An omnidirectional moving device is provided with a vehicle chassis, a vehicle body, a universal coupling, and an attitude stabilizing system. In the vehicle chassis, a plurality of wheels that are capable of moving omnidirectionally are provided. The vehicle body is mounted on the vehicle chassis. The universal coupling connects the vehicle chassis to the vehicle body, and the attitude of the vehicle body relative to the vehicle chassis can be changed via this universal coupling. The attitude stabilizing system causes the vehicle chassis to move in a direction that corresponds to a change in the attitude of the vehicle body, and maintains the attitude stability of the vehicle body.

An undercover structure for guiding air flow includes a body part having a planar-plate shape and mounted on a lower surface of a vehicle. A through hole is formed in the body part to allow air flowing above the body part to be directed to a region under the body part.

A mobile carrier apparatus comprises a chassis, a drive mechanism supported by the chassis and arranged to drive a plurality of wheels, a body supported by the chassis and an internal volume defined within the body, and an opening in the body that provides access to the internal volume, a rim formed within the opening and including a support surface configured to receive and support a removable payload above the chassis. A payload can be provided that is configured for use with a mobile carrier.

A mobile carrier apparatus comprises a chassis, a drive mechanism supported by the chassis and arranged to drive a plurality of wheels, a body supported by the chassis and an internal volume defined within the body, and an opening in the body that provides access to the internal volume, a rim formed within the opening and including a support surface configured to receive and support a removable payload above the chassis. A payload can be provided that is configured for use with a mobile carrier.

A car having: a frame; four wheels, which are mounted on the frame in a rotary manner; a body, which covers the frame; at least one compressed air tank; and at least one gas pusher, which is connected to the compressed air tank, is integral to the frame and has a plurality of nozzles, which face outwards, can be activated in order to generate respective air jets, are arranged parallel to and beside one another, have the same orientation and are sized so as to generate different pneumatic thrusts given the same pressure of the compressed air flowing in; a pressure sensor, which determines a pressure inside the compressed air tank; and a control unit, which activates the plurality of nozzles in a coordinated manner so as to generate, as a whole, a desired pneumatic thrust based on the pressure inside the compressed air tank.

A car having: a frame; four wheels, which are mounted on the frame in a rotary manner; a body, which covers the frame; at least one compressed air tank; and at least one gas pusher, which is connected to the compressed air tank, is integral to the frame and has a plurality of nozzles, which face outwards, can be activated in order to generate respective air jets, are arranged parallel to and beside one another, have the same orientation and are sized so as to generate different pneumatic thrusts given the same pressure of the compressed air flowing in; a pressure sensor, which determines a pressure inside the compressed air tank; and a control unit, which activates the plurality of nozzles in a coordinated manner so as to generate, as a whole, a desired pneumatic thrust based on the pressure inside the compressed air tank.

An anti-rollover apparatus and control method for heavy-duty vehicles with a pneumatic brake system includes an anti-yaw module, an anti-roll module, an electronic control unit (ECU) (10), a yaw velocity sensor (12), and a vehicle roll angle sensor (18). The ECU (10) controls solenoid valves (4, 9, 11, 19, and 24) to achieve braking of part of wheels to obtain anti-yaw torques and improve the yaw stability of the heavy-duty vehicles. The ECU (10) controls gas switch valves (21 and 22) to spray high-pressure gases recovered in brake chambers (1, 13, 16, and 26) out, anti-roll torques are obtained through the jet reactive force, and the roll stability of the heavy-duty vehicles is improved.

An anti-rollover apparatus and control method for heavy-duty vehicles with a pneumatic brake system includes an anti-yaw module, an anti-roll module, an electronic control unit (ECU) (10), a yaw velocity sensor (12), and a vehicle roll angle sensor (18). The ECU (10) controls solenoid valves (4, 9, 11, 19, and 24) to achieve braking of part of wheels to obtain anti-yaw torques and improve the yaw stability of the heavy-duty vehicles. The ECU (10) controls gas switch valves (21 and 22) to spray high-pressure gases recovered in brake chambers (1, 13, 16, and 26) out, anti-roll torques are obtained through the jet reactive force, and the roll stability of the heavy-duty vehicles is improved.

A three-wheeled vehicle includes a vehicle frame supported by a single wheel engaging the ground in the front and two wheels engaging the ground in the rear. The operator area of the vehicle may include seating for a driver and a passenger, one in front of the other. The three-wheeled vehicle is uniquely designed so that it can be easily modified by addition or removal of additional structures after it is purchased. The vehicle is ultra-narrow but achieves stability by unique mechanisms.

A leaning vehicle including a vehicle body frame, at least one steerable wheel, a handlebar, of which the manipulation by a rider generates a steering torque, a steering actuator configured to steer the at least one steerable wheel, a roll rate sensor configured to detect a roll rate of the vehicle body frame, and a steering actuator controller. The steering actuator controller includes a torque estimation section that receives an input to thereby generate an estimated value of the steering torque, and a current determination section that obtains a control current based on the estimated valued of the steering torque generated by the torque estimation section, and outputs the control current to the steering actuator to control the steering actuator. The input of the torque estimation section includes the roll rate obtained from the roll rate sensor, but is free from any value of the steering torque detected by a torque sensor.