Abstract:
A suspension system for a vehicle provides a camber adjusting system that during a turn, lowers and draws inward the upper A-arm, or draws inward a strut head, which supports the outer front wheel, thereby providing more negative camber to that wheel in dynamic optimal proportion to the degree of the turn. The suspension system can be configured to remain at zero camber on the inner front wheel during the turn or can be configured to raise and move outward the upper A-arm, or move outward a strut head, which supports the inner front wheel, thereby providing more positive camber to that wheel in dynamic optimal proportion to the degree of turn.

Description:
This application claims priority of U.S. Provisional Application Ser. No. 61/025,199 filed Jan. 31, 2008. 
    
    
     TECHNICAL FIELD OF THE INVENTION 
     This invention relates to the suspension systems of land vehicles. Specifically the invention relates to the dynamic adjustment of wheel camber within a suspension system of a vehicle. 
     BACKGROUND OF THE INVENTION 
     Vehicle suspension systems must adapt from static conditions of the vehicle at rest to dynamic conditions imposed by travel on a road surface, such as road slope, pitch and turns, external forces like wind gusts, vehicle speed, and load shifts. To handle such conditions, many vehicles have pre-set, fixed suspension parameters for toe, caster, and camber. 
     The plane of a wheel is the plane perpendicular to the rotation axis of the wheel, passing through the center of the ground contact area of a tire. The term “camber” means the angle formed by the wheel plane relative to a line perpendicular to the ground. Camber of a wheel is also described as the vertical tilt of a wheel either toward or away from the vehicle center. A vehicle with transversely opposed wheels has negative camber when the plane of the wheel tilts outward away from the vehicle when measured at the bottom of the wheel, i.e., the bottom of the wheel is further from the vehicle center than a top of the wheel. Correspondingly, the vehicle has positive camber when the bottom of the wheel is tilted inward toward the vehicle i.e., the bottom of the wheel is nearer to the vehicle center than a top of the wheel. Changes in the camber of a wheel may be described as negative, positive or zero. 
     Toe is the rotation of the paired wheels either together or apart about their steering axis, that orientation being both vertical and longitudinal relative to the vehicle. A toe-in condition occurs when the fronts of the wheels are both steered inward. A toe-out condition occurs when the fronts of the wheels are both steered outward. Caster angle is the angle of a line drawn between the upper and lower ball joints between the pivot line of the tire and vertical. Caster is negative when the caster angle is &gt;90% and positive when it is &lt;90% when the wheel is viewed from the side. 
     The term “steering” means the rotation of the wheel plane about the steering axis, which is a line drawn between the upper and lower ball joints and extends to the ground as viewed from the front or rear of the vehicle. The term “roll” is the inclination of the vehicle body about a horizontal axis of the vehicle. 
     Changing the wheel plane determines the position of the tire on the ground and the stresses imposed on the tire. Further, it determines whether the tire is in the best position for the transmission of forces. Transverse forces are an important force determining the handling of a vehicle. 
     When a vehicle is steered, the centrifugal forces cause the vehicle&#39;s body to roll. When a vehicle is in a “roll” condition, centrifugal force results in a load transfer towards the outside of the curve. This causes compression of the suspension of the outer wheels and a corresponding extension of the suspension of the inner wheels. In conventional unequal length A-arm suspensions, roll imparts negative camber to the outer wheels. 
     The term “bump steer” is the tendency of a wheel to steer by changing toe, camber or both as it moves upwards into jounce. Generally, the tire that is outside in a turn moves outward as the suspension is compressed, and has a more negative camber. Toe changes may also result from a combination of turning and body roll. In automobiles that have independent unequal length A-arm front suspension, the geometry that controls the camber of the front wheels is a compromise between the need to minimize bump steer and camber change while in jounce modes on the one hand, and the need to create a negative camber change while the front wheels are in turning positions. Since conventional front suspension geometry is designed to compromise these two states of operation, the front wheels produce bump steer when encountering a bump through camber change. Also in a conventional unequal length independent A-arm suspension, if the vehicle&#39;s design incorporates a variable ride height, the camber changes as the ride height changes. This provides suboptimal wheel camber because the rights wheel&#39;s camber provides a left steering effect while the left wheel provides a right steering effect. Thus, as each front wheel in a currently designed unequal length a-arm suspension encounters uneven road surfaces, each wheel imparts steering effects as they travel in jounce and rebound. These actions decrease vehicle directional stability and increase tire scrub that both reduces tire life and fuel economy. 
