115 results about "Camber angle" patented technology

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.

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.

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.

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.

1. The name of the design product: eccentric rubber sleeve (automobile chassis). 2. The use of the design product: the design product is used to change the automobile swing arm by adjusting the eccentric cam in the rubber sleeve, so as to push the wheel to realize the change of the wheel camber angle or toe angle and other geometric angles. 3. The design points of the design product: in shape. 4. The picture or photo that best shows the design points: combination state diagram 1.

The application discloses a matching method for camber and toe angle of a vehicle wheel, which comprises the influence of ground vertical reaction force on tire cornering characteristics when the wheel is cambered. When the wheel is cambered, an equivalent camber cornering force is applied to the tire in the direction opposite to the camber direction of the wheel. When the wheel is straightly driven, the wheel is cambered, but the tire cornering angle is zero because the wheel is constrained by the vehicle body. When the wheel is straightly driven and the camber angle is zero, the ground generates a lateral force on the wheel. When the toe angle is equal to the tire cornering angle caused by the camber, the lateral force can be eliminated. The ideal matching relationship between the camber angle and the toe angle of the wheel is derived based on the influence of the wheel camber on the tire cornering characteristics. The formula is simple in form, convenient to use, and contains various factors influencing the correct matching relationship between the camber angle and the toe angle of the wheel, and is more scientific and reasonable.

The application discloses a method and device for determining a tire toe angle and a computer device. The method comprises the following steps: acquiring tire parameters of a target tire, wherein the tire parameters at least include a camber angle of the target tire, a radius of the target tire, and a rim radius of the target tire; determining a first footprint deflection angle corresponding to the camber angle according to the parameters of the target tire; determining a second footprint deflection angle corresponding to a toe angle of the target tire according to the first footprint deflection angle, wherein the first footprint deflection angle and the second footprint deflection angle are equal in size and opposite in direction; and determining the toe angle of the target tire according to the second footprint deflection angle. The application solves the technical problem that a method for obtaining a toe angle matched with a camber angle of a tire is complex in the prior art.

A method for controlling a vehicle (100), comprising: Estimating (702-706), by means of a control device (602), whether there is a high probability of a collision between the vehicle (100) and an object which is located in a peripheral area of ​​the vehicle (100), and, when the high probability of a collision between the vehicle (100) and the object is estimated (706), the control device (602) actuates (710) wheels (102) of the vehicle (100) based on a situation of the estimated collision in order to ensure driving stability of the vehicle during an actual collision between the vehicle (100) and the object, wherein the actuation (710) of the wheels (102) comprises: adjusting, by the control device (602), a camber of each of the wheels (102), and wherein camber control of each of the wheels (102) comprises: variable adjusting, by the control device (602), a camber angle of each of the wheels (102) based on the estimated collision force with the object.

The invention discloses a vehicle four-wheel parameter adjusting method and system, and belongs to the technical field of vehicle four-wheel positioning. The method comprises the steps that vehicle information is acquired; according to the vehicle information, the influence relation of the vehicle camber angle on the toe-in angle, the influence relation of the toe-in angle to the camber angle, the initial parameter of the camber angle and the initial parameter of the toe-in angle are determined; according to the influence relation of the vehicle camber angle on the toe-in angle, the influence relation of the toe-in angle on the camber angle, the initial parameter value of the camber angle and the initial parameter value of the toe-in angle, target parameters of the toe-in angle and target parameters of the camber angle are determined; wherein the target parameter of the toe-in angle and the target parameter of the camber angle are located in the range of the initial parameter of the toe-in angle and the range of the initial parameter of the camber angle respectively; and according to the target parameter of the toe-in angle and the target parameter of the camber angle, parameters of four wheels of the vehicle are adjusted. And the speed of adjusting the four-wheel parameters of the vehicle is improved.

The invention provides a wheel positioning method and related equipment. The method comprises the following steps: training an improved Swinin-Unet network by using a two-dimensional image of a wheel for training to obtain a wheel hub segmentation network; inputting the wheel image of the target vehicle into a wheel hub segmentation network for semantic segmentation to obtain a wheel hub edge mask; hub edge point cloud corresponding to the wheel hub edge mask is extracted from the wheel three-dimensional point cloud data of the target vehicle, the wheel pose of the target vehicle is estimated through the hub edge point cloud and the reference wheel hub edge point cloud, a rotation matrix is obtained, and the rotation matrix is used for representing the wheel pose relation; performing angle transformation on Euler angles in the rotation matrix to obtain a wheel toe-in angle and a wheel camber angle as wheel positioning results; accurate extraction of the wheel hub edge area is realized, so that the point cloud matching efficiency and quality are improved, and finally high-efficiency and high-precision wheel positioning is realized.

The invention discloses a new energy electric amphibious vehicle water surface roll stability control method and system based on an angle module, and the method comprises the steps: collecting a roll angle, a roll angle speed and an angular acceleration in real time, and dividing a vehicle roll motion state into an impact stage, a return stage, an oscillation stage and a stable state; the extreme value rotating speed distribution strategy, the dynamic damping rotating speed adjusting strategy and the sliding mode control strategy are adopted for different stages, the rotating speed difference of left and right wheels is converted into the lift force difference through the positive camber angles of the wheels, and anti-roll restoring torque is actively generated. Meanwhile, the yaw disturbance torque caused by the rotating speed difference is calculated in real time, the specific wheel steering angle is adjusted through active steering control, the horizontal component of the fluid thrust vector is changed to offset the disturbance torque, and dynamic decoupling of roll control and course keeping is achieved. According to the invention, active roll stability control is realized when the amphibious vehicle sails on the water surface, and the anti-overturning capability, the attitude convergence smoothness and the course stability are effectively improved.

