The disclosure relates to the technical field of vehicles, and particularly provides a multi-link independent suspension for a vehicle that includes a subframe and a steering knuckle. In order to solve the problem of reduced adjustment efficiency caused by mutual restraining of linkages of an existing multi-link independent suspension when a camber angle is adjusted, the multi-link independent suspension includes a spring control arm that is configured to adjust a camber angle of a wheel center. The multi-link independent suspension also includes a front upper control arm and a rear upper control arm. A central axis of the front upper control arm intersects with a central axis of the rear upper control arm at a Q point, and the Q point has the same coordinate as the wheel center in an X direction; and a motion centerline between the front upper control arm and the rear upper control arm coincides with a projection of a central axis of the spring control arm on an XY plane, so that a movement of the spring control arm has no effect on an upper control arm system when the camber angle is being adjusted. The steering knuckle only rotates about an X axis so as to drive a tire to rotate about the X axis, so that a camber angle of the tire can be adjusted without changing a toe-in angle, thereby reducing the number of affected linkages and simplifying the adjustment in the camber angle of the tire.

The disclosure relates to the technical field of vehicles, and particularly provides a multi-link independent suspension for a vehicle that includes a subframe and a steering knuckle. In order to solve the problem of reduced adjustment efficiency caused by mutual restraining of linkages of an existing multi-link independent suspension when a camber angle is adjusted, the multi-link independent suspension includes a spring control arm that is configured to adjust a camber angle of a wheel center. The multi-link independent suspension also includes a front upper control arm and a rear upper control arm. A central axis of the front upper control arm intersects with a central axis of the rear upper control arm at a Q point, and the Q point has the same coordinate as the wheel center in an X direction; and a motion centerline between the front upper control arm and the rear upper control arm coincides with a projection of a central axis of the spring control arm on an XY plane, so that a movement of the spring control arm has no effect on an upper control arm system when the camber angle is being adjusted. The steering knuckle only rotates about an X axis so as to drive a tire to rotate about the X axis, so that a camber angle of the tire can be adjusted without changing a toe-in angle, thereby reducing the number of affected linkages and simplifying the adjustment in the camber angle of the tire.

Electromechanical apparatuses for controlling vehicle suspension settings. Described herein are electromechanical apparatuses for controlling wheel alignment (e.g., camber, castor and/or toe). In particular, described herein are camber adjusting apparatuses for electromechanically adjusting camber or camber and toe that may be retrofitted onto existing vehicle suspensions.

Electromechanical apparatuses for controlling vehicle suspension settings. Described herein are electromechanical apparatuses for controlling wheel alignment (e.g., camber, castor and/or toe). In particular, described herein are camber adjusting apparatuses for electromechanically adjusting camber or camber and toe that may be retrofitted onto existing vehicle suspensions.

A sport-wheeled chassis is provided for connecting to a mobility device, which comprises a suspension set up under the bottom of the mobility device, a steering pivotally connected to the suspension, a controller connected to the suspension and steering electrically, tires which are pivotally connected to the steering and disposed under the steering, and a steering shaft of the steering which coincides axially with the steering shaft of the tire so that the controller can operate the turning direction of the tire and the height of the suspension through the suspension and the steering. The chassis is not only with a simple structure, but also with a suspension to control the height of the chassis off the ground, so that the chassis can maintain stability in any rugged environment, and, with its attached wheels, the chassis can move to desired places fast and accurately.

An embodiment vehicle includes a camera having an external field of view with respect to the vehicle and a controller configured to process image data obtained by the camera to determine a wheel alignment state of the vehicle and detect an abnormality in wheel alignment of the vehicle by comparing an initial wheel alignment state of the vehicle with a driving wheel alignment state obtained while the vehicle is being driven.

An embodiment vehicle includes a camera having an external field of view with respect to the vehicle and a controller configured to process image data obtained by the camera to determine a wheel alignment state of the vehicle and detect an abnormality in wheel alignment of the vehicle by comparing an initial wheel alignment state of the vehicle with a driving wheel alignment state obtained while the vehicle is being driven.

The invention relates to a chassis component having a base face which extends in a base face plane and an aperture for the introduction of a fixing means and two retention elements which are arranged at opposite sides of the aperture for retaining an eccentric element, wherein the retention elements are formed integrally and in a materially engaging manner from the base face of the chassis component, wherein the retention elements are displaced out of the base face by mechanical processing. The chassis component affords a simple ability to be produced and an increased service life during operation.

The invention relates to a chassis component having a base face which extends in a base face plane and an aperture for the introduction of a fixing means and two retention elements which are arranged at opposite sides of the aperture for retaining an eccentric element, wherein the retention elements are formed integrally and in a materially engaging manner from the base face of the chassis component, wherein the retention elements are displaced out of the base face by mechanical processing. The chassis component affords a simple ability to be produced and an increased service life during operation.

Provided is a steering apparatus 1 including: a wheel 2; and a steering unit 5 configured to steer the wheel 2, the steering apparatus 1 being fixable to a vehicle body, wherein the steering unit 5 includes: a steering drive source (an electric motor incorporated in an electric motor unit 61) configured to steer the wheel 2 with a steering rotation axis 63a as an axis, the steering rotation axis 63a being a rotation axis when the wheel 2 is steered; and a manual toe angle adjustment mechanism 7 different from the steering drive source, the manual toe angle adjustment mechanism 7 enabling a toe angle of the wheel 2 to be manually adjusted around the steering rotation axis 63a.