     The present inventor recognizes that it is desirable to have a vehicle suspension that provides a near-zero change in wheel camber while operating in a straight ahead condition. Also, the present inventor recognizes that it is desirable to have a suspension system that dynamically varies the wheel camber during a turn to provide optimal suspension geometry for vehicle stability and performance. Further, the inventor recognizes that it is desirable to have a suspension system that optimally adjusts suspension geometry to account for variations in ride height on vehicles with variable height systems. 
     SUMMARY OF THE INVENTION 
     The present invention provides a suspension system for a vehicle that provides dynamically variable wheel camber to ensure optimal suspension geometry for vehicle stability, fuel economy, operating efficiency and performance. The present invention provides a near-zero change in wheel camber and zero change in wheel toe while operating in a straight-ahead condition. This eliminates bump steer while the vehicle is operating in a straight-ahead condition. 
     The invention provides for a connection between the dynamic camber variation and the vehicle&#39;s steering system. The suspension system may be operatively connected to the steering system by several means, including a horizontal guide plate, a circular guide plate, an electronic servomotor or through hydraulic operation. 
     When the vehicle is steered, the suspension system on the outer front wheel both lowers and draws inward the upper A-arm, or draws inward a strut head in the case of a Macpherson strut suspension, thereby reducing the camber (providing more negative camber) to that wheel in dynamic optimal proportion to the degree of the turn. 
     Simultaneously, when the vehicle is steered, the suspension system on the inner front wheel can be configured to remain at zero camber or can be configured to raise and move outward the upper A-arm, or move outward a strut head in the case of a Macpherson strut suspension, thereby increasing camber (providing more positive camber) to that wheel in dynamic optimal proportion to the degree of turn. 
     The increased negative camber on the outer wheel counteracts the centrifugal force operating on the outer wheel while in a turn and optimizes the tire contact patch on the road surface. When the vehicle body rolls in a turn, the downward slope of the upper A-arm provides additional negative camber change in the same manner as a conventional unequal-length A-arm suspension. 
     A further aspect of the invention is that the vehicle may incorporate a variable ride height system and the present invention eliminates any undesirable camber and toe changes caused by ride height adjustments. 
     The present invention enables optimal tire contact with the road and eliminates unnecessary tire scrub. It also improves stability, traction, fuel economy, and cornering performance. The present invention also provides increase of vehicle responsiveness to steering inputs because the necessary camber changes to the outside steered wheel is provided directly as a part of the operator&#39;s steering input, instead of being solely derived from body roll as in a conventional unequal length a-arm suspension design. Transient vehicle weight shifts between straight ahead and turning operations will thus be anticipated and better managed through necessary wheel camber changes. Steering response will be improved and vehicle stability will be enhanced and optimized. 
