EP1853443A1 - Active toe control system and method for an automotive vehicle - Google Patents

Active toe control system and method for an automotive vehicle

Info

Publication number
EP1853443A1
EP1853443A1 EP05724073A EP05724073A EP1853443A1 EP 1853443 A1 EP1853443 A1 EP 1853443A1 EP 05724073 A EP05724073 A EP 05724073A EP 05724073 A EP05724073 A EP 05724073A EP 1853443 A1 EP1853443 A1 EP 1853443A1
Authority
EP
European Patent Office
Prior art keywords
control
control arm
toe
electric motor
automotive vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP05724073A
Other languages
German (de)
French (fr)
Inventor
Mircea Gradu
Timothy L. Schlermitzauer
Carl W. Davenport
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Timken Co
Original Assignee
Timken Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Timken Co filed Critical Timken Co
Publication of EP1853443A1 publication Critical patent/EP1853443A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/001—Suspension arms, e.g. constructional features
    • B60G7/003—Suspension arms, e.g. constructional features of adjustable length
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D17/00—Means on vehicles for adjusting camber, castor, or toe-in
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/146—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by comprising means for steering by acting on the suspension system, e.g. on the mountings of the suspension arms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/18—Multilink suspensions, e.g. elastokinematic arrangements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/462—Toe-in/out
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/42—Electric actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/419—Gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/62—Adjustable continuously, e.g. during driving
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/10—Constructional features of arms
    • B60G2206/11—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link
    • B60G2206/111—Constructional features of arms the arm being a radius or track or torque or steering rod or stabiliser end link of adjustable length
    • B60G2206/1116—Actively adjustable during driving

Definitions

  • Varying the toe angle of the rear wheels on an automotive vehicle during the operation of the vehicle improves the vehicle's handling and maneuverability.
  • the following rear wheel reactions result in better vehicle dynamics under the respective operating conditions: a. braking or deceleration: toe-in b. acceleration: toe-in c. cornering: initial toe-out of the outer wheel that changes to toe-in at a lateral force of 0.4 to 0.5 g.
  • the first approach can be called an active design, and the second is called a passive design. Both of these systems add more moving parts, complexity, weight and cost to the rear suspension.
  • the present invention involves an Active Toe Control System that is a cost effective and efficient alternative to the two previous approaches as described above. Brief Description of the Drawings
  • FIG. 1 is a perspective view of a standard rear suspension system for an automotive vehicle
  • FIG. 2 is section view of one embodiment of the present invention
  • FIG. 3 is section view of another embodiment of the present invention.
  • the majority of the current rear suspension designs include means for manually adjusting the length of a trailing arm or control arm for the rear wheel suspension in order to modify the toe angle of the corresponding wheel.
  • That configuration includes a rear upper arm 1 , a forward link 2, and a toe link 3, both of which are connected to the spindle assemblies 4 of each of the two rear wheels on an automotive vehicle 5.
  • the present invention of an active toe control system A resides in a control arm or link 6, usually in a trailing position, with a built-in linear actuator that can meet the travel, force, response time and packaging requirements to realize a continuously variable toe angle that can address specifically the various vehicle-operating conditions to obtain significant benefits related to safety, handling and fuel-efficiency.
  • the control arm or link 6 has a continuously adjustable length that can be used to directly replace an existing control arm or link such as the toe link 3 of FIG. 1 , without other modifications of the rear suspension design. The optimum toe angle is achieved by relying on the suspension compliance.
  • An electronic control unit 10 receives and processes the signals from a wide variety of sensors placed in the automotive vehicle 5 (FIG. 1 ).
  • sensors placed in the automotive vehicle 5 For example, one group of typical sensors would include a yaw sensor, a wheel speed sensor, a lateral acceleration sensor, a longitudinal acceleration sensor, and a steering angle sensor. It is appreciated that other sensors may also be included depending upon the application.
  • the electronic control unit 10 makes the final decision on the modifications to be made to the overall length of the control arm or link 6 modifications resulting to make the any necessary adjustments to the toe angle.
  • FIG. 2 also shows a cross section of one embodiment of the present invention.
  • the control arm or link 6 contains an integrated linear actuator 15 comprising an electric motor 16, a ball screw or trapezoidal screw mechanism 17, and a hydraulic system 18 that reduces the axial travel between the connecting points 18 and 19 while amplifying the axial force within the control arm or link 6.
  • the rotor 20 of the electric motor 16 is integral with the screw mechanism 17 that controls the axial displacement of the nut 23 and integrated small piston 24 of the small cylinder 25.
  • the small piston 24 pushes a fluid into the small cylinder 25 and transmits the axial displacement of the small piston 24 to the large cylinder 26 that is connected to the connecting point 19 that is itself connected to the joint of the suspension arm (not shown) on the automotive vehicle 5.
  • the ratio between the axial displacement of the small cylinder 25 and the axial displacement of the large cylinder 26, controls the ratio between the axial force applied on the small cylinder 25 and the axial cross-sections.
  • the small cylinder 25 and the large cylinder 26 act as a hydraulic system to function as a force amplifier and displacement reducer, thereby replacing the more costly and less reliable planetary gear mechanisms used as torque amplifiers/speed reducers in some linear actuator designs.
  • the rotor 20 of the electric motor 16 rotates the screw mechanism 17 to retract the small piston 24 by drawing the nut 23 toward the electric motor 21. This action will push the fluid 30 behind the small piston 24 of the small cylinder 25 to the cavity 32 behind the large piston 34 of the large cylinder 26, through the channels 33 situated between the actuator housing 36 and the outer diameter of the actuator housing cylinder 36 in which the pistons 24 and 34 operate.
  • FIG. 4 An alternative design of the present invention is presented in FIG. 4.
  • the arm length reduction is realized just by retracting the small cylinder 40 and using a spring 41 behind the large piston 42 to provide additional axial force.
  • All other components and operation of the embodiment of FIG. 4 are generally the same as the embodiment shown in FIG. 3.
  • the hydraulic force/displacement generated by the small piston 24 is sufficient and the large piston 34 can be eliminated, provided that an electric motor 21 with the sufficient required torque capacity and rotary positioning capability is used.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Vehicle Body Suspensions (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Abstract

