Abstract: In some embodiments, a vehicle may include a frame having longitudinal axis. The vehicle may include a steering assembly having a steering input and at least one wheel. The steering assembly may be coupled to the frame and configured to steer the vehicle based on input from a steering input. The vehicle may include a first drive wheel and a second drive wheel. The vehicle may include a steering position sensor configured to detect steering input including a position of the steering input and at least one of i) a rate of change of position of steering input and ii) steering position time. The vehicle may include at least one controller configured to process a signal from the steering position sensor and, in response to the processed signal, drive the first drive wheel and the second drive wheel, the first drive wheel being driven independent of the second drive wheel.

Abstract: A vehicle drive device includes a control device, and the control device controls an electric motor, a first pressing mechanism and a second pressing mechanism such that a relational expression of T<T1+T2 is satisfied, where T represents a torque that is input to an input rotation member, T1 represents a maximum of a torque that is able to be transmitted by a first multi-disc clutch and T2 represents a maximum of a torque that is able to be transmitted by a second multi-disc clutch.

Abstract: A pallet sled includes a base and a plurality of tines extending forward from the base. At least one of the plurality of tines includes a wheel supporting the tine away from the base. A brake assembly is positioned adjacent the wheel to selectively brake the wheel. The brake assembly may include a drum adjacent the wheel. Alternatively, the brake assembly may include a brake shoe selectively directly contacting the wheel to brake the sled.

Abstract: A caster apparatus is provided. In one embodiment, there is provided a caster apparatus including a caster wheel and a first driving wheel disposed on a first side of the caster wheel. The first driving wheel is configured to be driven by a first motor. A second driving wheel is disposed on a second side opposite to the first side of the caster wheel. The second driving wheel is configured to be driven by a second motor different from the first motor. A first actuator is configured to move the first driving wheel in a vertical direction to a ground according to a curvature of the ground. A second actuator is configured to move the second driving wheel in a vertical direction to the ground according to a curvature of the ground, wherein the first and second driving wheels are configured to steer the caster wheel.

Abstract: A utility vehicle includes a frame, a power source, and a plurality of steerable structures. Ground engaging members are connected to the steerable structures. An operator seating area includes a steering control and a speed control. Controllers receive input from the steering control and the speed control. Motors drive the ground engaging members at different speeds and in different directions. A controller integrates a steering input with a speed input to effect rotation of the steerable structures and effect rotation of the ground engaging members. The steering control, speed control, controllers, steerable structures, and motors are configured to work together to control the rotational speed of all of the ground engaging members based upon a steering angle input and the lateral side the ground engaging member is connected to. Other examples include braking mechanisms, adjustable track width, and a sealed tubular frame.

Abstract: A driving device includes a first one-way clutch OWC1 provided on a power transmission path between a driving source and a driven portion which becomes in an engaged state when rotational power in one direction of the driving source side is input to the driven portion side and becomes in a disengaged state when rotational power in the other direction of the driving source side is input to the driven portion side and which becomes in a disengaged state when rotational power in one direction of the driven portion side is input to the driving source side and becomes in an engaged state when rotational power in the other direction of the driven portion side is input to the driving source side, a connection/disconnection unit which is provided in parallel with the first one-way clutch OWC1 on the power transmission path, and a second one-way clutch OWC2 provided in parallel with the first one-way clutch OWC1 and in series with the connection/disconnection unit on the power transmission path which performs an opera

Abstract: A drive force control system that ensures a running stability and a driving performance of a vehicle even in the event of failure of one of motors. The drive force control system determines that one of the right motor and the left motor cannot generate a required torque due to failure. In the event of failure of any one of the motors, the drive force control system generates a torque by the other motor working properly, and controls the torque transmitting capacity of the clutch in such a manner as to deliver the output torque of the motor working properly to the wheel coupled to the faulty motor.

