Abstract: A mobile base movable relative to a surface is disclosed. The base includes a main housing having at least two wheels pivotably and rotatably mounted to the housing with each wheel having a steering axis and a rotation axis. The steering and rotation axes are nonintersecting and are offset by a known caster distance. Further, included are drive means for rotating the wheels to roll along the surface, steering means for pivoting the wheels and changing their heading with respect to the surface, and controller means for reading an input vector from a host processor. The input vector is a three dimensional force torque vector.

Abstract: A power steering system capable of preventing an unnecessary standby flow produced in high speed travel. A controller C determines a basic current instruction value Id based on a current instruction value I1 in accordance with a steering angle detected by a steering angle sensor 14, a current instruction value I2 in accordance with a steering angular velocity and current instruction values I5, I6 in accordance with a vehicle speed, and adds a standby current instruction value Is to the basic current instruction value Id, and outputs the resultant value of the addition as a solenoid current instruction value SI, and changes the standby current instruction value Is on the basis of the vehicle speed.

Abstract: An active steering system with variable assist includes a differential actuator having an input gear and an output gear. The differential actuator has a default kinematic relationship between the input gear and the output gear such that magnitude of an output speed and an output torque is approximately equal to a magnitude of an input speed and an input torque with opposing directions. The system also includes an input device that is in operable communication with the differential actuator and an output device that is in operable communication with the differential actuator. The differential actuator is operable to vary a ratio between the input device and the output device. The system also includes a steering mechanism that is in operable communication with the differential actuator and the steering mechanism is configured to reverse the opposing directions to the output device.

Abstract: A method and a device for operating an engine of a vehicle, which allow a power demand of a steering device supported by the engine To be dynamically compensated for. In this context, a derivative-action signal for adjusting an output variable to be output by the engine is generated as a function of a steering action.

Abstract: An axle driving apparatus of the invention is available for an economical vehicle having a belt type stepless transmission. The axle driving apparatus includes a pair of axles connected to respective drive wheels, a propelling transmission mechanism, and a steering transmission mechanism. The propelling transmission mechanism is drivingly connected to said prime mover through said belt type stepless transmission so as to transmit speed-variable output rotation of said belt type stepless transmission to both said axles, thereby rotating said axles together at various speeds in a common direction selected from two opposite directions for forward and backward traveling of said vehicle. The steering transmission mechanism is drivingly connected to said prime mover so as to transmit two oppositely directive output rotations to said respective axles, thereby differentially rotating said axles at various differences of rotational speed between said axles.

Abstract: An omni direction vehicle with a frame having a round surface about its perimeter with no apparatus mounted on the frame extending beyond the perimeter. Two independent drive wheels located on an axis through the center of the frame are mounted at the same distance from a central vertical axis through the frame. Each wheel is powered independently of the other and can rotate at variable speeds in either direction. The vehicle is capable of movement in any direction by rotating the axis of the drive wheels to a position which is perpendicular to the desired direction of travel. The vehicle can spin about its vertical axis such that the axis of the drive wheels can be oriented at any direction without changing the original footprint of the space that the frame occupies over the ground. Thus, the vehicle requires a zero turning radius and requires only the space it occupies to change its forward orientation.

Abstract: In a vehicle, a pair of left and right drive wheels are linked with a steering input device so that the drive wheels are turned in accordance with a driver's steering input force input by a driver to the steering input device. In this course, a steering assistance force is added to the driver's steering input force. Driving forces to be applied to the drive wheels are individually controlled in accordance with a running condition of the vehicle. A steering reaction force is calculated which originates from a difference in the driving forces between the drive wheels and acts on the steering input device. The steering assistance force added to the driver's steering input force is increased or decreased so as to compensate the steering reaction force.

Abstract: A transmission has an HMT which is in parallel with an HST both driving two planetaries which are used for forward/reverse and for differential steer. A two or three mode HMT is created by having a first HST in parallel with two or three mechanical power paths defined by separate clutches. One clutch has a speed reversing gear to produce reverse output speed. A four-element planetary sums the parallel flow and delivers variable speed and torque to two output shafts. The differential steer is created by two planetaries connected with the outputs of the HMT and a second HST. The planetaries have a speed reversing gear on one power path connection. The second HST controls the differential speed between the output shafts by adding speed to one and subtracting speed from the other.

Abstract: A control system for a steering system in a vehicle comprising: a reference model responsive to an operator input that computes desired states of the vehicle; a feedforward controller in operable communication with the reference model. The feedforward controller computes a first control value based on input from said reference model and based on at least one of: a lateral velocity, a rate of lateral velocity, a lateral acceleration, and a combination, wherein the combination includes a yaw rate with at least one of a lateral velocity, a rate of lateral velocity, and a lateral acceleration of the motor vehicle. The system also includes an actuator for affecting the steering system based on the first control value, the actuator in operable communication with the feedforward controller.

