GURNEY SYSTEM FOR TRANSPORTING INJURED PERSONS

Abstract

A motorized stretcher system designed for efficient and secure transport of injured individuals across uneven surfaces. The system includes a litter secured to a suspension frame connected to a central hub that houses a drive motor, tire, brake rotor, and caliper. The hub further includes a strain-wave gear assembly providing high-ratio torque reduction, increased torque density, and reduced mechanical backlash for smooth propulsion across variable terrain. A regenerative braking system integrated within the hub applies reverse torque through the drive motor to convert kinetic energy into electrical energy, which is stored in a battery assembly under control of a bidirectional motor controller. The system provides dual-mode braking, combining mechanical and regenerative operation for controlled deceleration and extended operational range. A suspension frame with multiple dampers absorbs vibrations and stabilizes the litter to ensure safe and steady patient transport.

Claims

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21. A motorized gurney system for transporting an injured person, comprising: a. a suspension frame operable to support a litter configured to secure the injured person; b. a wheel and a central hub including a drive motor, a strain-wave gear assembly coupled directly to an output shaft of the drive motor, and a braking system positioned within the central hub, the strain-wave gear assembly being operable to transmit torque from the drive motor to the wheel through a high-ratio reduction stage that provides increased torque density and substantially reduced mechanical backlash, the central hub being configured to propel the gurney system across multiple terrains; and c. a plurality of dampers positioned around a perimeter of the suspension frame, the dampers operable to absorb vibrations along multiple axes to stabilize the litter.

22. The system of claim 21, further comprising a regenerative braking system integrated within the central hub, the regenerative braking system being operable to convert kinetic energy generated during deceleration into electrical energy to extend operational time of the gurney system.

23. The system of claim 21, wherein the drive motor, strain-wave gear assembly, and braking system are arranged coaxially along a common rotational axis within a sealed hub housing, forming a compact drive module configured to transmit torque and braking forces along the same axis of rotation.

24. The system of claim 22, further comprising a switch configured to selectively activate the regenerative braking system, wherein during a braking operation, electrical power generated by the drive motor is routed through the regenerative braking system to recapture energy and recharge a battery assembly connected to the hub.

25. The system of claim 22, wherein the regenerative braking system is configured to operate in a dual-mode configuration providing both mechanical braking through the brake rotor and caliper, and electrical braking through regenerative energy recovery within the same braking event.

26. The system of claim 22, wherein the regenerative braking system is configured to operate in a dual-mode configuration providing both mechanical braking through the brake rotor and caliper, and electrical braking through regenerative energy recovery within the same braking event.

27. The system of claim 22, further comprising a battery assembly electrically connected to the regenerative braking system, the battery assembly being operable to receive and store electrical energy generated during regenerative braking for subsequent propulsion of the gurney system.

28. The system of claim 22, further comprising a plurality of inertial sensors including gyroscopes and accelerometers positioned on the suspension frame and configured to detect pitch, roll, and velocity of the gurney system, the inertial sensors being operable to modulate braking torque by varying regenerative energy recovery in response to changes in terrain or load conditions.

29. The system of claim 22, wherein the regenerative braking system is automatically engaged when a deceleration condition is detected by the inertial sensors or when a throttle lever is released, thereby initiating energy recovery without manual activation of the braking system.

30. A motorized gurney system for transporting an injured person, comprising: a. a suspension frame operable to support a litter configured to secure the injured person; b. a wheel and a central hub including a drive motor and a regenerative braking system positioned within the central hub, the regenerative braking system being operable to apply a reverse torque through the drive motor during deceleration to convert kinetic energy of the gurney system into electrical energy; and c. a battery assembly electrically connected to the regenerative braking system and configured to receive and store the electrical energy generated during braking for subsequent propulsion of the gurney system.

31. The system of claim 29, further comprising a motor controller in electronic communication with the drive motor and the regenerative braking system, the motor controller regulating bidirectional current flow through the drive motor to control propulsion and regenerative braking torque in response to user-operated inputs.

32. The system of claim 31, further comprising a plurality of inertial sensors including gyroscopes and accelerometers configured to detect a deceleration or downhill motion of the gurney system, wherein detection of said condition automatically initiates regenerative braking through the drive motor.

33. The system of claim 30, wherein release of a throttle lever positioned on a handle of the suspension frame causes the motor controller to reverse current flow through the drive motor to initiate regenerative braking and energy recovery.

34. The system of claim 29, wherein the regenerative braking system operates concurrently with a mechanical braking system positioned within the central hub, providing simultaneous mechanical braking through a brake rotor and electrical braking through regenerative energy recovery, wherein the battery assembly further includes diode isolation or electronic switching circuitry configured to prevent back-feed of current into depleted batteries during regenerative charging operations.

35. The system of claim 30, further comprising a strain-wave gear assembly coupled to an output shaft of the drive motor and configured to transmit torque to the wheel through a high-ratio reduction stage providing increased torque density and reduced mechanical backlash, wherein the regenerative braking system and the strain-wave gear assembly are both enclosed within the central hub to form a sealed drive unit.