Abstract: A utility vehicle includes a frame, a power source, and a plurality of steerable structures. Ground engaging members are connected to the steerable structures. An operator seating area includes a steering control and a speed control. Controllers receive input from the steering control and the speed control. Motors drive the ground engaging members at different speeds and in different directions. A controller integrates a steering input with a speed input to effect rotation of the steerable structures and effect rotation of the ground engaging members. The steering control, speed control, controllers, steerable structures, and motors are configured to work together to control the rotational speed of all of the ground engaging members based upon a steering angle input and the lateral side the ground engaging member is connected to. Other examples include braking mechanisms, adjustable track width, and a sealed tubular frame.

Abstract: A lift truck is configured to suspend a load above the ground and includes a self-propelled vehicle and a boom assembly. The vehicle defines an operator station to support an operator during lift truck use. The boom assembly includes a bifurcated, upright support frame attached relative to the vehicle and an elongated transverse boom. The transverse boom extends longitudinally to present a proximal mounting end and a distal lifting end configured to support the load in a space below the lifting end. The support frame includes a pair of upright supports that are attached relative to the mounting end to cooperatively support the transverse boom. The supports are laterally spaced apart to cooperatively define an upright support opening that permits an operator to view the load from the operator station by looking through the support opening along a longitudinal line of sight.

Abstract: A steering wheel within a vehicle includes a plurality of sensors that measure forces applied to the steering wheel. An application executing on a computing device records sensor data from the sensors, and then interprets that data as specific force inputs. The application then translates those force inputs into specific commands that can be executed by subsystems within the vehicle. At least one advantage of the techniques set forth herein is that the driver of a vehicle that implements the force control system need not remove either hand from the steering wheel in order to adjust the operation of subsystems within the vehicle, thereby improving driver safety.

Abstract: A steering control system is disclosed for use with a machine. The steering control system may have left and right motors, at least one input device configured to generate first and second signals indicative of desired speed and desired steering, a left speed sensor configured to generate a third signal, and a right speed sensor configured to generate a fourth signal. The steering control system may further have a controller configured to determine a difference between desired and actual steering based on the second, third, and fourth signals, to determine a steering command change that should be implemented based on the difference, and to determine a gain based on the second signal. The controller may also be configured to adjust the steering command change as a function of the gain, and to selectively apply the adjusted steering command change to one of the left and right motors.

Abstract: An electric motor-generator controller (8) is configured to control a left electric power of the left electric motor-generator (2A) and a right electric power of the right electric motor-generator (2B), based on the sum of the left electric power and the right electric power, wherein the left electric power is defined as an electric power generated or consumed by the left electric motor-generator (2A) and, the right electric power is defined as an electric power generated or consumed by the right electric motor-generator (2B). The electric motor-generator controller (8) control the left electric power of the left electric motor-generator and the right electric power of the right electric motor-generator such that the sum of the left electric power and the right electric power becomes a constant value, when the rotation restrictor controller (8) controls the rotation restrictor (60A, 60B) such that the rotation restrictor releases the third rotation elements.

Abstract: A drive train (2) of a purely electrically drivable motor vehicle has at least one electric machine (13, 14), a transmission (21), a planetary differential (22) and a drivable axle (2). The axle (2) can be driven by the electric machine (13, 14) via the transmission (21) and the differential (22). The planetary differential (22) has an input (32, 33) connected to the electric machine (13, 14), a first output (28, 34, 35, 36, 37, 38) connected to a first section (4) of the drivable axle (2), and a second output (30, 31, 42) connected to a second section (5) of the drivable axle (2). Rotational axes of the input and outputs of the planetary differential (22) form an intermediate axis (53) arranged between an axle (15) of a rotor (17) of the electric machine (13, 14) and the drivable axle (2).

Abstract: The present invention relates to a powered vehicle. The powered vehicle includes a first frame assembly and a second frame assembly. A first axle is coupled to the first frame assembly and a second axle is coupled to the second frame assembly. The powered vehicle further includes a first powertrain assembly and a second powertrain assembly. The first powertrain assembly and second powertrain assembly are interchangeably coupled to the first axle and second axle.