Abstract: A method for controlling a vehicle, the vehicle having a steer by wire and a brake by wire system is disclosed. The method includes sensing a yaw rate, a steering wheel rate of rotation, and a throttle position. Further, the method includes comparing the yaw rate, steering wheel rate of rotation, and the throttle position to a thresholds. Thereafter, a determination is made as to whether the yaw rate, the steering wheel rate, and the throttle position is greater than, or less than the respective thresholds. An operating mode of the vehicle is changed from a nominal control mode to a performance control mode when the yaw rate is greater than a first threshold yaw rate and less than the second threshold yaw rate, steering wheel rate of rotation is greater than the threshold steering wheel rate of rotation, and the throttle position is greater than the threshold throttle position.

Abstract: A system for calculating the actual steering angle position based upon signals received from a relative position steering angle sensor and other vehicle sensors. The system involves calculating a steering angle value based upon a plurality of vehicle models and then weighting and combining the values to determine a steering angle reference value which is used to calculate an offset value which can be applied to the relative position steering angle sensor value to provide a true steering angle value. The vehicle models include a yaw rate model, a lateral acceleration model, a front axle model and a rear axle model. An uncertainty factor is calculated and used to filter the offset value. The data used to determine the offset value may be obtained when the vehicle is driving forward and also when driving rearwardly and relatively straight.

Abstract: A yaw management system for a vehicle with driveline torque control is comprised of sensors to determine the rate of change of yaw in the vehicle, a controller for receiving information from the sensors, and a means for using that information to selectively transfer torque from the inner half shaft axles of the vehicle to the outer half shaft axles of the vehicle for regulating the torque delivered to the drive wheels.

Abstract: A method is disclosed for determining the steering center of a vehicle. The algorithm involves supplying power to a controller after ignition-off to save the steering wheel angle value that is stored in the controller's non-volatile memory. At ignition-on, the steering wheel angle value that was stored in the controller's non-volatile memory is retrieved and compared to a recently calculated probable steering wheel angle value. The recently calculated probable steering wheel angle value is calculated based on an offset compensated value of the vehicle's yaw rate and offset compensated value of the vehicle's lateral acceleration. If the difference between the value stored in the volatile memory and the recently calculated probable steering wheel angle value are within a predetermined range, the value stored in the non-volatile memory will continue to be used.

Abstract: A transmission for speed changing and steering of a vehicle comprises a first HST and a first differential for speed changing and a second HST and a second differential for steering. The first HST is a combination of a hydraulic pump and motor. The pump is driven by an engine and the motor is drivingly changeable by operation of a speed change pedal. Output power from the motor is transmitted into a pair of first differential output shafts as axles through the first differential. The second HST is a combination of a hydraulic pump and motor. The second pump is driven by output power from the first HST and the second motor is drivingly changeable by operation of a steering wheel. A pair of second differential output shafts are rotated in opposite directions by output power of the motor, so that when turning, the first differential output shaft on the opposite side of the turning direction is accelerated.

Abstract: A method and apparatus for a four-wheel drive motor vehicle provides improved cornering by disengaging drive torque to the inside rear wheel during significant steering maneuvers. The apparatus includes a primary front wheel drive motor vehicle driveline having a center differential which provides drive energy to the primary (front) driveline and secondary (rear) driveline and a rear axle assembly having a pair of normally engaged (active) clutches which provide drive energy to the respective rear wheels. A steering angle sensor detects angular displacement of the steering column or front (steering) wheels and an associated controller disengages the clutch associated with the rear wheel on the inside of the turn as determined by the steering angle sensor.

Abstract: A transmission has an HMT which is in parallel with an HST both driving two planetaries which are used for forward/reverse and for differential steer. A two or three mode HMT is created by having a first HST in parallel with two or three mechanical power paths defined by separate clutches. One clutch has a speed reversing gear to produce reverse output speed. A four-element planetary sums the parallel flow and delivers variable speed and torque to two output shafts. The differential steer is created by two planetaries connected with the outputs of the HMT and a second HST. The planetaries have a speed reversing gear on one power path connection. The second HST controls the differential speed between the output shafts by adding speed to one and subtracting speed from the other.

Abstract: An aircraft handler (10) for use with an undercarriage of an aircraft, the handler being self-propelled and comprising a generally “U” shaped body (11) having arms (12 & 13) linked by a bridge (14) at one end thereof with a pair of drive wheels (16 & 17) located one at the free end of each arm, with at least one wheel(15) located adjacent the bridge(14). A pair of clamping jaws (51) are mounted on the body (11) between the drive wheels (16 & 17) and the bridge (14)and jaws (51) have a lower profile than the arms (12 & 17). The drive wheel (16 & 17) are driven by DC electric motors powered by batteries stored in the arms.

Abstract: An electric drive system is provided. The electric drive system includes a first output member, a second output member, and an electric motor that includes an output shaft having an axis of rotation. The output shaft is operatively engaged with the first and second output members to rotate the first and second output members. A differential steering system is disposed between the electric motor and the first and second output members. The differential steering system includes at least one planetary gear assembly that has an axis of rotation that substantially aligns with the axis of rotation of the output shaft. A steering motor is operatively engaged with the at least one planetary gear assembly and is operable to modify the rotational speed of the at least one planetary gear assembly to thereby adjust the rotational speed of one of the first and second output members relative to the other of the first and second output members.