36. A method of operating a motorized gurney system, the method comprising the steps of: a. propelling the gurney system by actuating a throttle lever located on a handle of a suspension frame to transmit a control signal to a drive motor positioned within a central hub; b. transmitting torque from the drive motor to a wheel through a reduction gear assembly enclosed within the central hub; c. decelerating the gurney system by actuating a braking mechanism positioned within the central hub, the braking mechanism being operable to apply a reverse torque through the drive motor to generate electrical energy; and d. routing the electrical energy generated during braking to a battery assembly electrically connected to the central hub for energy recovery and storage.

37. The method of claim 36, further comprising the step of regulating bidirectional current flow through the drive motor using a motor controller configured to control propulsion and regenerative braking torque in response to user inputs.

38. The method of claim 36, further comprising detecting a deceleration condition or change in pitch using inertial sensors and automatically initiating regenerative braking through the drive motor when the condition is detected, wherein regenerative braking is automatically engaged when the throttle lever is released, thereby initiating energy recovery without manual actuation of the braking mechanism.

39. The method of claim 36, further comprising: a. distributing the recovered electrical energy among a plurality of batteries within a redundant battery assembly to balance charging loads and extend operational time of the gurney system; b. transmitting torque from the drive motor through a strain-wave gear assembly coupled to an output shaft of the drive motor, the strain-wave gear assembly being configured to provide a high-ratio reduction stage for smooth torque output during propulsion and regenerative braking; and c. applying both mechanical braking and regenerative braking concurrently during a braking operation, wherein mechanical braking is performed through a brake rotor and caliper positioned within the central hub and regenerative braking is performed by reversing current flow through the drive motor to convert kinetic energy into electrical energy, thereby providing controlled deceleration and simultaneous energy recovery

40. A motorized gurney system for transporting an injured person, comprising: a. a suspension frame operable to support a litter configured to secure the injured person; b. a wheel assembly having a central hub enclosing a drive motor, a strain-wave gear assembly coupled to an output shaft of the drive motor, and a braking system, wherein the strain-wave gear assembly is configured to transmit torque to the wheel through a high-ratio reduction stage providing increased torque density and reduced backlash; c. a regenerative braking system integrated within the central hub and operable to apply reverse torque through the drive motor during deceleration to convert kinetic energy of the gurney system into electrical energy; d. a motor controller in electrical communication with the drive motor and the regenerative braking system, the motor controller being configured to regulate bidirectional current flow through the drive motor and route recovered energy to a battery assembly positioned within the suspension frame; and e. a dual-mode braking configuration in which mechanical braking through the braking system and regenerative braking through the drive motor occur concurrently to provide controlled deceleration and simultaneous energy recovery.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0029] FIG. 1 provides a perspective view of the gurney system, according to an embodiment of the present invention.

[0030] FIG. 2 provides a top view of the gurney system, according to an embodiment of the present invention.

[0031] FIG. 3 provides a bottom view of the gurney system, according to an embodiment of the present invention.

[0032] FIG. 4 provides a first side of the gurney system, according to an embodiment of the present invention.

[0033] FIG. 5 provides a second side view of the gurney system, according to an embodiment of the present invention.

[0034] FIG. 6 provides a first end view of the gurney system, according to an embodiment of the present invention.

[0035] FIG. 7 provides a second end view of the gurney system, according to an embodiment of the present invention.

[0036] FIG. 8 provides a perspective view of a gurney system, according to an embodiment of the present invention.

[0037] FIG. 9 provides a top view of the gurney system, according to an embodiment of the present invention.

[0038] FIG. 10 provides a bottom view of the gurney system, according to an embodiment of the present invention.

[0039] FIG. 11 provides a first side view of the gurney system, according to an embodiment of the present invention.

[0040] FIG. 12 provides a second side view of the gurney system, according to an embodiment of the present invention.

[0041] FIG. 13 provides a first end view of the gurney system, according to an embodiment of the present invention.

[0042] FIG. 14 provides a second end view of the gurney system, according to an embodiment of the present invention.

[0043] FIG. 15 provides a cross sectional view of the gurney system, according to an embodiment of the present invention.

[0044] FIG. 16 provides a top view of the suspension system and litter, according to an embodiment of the present invention.

[0045] FIG. 17 provides a top view of the suspension system, according to an embodiment of the present invention.

[0046] FIG. 18 provides a side view of the suspension system, according to an embodiment of the present invention.

[0047] FIG. 19 provides a side view of the gurney system with a side frame removed, according to an embodiment of the present invention.

[0048] FIG. 20 provides a close-up view of the wheel motor and geartrain of the gurney system of FIG. 19, according to an embodiment of the present invention.

[0049] FIG. 21 provides a perspective view of a gurney system, according to an embodiment of the present invention.

[0050] FIG. 22 provides a side view of the gurney system with a side frame removed, according to an embodiment of the present invention.

[0051] FIG. 23 provides a close-up view of the wheel motor and geartrain of the gurney system of FIG. 22, according to an embodiment of the present invention.

[0052] FIG. 24 provides a schematic block diagram of the regenerative control system, according to an embodiment of the present invention.

