An antilock control method for a braking system of a vehicle has at least the following steps: upon the presence of a brake request signal, outputting a brake control signal and building up a brake pressure by a braking medium at a wheel brake of a vehicle wheel, measuring a wheel speed of the vehicle wheel to be braked, and determining a wheel slip of the vehicle wheel, upon meeting a first traction criterion or a locking tendency of the vehicle wheel, activating a wheel drive unit and applying a wheel drive torque on the vehicle wheel to increase the wheel circumferential velocity and to reduce the wheel slip until a second traction criterion is met. The brake force introduced in the wheel brake is controlled as a function of the wheel slip by releasing the brake pressure upon satisfying a first traction criterion.

A drivetrain system includes a first drive gear driven by a first motor and a second drive gear driven by a second motor. The first drive gear and the second drive gear are arranged along the axis. The first drive gear includes a first extension and the second drive gear includes a second extension arranged radially within and axially overlapping the first extension. The drivetrain system includes a system of bearings arranged between the first drive gear and the second drive gear, either drive gear and a stationary component, or a combination thereof. In some embodiments, the drivetrain system includes a clutch assembly arranged between the first drive gear and the second drive gear that interfaces to the first drive gear and to the second drive gear. The clutch assembly allows the drive gears to be locked or otherwise engaged to improve torque transfer.

An autonomous tilting three-wheeled vehicle comprises a pair of front wheels coupled to a tiltable chassis by a mechanical linkage, such that the pair of wheels and the chassis are configured to tilt in unison with respect to a roll axis of the chassis. An electronic controller of the autonomous vehicle controls a tilt actuator to selectively tilt the chassis. Optionally, a steering actuator is coupled to the front wheels and controlled by the electronic controller to selectively steer the wheels. A sensor configured to measure orientation-dependent information may be coupled to the chassis by a gimbal configured to compensate for vehicle tilt. In some examples, the autonomous vehicle comprises an autonomous delivery robot.

An independent suspension system includes a wheel knuckle engaged with a wheel and configured to be rotated in response to a steering input; a motor assembly disposed at one end of the wheel knuckle and configured to rotate the wheel knuckle; an upper arm engaged with the motor assembly; a lower arm having a first end engaged with a vehicle body and a second end engaged with the wheel knuckle; a connection arm configured to be engaged with the upper arm; a rotation pin disposed at a connection portion between the upper arm and the connection arm to enable integral rotation of the upper arm and the connection arm; and a shock absorber disposed between the connection arm and the lower arm and engaged with the connection arm so as to be perpendicular to the connection arm.

A lubricant supported electric motor assembly includes an electric motor module, a shifting and first stage module, and a final drive module sequentially operably interconnected with one another for producing drive torque that is ultimately conducted to a wheel of a vehicle. The electric motor module includes a stator and a rotor defining an internal rotor cavity. The shifting and first stage module is disposed within the internal rotor cavity and includes a first planetary gear reducer assembly and an output gear selectively coupleable to said first planetary gear reducer assembly. The final drive module is disposed adjacent the shifting and first stage module and includes a second planetary gear reducer assembly operably coupled with the output gear. A shifting mechanism establishes selective coupling between the first planetary gear assembly and the output gear to transfer adjustable torque from the shifting and first stage module to the final drive device.

A corner module apparatus, includes a corner module including a driving unit configured to provide driving power to a wheel of a vehicle, a suspension unit coupled with the driving unit and configured to absorb an impact to the wheel from a road surface, and a steering unit coupled with the suspension unit and configured to adjust a steering angle of the wheel; a main platform installed under a vehicle body of the vehicle and configured to have a battery mounted thereon; a first corner module platform detachably coupled with one side of the main platform and configured to have the corner module coupled therewith; and a second corner module platform detachably coupled with another side of the main platform and configured to have the corner module coupled therewith.

The invention relates to an assembly including a hydraulic apparatus having a rotor and a stator. The rotor is mounted so as to turn about a second rotation axis with respect to the stator and is secured to a device suitable for mounting a vehicle wheel. A pivot-pin element is intended to be mounted on an axle and is mounted so as to rotate about a first rotation axis with respect to the hydraulic apparatus. The stator is mounted so as to turn about the first rotation axis with respect to the axle. An air chamber is formed between the pivot-pin element and the hydraulic apparatus, the air chamber is connected to a distribution passage formed in the hydraulic apparatus. An axle passage is formed in the pivot-pin element so as to form a pneumatic passage between the pivot-pin element and the hydraulic apparatus.

A power transmission device for a commercial vehicle having an electric axle, may include a first differential ring gear fixedly mounted on a first rear-wheel driveshaft; a second differential ring gear mounted on a second rear-wheel driveshaft; a propeller shaft, with a first differential drive gear engaged with the first differential ring gear being connected to a front-end portion of the propeller shaft and a second differential drive gear engaged with the second differential ring gear being connected to a rear end portion thereof; a reducer connected to the first differential ring gear or the propeller shaft; and a motor, an output shaft of the motor being connected to an input gear of the reducer.

An in-wheel motor is disclosed including a stator and a rotor arranged around the stator, the stator including a cylindrical surface and coils with windings around axially oriented core members and including coil terminals, the motor further including a connector including at least two mutually isolated conductors arranged at the first end of the cylindrical surface near curved ends, the conductors each including a circumferential conducting body and a plurality of contact members extending from conducting the body and arranged for connecting to one of the terminals, wherein the circumferential conducting bodies are axially spaced apart from each other.

A system for moving an object within an environment, wherein the system includes at least one modular wheel configured to move the object. The modular wheel includes a body configured to be attached to the object, a wheel, a drive configured to rotate the wheel and a controller configured to control the drive. One or more processing devices configured are provided to receive an image stream including a plurality of captured images from each of a plurality of imaging devices, the plurality of imaging devices being configured to capture images of the object within the environment, analyse the images to determine an object location within the environment, generate control instructions at least in part using the determined object location and provide the control instructions to the controller, the controller being responsive to the control instructions to control the drive and thereby move the object.