149 results about "Camber angle" patented technology

The invention discloses a dual steering module integrating active camber and active toe-in functions and a control method thereof. The module comprises a wheel assembly, a first steering system, a second steering system and a suspension system. The double steering systems of the module are independent steering systems and have different kingpin positioning parameters, and decoupling control over wheel camber, wheel toe-in and a vehicle target turning angle can be achieved through relative rotation of the two steering systems. A master pin of the first steering system is perpendicular to a wheel grounding point, the toe-in angle of a wheel can be independently adjusted, the master pin can serve as a redundant backup of the second steering system, and the driving safety of the vehicle is improved. The second steering system serves as a main steering system, has reasonable main pin positioning parameters and can be matched with the first steering system to achieve camber angle adjustment of wheels. According to the module, active adjustment of the camber angle and the toe-in of the wheel can be achieved only through two sets of steering systems, and the control boundary of the vehicle is effectively expanded.

The invention provides an automatic driving vehicle steering control method and system, a storage medium and a vehicle. The method comprises the steps that a three-degree-of-freedom vehicle dynamics model with an active transverse stabilizer bar is established; converting the three-degree-of-freedom vehicle dynamics model into a state space equation form; performing discretization processing on the state-space equation by adopting a model predictive control algorithm, constructing an objective function and constraint conditions by taking tracking of an expected trajectory and minimum change of a controlled quantity as a control objective, and obtaining an optimal controlled quantity through rolling optimization solution; the optimal control quantity comprises a steering wheel turning angle, a vehicle rear wheel camber angle and a transverse stabilizer bar torque; and performing steering control on the vehicle according to the optimal control quantity. By implementing the method, the steering capability of the automatic driving vehicle can be improved, and meanwhile, the roll stability and the riding comfort of the vehicle during steering are improved.

Sensor assemblies and systems comprise a housing configured to accommodate an electrical sensor device therein, mechanically retain the same, and provide a protective surrounding thereto. The housing may include display indicia relating to some aspect of the sensor assembly. The electrical sensor device include electrical components useful for the purpose of monitoring and transmitting desired data relating to operating parameters / conditions of the dynamic article that the sensor assembly is attached with, e.g., a vehicle tire. The data is transmitted wirelessly from the electrical sensor device. The housing is removably attached with a retaining member that is also attached with the dynamic article. A receiver external from the dynamic article receives the data for the purpose of determine such operating parameter / or conditions, when the dynamic article is a vehicle tire, as tire tread depth, tire pressure, vehicle camber and toe alignment variations, and tire / vehicle location, which may be stored.

The invention relates to a tire static rigidity test bench, which comprises a bottom plate, a vertical lifting mechanism, a rotary supporting mechanism, a lateral movement mechanism and an outward inclination mechanism, and is characterized in that the bottom plate is provided with a tire mounting base, the tire mounting base is provided with a tire mounting mechanism, and the tire mounting mechanism is used for mounting a wheel; the vertical lifting mechanism is mounted on one side of the base, the vertical lifting mechanism is located below the tire mounting mechanism, and the vertical lifting mechanism is provided with a vertical displacement sensor; the rotary supporting mechanism is mounted on the vertical lifting mechanism, and the rotary supporting mechanism is provided with a rotation angle sensor; the lateral movement mechanism is installed on the rotary supporting mechanism and provided with a lateral movement sensor. The outward inclination mechanism is mounted on the lateral movement mechanism and is provided with an outward inclination angle sensor; the tire static rigidity test bench further comprises a six-component sensor used for being installed on a hub of a wheel.

The invention belongs to the technical field of suspension production, and provides an H-arm suspension tool table which comprises a bottom plate, a front supporting frame, two rear supporting frames, a positioning supporting frame and a clamping assembly, and the front supporting frame, the rear supporting frames, the positioning supporting frame and the clamping assembly are installed on the bottom plate. The two rear supporting frames, the two clamping assemblies and the two positioning supporting frames are symmetrically arranged relative to the front supporting frame in the second direction, the positioning supporting frames are located between the clamping assemblies on the same side and the rear supporting frames in the second direction, and the positioning supporting frames are located between the front supporting frame and the rear supporting frames in the first direction. According to the H-arm suspension tool table, the front supporting frame, the rear supporting frame and the positioning supporting frame which are arranged in the triangular direction are arranged according to the structure of an H-arm suspension, a stable containing platform is provided for the H-arm suspension, and a left rear steering knuckle assembly and a right rear steering knuckle assembly are clamped from the two sides of the H-arm suspension through the clamping assemblies on the two sides; and the camber angle of the steering knuckle is accurately controlled.

