A drive device for an electric truck includes drive unit housings provided to each of drive wheels on left and right sides of the electric truck, each of the drive unit housings integrally accommodating a motor that generates drive power, a reducer that reduces a rotation speed of the motor, and a final gear that is connected to the reducer and transfers the drive power of the motor to the drive wheel. The drive device further includes suspension parts one provided over the final gear in each of the drive unit housings, steering gear parts one being provided over each of the suspension parts, pairs of hinge parts, and pairs of body-connecting parts, one of the pairs connecting each of the steering gear parts to a vehicle body of the electric truck through each of the pairs of hinge parts.

A drive device for an electric truck includes drive unit housings provided to each of drive wheels on left and right sides of the electric truck, each of the drive unit housings integrally accommodating a motor that generates drive power, a reducer that reduces a rotation speed of the motor, and a final gear that is connected to the reducer and transfers the drive power of the motor to the drive wheel. The drive device further includes suspension parts one provided over the final gear in each of the drive unit housings, steering gear parts one being provided over each of the suspension parts, pairs of hinge parts, and pairs of body-connecting parts, one of the pairs connecting each of the steering gear parts to a vehicle body of the electric truck through each of the pairs of hinge parts.

A drive system for a vehicle having a maximum speed, the drive system comprising: a first electric drive motor configured to drive both a first wheel and a second wheel of the vehicle; a differential coupled to the first electric drive motor, the differential being configured to split drive provided by the first electric drive motor so as to form a first drive path from the differential to the first wheel and a second drive path from the differential to the second wheel; a second electric drive motor positioned along the first drive path and configured to drive the first wheel; and a third electric drive motor positioned along the second drive path and configured to drive the second wheel; wherein each of the first, second and third electric drive motors are configured to provide drive up to the maximum speed of the vehicle.

A wheel-leg mechanism is provided. The mechanism comprises a thigh, the upper end of the thigh is movably arranged in a mounting seat for a thigh motor, and is in transmission connection with a thigh motor, and the thigh motor is fixedly provided on one side of the mounting seat for a thigh motor; a shank motor is arranged at the side, away from the thigh motor, of the thigh, a suspension shock absorption system is connected to the shank motor, the shank motor is in transmission connection with a shank by a synchronous belt, the shank is movably connected to the tail end of the thigh, a wheel is movably mounted at the tail end of the shank, and the wheel is in transmission connection with a hub motor; and a braking system is provided on the wheel. A wheel-legged vehicle having the wheel-leg mechanism is further provided.

A multi-mode torque vectoring electric drive axle, including a main motor, an auxiliary motor, a differential, a first half shaft, a second half shaft, a primary reducer, a secondary reducer, a planetary gear set, a dual-gear mechanism and a three-phase actuator. The main motor and the auxiliary motor are respectively connected to input ends of the primary reducer and the secondary reducer. Output ends of the primary reducer and the secondary reducer are respectively connected to a differential housing and an input end of the planetary gear set. Two output ends of the planetary gear set are respectively connected to the three-phase actuator and the dual-gear mechanism. An output end of the dual-gear mechanism is connected to the differential housing. The three-phase actuator is a synchronous shifting mechanism for enabling locking, decoupling of the planetary gear set, and connection to the first half shaft.

A multi-mode torque vectoring electric drive axle, including a main motor, an auxiliary motor, a differential, a first half shaft, a second half shaft, a primary reducer, a secondary reducer, a planetary gear set, a dual-gear mechanism and a three-phase actuator. The main motor and the auxiliary motor are respectively connected to input ends of the primary reducer and the secondary reducer. Output ends of the primary reducer and the secondary reducer are respectively connected to a differential housing and an input end of the planetary gear set. Two output ends of the planetary gear set are respectively connected to the three-phase actuator and the dual-gear mechanism. An output end of the dual-gear mechanism is connected to the differential housing. The three-phase actuator is a synchronous shifting mechanism for enabling locking, decoupling of the planetary gear set, and connection to the first half shaft.

The invention relates to a powertrain module (10) comprising: —a powertrain system for driving at least one wheel of a vehicle, the powertrain system comprising: —a motor (5) having an output shaft; —and a transmission system between the motor (5) and a drive shaft (4) connected to said wheel; —and a casing (11) which houses the transmission system. The powertrain module (10) comprises connecting means (15) for cooperating with the connecting means (15) of an identical powertrain module (10) arranged in a facing relationship with said powertrain module (10), for mechanically connecting said two powertrain modules (10).

The invention relates to a powertrain module (10) comprising: —a powertrain system for driving at least one wheel of a vehicle, the powertrain system comprising: —a motor (5) having an output shaft; —and a transmission system between the motor (5) and a drive shaft (4) connected to said wheel; —and a casing (11) which houses the transmission system. The powertrain module (10) comprises connecting means (15) for cooperating with the connecting means (15) of an identical powertrain module (10) arranged in a facing relationship with said powertrain module (10), for mechanically connecting said two powertrain modules (10).

This disclosure relates generally to vehicles propulsion based on the use of natural gravitational forces and, in some instances, the use of electric motor control. In some examples, a spherical assembly includes a spherical encasing a first motor connected to a first weight, a second motor connected to a second weight, and a power generator configured to supply power to the first motor and to the second motor. The spherical assembly may also include a controller that is configured to cause the first motor to rotate the first weight in a first direction at a first rotational speed and the second motor to rotate the second weight in a second direction at a second rotational speed based on the rotational speed of the spherical assembly. The controller may also be configured to cause the power generator to generate power for the first motor and the second motor.

This disclosure relates generally to vehicles propulsion based on the use of natural gravitational forces and, in some instances, the use of electric motor control. In some examples, a spherical assembly includes a spherical encasing a first motor connected to a first weight, a second motor connected to a second weight, and a power generator configured to supply power to the first motor and to the second motor. The spherical assembly may also include a controller that is configured to cause the first motor to rotate the first weight in a first direction at a first rotational speed and the second motor to rotate the second weight in a second direction at a second rotational speed based on the rotational speed of the spherical assembly. The controller may also be configured to cause the power generator to generate power for the first motor and the second motor.