, A frame attached to the body of the aforementioned vehicle, It is a spiral bevel gear, Hypoid drive gear, A spiral bevel gear including an offset gear having a larger diameter than the hypoid drive gear, A drive motor coupled to the frame and configured to drive the hypoid drive gear, An eccentric shaft is rigidly coupled to the offset gear or coupled via an intermediate gear, and is configured to be rotated by the offset gear when the drive motor rotates the hypoid drive gear and rotates the offset gear, The linkage comprises a linkage connected to the eccentric shaft via an offset bushing and also connected to the wheel of the vehicle, The rotation of the eccentric shaft causes the linkage to move perpendicular to the wheel or the vehicle's knuckle in the axial direction. A system further comprising electric brakes configured to prevent changes in wheel alignment in the event of a power outage or other malfunction.

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