DETAILED DESCRIPTION

[0053] Reference will now be made in detail to certain embodiments of the invention, examples of which are illustrated in the accompanying drawings. While the invention will be described in reference to these embodiments, it will be understood that they are not intended to limit the invention. To the contrary, the invention is intended to cover alternatives, modifications, and equivalents that are included within the spirit and scope of the invention. In the following disclosure, specific details are given to provide a thorough understanding of the invention. However, it will be apparent to one skilled in the art that the present invention may be practiced without all of the specific details provided.

[0054] Referring to the drawings, wherein like reference characters designate like or corresponding parts throughout the several views, and referring particularly to FIGS. 1-20, it is seen that the present invention includes various embodiments of a gurney system having a suspension frame, the frame being operable to transport injured persons from rough surfaces or terrain.

[0055] The present invention concerns a gurney system 100 having a litter 20 positioned within a suspension frame 70, a mounting plate 10 secured beneath the frame 70, plurality of side frames 30 (30A, 30B) secured to the mounting plate extending downwards towards a central hub 40, as shown in FIG. 1. Each side frame 30A and 30B may have a proximal end 31 and a distal end 32, as shown in FIG. 5. The proximal end 31 may be secured to the mounting plate 10 using a plurality of fasteners. The distal end of side frame 30B may be secured to a central hub 40. In some exemplary embodiments, each side frame 30 may also have at least two openings for receiving the fasteners for attachment to the central hub 40.

[0056] In some embodiments, side frames 30 (30A-30B) may have a V-shaped configuration with a narrow thickness. At one end, each side frame 30 may extend downwards from the bottom surface 10A of the mounting plate. Side frames 30 (30A-30B) may be interconnected using a plurality of plates 15 (15A-15B), as shown in FIGS. 6-7. In such embodiments, side frames 30 may be held in alignment, and each plate 15 may be positioned above the wheel 41. Plate 15A may be operable to receive a battery shelf assembly 50, and plate 15B may be operable to receive a motor controller 60.

[0057] The litter 20 may be designed to receive and securely hold an injured person. More specifically, the litter 20 may be configured with a longitudinal and elongated shape having a contoured surface operable to receive an individual in a resting position. There may also be a side rail 21 around the perimeter of the litter 20. The side rail 21 may be operable to prevent injured persons from falling out of the litter 20 during movement of the gurney system 100. In some exemplary embodiments, the side rails 21 may include grip or support structures to assist in traversing the gurney system 100 over uneven surfaces.

[0058] Materials used to construct the litter may vary depending on the weight distribution of the injured person and the conditions of the traversal. In most embodiments, the materials chosen for the litter 20 may be used to improve durability, biocompatibility, and ease of cleaning. Some examples of materials used for the litter 20 may include aluminum, stainless steel, carbon fiber, high-density polyethylene, titanium, and the like.

[0059] The suspension frame 70 may be operably designed as a rectangular cage having a support bracket 78, a center bracket 79, first supporting plates 71, second supporting plates 72, a plurality of support brackets 76, a plurality of dampers 74 positioned around the perimeter of the frame 70, and a plurality of brackets 77 positioned at each corner of the frame 70, as shown in FIGS. 15-18. In other embodiments, the suspension cage 70 may have a varying geometry.

[0060] In some embodiments, the suspension frame 70 may include a pair of first supporting plates 71 and a pair of second supporting plates, each being operable to provide additional strength and rigidity to the suspension system 70, as shown in FIGS. 16-17. The first supporting plates 71 (71A-71B) may be positioned at opposite ends of the suspension frame 70, and the second supporting plates 72 (72A-72B) may be positioned equidistant from the center of the frame 70.

[0061] In some embodiments, the suspension frame 70 may be constructed from a plurality of materials to improve strength, durability, and supporting weight. Some examples of materials used for the frame 70 may include aluminum, titanium, stainless steel, carbon fiber, and the like.

[0062] In some embodiments, there may be a plurality of dampers 74 (74A-74I) positioned around the perimeter of the suspension frame 70, as shown in FIGS. 2-7. Each damper 74 may be connected to a different supporting plate on the suspension frame 70. The first supporting plates 71 may be operably connected to at least three dampers, and the second supporting plates 72 may be connected to at least two dampers. Therefore, the suspension frame 70 is operable to absorb vibrations along the x, y, and z axes, thereby managing the forces from each direction, maintaining the orientation of the litter 20 during movement of the gurney system 100. In such embodiments, the suspension frame 70 is critically damped, protecting injured persons from oscillation during travel across rough surfaces or terrain.

[0063] In some exemplary embodiments, there may be a plurality of brackets 77 positioned at each corner of the frame 70. Each bracket 77 (77A-77D) may anchor the dampers 75 to the frame 70, thereby mechanically connecting the frame 70 to the supporting plates 71 via dampers, thereby enabling the litter 20 to move dynamically within the frame 70 to reduce the vibrations experienced by the litter 20 and a person positioned therein. The use of multiple types of dampers allows for reducing energies generated by different types motions by the gurney system 100. For example, roller dampers 74A-74D allow for the dissipation of energy created by an abrupt stop in forward progress (e.g., by running into an obstruction). As a further example, the dampers 75 may reduce energies in vertical and/or oblique directions (e.g., caused by rolling into a rut or pothole).