An over actuated system capable of controlling wheel parameters, such as speed (e.g., by torque and braking), steering angles, caster angles, camber angles, and toe angles, of wheels in an associated vehicle. The system may determine the associated vehicle is in a rollover state and adjust wheel parameters to prevent vehicle rollover. Additionally, the system may determine a driving state and dynamically adjust wheel parameters to optimize driving, including, for example, cornering and parking. Such a system may also dynamically detect wheel misalignment and provide alignment and / or corrective driving solutions. Further, by utilizing degenerate solutions for driving, the system may also estimate tire-surface parameterization data for various road surfaces and make such estimates available for other vehicles via a network.

The invention discloses a vehicle chassis comprehensive detection system and method based on a visual detection method. The system comprises a Bluetooth sensor and a signal receiver to realize wheel positioning, an inclination angle sensor and a weight measuring instrument compensate angle inclination and center-of-gravity shift caused by ground inclination, parameters of a wheel toe-in angle, a camber angle, a kingpin inclination angle and a kingpin caster angle in a static state of a vehicle are visually detected, and accurate wheel positioning parameters are obtained after correction and compensation. The system does not need frame type shooting, wheel positioning measurement can be independently completed, the system structure is simple, the equipment cost is remarkably reduced, complex environmental factors such as uneven ground and dynamic inclination of a vehicle can be effectively handled, a stable and accurate positioning solution is provided, and the system is widely applied to positioning of most wheels.

Disclosed are a camber adjustment device of a prefabricated truss bridge and a prefabricated truss bridge having same. According to one aspect of the present invention, a camber adjustment device of a prefabricated truss bridge formed by assembling truss panels, including upper members, lower members, vertical members, and diagonal members, in one direction may be provided, the camber adjustment device including connection members that are provided at both ends of the upper members and lower members and connect the upper members and lower members to the neighboring upper members and lower members, wherein the connection members can be adjusted in length from both ends of the upper members and lower members by a length adjustment means.

The invention belongs to the technical field of vehicle four-wheel positioning detection, and particularly relates to a vision-based four-wheel positioning real-time attitude detection device, system and method, and the specific method comprises the steps: carrying out the calibration of a coordinate system, defining the coordinate system of a calibration frame on a test platform, enabling each calibration plate on the calibration frame to correspond to one test device, and carrying out the calibration of the calibration frame; calibrating to obtain a conversion matrix; a vehicle is driven to a test platform, then wheels are driven to rotate, synchronous test equipment starts measurement, toe-in direction angles, inner and outer inclination angles and wheel centers of tires are finally calculated through camera image acquisition, calculation and coordinate conversion, and results of the four wheels are synchronously uploaded to a control storage terminal. And controlling the storage terminal to obtain result information at each moment through post-processing calculation, displaying the result information on an interface in real time and storing the result information in a database. According to the invention, the vehicle is not damaged, dynamic real-time measurement can be realized, and the result is more accurate.

To provide a feature capable of improving the estimation accuracy of a magic formula model used as a tire characteristic model.SOLUTION: This tire characteristic model identification method comprises: a pre-processing step; a first identification step; and a second identification step. In the pre-processing step, a first parameter group is identified in a basic formula of a magic formula model, and a second parameter group is derived using a detailed formula of the magic formula model on the basis of the first parameter group. In the first identification step, setting the second parameter group derived in the pre-processing step as an initial value and a representative parameter in the second parameter group variable, identification is carried out using the basic formula and the detailed formula. In the second identification step, setting the second parameter group updated in the first identification as an initial value and at least one of a load dependent parameter, a camber angle dependent parameter, and an inner pressure parameter variable, identification is carried out using the basic formula and the detailed formula.SELECTED DRAWING: Figure 3