The present invention relates to an active toe control system for an automotive vehicle 5 where the system includes a control arm or link 6 that is axially adjustable to either shorten or lengthen the length of the control arm or link. The control arm includes an electric motor 16 connected between the connecting points 18 and 19 of the control arm or link, the electric motor being responsive to an electronic control unit that communicates signals the electric motor to control the rotation of the electric motor and the duration of time the electric motor is operated. The combination of components acts to actively adjust the toe of the wheels of an automotive vehicle.

Description

ACTIVE TOE CONTROL SYSTEM AND METHOD FOR AN AUTOMOTIVE VEHICLE
Technical Field Varying the toe angle of the rear wheels on an automotive vehicle during the operation of the vehicle improves the vehicle's handling and maneuverability. The following rear wheel reactions result in better vehicle dynamics under the respective operating conditions: a. braking or deceleration: toe-in b. acceleration: toe-in c. cornering: initial toe-out of the outer wheel that changes to toe-in at a lateral force of 0.4 to 0.5 g.
An optimized rear wheel alignment can also impact favorably the vehicle fuel efficiency, by minimizing the drag and spin on the rear tires. Two major approaches have been used:
(1) to actively orient the wheels by an input from the car's steering wheel; and
(2) to let road forces and suspension geometry realign the toe and camber angles as generally shown in U.S. Patent No. 4,740,012.
The first approach can be called an active design, and the second is called a passive design. Both of these systems add more moving parts, complexity, weight and cost to the rear suspension.
The present invention involves an Active Toe Control System that is a cost effective and efficient alternative to the two previous approaches as described above. Brief Description of the Drawings
In the drawings, wherein like numerals and letters refer to like parts wherever they occur. FIG. 1 is a perspective view of a standard rear suspension system for an automotive vehicle;
FIG. 2 is section view of one embodiment of the present invention; and FIG. 3 is section view of another embodiment of the present invention.
Corresponding reference characters indicate corresponding parts throughout the several views of the drawings.
While one embodiment of the present invention is illustrated in the above referenced drawings and in the following description, it is understood that the embodiment shown is merely for purpose of illustration and that various changes in construction may be resorted to in the course of manufacture in order that the present invention may be utilized to the best advantage according to circumstances which may arise, without in any way departing from the spirit and intention of the present invention, which is to be limited only in accordance with the claims contained herein. Best Mode for Carrying out the Invention
As shown in FIG. 1 , the majority of the current rear suspension designs include means for manually adjusting the length of a trailing arm or control arm for the rear wheel suspension in order to modify the toe angle of the corresponding wheel. That configuration includes a rear upper arm 1 , a forward link 2, and a toe link 3, both of which are connected to the spindle assemblies 4 of each of the two rear wheels on an automotive vehicle 5.
Referring to FIG. 2, the present invention of an active toe control system A resides in a control arm or link 6, usually in a trailing position, with a built-in linear actuator that can meet the travel, force, response time and packaging requirements to realize a continuously variable toe angle that can address specifically the various vehicle-operating conditions to obtain significant benefits related to safety, handling and fuel-efficiency. The control arm or link 6 has a continuously adjustable length that can be used to directly replace an existing control arm or link such as the toe link 3 of FIG. 1 , without other modifications of the rear suspension design. The optimum toe angle is achieved by relying on the suspension compliance.