     Numerous other advantages and features of the present invention will become readily apparent from the following detailed description of the invention and the embodiments thereof, and from the accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a simplified, diagrammatic front view of an automobile steering and suspension system; 
         FIG. 2  is a fragmentary diagrammatic sectional view taken generally along line  2 - 2  of  FIG. 1  of the right side of the steering and suspension system of  FIG. 1 , with two alternate joint configurations; 
         FIG. 3  is a fragmentary diagrammatic perspective view of a right side of the steering and suspension system of  FIG. 1 ; 
         FIG. 3A  is a fragmentary diagrammatic perspective view of a right side of the steering and suspension system of  FIG. 1 , showing an alternate configuration; 
         FIG. 4  is an enlarged, diagrammatic fragmentary front view of a portion of the steering and suspension system of  FIG. 3  with the right wheel steered straight forward; 
         FIG. 4A  is an alternate embodiment of the assembly shown in  FIG. 4 ; 
         FIG. 5  is an enlarged, diagrammatic fragmentary front view of a portion of the steering and suspension system of  FIG. 3  with the right wheel steered to the left in  FIG. 1 ; 
         FIG. 6  is a diagrammatic fragmentary rear view of a right side of  FIG. 1  but showing a guide disk of an alternate embodiment of the invention; 
         FIG. 7  is a diagrammatic perspective view of an electronic servomotor and a guide carrier of a further alternate embodiment of the invention; 
         FIG. 8  is a diagrammatic perspective of a hydraulically operated additional alternate embodiment of the invention; 
         FIG. 9  is a fragmentary, diagrammatic simplified rear view of an alternate embodiment steering system taken along line  9 - 9  of  FIG. 10 ; 
         FIG. 10  is a fragmentary, diagrammatic simplified plan view of the steering system of  FIG. 9  taken along line  10 - 10  of  FIG. 9 ; 
         FIG. 11  is an enlarged fragmentary view taken from  FIG. 10 ; 
         FIG. 12  is a fragmentary, schematic sectional view taken generally along line  12 - 12  of  FIG. 11 ; and 
         FIG. 13  is an enlarged, schematic fragmentary view of an alternate embodiment to that shown in  FIG. 11 . 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     While this invention is susceptible of embodiment in many different forms, there are shown in the drawings, and will be described herein in detail, specific embodiments of the invention with the understanding that the present disclosure is to be considered as an exemplification of the principles of the invention and is not intended to limit the invention to the specific embodiments illustrated. 
       FIG. 1  illustrates an automobile suspension and steering system  20  according to the invention, viewing the vehicle in the forward oncoming direction. The system includes: front wheels  24 ,  26  (including tires), lower A-arms  30 ,  32  connected to a vehicle frame or chassis  36 , upper A-arms  40 ,  42  connected to the frame  36  and to camber adjustment mechanisms  44 ,  46 , and a steering rack  50  driven by a steering gear arrangement  56  that is controlled by a steering wheel. The upper A-arm  40  is connected to the lower A-arm  30  by a hub carrier  66  that also mounts the wheel  24 . The upper A-arm  42  is connected to the lower A-arm  32  by a hub carrier  68  that also mounts the wheel  26 . The hub carriers  66 ,  68  form turnable wheel supports. Other components normally associated with a steering and suspension system such as springs and shock absorbers or struts are not shown in the simplified drawing, for clarity. The wheels  24 ,  26  in  FIG. 1  are shown in a straight ahead steering angle. 
       FIGS. 2-7  illustrate and the corresponding text only describes the driver&#39;s side of the suspension and steering system  20  of  FIG. 1  including alternate embodiments. It is to be understood that the passenger side of the system  20  is mirror image identical about a longitudinal, vertical center plane “C” of the chassis, so no detailed description of the passenger&#39;s side is necessary. 
     The lower A-arm  30  is shown in  FIGS. 2 and 3  and comprises a connecting arm  70  attached to a main arm  72  at an acute angle. The main arm  72  is connected to the chassis  36  at a pivot connection  74 . The connecting arm  72  connects to a vehicle chassis  36  at a pivot connection  76 . The pivot connections  74 ,  76  are arranged along a common pivot axis  78  and allow the lower A-arm to pivot upward and downward in an arc. 
     The upper A-arm  40  comprises a connecting arm  80  attached by a weld joint  81  to a main arm  82  at an acute angle. The main arm  82  is connected at a pivot connection  84  to a slide mount  86  of the camber adjustment mechanism  44 . The connecting arm  80  is connected to the chassis  36  at a pivot connection  88 . The upper A-arm  40  and the lower A-arm  30  are effectively considered “equal length” A-arms. 