The invention discloses an automobile rear suspension and an automobile. The automobile rear suspension comprises an auxiliary frame; a knuckle; the connecting rod comprises a front upper swing arm, a front lower swing arm, a rear upper swing arm, a rear lower swing arm and a toe-in pull rod, the front upper swing arm, the front lower swing arm, the rear upper swing arm, the rear lower swing arm and the toe-in pull rod are connected to the steering knuckle and the auxiliary frame through hard points at the two ends of the front upper swing arm respectively, and the projection axis of the connecting line of the hard points at the two ends of the front upper swing arm in the front-back direction is L1; the projection axis of the connecting line of the hard points at the two ends of the rear upper swing arm in the front-back direction is L2, the projection axis of the connecting line of the hard points at the two ends of the rear lower swing arm in the front-back direction is L3, the length of L3 is larger than that of L1, the included angle between L1 and L3 is 1-3 degrees, the length of L3 is larger than that of L2, and the included angle between L2 and L3 is 1-3 degrees. Through the setting, when the wheel jumps up and down, the camber angle of the tire is changed in a negative outward inclination mode, the lateral force can be increased through upward jumping and negative outward inclination, the side inclination rigidity and steering stability are improved, and the overall movement performance of a vehicle is improved.

A suspension unit for suspending a wheel and tire assembly from a vehicle frame includes a hanger, a control arm, a spindle assembly, a jounce spring, a rebound spring, a camber adjustment mechanism, and a toe adjustment mechanism. The spindle assembly is connected to an upper wall top surface of the control arm at an upper wall terminal end. The jounce spring is positioned between the upper wall top surface and a top wall bottom surface of the hanger. The rebound spring is positioned between a forward wall outer surface of the control arm and a front wall inner surface of the hanger. A mounting bolt connects the control arm to the hanger. The camber adjustment mechanism is configured to change a first position of a mounting bolt first end of the mounting bolt along a y-axis relative to a second position of a mounting bolt second end along the y-axis. The toe adjustment mechanism is configured to change a third position of the mounting bolt first end or the mounting bolt second end along an x-axis relative to a fourth position of an opposing mounting bolt end along the x-axis.

The invention relates to a wheel suspension (3) with a wheel (4) for supporting the motor vehicle (1) on a roadway (5), with a wheel carrier (7) on which the wheel (4) is mounted and which has an upper support area (13) and a lower support area (14), with a linkage (8) which is pivotably mounted on the wheel carrier (7) in the upper support area (13) about a first axis (A1), with a coupling (9) which is pivotably mounted on the wheel carrier (7) in a side area (15) of the wheel carrier (7) about a second axis (A2), with a connecting rod (10) for articulatedly connecting the linkage (8) to the coupling (9), which is mounted on the coupling (9) by means of a coupling bearing (16), with an upper link assembly (11) which is pivotably mounted on the linkage (8) about a third axis (A3), and with a lower Handlebar assembly (12) which is pivotably mounted on the coupling (9) by means of a lower handlebar bearing (19). For simple camber adjustment, the linkage (9), the lower control arm bearing (19) and the linkage bearing (16) are aligned such that a fourth axis (A4), which extends through the lower control arm bearing (19) and the linkage bearing (16), intersects the second axis (A2) at an instantaneous center of rotation (P), which, when the wheel suspension (3) is mounted on the motor vehicle (1), is located below the wheel suspension (3) and in the area of ​​a road surface (E).

To provide a camber angle gauge capable of measuring a camber angle of a suspension unit without relocating the suspension unit to another location.SOLUTION: A camber angle gauge for measuring a camber angle, which is an angle formed between an axial center of a shock absorber in a wheel suspension unit having the shock absorber that absorbs impact on a vehicle from a road surface and a bearing that supports a wheel, and a rotational center of the bearing that supports the wheel, comprises: an engagement part provided with a hub annular part annularly erected from an opening of a hub connected to the bearing and extending parallel to the direction of the rotational center of the bearing, the engagement part engaging with the hub annular part and subsequently engaging with an axis body part of the shock absorber; a level gauge part that measures the camber angle from an inclination of the axial center of the shock absorber on the basis of the rotational center of the bearing; and a base part having a holding part that extends from a connection part side connected to the engagement part to an opposite side thereof and holds the level gauge part.SELECTED DRAWING: Figure 5

