The present invention relates to vehicle steering system arrangement (100) comprising a vehicle suspension allowing wheels to be steered and power assisted vehicle steering with a feedback torque actuator (130), the steering feel being controlled by means of a torque and/or angle control system, TAC, (132). The vehicle suspension with steerable wheels comprises a plurality of vehicle suspension parameters and the geometry and/or dimensions of one or more of the vehicle suspension parameters or elements is/are designed to reduce or minimize the steering force required for steering the vehicle in driving. The torque and/or angle control, TAC, (132) is used for, based at least on directly or indirectly sensed and/or calculated steering wheel angle, controlling the wheel steer angle and providing feedback control by controlling the feedback torque actuator to generate a target feedback torque, and a target steering feel, and hence reducing or eliminating driver feedback provided by the vehicle suspension, such that the steering effort, if there is a fault in the steering control so that the assistance is lost, will be low enough for the driver to handle safely, hence without needing fail-operational steering gear.

Agricultural vehicle (V) includes an operator's seat (S), a vehicular structure (C), a wheel support arrangement (100), a front bumper assembly (200), a position and draft control mechanism (30), a brake pedal linkage mechanism (500), a steering mechanism (600) and an exhaust device (700). The operator's seat S is configured to be provided in the vehicle (V) at at least one of a first seating position (Sf) corresponding to a first driving position, and a second seating position (Sr) corresponding to a second driving position, where the second seating position (Sr) is opposite to the first seating position (Sf). The vehicular structure (C) is configured to be moved between at least one lowered position in which each final drive housing (FH) is locked to vehicular structure (C) at corresponding first locking positions, and at least one raised position in which each final drive housing (FH) is locked to vehicular structure (C) at corresponding second locking positions.

Agricultural vehicle (V) includes an operator's seat (S), a vehicular structure (C), a wheel support arrangement (100), a front bumper assembly (200), a position and draft control mechanism (30), a brake pedal linkage mechanism (500), a steering mechanism (600) and an exhaust device (700). The operator's seat S is configured to be provided in the vehicle (V) at at least one of a first seating position (Sf) corresponding to a first driving position, and a second seating position (Sr) corresponding to a second driving position, where the second seating position (Sr) is opposite to the first seating position (Sf). The vehicular structure (C) is configured to be moved between at least one lowered position in which each final drive housing (FH) is locked to vehicular structure (C) at corresponding first locking positions, and at least one raised position in which each final drive housing (FH) is locked to vehicular structure (C) at corresponding second locking positions.

Drifting karts in accordance with embodiments of the invention are described that include a front wheel drive train and rear caster wheels that can be dynamically engaged to induce and control drift during a turn. One embodiment of the invention includes a chassis to which a steering column is mounted, where the steering column includes at least one front steerable wheel configured to be driven by an electric motor, a battery housing mounted to the chassis, where the battery housing contains a controller and at least one battery, wiring configured to provide power from the at least one battery to the electric motor, two caster wheels mounted to the chassis, where each caster wheel is configured to rotate around a rotational axis and swivel around a swivel axis, and a hand lever configured to dynamically engage the caster wheels to induce and control drift during a turn.

Drifting karts in accordance with embodiments of the invention are described that include a front wheel drive train and rear caster wheels that can be dynamically engaged to induce and control drift during a turn. One embodiment of the invention includes a chassis to which a steering column is mounted, where the steering column includes at least one front steerable wheel configured to be driven by an electric motor, a battery housing mounted to the chassis, where the battery housing contains a controller and at least one battery, wiring configured to provide power from the at least one battery to the electric motor, two caster wheels mounted to the chassis, where each caster wheel is configured to rotate around a rotational axis and swivel around a swivel axis, and a hand lever configured to dynamically engage the caster wheels to induce and control drift during a turn.

A vehicle wheel alignment system has a plurality of cameras, each camera for viewing a respective target disposed at a respective wheel of the vehicle and capturing image data of the target as the wheel and target are continuously rotated a number of degrees of rotation without a pause. The image data is used to calculate a minimum number of poses of the target of at least one pose for every five degrees of rotation as the wheel and target are continuously rotated the number of degrees of rotation without a pause. At least one of the cameras comprises a data processor for performing the steps of preprocessing the image data, and calculating an alignment parameter for the vehicle based on the preprocessed image data.

Provided are a vehicle control apparatus and a vehicle control method, a vehicle control apparatus including: a sensor configured to sense at least one of a vehicle speed value and a lateral acceleration value of a vehicle; an active camber device including a knuckle for supporting a wheel of the vehicle, an upper arm having one end rotatably connected to the knuckle to form a stroke node, and a actuator for rotationally shifting the stroke node of the upper arm with respect to a connection point with the knuckle in a vertical direction; and a controller configured to vary a position of the stoke node of the upper arm through the actuator on the basis of one of the sensed vehicle speed value and the sensed lateral acceleration value.

Provided are a vehicle control apparatus and a vehicle control method, a vehicle control apparatus including: a sensor configured to sense at least one of a vehicle speed value and a lateral acceleration value of a vehicle; an active camber device including a knuckle for supporting a wheel of the vehicle, an upper arm having one end rotatably connected to the knuckle to form a stroke node, and a actuator for rotationally shifting the stroke node of the upper arm with respect to a connection point with the knuckle in a vertical direction; and a controller configured to vary a position of the stoke node of the upper arm through the actuator on the basis of one of the sensed vehicle speed value and the sensed lateral acceleration value.

Chassis arrangement for a motor vehicle for passenger transportation, having two axles which are arranged at a spacing from one another in the motor vehicle longitudinal direction and in each case have wishbones with the incorporation of a spring element for the independent wheel suspension system. A first axle, lying at the front in a driving direction, is lowered from a neutral position by from 5 to 50 mm, 10 to 20 mm, in order to drive in said driving direction, and a second axle, lying at the rear in the driving direction, is raised by from 5 to 50 mm, 10 to 20 mm, in each case by way of adjustment of the spring elements, it being possible for the driving direction to be reversed.

Chassis arrangement for a motor vehicle for passenger transportation, having two axles which are arranged at a spacing from one another in the motor vehicle longitudinal direction and in each case have wishbones with the incorporation of a spring element for the independent wheel suspension system. A first axle, lying at the front in a driving direction, is lowered from a neutral position by from 5 to 50 mm, 10 to 20 mm, in order to drive in said driving direction, and a second axle, lying at the rear in the driving direction, is raised by from 5 to 50 mm, 10 to 20 mm, in each case by way of adjustment of the spring elements, it being possible for the driving direction to be reversed.