     It is also possible that the connection  81  can be a ball joint connection and the connection  88  can be a ball joint connection if an increased flexibility is needed. These alternate joints are shown in  FIG. 2 . 
     The hub carrier  66  comprises a substantially vertical link  90 , a tie rod link  92  and a wheel hub spindle  94 . The hub carrier  66  is attached at a top end of the substantially vertical link  90  to the upper A-arm main arm  82  at a ball joint connection  100 . The hub carrier  66  is attached at a bottom end of the substantially vertical link  90  to the lower A-arm main arm  72  at a ball joint connection  104 . The hub carrier  66  is attached at the free end of tie rod link  92  to a tie rod  106  at a ball joint connection  108 . The wheel  24  is rotationally attached to the wheel hub spindle  94  by a known configuration of parts such as a hub, lugs and lug nuts, wheel bearing, washers, a nut and a cotter pin and other associated hardware. 
     The slide mount  86  is guided by a guide rod  124  that freely penetrates through a guide rod slot  126  through the slide mount  86 . The guide rod  124  is attached to the chassis  36  at an upper attachment point  130  and a lower attachment point  132 . The upper and lower attachment points  130 ,  132  are in different vertical planes such that the guide rod is tilted from being perpendicular to the roadway, i.e., as the guide rod  124  extends upward it is tilted laterally outward. The lower attachment point  132  is disposed closer than the upper attachment point  130  to the center plane “C” of the chassis, shown as the “C” axis in  FIG. 1 . 
     The tie rod  106  is connected at a ball joint connection  140  to a guide plate  142 . The guide plate  142  includes a guide groove or cam groove  144  open facing the slide mount  86 . The slide mount  86  has a guide plate roller or follower  150 . The follower  150  fits within the groove  144  of the guide plate. The guide plate  142  is disposed horizontally in the chassis  36  and is attached to, or formed with, the steering rack  50  of the vehicle&#39;s steering mechanism. 
       FIGS. 1-5  show the present invention embodied in a front suspension system when viewing the vehicle in the forward oncoming direction. In this embodiment when the vehicle transitions from a straight operating condition to a right turn (from the driver&#39;s perspective) condition, the guide plate  142  moves in the “RHT” direction, as shown in  FIGS. 3 and 5 , by force from the steering rack  50 , with respect to the chassis. This movement pushes the tie rod  106  in the RHT direction, thereby rotating the hub carrier  66  about the ball joint connections  100 ,  104 . 
     As the guide plate  142  moves, the guide plate follower  150  slides or rolls within and along the guide plate groove  144 . As the guide plate  142  moves in the RHT direction, the guide plate button  150  is forced downward by the downward turned portion  144   a  of the guide plate groove  144 . The guide plate follower  150  thereby moves the slide mount  86  in a downward and laterally inward direction due to the angle of inclination of the guide rod  124 . The slide mount  86  moves the main arm  82  of the upper A-arm  40  downward and also inward toward the chassis center plane “C”. The connections of the upper A-arm allow both vertical and horizontal movement of the upper A-arm. The downward and inward movement of the upper A-arm creates a negative camber change to that wheel  24  with respect to the road surface. 
     If the guide plate  142  moves in the direction LHT in  FIG. 3  for a left hand turn, the guide plate follower  150  moves within the guide plate groove  144 , particularly through a flat portion  144   b  of the groove  144 . The flat portion of the groove ensures a zero camber of the inside wheel of a turning vehicle. The inside wheel is unloaded during a cornering maneuver so a positive camber may not be necessary on the inside wheel. 
       FIG. 3A  illustrates a modified version of the arrangement shown in  FIG. 3  wherein the steering rack  50  is lowered and attached to an elongated slide mount  86 ′. The tie rods  106  are also lowered as are the tie rod links  92 . The connection  84  remains the elevated. The configuration of  FIG. 3A  works essentially the same as the configuration of  FIG. 3 . There may be operational advantages to the relative lowered location of the steering rack shown in  FIG. 3A . 