The utility model belongs to the field of automobile manufacturing, concretely relates to a McPherson suspension camber adjusting arc-shaped gasket installation tool. The tool includes self -adaptation arc -shaped tool head and mechanics optimization handle, the vertical section of self -adaptation arc -shaped tool head is set up as inverted trapezoid, and the horizontal section is set up as 90 DEG gradual change camber surface;Mechanics optimization handle is welded in the outer side middle part position of the gradual change camber surface of self -adaptation arc -shaped tool head, and the self -adaptation arc -shaped tool head is 80 DEG acute angle included angle. The utility model tool head lower end and arc -shaped gasket upper end full contact, make gasket upper end stress uniform, and the tool head adopts gradual change thickness, and the strength is increased, and the tool handle and tool head are acute angle, can increase the space of exerted force when knocking. It is cheap and beautiful, and the damage to the suspension is small.

To eliminate negative camber generated by lowering a car height without applying large remodeling to a car body.SOLUTION: The vehicle suspension member 1 includes a fastened portion 2 that is fastened to an upper side of a vehicle-width-direction front end portion of the lower arm 120, and a ball joint support portion 3 that extends from the fastened portion 2 toward the vehicle-width-direction outer side and has a fitting hole 3a into which a shaft portion of a ball stud 192 of a ball joint 190 that supports a lower portion of a knuckle 130 of the suspension device 100 is fitted. The position of the fitting hole 3a in the vehicle-width direction is set such that the vehicle-width-direction inner portion of the socket 193 of the ball joint 190 overlaps the vehicle-width-direction front end portion of the lower arm 120 in a plan view.SELECTED DRAWING: Figure 1

A suspension device according to the present invention comprises: a link member that is connected between a vehicle body structure and a suspension arm providing suspension for a wheel, includes a first coupling point coupled to the vehicle body structure side, a second coupling point coupled to the suspension arm side, and a third coupling point coupled to a damper for absorbing impact transmitted to the wheel, and rotates around a prescribed rotation axis; and an actuator that is provided between the first coupling point and the vehicle body structure and rotates the link member around the prescribed rotation axis. The link member is rotated in a first direction, thereby changing the position of the second coupling point to increase the negative camber of the wheel, and changing the position of the third coupling point to increase the vehicle height. The link member is rotated in a second direction opposite the first direction, thereby changing the position of the second coupling point to reduce the negative camber of the wheel, and changing the position of the third coupling point to reduce the vehicle height.

A vehicle control system includes a storage unit configured to store tire code information including a load index and a speed symbol, a detector configured to collect and detect state information on the vehicle including vehicle weight, vehicle speed, tire pressure of tires of the vehicle, and camber angle, and a controller configured to determine, based on the tire code information and the state information, suitability of the tires, and to control a maximum possible travelling speed of the vehicle.

The application provides a vehicle suspension adjustment control method, a vehicle suspension adjustment control system and a vehicle. The vehicle suspension adjustment control method comprises the following steps: obtaining a matching interval of toe angle and camber angle of a vehicle configured in advance, and a priority corresponding to the matching interval, the priority comprising a highest priority, a lowest priority and a plurality of intermediate priorities between the highest priority and the lowest priority; adjusting the toe angle and the camber angle according to the matching interval corresponding to the highest priority; if the toe angle and the camber angle cannot be adjusted to the matching interval corresponding to the highest priority, adjusting the toe angle and the camber angle according to the matching interval corresponding to the next priority of the highest priority; if the toe angle and the camber angle cannot be adjusted to the matching interval corresponding to the next priority of the highest priority, the priorities are sequentially deduced from high to low. According to the matching interval and the priority, the toe angle and the camber angle of the vehicle can be automatically adjusted, and the toe angle and the camber angle can be reasonably matched as much as possible, so that the performance of the vehicle can be improved.