The invention relates to a wheel suspension (10) of a vehicle, wherein the wheel suspension (10) comprises two control arms (14, 16) which are articulated to a wheel carrier (12). It is characterized in that a first of the two control arms (14, 16) has two actuators (28, 30) for adjusting camber. Furthermore, the invention relates to a system (1) and a method (1000). The invention enables simple, cost-effective solutions for adjusting the camber of a wheel carrier (12) during the driving of a vehicle equipped with the wheel suspension (10).

To provide a wheel bearing device that can improve the mechanical properties of the wheel bearing device, such as camber rigidity, by increasing the pitch circle diameter of the outer rolling elements without compromising the maintainability of the vehicle. [Solution] A wheel bearing device 1 comprises an inner member consisting of an outer ring 2, a hub ring 3, and an inner ring 4 fitted to the hub ring 3 on the inner side of the inner raceway surface 3c, an outer ball row 6, and an inner ball row 5, wherein the wheel mounting flange 3b has a tapped hole 3e into which a wheel bolt 3f is inserted from the outer side, the pitch circle diameter of the outer ball row 6 is larger than the pitch circle diameter of the inner ball row 5, and the thickness Ha of the wheel mounting flange 3b forming the tapped hole 3e is 1.02 times or more and less than 1.3 times the nominal diameter R of the wheel bolt 3f to be inserted.

The invention relates to a wheel suspension (10) of a vehicle, wherein the wheel suspension (10) comprises two control arms (14, 16) connected to a wheel carrier (12) of the wheel suspension (10). It is characterized in that an actuator (26) is positioned between a first of the two control arms (14, 16) and the wheel carrier (12). The invention further relates to a system (1) with such a wheel suspension (10) and a method (1000) for adjusting the camber of a wheel carrier (12). The invention provides a simple, cost-effective way to adjust the camber of the wheel carrier (12) in real time or near real time, even while a vehicle on which the wheel suspension is mounted is in motion.

The invention provides a motorcycle tire and a motorcycle tire kit capable of improving initial flexibility, intermediate stability and transient characteristics. A motorcycle tire (1) comprising a tread rubber (2G). The tread rubber (2G) includes a crown rubber (10) disposed in a crown region (Cr), and a pair of shoulder rubbers (11) extending to a pair of tread edges (Te), respectively. The complex elastic modulus (Ec *) of the crown rubber (10) is smaller than the complex elastic modulus (Es *) of the shoulder rubber (11). When a standard load is applied to the tire (1) in a standard state and the camber angle is 0 DEG, 10 DEG, and 40 DEG, and the ground contact areas are defined as A0, A10, and A40, respectively, the following expressions are satisfied: 0.3 < = (Ec * A0) / (Es * A40) < = 1.05, and 0.95 < = A10 / A0 < = 1.05.

A vehicle control system according to various embodiments can include a control unit that receives data from a plurality of sensors which monitors an electronic limited slip differential mounted to a vehicle and detects road conditions. A prediction module executed by a processor predicts, based on electronic limited slip differential data and road condition data received by the control unit, a wheel alignment adjustment for the road conditions that the vehicle approaches and encounters along a road and generates a control signal based on the predicted wheel alignment adjustment. A wheel alignment adjustment mechanism, connected to a wheel mounted to the vehicle, automatically adjusts the wheel alignment for the wheel in response to the control signal such that at least one of a camber angle, a toe angle, and a caster angle for the wheel is adjusted as the vehicle travels across varying road conditions.

The present invention provides a wheel alignment adjustment assistance system that enables simple and quick adjustment of wheel alignment. The wheel alignment adjustment assistance system has an alignment device provided at each of at least three points on an outer side surface of a wheel that is substantially orthogonal to an axis of rotation and at least three points on a placement surface that is substantially orthogonal to a plumb axis, and a processing device that calculates a camber angle as an inclination angle of the outer side surface with respect to the placement surface based on position information input from the alignment device.

This application discloses a DMU model design method, system, and storage medium for a single-wishbone rear suspension. Based on the structural characteristics of the single-wishbone rear suspension, the method establishes a database containing physical hardpoints and derived geometric features. By defining derived geometric features, the kinematic logic of the suspension is embedded in the database, giving the model not only geometric shape but also kinematic semantics. The suspension is divided into multiple sub-models such as the body, control arms, and springs, and these are bound to the database to achieve linked updates of geometric positions. In a virtual assembly environment, motion simulation is performed by configuring kinematic pairs based on hardpoints and applying wheel hop drive. This design method achieves data-driven parametric modeling, enabling rapid response to design changes, automatic generation of wheel camber angle and drive shaft length variation curves, effective evaluation of suspension kinematic performance, and significantly improved suspension development efficiency and design rationality.