Abstract: A drive device 1A includes: electric motors 2A and 2B that outputs drive powers; and planetary gear reducers 12A and 12B disposed between axles 10A and 10B connected to cylindrical shafts 16A and 16B serving as the output shafts of the electric motors 2A and 2B and to rear wheels LWr and RWr. The drive device 1A further includes: a one-way power transmission device that transmits the one-way rotation power of the electric motors 2A and 2B to the axles 10A and 10B; and a two-way power transmission device that transmits the two-way rotation power of the electric motors 2A and 2B to the axles 10A and 10B. The one-way power transmission device and the two-way power transmission device are disposed on transmission passages from the electric motors 2A and 2B to the axles 10A and 10B.

Abstract: A two-wheeled inverted pendulum vehicle includes: single-winding first and second motors respectively rotating one of two wheels; first and second control systems respectively supplying drive currents to the first and second motors; a sensor detecting a physical quantity that varies with a turn of the vehicle; a dynamic brake unit being able to switch between active and inactive states of dynamic brake being applied to the first motor; and a control unit, when the control unit has determined that the vehicle is turning about the second motor side on the basis of the physical quantity while supply of drive current from the first control system to the first motor is inhibited, activating dynamic brake in the dynamic brake unit. The first control system, when an abnormality has been detected in the first control system, inhibits supply of drive current from the first control system to the first motor.

Abstract: A control system includes a transfer. The transfer is disposed in a power transmission path between the driving power source and primary driving wheels and distributes dynamic power of the driving power source to the secondary drive wheels. A driving power transmission shaft transmits the dynamic power of the driving power source distributed by the transfer to the secondary drive wheels. A clutch mechanism is disposed in a power transmission path between the transfer and the driving power transmission shaft. A electronic control unit engages at least one of a first and second clutches and then engages the clutch mechanism on the basis of a steering state at the time of switching from a two-wheel-drive traveling state in which the clutch mechanism and the first and second clutches are disengaged to a four-wheel-drive traveling state in which the clutch mechanism and the first and second clutches are engaged.

Abstract: Systems for controlling the speed and direction of vehicles such as tractors, including vehicles that have low to zero turning radius capability. Systems include steering and speed coordination systems that control the direction and speed of rotation of vehicle drive units.

Abstract: An electric power steering device wherein mechanical friction is electrically provided. A steering torque value is detected by a steering torque sensor according to the operation of a steering wheel. An assist current value is calculated by an assist control section on the basis of the steering torque value. A target current value based on the assist current value is determined. For providing friction to the operation of the steering wheel, a friction control section and a friction torque value/current value conversion section generate a corrected steering torque value. A second corrected target current value is created by correcting a first corrected target current value by a friction current value. The corrected steering torque value is obtained by correcting the steering torque value by a friction torque value. The target current value is generated, resulting in a motor being subjected to driving control.

Abstract: An electric vehicle which includes in-wheel motor driving devices and an independent-steering apparatus and is capable of making pivot turns within a minimum-required parking space, having a structure without a chassis and a part of the body protruding out of a minimum-required circular space necessary for the wheels to make pivot turning. In a case where the electric vehicle has four wheels including left and right front wheels and left and right rear wheels, an in-wheel motor driving device is incorporated only in the left and right front wheels, only in the left and right rear wheels, or in all of the wheels. An independent-steering apparatus serves for all of the wheels. A kingpin axis in each of the wheels makes an intersection with a road surface on a circle inboard of a vehicle chassis.

Abstract: A motor drive apparatus has a plurality of motor drive parts and a control unit. The control unit performs first and second failure detection processing for the motor drive parts before starting to drive the motor. If the first motor drive part is determined to have failure by the first failure detection processing, a first power supply relay for the first motor drive part is turned off and the second failure detection processing for the first motor drive part is inhibited. If the second motor drive part is determined to have no failure by the first failure detection processing and then by the second failure detection processing, the motor is started to operate.