[0064] There may be at least 10 dampers positioned around the perimeter of the suspension frame 70. Therefore, the suspension frame 70 may be operable to manage rotational motion of the litter 20 across pitch, roll, and yaw, thereby protecting the litter from excessive vibrations and tilting. Examples of dampers used within the system may include roller dampers, hydraulic dampers, elastomeric dampers, viscoelastic dampers, spring dampers, magnetic dampers, and the like. In the embodiment shown in FIGS. 2-3, the suspension frame 70 may fitted with a plurality of types of dampers, including elastomeric dampers 75 and roller dampers 74A-74D.

[0065] In some embodiments, there may be a plurality of ratchet straps 11 positioned around the perimeter of the mounting plate 10, as shown in FIG. 3. Each ratchet strap (11A-11D) may be operable to secure a person being transported within the litter 20. Ratchet straps 11 may be adjustable, allowing the user to tighten or loosen the straps based on the size and condition of the injured person. In some exemplary embodiments, each ratchet strap 11 may be threaded through a ratchet mechanism 12 (12A-12D) allowing for tension control, thereby providing quick fastening or release when required.

[0066] In some embodiments, there may be a handle 15 connected to the litter 10, as shown in FIGS. 2-5. Handle 15 may include a plurality of controls 16 operable to move the gurney system 100 in a plurality of directions. For example, there may be a directional switch 16A, a throttle lever 16B, and a brake lever 16C. Each of the control switches (16A-16C) may be in electrical communication with a motor controller 60. In some exemplary embodiments, there may be at least two handles 15 on opposite sides of the suspension frame 70, as shown in FIG. 1. Each handle 15 may include a plurality of controls operable to control the gurney system 100.

[0067] The motor controller 60 may be operably in communication with the central hub 40. In particular, the motor controller may be electrically connected to the motor 43 within hub 40, thereby allowing the system 100 to travel in forward, reverse, and other directions. In some embodiments, the motor controller 60 may have a central processor (not shown) operable to receive program instructions.

[0068] The central hub 40 of the assembly 100 may include a tire 41, a brake rotor 42, a motor 43, and a brake caliper 44, as shown in FIGS. 4-7. In most embodiments, there may be a single tire 41 within gurney system 100. The tire 41 may be operable to support and propel the gurney system 100 over a plurality of uneven surfaces. Some examples of tires 41 used within system 100 may include pneumatic tires, solid rubber tires, all-terrain tires, foam-filled tires, and the like.

[0069] In some embodiments, the brake rotor 42 and brake caliper 44 may be operable to slow down or stop system 100 from moving, thereby providing users of the system with increased safety during operation. More particularly, the brake rotor 42 may be operable to rotate alongside the wheel, spinning at the same speed as the wheel. The brake caliper 44 may be mounted over the rotor 42 and may include brake pads. When the caliper 44 is engaged, the brake pads (not shown) may be operably forced on the rotor 42, creating friction and slowing down the rotation of the rotor 42, thereby slowing the tire 41. Examples of brake rotors 42 compatible with the system 100 may include disc brake rotors, drum brake rotors, electromagnetic brake rotors, and the like.

[0070] The motor 43 may be operable to drive the system 100, and more particularly operable to drive the tire 41, thereby allowing the system 100 to move in forward, reverse, and other directions. Examples of motors 43 used within the system 100 may include gearhead motors, brushless DC motors, servo motors, and the like. In most embodiments, system 100 may include a gear head motor 43 with a gear reduction system. In such embodiments, the gear reduction system 80 (e.g., planetary gear train) may be operable to reduce the rotational speed of the motor while proportionally increasing the torque output. For example, the gear reduction system 80 may include a plurality of gears with different sizes, where the motor's high-speed, low-torque input is converted into low-speed, high-torque output, or a combination of gears such as a planetary gear. In such embodiments, the gear reduction system 80 may be operable to increase the motor torque to drive the system 100 over rough or uneven terrain, steep inclines, or other challenging environments while maintaining smooth and controlled motion.

[0071] In some embodiments, as illustrated in FIGS. 19-20, the planetary gear train 80, which may be connected to both the input shaft of the motor 43 and the wheel 41 in the system 100, and may be operable to efficiently control the speed and torque. In such embodiments, the planetary gear train 80 may include a central sun gear 83, planet gears 84 revolving around the sun gear 83, and a ring gear 86 encircling the planet gears. The sun gear 83 may receive the input from the motor's shaft, while the planet gears 84 may transmit motion to the ring gear 86, which may be connected to the wheel 41. The geartrain may allow the system 100 to distribute torque evenly and maintain control over rough terrains, steep inclines, and varying environmental conditions. The planetary gear train 80 may enable high torque output while reducing motor speed, thereby ensuring smooth, controlled movement of the system 100.

[0072] In such embodiments, the planetary gear train 80 may be configured in a compact size, high torque-to-weight ratio, and ability to handle significant loads, and may be operable to allow for more efficient use of the motor's power by converting high-speed, low-torque input into low-speed, high-torque output, which may be essential for traversing uneven surfaces. Planetary gear trains 80 may offer various configurations, such as adjusting the number of planet gears or altering the gear ratios to optimize performance for specific conditions. For example, a higher gear ratio may be implemented to increase torque when climbing steep inclines, while a lower ratio may be preferable for faster movement across smoother terrain.