An electronic control unit 10 (not shown) receives and processes the signals from a wide variety of sensors placed in the automotive vehicle 5 (FIG. 1 ). For example, one group of typical sensors would include a yaw sensor, a wheel speed sensor, a lateral acceleration sensor, a longitudinal acceleration sensor, and a steering angle sensor. It is appreciated that other sensors may also be included depending upon the application. The electronic control unit 10 makes the final decision on the modifications to be made to the overall length of the control arm or link 6 modifications resulting to make the any necessary adjustments to the toe angle.
FIG. 2 also shows a cross section of one embodiment of the present invention. In FIG. 2, the control arm or link 6 contains an integrated linear actuator 15 comprising an electric motor 16, a ball screw or trapezoidal screw mechanism 17, and a hydraulic system 18 that reduces the axial travel between the connecting points 18 and 19 while amplifying the axial force within the control arm or link 6. The rotor 20 of the electric motor 16 is integral with the screw mechanism 17 that controls the axial displacement of the nut 23 and integrated small piston 24 of the small cylinder 25. The small piston 24 pushes a fluid into the small cylinder 25 and transmits the axial displacement of the small piston 24 to the large cylinder 26 that is connected to the connecting point 19 that is itself connected to the joint of the suspension arm (not shown) on the automotive vehicle 5. The ratio between the axial displacement of the small cylinder 25 and the axial displacement of the large cylinder 26, controls the ratio between the axial force applied on the small cylinder 25 and the axial cross-sections. Together, the small cylinder 25 and the large cylinder 26 act as a hydraulic system to function as a force amplifier and displacement reducer, thereby replacing the more costly and less reliable planetary gear mechanisms used as torque amplifiers/speed reducers in some linear actuator designs.
In order to reduce the length of the control arm or link 6, the rotor 20 of the electric motor 16 rotates the screw mechanism 17 to retract the small piston 24 by drawing the nut 23 toward the electric motor 21. This action will push the fluid 30 behind the small piston 24 of the small cylinder 25 to the cavity 32 behind the large piston 34 of the large cylinder 26, through the channels 33 situated between the actuator housing 36 and the outer diameter of the actuator housing cylinder 36 in which the pistons 24 and 34 operate.
An alternative design of the present invention is presented in FIG. 4. Here, the arm length reduction is realized just by retracting the small cylinder 40 and using a spring 41 behind the large piston 42 to provide additional axial force. All other components and operation of the embodiment of FIG. 4 are generally the same as the embodiment shown in FIG. 3.
In yet another embodiment of the invention, the hydraulic force/displacement generated by the small piston 24 is sufficient and the large piston 34 can be eliminated, provided that an electric motor 21 with the sufficient required torque capacity and rotary positioning capability is used.
While the above description describes various embodiments of the present invention, it will be clear that the present invention may be otherwise easily adapted to fit any configuration where an active toe control system for an automotive vehicle is required. As various changes could be made in the above constructions without departing from the scope of the invention, it is intended that all matter contained in the above description or shown in the accompanying drawings shall be interpreted as illustrative and not in a limiting sense.