       FIGS. 4 and 5  demonstrate the geometry of the camber adjusting mechanism.  FIG. 4  shows the guide plate  142  in a position corresponding to a straight ahead steering of the wheel  24 . The follower  150  is in the flat portion  144   b  of the groove  144 . As shown in  FIG. 5 , the guide plate  142  has been translated to the right in the direction RHT. The down turned portion  144   a  of the groove  144  has forced the follower  150  downward and inward such that the connection  84  of the upper A-arm main arm  82  has been lowered by “h” and moved inward by “w” from the dashed line position to the solid line position. These movements create a desirable negative camber at the outside wheel  24  of the right hand turning vehicle. 
       FIG. 4A  shows an alternate embodiment demonstrate the geometry of the camber adjusting mechanism. An alternate guide plate  142   b  has a guide groove or cam groove  145 . The guide groove  145  includes a downturned portion  145   a,  a short flat portion  145   b,  a rising portion  145   c  and a longer flat portion  145   d.    FIG. 4A  shows the guide plate  142   b  in a position corresponding to a straight ahead steering of the wheel  24 . The follower  150  is in the flat portion  145   b  of the groove  144 . The downturned portion  145   a  corresponds to a right turn for negative camber of the driver&#39;s side front wheel and the rising portion  145   c  corresponds to a positive camber of the driver&#39;s side front wheel. The flat portion  145   d  corresponds to a region where no further camber change is desired. 
       FIG. 4B  illustrates a simplified profile of a guide slot or cam slot  147  in a modified guide plate  142   c.  The continuous rising slot profile changes smoothly between a negative camber and a positive camber depending on the degree of turning of the wheel. Thus, as the guide plate moves in the L direction when the vehicle makes a left hand turn, the guide plate button  150  can be forced upward by a rising guide groove  147 . The guide plate follower  150  thereby moves the slide mount  86  in an upward and outward direction along the guide rod  124 . The slide mount  86  moves the main arm  82  of the upper A-arm upward and also outward, away from the center plane “C”. The upward and outward movement creates a positive camber change to that wheel with respect to the road surface. As the wheel  24  is the inside wheel in a left turn (driver&#39;s perspective), a positive camber is desirable. 
       FIG. 4C  shows a further alternate guide plate  142   d  having a guide groove or cam groove  149  that has a central inclined region  149   a  to effect a negative camber when the guide plate is moved in the direction RHT for a right hand turn and a flat region  149   b  where no further camber decrease is desired. The cam groove  149  includes a flat region  149   c  where no increased camber is desired given a LHT turning direction. 
       FIG. 6  shows an alternative embodiment of the invention, wherein a circular guide disk  701  may be substituted for the guide plate  142 . The guide disk  701  has a guide disk groove  703  and is rotationally mounted to the guide rod  124  by a pin  702  or other rotary attachment. The guide disk  701  is operatively connected to and is rotated by the vehicle&#39;s steering mechanism. This can be accomplished by a variety of mechanisms such as a motor  705  driving a worm gear  707  that engages circumferential gear teeth  706  on the disk  701 . The motor  705  can be a precision controlled motor such as a servomotor that is controlled by electronics of the steering system. 
     As the wheel hub  66  moves into a right turning condition, the guide disk  701  turns in the “R” direction, and the guide plate follower  150  moves within a guide disk groove  703 . As the guide disk  701  rotates in the “R” direction, the guide plate follower  150  is forced downward and also inward toward the center plane “C” by the guide disk groove  703 . The guide plate follower  150  thereby moves the slide mount  86  in a downward direction. The slide mount  86  can include a slot  712  that allows relative sliding movement of the slide mount  86  and the pin  702  which penetrates the slot  712 . The slide mount  86  is guided for downward and inward movement along the guide rod  124  sliding within the guide rod slot  126 . The slide mount  86  moves the main arm  82  of the upper A-arm  40  downward and also inward toward the chassis center. The ball joint attachment of the upper A-arm allows both vertical and horizontal movement of the upper A-arm. The downward and inward movement creates a negative camber change to that wheel in orientation to the road surface. 