The invention relates to the field of vehicles, in particular to a vehicle toe-in angle and camber angle adjusting method and related equipment. The method comprises the following steps: determining a first control arm and a second control arm from a plurality of candidate control arms; wherein the candidate control arm is used for adjusting a camber angle and a toe-in angle of a wheel; the adjusting slope of the first control arm is a positive value, the adjusting slope of the second control arm is a negative value, and the adjusting slope is the ratio of a camber angle change value caused by the length change of the control arms to a toe-in angle change value; measuring a toe-in angle value and a camber angle value of the wheel; establishing a coordinate system by taking the toe angle as a horizontal coordinate and the camber angle as a vertical coordinate, and dividing the coordinate system into a plurality of adjustment areas according to the adjustment slope of the first control arm and the adjustment slope of the second control arm; and adjusting the toe-in angle and the camber angle of the wheel by adjusting the first control arm and / or the second control arm according to the adjusting areas of the toe-in angle value and the camber angle value in the coordinate system.

The utility model relates to the technical field of whole truck testing, and discloses a floating disc for truck positioning testing. Comprising a floating plate, and multiple sets of fixing supports are arranged below the floating plate; through the X-direction floating base, the Y-direction floating base with the sliding device and the floating plate with the Z-direction rotating support, the front axle, toe-in or camber angle adjustment is not affected by stress, the detection precision is ensured, and when the floating disc is not affected by stress in the adjustment process, the front axle, toe-in or camber angle adjustment is not affected by stress, and the detection precision is ensured. The actual state of the front axle, the toe-in or the camber angle of the truck can be reflected more accurately, so that technicians can know the performance of a suspension system and a steering system of the truck more accurately, and more targeted adjustment and optimization can be carried out.

To provide a method for calculating the tire center line of a vehicle, the method capable of performing accurate measurement.SOLUTION: Two types of jigs are used: a jig fixed to a brake disk surface of a wheel; and a jig fixed to a wheel center. A target seal used for positional information measurement is applied to each jig. The position of the jig to which such a target seal is applied is converted into a three-dimensional state through photogrammetry. A tire center surface is calculated from the calculated brake disk surface. A tire center point is calculated from such a tire center surface. Wheel bases, treads and the like are calculated from four tire center points for one vehicle, and thereby the accurate tire center lines, wheel bases, treads, and the like can be calculated without being affected by a camber and the like.SELECTED DRAWING: Figure 5

The utility model discloses a wheel camber angle correcting device which comprises a hub connecting seat used for being connected with a hub, a support is arranged on the hub connecting seat, an oil cylinder is arranged on the support, an abutting assembly is detachably connected to the oil cylinder, an oil pump is connected to the oil cylinder, the oil pump outputs hydraulic pressure to the oil cylinder, and the hydraulic pressure is connected to the hub connecting seat. And the piston in the oil cylinder extends outwards to drive the abutting assembly to abut against the automobile cleat shaft. In order to increase the application range of the wheel camber angle correcting device, the abutting assembly is arranged to be detachably connected with the oil cylinder, so that when automobiles of different types are repaired, the abutting assembly can be replaced according to needs, multiple correcting devices do not need to be additionally purchased, and the maintenance cost is reduced.

An active wheel carrier system and method are provided. The active wheel carrier system includes, in one example, a constant velocity (CV) joint, a wheel hub coupled to the CV joint and including a set of hub bearings, a hub carrier inner race coupled to the set of bearings, a hub carrier outer race, multiple roller elements interposed between the hub carrier inner race and the hub carrier outer race, a control swivel coupled to the hub carrier inner race, a camber-angle drive configured to independently rotate the hub carrier inner race about a first axis, and a toe-angle drive configured to independently rotate the hub carrier inner race about a second axis that is distinct from the first axis.

The utility model provides a special tool for correcting the inclination angle of a torsion beam and a hard bridge of an automobile, which is characterized in that a through screw hole is formed in the middle of a supporting plate of an oil cylinder supporting body, an external thread of an adjusting screw rod is screwed in the through screw hole, an oil cylinder is inserted and fixed in a shaft hole of the adjusting screw rod, and the oil cylinder downwards extends out of the shaft hole of the adjusting screw rod. An oil cylinder rod of the oil cylinder upwards extends out of a shaft hole of the adjusting screw rod; when the torsion beam and the hard bridge are in a negative camber angle state, the main beam is located below the torsion beam and the hard bridge, the lower ends of the two iron chains bypass the main beam, the upper ends of the two iron chains bypass the torsion beam and the hard bridge, and the main beam is hung on the torsion beam and the hard bridge; the oil cylinder supporting body is located between the two iron chains, and a supporting plate of the oil cylinder supporting body is erected on the upper edge of the main beam. The top of the oil cylinder rod abuts against the torsion beam and the hard bridge. According to the utility model, the deformation of toe-in angles and camber angles of torsion beams and hard wheel axles can be effectively corrected.

