A wheel suspension and transmission gear assembly may include: a main arm pivotally connectable at a connection point of the main arm to a shaft point of a wheel; a first linkage unit pivotally connected at its first end to the main arm; and a second linkage unit pivotally connected at its first end to the main arm such that at least a portion of the main arm is between the first linkage unit and the second linkage unit and such that a second end of the first linkage unit and a second end of the second linkage unit are at opposing sides of the main arm with respect to each other; wherein (i) the main arm and (ii) the first linkage unit or the second linkage unit each may include: a first gear and a second gear pivotally connected thereto and interconnected to transmit rotational motion between each other.

An independent corner module includes an axle fastened to and positioned on a wheel, a steering frame fastened to the axle and rotated integrally with the axle to apply a steering angle to the wheel, a vehicle body guide rail positioned on a vehicle body and fastened to a rotation center axis of the steering frame, a steering driving portion positioned between the steering frame and the vehicle body guide rail to apply a driving force, and a leaf spring unit positioned between the axle and the steering frame, in which the steering driving portion is rotated along the vehicle body guide rail in response to the driving force of the steering driving portion, and at a same time, the steering frame is configured to be rated around the steering driving portion.

An independently driving wheel module includes: a base frame including an upper end fixed to a coupling surface of a vehicle body, and a rotation part coupled to the upper end of the base frame such that the rotation part is rotatable with respect to the upper end of the base frame; a connection link including a first end integrally coupled to the rotation part, and a second end having a shape extending downward from the first end of the connection link; a driving wheel disposed at a side of the second end of the connection link and coupled to the second end of the connection link; and a rotation plate including an upper and lower surfaces extending obliquely in misaligned directions, the rotation plate being interposed between the base frame and the vehicle body so as to be rotatable with respect to the base frame or the vehicle body.

A suspension system for a wheel of a vehicle including: a wheel interface having a wheel interface axis which is an axis about which a wheel rotates when connected to the wheel interface; a first arm connected to the wheel interface and rotatable with respect to the wheel interface about a first axis that is substantially parallel to the wheel interface axis; and a second arm connected to the wheel interface and rotatable with respect to the wheel interface about a second axis that is substantially parallel to the wheel interface axis; and a damping and springing means disposed within a gap formed between the first arm and the second arm, the damping and springing means are connected at one of its ends to at least one of the first arm, the second arm and the wheel interface; wherein at least a portion of the suspension system is to be disposed within a rim of a wheel.

An electric drive system including: a rotary motor system including a hub assembly, a first rotating assembly, a second rotating assembly, and a third rotating assembly, wherein the hub assembly defines a rotational axis about which the first rotating assembly, the second rotating assembly, and the third rotating assembly are coaxially aligned and are capable of independent rotational movement independent of each other; a multi-bar linkage mechanism connected to each of the first and third rotating assemblies and connected to the hub assembly and constraining movement of the hub assembly so that the rotational axis of the hub assembly moves along a defined path that is in a transverse direction relative to the rotational axis and wherein the multi-bar linkage mechanism causes the rotational axis of the hub assembly to translate along the defined path in response to relative rotation of the first rotating assembly and the third rotating assembly with respect to each other.

The present invention relates to an in-wheel motor driving apparatus for reducing weight, improving Hall sensor assembly performance, and reducing a defect rate. According to one embodiment of the present invention, the weight of an in-wheel motor can be reduced by separating a suspension housing and a shaft and applying different materials thereto. Furthermore, the ease of assembling a Hall sensor can be improved, and the defect rate can be reduced.

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.

A wheel suspension and transmission gear assembly may include: a main arm pivotally connectable at a connection point of the main arm to a shaft point of a wheel; a first linkage unit pivotally connected at its first end to the main arm; and a second linkage unit pivotally connected at its first end to the main arm such that at least a portion of the main arm is between the first linkage unit and the second linkage unit and such that a second end of the first linkage unit and a second end of the second linkage unit are at opposing sides of the main arm with respect to each other; wherein (i) the main arm and (ii) the first linkage unit or the second linkage unit each may include: a first gear and a second gear pivotally connected thereto and interconnected to transmit rotational motion between each other.

A leading-edge steering system is provided for a front suspension of an off-road vehicle. The leading-edge steering system is comprised of a spindle assembly that supports a drive axle assembly to conduct torque from a transaxle to a front wheel. A first rod-end joint pivotally couples an upper suspension arm and the spindle assembly, and a second rod-end joint pivotally couples a lower suspension arm and the spindle assembly. A steering rod-end joint pivotally couples a first end of a steering rod with a leading-edge portion of the spindle assembly. A steering gear is coupled with a second end of the steering rod and configured to move the steering rod, such that the spindle assembly rotates with respect to the upper and lower suspension arms. The leading-edge portion is configured to exert primarily tensile forces on the steering rod during travel over rough terrain.

The present invention is a minimum size, maneuverable, comfortable, safe, and inexpensive compact vehicle, having a higher level of cornering/turning stability than the current state of the art. The inventive design may be applied to two-, three-, and four- (or more) wheeled vehicles. The invention may be utilized in the design of the main components of vehicles providing an increased stability during turning, even at high speeds, based on fixed and moveable chassis portions which swing in relation to one another and novel linking mechanisms connected with large and/or wide wheel portions.