     As the wheel hub moves into a left turning condition, the guide plate follower  150  moves within the guide disk groove  703 . As the guide disk  701  rotates in the “L” direction, the guide plate follower  150  is forced upward by the guide disk groove. The guide plate follower  150  thereby moves the slide mount  86  in an upward direction. The slide mount  86  is guided upward and outward along the guide rod  124  at the guide rod slot  126 . The slide mount  86  moves the main arm  82  of the upper A-arm upward and also outward, away from the chassis center plane “C”. The upward and outward movement creates a positive camber change to that wheel with respect to the road surface. As the wheel  24  is the inside wheel in a left turn (driver&#39;s perspective), a positive camber is desirable. 
     In yet another embodiment of the present invention, an electronic servomotor  801  and a screw drive connecting assembly  802  could be substituted for the guide plate  142 . In this embodiment the servo motor  801  is controlled by an electronic system that is connected to the vehicle&#39;s steering mechanism. The servomotor  801  is secured to the vehicle chassis  36 . As the steering wheel moves into a right turning condition, the servomotor  801  rotates and moves the screw drive connecting assembly so as to lower and move inward the slide mount  86 . The slide mount  86  is guided downward and inward along the guide rod  124  at the guide rod slot  126 . The slide mount moves the main arm  82  of the upper A-arm  40  downward and also inward toward the chassis center. The ball joint connections of the upper A-arm  40  allow both vertical and horizontal movement of the upper A-arm. The downward and inward movement creates a negative camber change to that wheel in orientation to the road surface. 
     As the wheel hub moves into a left turning condition, the servomotor  801  rotates and moves the connecting assembly so as to raise and move outward the slide mount  86 . The slide mount  86  is guided upward and outward along the guide rod  124  at the guide rod slot  126 . The slide mount  86  moves the main arm  82  of the upper A-arm upward and also outward, away from the chassis center plane “C”. The upward and outward movement creates a positive camber change to that wheel with respect to the road surface. As the wheel  24  is the inside wheel in a left turn (driver&#39;s perspective), a positive camber is desirable. 
     In a further embodiment of the present invention, a hydraulic actuator  901  and connecting assembly  902  could be substituted for the guide plate  142 . In this embodiment the hydraulic pressure to the actuator  901  is controlled by an electronic system that is connected to the vehicle&#39;s steering mechanism. The actuator  901  is secured to the vehicle chassis  36 . As the steering wheel moves into a right turning condition, the actuator  901  causes a rod  903  to extend. The rod  903  is fixed to a lug or other connection to the slide mount  86  so as to lower and move inward the slide mount  86 . The slide mount  86  is guided downward and inward along the guide rod  124  at the guide rod slot  126 . The slide mount moves the main arm  82  of the upper A-arm  40  downward and also inward toward the chassis center. The ball joint connections of the upper A-arm  40  allow both vertical and horizontal movement of the upper A-arm. The downward and inward movement creates a negative camber change to that wheel in orientation to the road surface. 
     As the wheel hub moves into a left turning condition, the actuator  901  retract the rod  903  and moves the connecting assembly  902  so as to raise and move outward the slide mount  86 . The slide mount  86  is guided upward and outward along the guide rod  124  at the guide rod slot  126 . The slide mount  86  moves the main arm  82  of the upper A-arm upward and also outward, away from the chassis center plane “C”. The upward and outward movement creates a positive camber change to that wheel with respect to the road surface. As the wheel  24  is the inside wheel in a left turn (driver&#39;s perspective), a positive camber is desirable. 
     When the vehicle is operating in a straight-ahead condition, the suspension system maintains a desirable constant zero camber condition when the suspension encounters a bump in the roadway. 