[0073] In some embodiments, the motor 43 may be operable to drive the system 100 at a plurality of speeds. For example, the motor 43 may adjust its rotational speed in response to signals received from the throttle lever 16B, allowing the user to control the speed of the gurney system 100 based on the terrain or urgency of the situation. The speed may range from a low setting for careful maneuvering over rough or uneven surfaces, to a higher setting for faster movement over smooth, unobstructed terrain. In such embodiments, the speed of the motor may enable a range forward motion of between 0 mph to 10 mph. In other embodiments, the system 100 may travel at different speeds.

[0074] In some embodiments, the motor controller 60 may be operably in communication with the controls 16 (16A-16C). More particularly, the motor controller 60 may be operable to receive signals from controls 16, thereby directly adjusting the speed and direction of the motor. For example, if the user activates the directional switch 16A, the motor controller 60 may define a selected direction. The selected direction may determine the rotation of the motor 43 either being clockwise or counterclockwise. Once the throttle lever 16B is pressed, the motor controller 60 may operably adjust the speed of the motor 43 in the selected direction, thereby turning the tire 41 and moving the system 100. Similarly, if the brake lever 16C is pressed, the motor controller 60 may activate the brake caliper 44 to stop the system 100 from moving further. In such embodiments, the motor controller 60 may be an electronic speed controller (ESC). Some other examples of motor controllers 60 may include PWM controllers, PLCs, stepper motor controllers, servo motor controllers, microcontrollers, and the like.

[0075] The motor 43 may be operable to provide a torque rating sufficient to traverse rough surfaces and challenging environments, such as uneven terrain, gravel, mud, or inclines. The motor's torque output may be designed such that the gurney system 100 may maintain steady and controlled movement even under demanding conditions, such as when carrying a fully loaded litter 20 with an injured person. The high torque capability may allow the system 100 to overcome resistance from obstacles like rocks, dips, or debris, while also maintaining smooth operation over soft or loose surfaces like sand or dirt. For example, in such embodiments, the motor 43 may be operable to provide a torque output ranging between 150 Nm to 600 Nm.

[0076] The motor controller 60 may be powered by a plurality of batteries 51 within the battery shelf assembly 50. In most embodiments, there may be at least three batteries operable to power the motor controller 60, and the motor 43. Examples of batteries used within the battery shelf assembly 50 may include Milwaukee batteries, DeWalt lithium-ion batteries, Bosch, Makita, and the like. The battery shelf assembly also includes a versatile power supply configuration, allowing connections for power accessories through multiple connection types, such as USB-A, USB-B, USB-C, and micro-USB, as well as barrel connectors. This setup enables the integration of various auxiliary devices, including flood and head lights to enhance night-time maneuverability and visibility, GPS locators to relay positional data back to a command post, warming blankets for patient care, and charging ports for other peripherals.

[0077] Furthermore, the battery supply is designed with a redundant configuration to ensure uninterrupted operation. In the event of battery depletion or failure, the system can continue operating on reduced power with only one or two batteries as needed, providing enhanced reliability and extended operational time under demanding conditions. This redundancy not only supports continuous function in critical applications but also offers flexibility in power management, accommodating varying power demands depending on the accessory load and operational requirements.

[0078] The system may include a robust battery redundancy system within the battery shelf assembly 50 to allow for continuous functionality and extended operational time, even if individual batteries deplete or fail. This system can operate in either a parallel or series-parallel configuration, providing flexibility in power management. In a parallel arrangement, each battery is connected across the same voltage level, allowing current to flow simultaneously from all batteries; if one battery fails, the remaining batteries continue to supply power without interruption. In a more complex series-parallel configuration, batteries are paired in series to double the voltage, and each pair is connected in parallel to maintain redundancy. In this setup, if one pair fails, the other pairs still provide functional voltage and current, ensuring operational continuity.

[0079] The wiring setup may incorporate diode isolation for each battery, preventing reverse current flow and eliminating backfeed into depleted batteries, which enhances both efficiency and protection against power loss. Additionally, an automatic battery switch system, such as MOSFET-based switches, can detect when a battery drops below a specific charge level and reroute the power supply to bypass that battery, ensuring only functional batteries continue to supply power. This switch system can be managed by a Battery Management System (BMS) or the controller, which enables precise monitoring and control of the entire power setup.

[0080] The controller may monitor each battery voltage, temperature, and overall health, and it manages load balancing to prevent excessive draw from any one battery. When a battery reaches a low charge threshold, the controller may automatically isolate it from the network and reroutes power from the remaining batteries, ensuring minimal disruption in power delivery.

[0081] In some exemplary embodiments, the gurney system 100 may include a stability assistance system. The stability assistance system may be operable to maintain the orientation of the litter 20 while traveling across rough surfaces. The stability assistance system may include a plurality of sensors operable to stabilize the litter 20 when traveling over rough surfaces. These sensors may include but not limited to, gyroscopes, accelerometers, angle sensors, and the like. Each sensor may be operable to determine the appropriate positioning and angle relative to the surface on which the gurney system 100 is traveling. For example, when moving the gurney system 100 at higher speeds using motor 43, the stability assistance system may be operable to keep the litter upright relative to the ground, meaning that the bottom surface 10A of the mounting plate 10 may be horizontally aligned with the ground surface.