Apparatuses and systems for monitoring wheel alignment and / or for controlling vehicle suspension settings to adjust alignment. Described herein are alignment monitoring apparatuses for determining wheel alignment (e.g., camber, castor and / or toe). Also described herein are alignment adjusting or control apparatuses for adjusting one or more of camber, caster and / or toe.

The utility model discloses a torsion beam, rear suspension and car, including torsion beam, vertical arm and positioning board, torsion beam extends along the transverse direction, and vertical arm mirror image sets up in the both ends of torsion beam, and vertical arm forms the cavity structure along the length direction extension, and the cavity structure forms the positioning board installation mouth that extends along the transverse direction outward in the rear end of vertical arm, and the positioning board has certain thickness, and the positioning board embeds in positioning board installation mouth along the thickness direction, and is welded with vertical arm. The vertical arm forms left vertical arm and right vertical arm, and the rear end of left vertical arm and right vertical arm respectively welds the positioning board, and the positioning board can be connected with bearing. Wherein, the positioning board embeds in the inside of positioning board installation mouth of left and right vertical arm respectively, and the positioning portion no longer abuts with the end face of vertical beam, so that the positioning board can adopt miniaturization configuration, and the weight is reduced. Meanwhile, through the installation angle before welding of positioning board in the inside of positioning board installation mouth, the desired camber and toe-in angle can be simply realized, thereby realizing diversification, and the needs of multiple vehicle types can be satisfied.

A steering control system for a vehicle that considers the limitations of at least one of the vehicle and the environment is contemplated. The steering control system can receive a vehicle characteristic, an environmental condition, a desired amount of turning, and a desired velocity of the vehicle. Based on some, or all of these parameters, the steering control system can determine at least one of a wheel torque, a wheel angle, a wheel camber, and a wheel suspension for a desired vehicle path to enhance vehicle performance.

The application provides a data-driven squirrel cage elastic supporting structure stiffness calculation method and relates to the technical field of aero-engines. The application relates to the technical field of aero-engines and provides a data-driven squirrel cage elastic supporting structure stiffness calculation method, which comprises the following steps: regarding a squirrel cage bar as an equal cross-section beam with both ends fixed, obtaining an original stiffness calculation formula of the squirrel cage bar, establishing a squirrel cage bar cross-section coordinate system, further considering the influence of the bar camber angle, and obtaining an improved stiffness calculation formula; introducing a correction coefficient into the improved squirrel cage bar stiffness calculation formula to obtain a corrected stiffness calculation formula; and calculating the squirrel cage stiffness according to the corrected squirrel cage bar stiffness calculation formula. The application aims to obtain a squirrel cage elastic supporting structure stiffness formula according to the real cross-section shape of the squirrel cage bar, regard the cross-section shape of the bar as the difference between sectors, consider the influence of the bar camber angle and the process structure on the stiffness, obtain a squirrel cage stiffness calculation formula suitable for the case of a larger camber angle, and improve the accuracy of the aero-engine elastic supporting stiffness calculation result.

The present invention provides a camber angle adjustment device for a strut-type suspension and a strut-type suspension system equipped therewith, which can reliably maintain the camber angle. [Solution] A camber angle adjustment device comprising: a strut portion having a pair of plate-shaped bracket portions to which a hub knuckle is connected; a guide plate disposed inside the bracket portion and mounted on the hub knuckle, having a pair of clamping portions and pressing portions, and whose inclination can be changed; a cylindrical nut rotatably supported in the bracket portion; and a plate-shaped camber adjustment shim fixed between the pressing portion of the guide plate and the seating surface portion of the cylindrical nut, wherein the camber angle is adjusted by changing the inclination of the guide plate and the hub knuckle according to the number of camber adjustment shims fixed between the guide plate and the cylindrical nut.