The vehicle includes: a chassis which includes a front cross-member and a rear cross-member; a nacelle receiving a person or a load, pivotally mounted relative to the central part of the cross-members about a substantially longitudinal hinge axis, the center of gravity of the nacelle being situated below said hinge axis; a front train and a rear train, each including two movement supports on the ground, each movement support being connected to the end part of the corresponding cross-member by a connecting system; the cross-members, situated in the upper part of the nacelle, being separate pieces linked together only by the nacelle, via the hinge axis, so as to be able to pivot about the hinge axis independently of one another.

The disclosure concerns a motor vehicle with at least one rear axle having exclusively longitudinal control arms for wheel suspension. In order to create additional installation space in the region of the rear axle and at the same time improve a cornering stability of the motor vehicle, at least one vehicle component is arranged at least partially between wheel carriers of the rear axle, and at least one sliding body or rolling body is arranged on at least one wheel carrier, via which body this wheel carrier is or may be supported on the vehicle component in the vehicle transverse direction.

An independent suspension for vehicles, in particular for transporting people and/or materials, including a hub defining a rotation axis of the wheel of the vehicle, an electric motor, operatively connected to the hub and configured to rotate the hub and a support element operatively connected to the hub and developing, with a planar shape, along its own main development direction transverse to the rotation axis of the wheel. The support element is arranged below the hub and the electric motor. The electric motor develops within a containment volume defined at least partially by the support element.

An exemplary actuator includes a motor, a transmission, and a support structure. The motor includes two torque sources that apply respective input torques to a rotor, which rotates about a rotation axis in response to a net input torque. The torque sources are arranged such that the input torques are additive, resulting in a vector-summated torque output. The torque sources also generate corresponding reactive torques that are applied to the first stator and the second stator. The transmission couples and constrains the first stator and the second stator such that rotational motion of one stator causes counter rotation of the other stator. Thus, the reactive torques are subtractive resulting a differential torque output. In some applications, the differential torque output is used to actuate a suspension of a vehicle. The actuator is also coupled to the vehicle via the support structure, which also reflects a reaction force or torque to actuate other subsystems (e.g., anti-dive, anti-squat).

A wheeled work vehicle (1) comprises a forward chassis part (4) and a rearward chassis part (5) pivotally connected about a substantially vertically extending primary pivot axis (7) for steering thereof. A pair of forward ground engaging wheels (29) are carried on a forward suspension unit (32), and a pair of rearward ground engaging wheels (30) are carried on a rearward suspension unit (33). The forward suspension unit (32) is pivotally connected to the forward chassis part (4) by a pair of main forward transverse pivot shafts (63) pivotally coupled to the forward chassis part (4) by corresponding main forward pivot mountings (65). The main forward transverse pivot shafts (63) defines a main forward transverse pivot axis (59) about which the forward suspension unit (32) is pivotal relative to the forward chassis part (4). The forward suspension unit (32) comprises a pair of spaced apart trailing arms (35) which are joined by a torsion shaft (68) of tubular steel, which is rigidly connected to the trailing arms (35). The torsion shaft (68) defines a torsional axis (70), and permits limited upward and downward pivotal type torsional deflection of the trailing arms (35) relative to each other. The rearward suspension unit (33) is substantially similar to the forward suspension unit (32) and is coupled to the rearward chassis part (5) about a pair of main rearward transverse pivot shafts (87) in a similar manner as the forward suspension unit (32) is coupled to the forward chassis part (4).

In the link structure linking an in-wheel motor drive device (11) placed in a hollow area of a road wheel (W) of a turnable wheel to a damper (31), a damper bracket (32) extends in the vehicle traverse direction and at least a transversely outer end (321) of the damper (31) is placed in the hollow area of the road wheel (W). A first joint (18) is placed in the hollow area of the road wheel, and rotatably links the transversely outer end (321) of the damper bracket (32) to the in-wheel motor drive device (11). The damper (31) has a lower end (311) coupled to a transversely inner end (322) of the damper bracket (32).

A suspension device for a non-steered driving wheel in which an in-wheel motor for driving the driving wheel is incorporated in a wheel carrier and which includes suspension arm pivotally supported on a vehicle body at one end and connected at the other end to the wheel carrier via at least two elastic bushing devices. A principal elastic axis which is determined by the at least two elastic bushing devices and extends vertically passes through a grounding area of the driving wheel.

A suspension device for a non-steered driving wheel including a wheel carrier having an in-wheel motor incorporated therein for driving the driving wheel, and a suspension arm pivotally supported on a vehicle body and connected to the wheel carrier by a connecting structure. The connecting structure includes a plate member fixed to the wheel carrier by fastening and a pair of elastic bushing devices attached to the plate member. The suspension arm has an open cross sectional portions for receiving portions of the plate member and the elastic bushing devices, and the elastic bushing devices are fixed to the open cross sectional portions at both ends.

The present invention relates to a motor wheel for a vehicle and a vehicle comprising the motor wheel. The motor wheel comprises a wheel, an electric motor, a reduction gear transmitting rotation from the electric motor to the wheel, and a dampening structure connecting the wheel to a vehicle bearing member. The electric motor comprises an electric motor case. The reduction gear comprises a reduction gear case coupled to the electric motor case and rotatably mounted within the wheel hub. The electric motor case is connected to the bearing member of the vehicle and is displaceable relative to the bearing member. The invention improves dynamic properties to the vehicle, reduces vibrations transmitted to the vehicle body, and provides a more comfortable drive.

An in-wheel motor drive device (10) includes: a wheel hub bearing portion (11); a motor portion (21) and a deceleration portion (31) disposed in an upwardly offset manner with respect to an axis of the wheel hub bearing portion (11); and a carrier (101) projecting downward to a position below the wheel hub bearing portion (11). A suspension connection portion (101c) is mounted on a lower end of the carrier (101), the suspension connection portion (101c) to be connected with a suspension device (116) so as to be directable in any direction. The suspension connection portion (101c) is disposed in an overlapping manner with the wheel hub bearing portion (11) with respect to a position in an axial direction of the wheel hub bearing portion (11).