       FIG. 9 through 12  illustrate, in schematic fashion, a further embodiment of the invention applicable to Macpherson strut type suspensions. 
     The driver&#39;s side (U.S. models) of a steering system  1000  is shown in  FIG. 9  with the understanding that the passenger&#39;s side would be mirror image identical. The system  1000  includes a control arm  1002  that is connected at one end, via a ball joint  1004 , to a hub carrier or steering knuckle  1008  and at another end to the vehicle frame by pivotal joints as known (not shown). The steering knuckle  1008  mounts a Macpherson strut and spring assembly  1012 . The strut and spring assembly  1012  includes a strut head  1014  that is restrained at a top thereof by a mount plate  1016 . The mount  1016  is pivotally attached to the between an upper plate  1020  and a lower plate  1022  of the vehicle frame by a pin  1024 . The strut head  1014  has two protruding pins  1028 ,  1030  which are closely captured within curved slots  1032 ,  1034  provided in the mount  1016 . 
     A camber adjusting rod  1040  is connected via a ball joint  1042  to the mount plate  1016  at one end and at an opposite end via a ball joint  1044  to a camber lever  1050 . The camber lever  1050  is pivotally mounted at a pin  1052  to the vehicle frame and fixed to a gear  1056 . The gear  1056  is enmesh with a pinion gear  1060  of a rack and pinion steering system  1064  that is turned by the steering shaft  1066  that is turned by the steering wheel. Turning of the steering pinion gear  1060  by the steering shaft  1066  will translate the steering rack  1068  which will translate the tie rod  1070 , which will turn the steering knuckle  1008  to turn the steerable wheels. Turning of the steering pinion gear  1060  by the steering shaft  1066  will also translate both camber adjusting rods  1040 ,  1080  in opposite directions. Translating the camber adjusting rods will cause the mounts  1016 , (passenger&#39;s side not shown) to rotate about respective center pins  1024 , (passenger&#39;s side not shown). 
     The strut head  1014  has two protruding pins  1028 ,  1030  which are closely captured within curved slots  1032 ,  1034  provided in the mount  1016 . 
     The cam slots  1032 ,  1034  are shaped and oriented such that turning of the mount  1016  is a selected rotational direction will either draw the protruding pins  1028 ,  1030  and the strut head  1014  inward toward the vehicle centerline or push the strut head  1014  outward away from the vehicle centerline. The movement of the strut head inward effects a negative camber of that wheel and movement of the strut head outward effects a positive camber for that wheel. According to the embodiment for a right hand turn, the outside wheel (driver&#39;s side wheel in the U.S.) will assume a negative camber and the inside wheel (passenger&#39;s side wheel in the U.S.) will assume zero camber or a positive camber depending on the design of the shape of the cam slots  1032 ,  1034 . 
       FIG. 13  describes a further embodiment wherein an alternate mount plate  1100  does not rotate about a center pin but instead translates along a direction Y that is parallel to a longitudinal axis of the vehicle, i.e., up and down in the plane of  FIG. 13 . The mount plate  1100  is pinned at a first pin  1104  to a bell crank plate  1108 . The bell crank plate  1108  is pinned at a second pin  1110  to the vehicle frame  1022 . The camber adjusting rod  1040  is connected to the plate  1108  via the ball joint  1042 . Translation of the camber adjusting rod  1040  causes the bell crank plate  1108  to rotate about the second pin  1110  which causes translation of the mount plate  1100  along the direction Y. The protruding pins  1028 ,  1030  are arranged to be received into angular cam slots or guide slots  1116 ,  1118  formed into the mount plate  1100  such that movement of the mount plate  1100  in the direction Y will shift the protruding pins  1028 ,  1030  and thus the strut head  1014  along the direction X to effect either a positive or negative camber of the respective wheel depending on the steering direction. 
     While the particular preferred and alternative embodiments to the present invention have been disclosed, it will be appreciated that many various modification and extensions of the above described technology may be implemented using the teaching of this invention.