A constant velocity joint is provided with at least a pair of tracks whose geometry is defined based on ball path that follows a parametric equation and the parametric function is in the form of a polynomial displacement function of a fourth order or larger.

A low suspension arm strut coupling is provided for a suspension of an off-road vehicle. The suspension comprises a lower suspension arm that is hingedly coupled between a chassis of the off-road vehicle and a spindle assembly that is coupled with a front wheel. An upper suspension arm is hingedly coupled between the chassis and the spindle assembly. A strut is coupled between the lower suspension arm and the chassis. A lower pivot couples the strut to the lower suspension, and an upper pivot couples the strut to the chassis. The upper and lower pivots provide a lower center of gravity of the off-road vehicle and a relatively smaller shock angle. The lower suspension arm is reinforced to withstand forces due to movement of the front wheel and operation of the strut in response to travel over terrain.

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.

A scissors lift vehicle includes a chassis, a first pair of wheels disposed at one end of the chassis and a second pair of steering wheels disposed at an opposite end of the chassis. The wheels include a circular profile having a radius R. The scissors lift vehicle includes a track having an upper surface and a lower surface extending aft at a height less than R above the travel surface. A pivot connection is coupled to the aft plate at a height less than R above the travel surface. A scissors stack assembly includes a plurality of paired scissors linkages. Each scissors linkage of a first pair of scissors linkages is coupled to a respective pivot connection. Each scissors linkage of a second pair of scissors linkages includes a truck coupled to a distal end. The truck is configured to engage the upper surface of the track.

A scissors lift vehicle includes a chassis, a first pair of wheels disposed at one end of the chassis and a second pair of steering wheels disposed at an opposite end of the chassis. The wheels include a circular profile having a radius R. The scissors lift vehicle includes a track having an upper surface and a lower surface extending aft at a height less than R above the travel surface. A pivot connection is coupled to the aft plate at a height less than R above the travel surface. A scissors stack assembly includes a plurality of paired scissors linkages. Each scissors linkage of a first pair of scissors linkages is coupled to a respective pivot connection. Each scissors linkage of a second pair of scissors linkages includes a truck coupled to a distal end. The truck is configured to engage the upper surface of the track.

A wheel drive module comprises wheel (R), speed modulation gearbox (G), first electric motor (M1), and second electric motor (M2). First and second electric motors (M1, M2) jointly drive wheel (R) about wheel axis (A) by the speed modulation gearbox (G) and steer said wheel about steering axis (L). Wheel drive module comprises first motor electronics (10) for controlling first electric motor (M1) and second motor electronics (20) for controlling second electric motor (M2) and central electronics (30) connected to first and second motor electronics (10, 20), allowing a signal transfer. Wheel drive module comprises control logic for controlling first and second electric motors (M1, M2), which logic is provided by first and second motor electronics (10, 20), central electronics (30), application electronics (40) connected to the central electronics (30), allowing a signal transfer, or jointly by the central electronics (30) and the first and second motor electronics (10, 20).

A wheel drive module comprises wheel (R), speed modulation gearbox (G), first electric motor (M1), and second electric motor (M2). First and second electric motors (M1, M2) jointly drive wheel (R) about wheel axis (A) by the speed modulation gearbox (G) and steer said wheel about steering axis (L). Wheel drive module comprises first motor electronics (10) for controlling first electric motor (M1) and second motor electronics (20) for controlling second electric motor (M2) and central electronics (30) connected to first and second motor electronics (10, 20), allowing a signal transfer. Wheel drive module comprises control logic for controlling first and second electric motors (M1, M2), which logic is provided by first and second motor electronics (10, 20), central electronics (30), application electronics (40) connected to the central electronics (30), allowing a signal transfer, or jointly by the central electronics (30) and the first and second motor electronics (10, 20).

A rod-end front suspension is provided for an off-road vehicle. The rod-end front suspension comprises a spindle assembly that is pivotally coupled with an upper suspension arm by way of a first rod-end joint and pivotally coupled with a lower suspension arm by way of a second rod-end joint. A steering rod-end joint coupled with the spindle assembly pivotally receives a steering rod. An axle assembly coupled with the spindle assembly conducts torque from a transaxle to a wheel coupled with the spindle assembly. Each of the first and second rod-end joints comprises a ball rotatably retained within a casing. The ball is fastened within a recess between parallel prongs extending from the spindle assembly. A threaded shank extending from the casing is threadably fixated with the suspension arm, such that the spindle assembly may be moved with respect to the casing and the suspension arm.

The present disclosure provides a machine and mechanism of an electrically controlled low-unsprung-mass wheel unit for vehicles. The design incorporates independent propulsion/braking, axle control, steering, and suspension (IPASS) of each wheel during vehicle movement. The purpose of the design is for a traction-adaptively-optimization (TAO) control which include but not limited as the following: 1) better road surface gripping and ride quality by lower unsprung mass; 2) safer, quicker, and sharper turning ability—transformative turning; 3) adaptive obstacle avoidance; 4) a list of new, unique, and advanced vehicle motion features. The mechanism comprises at least: an axle adjustment that controls the distance of a 1165 wheel from the vehicle body, which allows for the outward extension of the wheel via a slider. The slider is connected to a linear actuator, which is powered by the first independent electric motor for track width adjustment. A steering system includes a pinion, powered by the second independent motor, rolls against an inner gear at the top of the unit turn in opposing directions. Hiding the motor and gears in the hollow shaft results in an extremely low profile. A propulsion system, powered by the third independent electric motor, controls the wheel's forward and backward motions using a spline, bevel gear reducer, and planetary gear reducer. Each wheel unit also has an independent suspension system located inside the wheel rim. The suspension uses a hydraulic dampening and supporting system and springs to absorb the shock from vertical movement when driving on uneven surfaces.

The invention relates to a wheel drive module (1) for driving and steering a wheel (30), comprising the wheel (30), a first drive motor (11), a second drive motor (21), and a transmission, wherein the wheel (30) can be driven and steered simultaneously by the first drive motor (11) and the second drive motor (21) via the transmission, wherein a first motor shaft (12) for driving the transmission extends from the first drive motor (11) in a first motor shaft direction (12′), a second motor shaft (22) for driving the transmission extends from the second drive motor (21) in a second motor shaft direction (22′), the first motor shaft direction (12′) and the second motor shaft direction (22′) are opposite each other, and the first drive motor (11) and the second drive motor (21) extend parallel to the first and second motor shaft directions (12′, 22′) over a common overlap section (Ü).