Abstract: The invention relates to a control method for a steering system with electric power assistance, comprising a steering wheel, an electric power assist motor, an electric control unit, which includes a memory for storing digital data, a motor driver unit which based on a target engine torque that is delivered to the motor driver unit, determines and sends out electrical signals for controlling the electric power assist motor, at least one sensor device for determining a control variable introduced into the steering wheel, for example a manual torque, wherein in the control unit with the help of the control variable a preset value is determined for a engine torque of the power assist motor, characterized in that in the memory an upper threshold value for the target engine torque is stored and for a case A, in which the preset value exceeds the upper threshold value, the control unit sends out the upper threshold value as the target engine torque to the motor driver unit and in a case B, in which the preset value

Abstract: Provided an electrically-operated hydraulic actuator unit that includes an electrically-operated motor controlled by a control apparatus and actuating a volume adjusting mechanism through driving-side and driven-side arms, and a clutch mechanism in which the driven-side arm presses a contact member against a clutch case so that the driven-side arm is locked when a force from the volume adjusting mechanism is applied to the driven-side arm. The control apparatus can set duties of first to fourth drive signals to be output to the electrically-operated motor in a neutral-side start period, a neutral-side ordinary actuation period, a higher-volume-side start period and a higher-volume-side ordinary actuation period. The duties of the first and fourth drive signals are larger than that of the second drive signal, the duty of the third drive signal is larger than that of the fourth drive signal, and an integrated ON-time of the third drive signal is larger than that of the first drive signal.

Abstract: A riding-type ground working vehicle includes left and right wheels, a command value calculating section, a yaw rate detecting section that detects a yaw rate of the vehicle, a target yaw rate calculating section, a correction coefficient acquiring section, and a control section. The left and right wheels are independently driven to travel by two respective traction motors. The command value calculating section calculates target rotational speed command values for the two traction motors based on an acceleration instruction and a turn instruction input by a driver. The target yaw rate calculating section calculates a target yaw rate based on the acceleration instruction and the turn instruction. The correction coefficient acquiring section acquires two correction coefficients respectively relating to the two traction motors based on a deviation between the target yaw rate and a yaw rate detection value.

Abstract: An electric vehicle which includes in-wheel motor driving devices and an independent-steering apparatus and is capable of making pivot turns within a minimum-required parking space, having a structure without a chassis and a part of the body protruding out of a minimum-required circular space necessary for the wheels to make pivot turning. In a case where the electric vehicle has four wheels including left and right front wheels and left and right rear wheels, an in-wheel motor driving device is incorporated only in the left and right front wheels, only in the left and right rear wheels, or in all of the wheels. An independent-steering apparatus serves for all of the wheels. A kingpin axis in each of the wheels makes an intersection with a road surface on a circle inboard of a vehicle chassis.

Abstract: Provided is a three-wheeled electric vehicle. The three-wheeled electric vehicle includes: a front left wheel disposed on a front left portion of the three-wheeled electric vehicle; a front right wheel disposed on a front right portion of the three-wheeled electric vehicle; a rear wheel disposed on a rear center portion of the three-wheeled electric vehicle; a first driving motor configured to transfer a driving power to the front left wheel; a second driving motor configured to transfer a driving power to the front right wheel; and a steering motor configured to transfer a steering power to the rear wheel.

Abstract: A travel control method for a self-propelled carriage having a travel control section for controlling steering-driving wheels. In the method, the steering-driving wheels are steered by a predetermined angle based on a direction change command, and in this state, the carriage is moved forward and backward for a predetermined distance to make the carriage depart from a base line. Then, the carriage is steered toward the base line to return to the base line. After that, the carriage is made to be able to travel along the base line.

Abstract: A riding work vehicle includes right and left wheels, at least one caster wheel, and a working machine. The lawnmower vehicle further includes traveling motor, steering motor, a traveling system clutch, and a steering system clutch. The traveling system clutch is configured to disable transmission of the rotational force from an axle of the caster wheel to the traveling motor in a state where the traveling motor is deactivated. The steering system clutch is configured to disable transmission of the rotational force from a steering shaft for the caster wheel to the steering motor in a state where the steering motor is deactivated.

