A dual plunging constant velocity (CV) drive shaft is provided for communicating rotational forces from a transaxle to a drive wheel of a vehicle. The dual plunging CV drive shaft comprises a drive shaft that transfers torque from the transaxle to the drive wheel. An inboard plunging CV joint is coupled between the transaxle and the drive shaft, and an outboard plunging CV joint is coupled between the drive shaft and the drive wheel. The inboard and outboard plunging CV joints each comprises an elongate housing that receives a CV joint coupled with the drive shaft. The inboard and outboard plunging CV joints communicate rotational forces from the transaxle to the drive wheel during vertical pivoting of a trailing arm coupled with the outboard plunging CV joint. The elongate housings allow the drive shaft to “float” longitudinally, as needed, during extreme pivoting motion of the suspension.

The present application discloses a vehicle rescue device, a rescue plate and a support plate, and relates to the field of cross-country equipment. The vehicle rescue device includes a first rescue plate and a second rescue plate, at least one end of the first rescue plate is provided with a first connecting portion, at least one end of the second rescue plate is provided with a second connecting portion, and the first connecting portion is detachably connected with the second connecting portion.

A tire traction attachment device for a plurality of support beams being inserted into a tire and adjustable arms providing traction includes a base. The base has a peripheral surface and a back surface. A plurality of spike holders is positioned in a circular pattern relative to the base. Each spike of a plurality of spikes is inserted into a respective one of each of the spike holders. Each of the spikes has telescopic functions for adjusting the position relative to each of the spike holders. A plurality of support beams has a distal end and a proximal end relative to the base. The proximal end of each of the support beams is coupled to the back surface of the base and the distal end of each of the support beams is coupled to a mounting base.

A traction system for increasing traction on a mat can comprise a first surface and a second surface adapted for a vehicle wheel or pedestrian foot to contact wherein the first surface comprises a plurality of first traction elements extending from the first surface. The first traction elements and the second traction elements can be attached to each other. The first traction elements can have a set pattern extending across the first surface. The second traction elements can comprise one or more side walls that are arranged as a crosshatch pattern that substantially diamond shape in the middle of the crosshatch pattern each wall having substantially the same height.

A vehicle wheel traction assembly for use in freeing a stuck vehicle includes a plate having a plurality of ridges engaged thereto and extending from a first face thereof. A second face of the plate can be positioned upon a surface proximate to a drive wheel of a vehicle to increase traction of the drive wheel relative to that of the drive wheel directly upon the surface. A handle is engaged by a pivot pin to the second face of the plate proximate to a first end thereof. The pivot pin is biased toward a first terminus of the handle. The handle is rotatable between a deployed configuration, wherein a second terminus of the handle is positioned distal from the plate, and a stowed configuration, wherein the handle extends between the first end and a second end of the plate.

This invention is an improvement to the universal brake system (UBS) with adjustable wheel traction system (WTS). It adds a smart wheel that operate as a standalone adjustable wheel traction system with no connections to a vehicle's ABS brake system. The smartphone integrate with the wheel traction system to provide the following features: 360-degree collision avoidance, 360-degree parking guidance, 360-degree vehicle security and emergency calling. The smart wheel can also integrate with the UBS to obtain wheel lock features. The smart wheel utilizes four radially spaced spikes separated by 90 degrees that operate individually via linear actuators. Each smart wheel has a wireless remote terminal unit embedded in each wheel that measures the angular velocity of each wheel with one wheel serving as a master remote terminal unit that monitors the speed of each wheel to determine when slip or skidding occurs and when to extends wheel spikes.

A wheel traction device is adapted for providing traction for a wheel of a vehicle to escape from a mud ground during rotation of the wheel, and includes: a guiding unit having a guiding portion adapted to abut against the wheel; a bearing unit that is detachably connected to the guiding unit, and that has a bearing portion adapted to be positioned on the mud ground such that, during rotation of the wheel, the bearing unit and the guiding unit are prevented from being driven by the rotation of the wheel to move relative to the mud ground, thereby allowing the wheel to roll over the bearing portion under guidance of the guiding portion; and a fastening unit that detachably fastens the bearing and guiding units together.

A wheel including a substantially radially rigid rim; a hub for mounting the wheel to an axle; and, a plurality of actuators coupling the hub to the rim, the plurality of actuators being adjustable to control a hub position, the hub position being a position of the hub relative to the rim, and wherein at least some of the plurality of actuators act outside a plane of the rim.

A wheel assembly to be coupled to a hub of a vehicle may include an inner rim to be coupled to the hub of the vehicle, and an outer rim surrounding the hub. The wheel assembly may also include gas springs operatively coupled between the inner rim and the outer rim to provide a gas suspension for relative movement between the inner rim and the outer rim. The wheel assembly may also include a disk coupled to the inner rim and defining a closeable gap with adjacent interior portions of the outer rim to define a mechanical stop to limit relative movement of the inner rim and outer rim.

A vehicle recovery board including an inner layer fabricated from a first material, the inner layer including a first face and an opposed second face, in which the first face and the second face each include a plurality of inner layer projections extending outwardly therefrom; and an outer layer fabricated from a second material, the outer layer is configured to substantially overlie the first face and the second face of the inner layer, in which the outer layer includes a plurality of outer layer projections extending outwardly therefrom, in which at least a portion of the plurality of outer layer projections are formed over at least a portion of the inner layer projections.