[0082] The gurney system 100 may be operable to receive an injured person. The injured person may be placed within the litter 10, and may be secured using the plurality of ratchet straps (11A-11D) placed around the perimeter of said litter. Once the injured person is secure, the directional switch 16A may be toggled, indicating the direction of traversal of the system 100. The motor controller 60 may receive the signal sent by the directional switch 16A, thereby indicating the direction of traversal. The throttle lever 16B may be toggled to move the system 100 in the selected direction, thereby transporting the injured person towards a rescue location. In such embodiments, the direction of traversal may include a forward direction away from support plate 71B, and a reverse direction away from the support plate 71A.

[0083] In some exemplary embodiments, there may be a gurney system 200 with a suspension frame 270 operable to support a litter 220, and a central hub 240, as shown in FIGS. 8-14. The central hub 240 may be powered by a battery shelf assembly 50 and may be operably controlled through a motor controller 60.

[0084] The central hub 240 may be connected to the suspension frame 270 through a pair of side frames 230 laterally extending downwards from the frame 270. Each side frame 230 may have a V-shaped configuration and may be directly engaged with the wheelbase of the tire 241, as shown in FIGS. 11-12. In such embodiments, the battery shelf assembly 50 and the motor controller 60 may be mounted to at least one of the side frames 230B. More specifically, both the battery shelf 50 and the motor controller 60 may be positioned at the intersection of the side frames 230 and the central hub 240, thereby allowing the system 200 more flexibility in traversal. The remaining features of gurney system 200 may be consistent with the embodiment shown in FIGS. 1-7.

[0085] In some embodiments, the gurney system 100 may be configured to transport a patient. The gurney system 100 may have a tire 41 mounted to a planetary gear hub 80 forming a motor wheel assembly 43. A litter support frame 70 may be joined to the motor wheel assembly 43. A battery 51 may be joined to the motor wheel assembly 43 with a motor controller 60. A brake rotor 42 and a brake caliper 44 may be joined to the planetary gear hub 80 and the litter support frame 70. Handles 15 may be joined to the litter support frame 70. A brake lever 16C, a forward and reverse switch 16A, and throttle levers 16B may be joined to the handles 15, the motor controller 60, and the brake caliper 44. A litter 20 may be joined to the litter support frame 70 with a litter mount 10. A patient secured to the litter 20 may be moved by using the brake 16C and throttle levers 16B.

[0086] The planetary gear hub motor 80 and tire 41 assembly may be attached to the litter support frame 70. The battery 51 and motor controller 60 may be connected and mounted on the litter support frame 70. The appropriate electrical connections from the planetary gear hub motor 80 to the motor controller 60 may be made. The brake rotor 42 may be mounted on the outside casing of the gear hub motor 80 and may be surrounded by the brake caliper 44, which may be mounted on the litter support frame 70. The brake caliper cable may be routed into the brake lever 16C and mounted on the handles 15. The throttle 16B may be mounted on the handles 15 as well. Appropriate electrical connections between the throttle 16B and brake lever 16C may be made to the motor controller 60. The litter 20 may then be mounted on top of the litter support frame 70 through the frame to litter mounting system 10. Turning power on to the motor controller 60 may put the system into its active mode. Enabling the throttle 16B may send a command signal to the motor controller 60, which then may send the appropriate signals to the gear hub motor 80 to cause it to rotate. The motor shaft may be integrated into a planetary gear system 80 with varying reduction ratios depending on the application. The planetary gear system 80 may increase the torque output and reduce speed on the wheel 41 to appropriate levels. The full effect of activating the throttle 16B may cause the tire wheel assembly 41 to rotate and produce a force that enables the movement of the litter 20 load that is mounted on the litter support frame 70. The wheel assembly 41 may rotate in a clockwise or counterclockwise direction through the enabling of the forward/reverse switch 16A. The speed at which the wheel 41 rotates may be controlled through the use of the throttle position 16B. Pressing the brake lever 16C may send a signal to the motor controller 60 telling it to stop movement of the planetary gear hub motor 80. As this brake lever 16C is pressed, it may also pull on the brake cable, causing the brake calipers 44 to clamp on the brake rotor 42, holding the motor wheel assembly 43 in position.

[0087] The planetary gear hub motor 80 and tire wheel assembly 41 shafts may be mounted to the support frame's forks 70. The brake caliper 44 may be mounted on the support frame 70 and may surround the rotor 42 that may be attached to the gear hub motor tire wheel assembly 41. The motor controller 60 and battery 51 may be mounted to the support frame 70 as well. The battery 51 and motor controller 60 may be connected using the appropriate wiring connections. The wiring connections between the planetary gear hub motor 80 and the motor controller 60 may also be made using the appropriate wiring. The brake lever 16C, throttle 16B, and forward/reverse switch 16A may be mounted to the handles 15. The appropriate wiring connections between the brake lever 16C, throttle 16B, and forward/reverse switch 16A to the motor controller 60 may also be made. The cable between the brake lever 16C and caliper 44 may be attached to actuate the braking mechanism. The litter 20 may then be mounted to the litter support frame 70 using the frame to litter mount 10.