Abstract: In a steering system for a vehicle incorporated with a rear drive electric motor (5) for driving a pair of rear wheels (3rl, 3rr) that can function as a regenerative brake for the rear wheels, a steering torque control unit (38) reduces a steering assist torque provided by the power steering assist unit (21) when the rear drive electric motor is providing a regenerative braking. When the rear wheels are braked by a regenerative braking action without substantially applying a brake to the front wheel, the vehicle may acquire a temporal oversteer tendency. However, by increasing the effort required to steer the front wheels, such a tendency can be canceled or compensated, and the vehicle operator is enabled to control the vehicle without experiencing any unfamiliar feeling or discomfort. The effort required to steer the front wheels can be increased by decreasing the assist steering torque or providing a reactive steering torque at such a time.

Abstract: A steering angle detection device includes: a shaft angle detector that detects a rotation angle of a shaft that transmits a rotation operation of a steering member to a steering mechanism; a motor angle detector that detects a rotation angle of a motor that applies a steering assist force to the steering mechanism; a steering angle calculation unit that calculates a steering angle on the basis of a combination of the rotation angle detected by the motor angle detector and the rotation angle detected by the shaft angle detector, and a temperature detector that detects an ambient temperature of the steering mechanism, wherein the steering angle calculation unit corrects the rotation angle detected by the motor angle detector or the shaft angle detector on the basis of the ambient temperature detected by the temperature detector and uses the corrected rotation angle to calculate the steering angle.

Abstract: The present invention relates to a mobile robot having jump function. An exemplary mobile robot according to an embodiment of the present invention includes a robot body, a pair of wheels, a driving motor, a leaf spring, and a leaf spring control unit. The pair of wheels are rotatably connected to the robot body. The driving motor drives the pair of wheels so as to move the robot body. The leaf spring has a fixed end fixedly connected to the robot body and a free end disposed to face the fixed end in a state of being apart from the robot body. The leaf spring control unit applies force for bending the leaf spring such that the free end of the leaf spring is pulled toward the robot body and then removes the force applied to the leaf spring such that the leaf spring returns to an original state.

Abstract: Systems for controlling the speed and direction of vehicles such as tractors, including vehicles that have low to zero turning radius capability. Systems include steering and speed coordination systems that control the direction and speed of rotation of vehicle drive units.

Abstract: The method of controlling charging and discharging in a hybrid car power source detects remaining capacity of batteries 1 that supply power to the motor 11 that drives the hybrid car, controls battery 1 charging and discharging to keep detected remaining capacity within a pre-set first targeted control range under normal conditions, and controls battery 1 charging and discharging to keep detected remaining capacity within a second targeted control range that is narrower than the first targeted control range when an abnormality is detected. Further, the method of controlling charging and discharging sets the second targeted control range to include the detected remaining capacity when the range for controlling battery 1 remaining capacity is switched from the first targeted control range to the second targeted control range at detection of an abnormality.

Abstract: A wheel arrangement for a four-wheeled vehicle is comprised of a front wheel, two side wheels and a rear wheel, whereas the rear wheel is connected to the frame of the vehicle by a supporting base enabling the same to be steered freely while having a ground-touching point of the same to be biased from the axis of the supporting base by a distance, and the front wheel can be specified as a driving wheel, a free-rolling steering wheel or just a steering wheel with respect to actual requirement, and the two side wheels can be specified as a driving wheels or free-rolling wheels while enabling the axis of the two side wheels to be aligned to a straight line without sharing a same shaft.

Abstract: A steering assist apparatus for a vehicle includes an electric motor for steering assist. Rotation output of the electric motor is reduced in speed by a ball-screw mechanism and converted to rectilinear motion, which is transmitted to a rack bar. An electronic control unit determines a target current value in accordance with a steering torque detected by a steering torque sensor and a vehicle speed detected by a vehicle speed sensor. While using an actual current value of the electric motor detected by a current sensor as a feedback, the electronic control unit controls the current flowing through the electric motor to be equal to the target current value. The electronic control unit changes the feedback gain of the feedback control in accordance with a steering angle detected by a steering angle sensor, to thereby suppress abnormal noise generated at a steering mechanism, without deteriorating steering feel.