Claims

Claims:
1. In the rear suspension of an automotive vehicle, a control arm for actively varying to the angle of a rear wheel of the vehicle, said control arm comprising: connecting ends configured to be coupled to a component of the suspension and to a nearby component fixed with respect to the body of the vehicle; and an electric motor located between the ends and coupled with the connecting ends such that it can vary the spacing between the ends.
2. The combination according to Claim 1 further comprising: a housing in which the motor is located and to which one of the connecting ends is attached; a screw located in the housing and driven by the motor; a nut located in the housing and engaged with the screw, so that rotation of the screw drives the nut axially in the housing; small and large cylinders in the housing where they are in communication; a small piston located in the small cylinder and coupled with the nut; and a large piston in the large cylinder and coupled with the other connecting end.
3. An active toe control system for an automotive vehicle comprising: a control arm having an axial length that can be adjusted; and an electronic control unit capable of communicating with the control arm using a control signal communicated to the control arm, the electronic control unit being responsive to at least one signal communicated to the electronic control unit by at least one sensor.
4. The active toe control system of Claim 3 wherein the control arm includes an integrated linear actuator comprising an electric motor, one of either a ball screw mechanism or a trapezoidal screw mechanism, and a hydraulic system that reduces the axial travel between a first connecting point on a proximate end of the control arm and a second connecting point on a distal end of the control arm, the hydraulic system being capable of amplifying the axial force within the control arm.
5. The active toe control system of Claim 4 wherein the length of the control arm is adjusted by the control signal communicated from the electronic control unit to the electric motor to thereby control the toe-in or toe-out of a wheel on an automotive vehicle.
6. The active toe control system of Claim 5 wherein the hydraulic system includes a small fluid control cylinder and large fluid control cylinder.
7. The active toe control system of Claim 6 wherein the large fluid control cylinder acts to amplify the force of the small fluid control cylinder when a small piston in the small fluid control cylinder is axially relocated.
8. The active toe control system of Claim 7 wherein the small piston of the small fluid control cylinder is axially adjusted by an electric motor having a rotor.
9. The active toe control system of Claim 8 wherein the small piston of the small fluid control cylinder is connected to a nut.
10. The active toe control system of Claim 9 wherein the nut is axially adjusted within the control arm by rotation of one of either the ball screw mechanism or the trapezoidal screw mechanism connected to the rotor of the electric motor such that the nut will move toward the electric motor when the rotor is rotated in a clockwise direction and where the nut will move away from the electric motor when the rotor is rotated in a counter clockwise direction.
11. The active toe control system of claim 10 wherein the direction of rotation of the electric motor and the time in which the electric motor is operated is controlled by the control signal communicated by the electronic control unit.
12. The active toe control system of Claim 11 wherein the at least one sensor includes at least one of either a yaw sensor, a wheel speed sensor, a lateral acceleration sensor, a longitudinal acceleration sensor, and a steering angle sensor.
13. An active toe control system for an automotive vehicle comprising: a control arm having an axial length that can be adjusted; and means for automatically adjusting the axial length of the control arm in response to at least one signal communicated by at least one sensor.
14. A process of actively controlling the toe-in or toe-out of an automotive vehicle comprising the steps of: installing an automatically adjustable control arm onto the suspension system of an automotive vehicle; changing the length of the automatically adjustable control arm in response to at least one sensor that provides a signal correlating to a specific condition related to the automotive vehicle; and adjusting the toe of a wheel on the automotive vehicle by adjusting the length of the automatically adjustable control arm.
15. The process of Claim 14 further comprising the step of using an integrated linear actuator inside the automatically adjustable control arm to adjust the length of the automatically adjustable control arm.
16. The process of Claim 15 further comprising the step of using a hydraulic system within the integrated linear actuator to amplify the force within the control arm used to adjust the length of the control arm.
17. The process of Claim 16 further comprising the step of using an electric motor to operate the hydraulic system within the integrated linear actuator.
EP05724073A 2005-03-01 2005-03-01 Active toe control system and method for an automotive vehicle Withdrawn EP1853443A1 (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2005/006455 WO2006093490A1 (en) 2005-03-01 2005-03-01 Active toe control system and method for an automotive vehicle

Publications (1)

Publication Number Publication Date
EP1853443A1 true EP1853443A1 (en) 2007-11-14

Family

ID=34979087

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05724073A Withdrawn EP1853443A1 (en) 2005-03-01 2005-03-01 Active toe control system and method for an automotive vehicle

Country Status (3)

Country Link
EP (1) EP1853443A1 (en)
JP (1) JP2008531396A (en)
WO (1) WO2006093490A1 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR100836401B1 (en) * 2006-10-02 2008-06-09 현대자동차주식회사 Actuator for AGCS of vehicle
JP4310336B2 (en) 2006-12-27 2009-08-05 本田技研工業株式会社 Telescopic actuator
FR2916413B1 (en) * 2007-05-23 2010-01-15 Michelin Soc Tech WHEEL ASSEMBLY OF A MOTOR VEHICLE COMPRISING A BIT ACTUATOR FOR ADJUSTING THE ANGULAR POSITION OF THE WHEEL PLANE.
JP4966273B2 (en) * 2008-08-28 2012-07-04 本田技研工業株式会社 Rear suspension device
CN115195861B (en) * 2022-08-12 2023-09-12 浙江极氪智能科技有限公司 Toe-in adjusting device and vehicle