[0088] In the event of a rescue requiring the patient to be transported in rough and/or steep terrain that may require a lot of manual power from the rescue party, this system may enable the use of a motorized wheel 41 to assist in the gurney of the patient in a litter 20, decreasing exhaustion for the rescue party and enabling fast and safe extrication. One may assemble the system by mounting the planetary gear hub motor 80 and tire/wheel assembly 41 to the litter support frame 70. The litter support frame 70 may have the battery 51 and motor controller 60 mounted on it. Quick electrical connectors to the motor 43 may be made in the field. If the patient is located far from the assembly location, one may pre-mount the litter 20 onto the support frame 70, as well as the handles 15 that include the levers 16 and switches 16A-16C. Power may then be turned on, and the assembly driven to the location of the patient. This may be done by maneuvering the acceleration lever 16B and ensuring the forward/reverse switch 16A is in the correct position. If the system needs to be slowed down or stopped, the user may utilize the brake lever 16C, which may turn off power to the motor 43 while also clamping down the caliper 44 onto the brake rotor 42, causing the system to slow down or stop in place. Once at the patient's location, the litter 20 may be detached and placed on the ground. The patient may then be placed onto the litter 20 and strapped in appropriately if needed. The litter 20 and patient may then be mounted to the litter support frame 70 using the frame to litter mount 10, ensuring a strong connection to the litter support frame 70. Once the litter 20 and patient are situated appropriately onto the frame 70, one may use the throttle lever 16B to apply power to the planetary gear hub motor 80, causing the movement of the patient and assembly 100 as a whole. The brake lever 16C and forward/reverse switch 16A may be used as needed to transport the patient in a safe and secure manner to the final location. The handles 15 may be mounted onto the litter 20 for better maneuverability and control of the system. Additional rescue personnel may walk/hike alongside the system to help stabilize it and assist as needed.

[0089] Referring to FIGS. 21-23, the gurney system 100 may include a strain-wave gear assembly 180 positioned within a hub housing 140. The strain-wave gear assembly 180 is coupled directly to an output shaft of the drive motor 43 and is operable to transmit torque to the tire 41 through a high-ratio reduction stage configured to provide increased torque density and substantially reduced mechanical backlash. In some embodiments, the motor 43 and strain-wave gear assembly 180 are arranged coaxially along a common rotational axis to form a compact drive unit integrated within the hub housing 140, thereby providing a continuous torque output suitable for traversing variable terrain. In other embodiments, the strain-wave gear assembly 180 is enclosed within the hub housing 140 together with the drive motor 43, brake rotor 42, and brake caliper 44 to provide a sealed and environmentally protected drive module. In some embodiments, the strain-wave gear assembly 180 may be mounted as an intermediate drive stage secured between the drive motor 43 and the inner wheel hub 41A, permitting serviceability and adaptation of different reduction ratios. The assembly 180 includes a precision strain-wave reducer configured for high torsional stiffness, smooth rotational output, and minimal radial footprint. This arrangement provides high torque transmission efficiency and reduced mechanical noise during operation.

[0090] In some embodiments, the strain-wave gear assembly 180 provides improved drivetrain precision and control stability compared to conventional reduction mechanisms. The high reduction ratio and zero-backlash characteristics of the strain-wave gear assembly 180 allow the drive motor 43 to deliver finely controlled rotational output to the tire 41 with minimal positional error or oscillation. The rigid coupling between the motor 43 and the strain-wave gear assembly 180 enables precise torque delivery, ensuring that even at low speeds or under partial load, the rotational response of the tire 41 corresponds directly to motor input without perceptible delay. This increase in transmission accuracy improves the overall responsiveness of the gurney system 100, particularly during slow maneuvering or when stabilizing the litter 20 on uneven surfaces.

[0091] The strain-wave gear assembly 180 further contributes to a reduction in vibration and drivetrain noise, which enhances operator control and occupant comfort during transport. The harmonic reduction mechanism distributes torque uniformly across the contact surface of the internal gear components, resulting in lower cyclic loading and increased mechanical smoothness. The precise meshing geometry of the gear assembly 180 minimizes friction losses and mechanical hysteresis, thereby reducing power consumption and improving the overall efficiency of the motor 43 and controller 60. These attributes collectively provide increased precision, extended component life, and improved dynamic balance during operation of the gurney system 100.

[0092] In such implementation, the strain-wave gear assembly 180 provides smooth rotational motion and precise speed control by eliminating backlash and torque ripple associated with conventional reduction systems. The high reduction ratio of the gear assembly 180 enables the drive motor 43 to operate at higher rotational speeds and lower current draw for a given wheel torque, reducing thermal loading and extending the operational time of the gurney system 100. The compact coaxial configuration minimizes the vertical envelope of the hub housing 140, allowing installation beneath the litter mounting plate 10 without interference with the suspension frame 70. The gear assembly 180 is sealed and pre-lubricated for long-term operation without maintenance, thereby increasing reliability and drivetrain durability during field use.