Abstract: A steering system for tracked vehicles having two brake circuits which is activated after a failure of the primary steering mechanism. The steering system includes a steering switch (L) that can be controlled by a steering axle which, in the event of primary steering system failure, acts upon the brakes of the vehicle in such a manner that rotation of the steering axle results in a braking action upon a track on the inside of a curve.

Abstract: Steering mechanism for orienting the steered wheels (1a-d) of a short vehicle with respect to the chassis, comprising one first vertical axis (2) per steered wheel, allowing each steered wheel (1a-d) to pivot with respect to said chassis and a first link (5a-d) allowing a torque to be applied to each steered wheel to make it pivot around said first vertical axis. The inner end of the link is able to slide along a straight rail (11a-d) which in turn is rotatably mounted with respect to the chassis 60. A second link (6a-d) not parallel to the wheels forces the first link (5a-d) to slide in a defined manner along a rail (11a-d). This makes possible the differentiated orientation of the left and right wheels. Advantage: very small turning radius. Particularly applicable to electric chairs for the disabled.

Abstract: A method and system are described for calibrating speed controls for a vehicle having a pair of drive means on opposite sides of the vehicle driven by independent speed controls and where relative speed of the drive means is used to direct the vehicle. In one aspect, angular motion of the vehicle is detected using at least one of a gyroscopic angular sensor and a pair of accelerometers to determine a rate of yaw; a speed control output for controlling the relative speed is adjusted so that the rate of yaw is lower than a threshold when speed control inputs for controlling the relative speed are equal; and one or more speed control adjustment parameters are determined and stored for use during operation for controlling the relative speed of the drive means. A microcontroller may be used to receive sensor outputs (e.g. from the gyroscope and/or accelerometers) and speed control inputs and to determine the speed control adjustment.

Abstract: A traveling robot includes a main body frame having a front wheel supported in a front portion thereof in a traveling direction, a first traveling part having a first driving wheel to drive in the traveling direction, a first rear wheel disposed in a rear side of the first driving wheel, and a first wheel frame to support the first driving wheel and the first rear wheel, a second traveling part having a second driving wheel to drive in the traveling direction independently from the first driving wheel, a second rear wheel disposed in a rear side of the second driving wheel, and a second wheel frame to support the second driving wheel and the second rear wheel, a first interlocking hinge part to rotatably support the first wheel frame to the main body frame to have a hinge axis of a perpendicular direction with respect to the traveling direction, and a second interlocking hinge part to rotatably support the second wheel frame to the main body frame independently from the first interlocking hinge part to have a

Abstract: An automatic slowing down system for a vehicle taking a bend includes a computer that integrates a series of instructions to process at least one of first, second and third signals according to kinematic control laws of vehicle displacement to deliver signals for a forward motion actuator and a steering actuator, a forward control and a steering control that supply the first signal representative of a forward motion data and a steering data to the computer based on an operator's requirement, a linear speed sensor and a yaw speed sensor that supply the second signal to the computer, and a unit that supplies the third signal relating to road grip to the computer.

Abstract: A four wheel drive system for bilaterally symmetric vehicles is characterized by separate drive systems for the front and rear wheels. Each drive system is operable to independently drive each wheel. The rear wheels of the vehicle are steering wheels which are connected with the vehicle frame for independent rotation about a vertical axis. Steering and driving of the wheels is controlled by a controller. The combination of independent steering for the rear wheels and independent powering of all four wheels provides the vehicle with a zero turning radius for improved mobility as well as improved traction on unstable surfaces.

Abstract: An audio alarm for a transporter having an electric motor. The alarm has a signal generator for generating a signal within the audible frequency range and a modulator for modulating a current that is applied to the electric motor in accordance with the signal generated by the signal generator.