Family Cites Families (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS58214470A (en) * 1982-06-07 1983-12-13 Nissan Motor Co Ltd Rear wheel steering device
JPH0686167B2 (en) * 1986-03-12 1994-11-02 日本電装株式会社 Wheel support structure
EP0242883B1 (en) 1986-04-25 1992-02-26 Mazda Motor Corporation Vehicle suspension system having toe direction control means
DE3736229A1 (en) * 1987-10-27 1988-09-22 Daimler Benz Ag Independent wheel suspension
IT1217427B (en) * 1988-04-18 1990-03-22 Alfa Lancia Ind VEHICLE SUSPENSION ARMS LENGTH ADJUSTMENT DEVICE
JP2760184B2 (en) * 1991-10-09 1998-05-28 日産自動車株式会社 Vehicle camber angle control device
JPH05178042A (en) * 1991-12-27 1993-07-20 Mitsubishi Motors Corp Suspension with variable arm length device
KR970011358B1 (en) * 1992-10-13 1997-07-10 미쯔비시 지도샤 고교 가부시끼가이샤 Wheel alignment control method for a motor vehicle
JP2959308B2 (en) * 1992-12-03 1999-10-06 三菱自動車工業株式会社 Alignment control method for vehicle suspension device
JPH071933A (en) * 1993-06-16 1995-01-06 Mitsubishi Motors Corp Alignment control device
JPH07144522A (en) * 1993-11-22 1995-06-06 Hino Motors Ltd Rear side rear axle holding device for two rear axle vehicle
EP1361087B1 (en) * 2002-05-08 2014-08-06 Mando Corporation Active toe angle adjustment mechanism

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2006093490A1 *

Also Published As

Publication number Publication date
JP2008531396A (en) 2008-08-14
WO2006093490A1 (en) 2006-09-08

Similar Documents

Publication Publication Date Title
KR101259206B1 (en) Steering mechanism, especially for a rear wheel steering mechanism
US20050051988A1 (en) Active toe control system and method for an automotive vehicle
EP1103396B1 (en) Vehicle roll control system
EP1144212B1 (en) Wheel suspension arrangement in a vehicle
US7717438B2 (en) Chassis system for a motor vehicle and method for driving dynamics regulation
JP4474281B2 (en) Automobile and steering apparatus and steering method for automobile
EP2517948B1 (en) Rear-wheel toe-angle control device for a vehicle
US11731693B2 (en) Hub unit with steering function, steering system, and vehicle
JP2010510132A (en) Torsional flexible axle with dynamic control of steering angle using hydroelastic joint
KR20110108777A (en) Actuating device for active geometry control suspension system
WO2006093490A1 (en) Active toe control system and method for an automotive vehicle
JP4685847B2 (en) Vehicle roll control system
CN103057587A (en) Method and device for operating motor vehicle
US20040251061A1 (en) Mechanically linked active steering system
US20210362770A1 (en) Hub unit having steering function, and vehicle equipped with same
EP1859970A1 (en) Rear wheel toe angle control system of vehicle
US20030029651A1 (en) Electronically controlled tractor trailer propulsion braking and stability systems
WO2013104427A1 (en) Active toe angle adjustment mechanism for vehicle wheels
US11192416B2 (en) Adjusting device for a chassis of a motor vehicle and rear-axle steering system
JP7200920B2 (en) steering device
CN116238585A (en) Steering axle for steerable vehicle and industrial vehicle
KR20070113213A (en) Active toe control system and method for an automotive vehicle
EP1980424A2 (en) Vehicle suspension system
CN113859353A (en) Wheel steering device
KR101349530B1 (en) Rear Wheel Steer Suspension Apparatus

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20070824

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): DE FR GB SE

17Q First examination report despatched

Effective date: 20080311

DAX Request for extension of the european patent (deleted)
RBV Designated contracting states (corrected)

Designated state(s): DE FR GB SE

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION IS DEEMED TO BE WITHDRAWN

18D Application deemed to be withdrawn

Effective date: 20091001