[0093] Referring to FIG. 23, the hub housing 140 encloses the braking system and strain-wave gear assembly 180 in a mechanically integrated configuration. The brake rotor 42 is concentrically aligned with the output flange of the strain-wave gear assembly 180 and is operably engaged by the brake caliper 44, which is secured to the outer portion of the hub housing 140. The output of the strain-wave gear assembly 180 may mechanically coupled to the wheel hub 41A, such that braking torque applied through the brake rotor 42 is transmitted directly through the gear assembly 180 to the tire 41 and ground interface. This arrangement enables uniform torque distribution and immediate braking response while maintaining axial alignment between the drive motor 43, gear assembly 180, and braking components. In some embodiments, the brake rotor 42 and strain-wave gear assembly 180 share a common mounting plane to minimize axial spacing within the hub housing 140, thereby reducing overall assembly depth. The proximity of the braking system to the reduction stage of the gear assembly 180 allows both mechanical and regenerative braking forces to act on the same rotational axis, improving stability and torque management during deceleration. This arrangement provides a dual-mode braking configuration in which mechanical braking through the brake caliper 44 and regenerative braking through the drive motor 43 operate concurrently to achieve controlled deceleration and simultaneous energy recovery. The brake caliper 44 may be in mechanical communication with a brake lever 16C positioned on the handle 15, and is also in electrical communication with the motor controller 60 through a braking signal circuit. When the brake lever 16C is actuated, the brake caliper 44 applies mechanical friction to the rotor 42 while simultaneously transmitting an electrical braking signal to the controller 60 to initiate regenerative braking through the motor 43. This dual-function configuration provides synchronized control between mechanical braking and regenerative energy recovery, ensuring consistent deceleration and enhanced safety for the gurney system 100. In some embodiments, the strain-wave gear assembly 180 and regenerative braking system 190 are jointly enclosed within the same hub housing 140, forming an integrated sealed drive unit configured for torque transmission and energy recovery.

[0094] Referring now to FIG. 24, the gurney system 100 includes a regenerative control system 190 in electrical communication with the drive motor 43, the brake lever 16C, and the battery shelf assembly 50. The regenerative control system 190 is operable to coordinate the transfer of kinetic energy generated during deceleration into electrical energy stored within the battery shelf assembly 50. The regenerative control system 190 includes a motor controller 60A configured to receive braking, throttle, and sensor inputs and to regulate bidirectional current flow through the drive motor 43. The controller 60A is in communication with a regenerative circuit 192, a user-selectable regenerative switch 193, and a set of inertial sensors 194 including gyroscopes and accelerometers. This configuration enables the gurney system 100 to automatically or manually engage regenerative braking based on operator command or sensed vehicle dynamics.

[0095] During forward propulsion, the controller 60A delivers drive current from the battery shelf assembly 50 to the motor 43 in accordance with the throttle input 16B. When the brake lever 16C is actuated or when the throttle input 16B is released, the controller 60A transitions to a regenerative mode. In this mode, the controller 60A reverses current polarity across the motor windings to apply electromagnetic resistance proportional to the desired braking torque. This reversal of current induces reverse torque through the drive motor, generating controlled deceleration and power recovery. The kinetic energy of the rotating wheel 41 and strain-wave gear assembly 180 is thereby converted into electrical energy, which is directed through the regenerative circuit 192 and returned to the battery shelf assembly 50. The regenerative switch 193 enables the operator to activate or deactivate this energy recovery function, allowing the gurney system 100 to alternate between mechanical braking and combined regenerative braking modes as conditions require. In some embodiments, the inertial sensors 194 provide real-time orientation and velocity data to the controller 60A, enabling the system to modulate regenerative torque automatically on descending grades or uneven terrain, ensuring smooth deceleration and load stability.

[0096] The regenerative control system 190 establishes a coordinated interaction between the mechanical braking components and the electronic powertrain, yielding improved efficiency and operator control. By enabling bidirectional power flow between the motor 43 and battery shelf assembly 50, the system 190 extends operational range while reducing mechanical wear on the braking components. The combined control of the brake lever 16C, regenerative switch 193, and inertial sensors 194 provides a dynamic braking response that adjusts automatically to terrain and load variations. These control relationships form a distinct functional architecture not present in traditional stretcher or mobility systems, providing both enhanced safety and energy efficiency. Accordingly, the regenerative control system 190 and associated methods of coordinated braking, power recovery, and controller logic constitute a novel and claimable aspect of the present invention.

[0097] It is to be understood that variations, modifications, and permutations of embodiments of the present invention, and uses thereof, may be made without departing from the scope of the invention. It is also to be understood that the present invention is not limited by the specific embodiments, descriptions, or illustrations or combinations of either components or steps disclosed herein. The embodiments were chosen and described in order to best explain the principles of the invention and its practical application, to thereby enable others skilled in the art to best utilize the invention and various embodiments with various modifications as are suited to the particular use contemplated. Although reference has been made to the accompanying figures, it is to be appreciated that these figures are exemplary and are not meant to limit the scope of the invention. It is intended that the scope of the invention be defined by the claims appended hereto and their equivalents.