Abstract: An electric vehicle includes a vehicle body, a front wheel supported on the vehicle body for steering motion in accordance with motion of the vehicle body, a pair of rear wheels supported on the vehicle body for steering motion, a steering unit configured to regulate a steer angle of each of the rear wheels, a motor unit configured to independently apply a wheel torque to each of the rear wheels, and a control unit. The control unit is configured to control the total of the wheel torques in accordance with an associated setpoint, and to control the steer angles and the difference between the wheel torques so that the attitude and the yaw rate vary in accordance with associated setpoints.

Abstract: The present application relates to a telescopic loader, in particular a reach stacker, having a steering command input device, at least one pick-up to sense the steering angle and a processor unit which is in communication with the steering command input device and with the at least one pick-up and which generates a pre-set signal which can be forwarded to a steering actuator.

Abstract: A drive arrangement for a machine includes a first planetary gear set, a second planetary gear set, a third planetary gear set, a first motor, a second motor, and a third motor. The first, second, and third motors are drivingly connected to the first, second, and third planetary gear sets to simultaneously generate fewer than three separate output rotations.

Abstract: A self-propelled vehicle particularly for making turns with tight turning radii, comprising a chassis provided with two driving wheels forming at least one driving portion, and which supports a motor kinematically connected to a motion distribution shaft. A functional connection is provided between the motion distribution shaft and each one of the driving wheels and is individually activatable or deactivatable on command for independent actuation of the driving wheels. A steering adapted to act on the functional connection, the latter comprising, between the motion distribution shaft and at least one of the driving wheels, a respective clutch coupling, activatable or deactivatable by the steering device.

Abstract: A transmission drive system (TDS) has two AC induction traction motors, each operatively coupled to two semi-independent coaxial traction shafts, and two AC induction steer motors coaxially mounted on a common steer axis parallel to the coaxial traction shafts. A steering gear assembly, preferably between the traction and steering motors, has a common steer input shaft operatively connected to the two AC induction steering motors. Two planetary gear sets have the two traction shafts being operatively connected with one of a two planet gear carriers, or two ring gears, respectively. The other of the planet gear carriers or the ring gears are operatively connected with each other. Two offset gears mounted to the steer input shaft and meshing with two sun gears, respectively, including a reversing idler gear interposed between one of the two offset gears and one of the two sun gears.

Abstract: A differential steering type motorized vehicle is capable of directly steering a front wheel by the turning operation of handlebars, and performing on-the-spot turning around a central position of a vehicle body together with differential rotation type control of drive wheels, and comprises the front wheel as one wheel supported by a lower end of a handlebar shaft provided below the handlebars and located at a central position along the lateral axis, rear wheels as a pair of right and left omnidirectional wheels, a pair of drive wheels which are located between the front wheel and the rear wheels, and drive-controlled so as to perform the differential steering caused by differences in rotational direction and rotational speed between the rear wheels, a rotational position sensor for detecting the turn direction and the turn angle from the reference position of the handlebars to be turned in the right or left direction, and a motor drive wheel control means for controlling the rotational direction and the rota

Abstract: There are two basic methods of steering a wheeled vehicle. One method is to turn one or more steerable wheels. The other is to drive one or more left hand wheels independently of one or more right hand wheels. Traditional vehicles address the potential conflict between the two steering systems by either disabling one system or by causing one to overpower the other. This leads to skidding or scuffing problems respectively. In the present invention both steering systems are enabled but are integrated by means of an on board computer so that they always act in unison. This mutual reinforcement will allow the invention to operate safely on steep or slippery slopes while minimizing fuel consumption and ground damage. The invention will also be more maneuverable than traditional vehicles since it is capable of both pure rotation and pure translation or any combination of rotation and translation.

Abstract: A active steering apparatus includes a housing, an input shaft, an output shaft, and an electrical motor. The electric motor has a stator fixed to the housing and a rotor. A first gear set interconnects the input shaft and the output shaft and includes a sun gear fixed to an end of the input shaft, a ring gear fixed to the output shaft, and a plurality of planet gears positioned between and interconnecting the ring gear and the sun gear. A second gear set is mounted onto the rotor and interconnects the ring gear and the housing such that rotation of the rotor relative to the housing imparts movement of the ring gear relative to the housing.