Abstract: A mobile X-ray apparatus has a carriage provided with at least one pair of independently driven driving wheels and a motor. The carriage includes a driving handle, which comprises sidebars, attached to a rotation axis solidly fixed to the carriage, and a crossbar, which is connected to the sidebars in an articulated manner to allow the turning movement of the sidebars about the said axis independently of each other. The apparatus also controls the operation of the motor by movements of the handle. The sidebars are provided with a toothed rim that moves along with the movement of the respective sidebar. The movements are measured by a potentiometer, which converts the movement into an electric signal by which the motor of the driving wheels is controlled.

Abstract: A gyroscopically stabilized vehicle includes a funnel-shaped member rotatable in a frame having a neck that supports two closely spaced generally parallel wheels and a relatively wide upper portion within or on which are located a motor for causing the stabilizer to rotate and for propelling the wheels, a support for a rider, and subsystems for controlling the rate of rotation of the stabilizer, steering the vehicle, braking the vehicle, and providing auxiliary stabilization when the rate of rotation of the stabilizer is decreased to permit rapid acceleration and high speed maneuverability.

Abstract: An electric power steering apparatus for assisting steering by conferring torque generated by an electric motor to a steering mechanism. The apparatus includes: a correction table created based on a result of actual measurement of torque ripple occurring when a predetermined reference current is supplied to the electric motor; a basic command value setting portion for setting a basic command value according to a steering manipulation of a driver; a current command value setting portion for setting a current command value by correcting the basic command value set by the basic command value setting portion with reference to the correction table; and a motor current control portion for controlling a current to be supplied to the electric motor based on the current command value set by the current command value setting portion.

Abstract: The present invention discloses a traveling control device, including a crawler type right and left traveling body; a right and a left hydraulic motor for operating the right and left traveling body said right and left hydraulic motors each having a pump as a hydraulic source; an operator means for outputting an operation command to the right and the left hydraulic motor; and a pump pressure controller means for controlling pump pressure to be supplied to the right and the left hydraulic motor according to a control input of the operator means, wherein the pump pressure controller means controls the pump pressure based on different pump pressure properties for single traveling in which only one of hydraulic motors is operated, and for double traveling in which both of hydraulic motors are simultaneously operated.

Abstract: A reversible implement including an engine, an axle driven by the engine, a pair of ground engaging wheels with a wheel located at each axle end, a pair of input hubs rotatably fixed to the axle, a pair of wheel hubs with a wheel hub located at each axle end and attached to a ground engaging wheel, and a wrap spring surrounding a portion of each input hub and each wheel hub. Each wrap spring has a relaxed state, wherein the wrap spring is in one of a first position in which the wrap spring is disengaged from the wheel hub, and the input and wheel hubs are not rotatively coupled and a second position in which the wrap spring is engaged with the wheel hub, and the input and wheel hubs are rotatively coupled, and a contracted state, wherein the wrap spring is in the other position.

Abstract: A vehicle is controlled to limit the effect of the yaw on vehicle manoeuvres by having at least one pair of driving (17, 18) mounted on drive shafts (23, 24) which are interconnected by control means whereby to adjust the relative rotational speeds of the wheels of the pair. The control means may be in the form of a differential 15 by which the locking factor of the differential is adjustable to control said relative speeds in accordance with the driving manoeuvre sensed by sensors (19, 20, 21).

Abstract: An apparatus and method for a steering system which compensates a drive current for certain variables in a steer-by-wire and electrical power assist steering system. The present invention utilizes a steering wheel angle sensor, a road wheel angle sensor, and a controller for determining a precise time and amount of compensation for the drive current.

Abstract: A transmission-steering assembly for a crawler vehicle has a propeller shaft and two output shafts extending along a transverse axis of the vehicle. The two output shafts drive respective tracks of the vehicle, and are driven by the propeller shaft via the interposition of respective identical reduction units. A power-steering device is interposed between the output shafts to vary the relative angular speed of the output shafts. The assembly has a single service brake for exerting, in use, a braking action on the propeller shaft, and a single auxiliary parking brake associated with the steering device.

Abstract: It is designed that an oil pressure signal can be output by operating an operation lever in a twisting direction; a structure can be made simple and its assembly and adjustment are easy; an operation force can be reduced; and a layout is not restricted. It is also designed that when the operation lever is left free after it is twisted, it returns smoothly to the original neutral position. When the operation lever is twisted about the lever axis, the shaft supported by bearings is twisted. The twist of the shaft is converted into the movement in a direction to move the pistons by first and second levers, and the pistons are moved. When the pistons are moved, the oil pressure signal is output from the discharge ports. A disk plate is separated into a first disk plate to which the root of the operation lever is attached and a second disk plate which is tiltably supported by a tilting fulcrum.

Abstract: An object is to provide a steering system for a tracklaying vehicle which is capable of preventing overrun of a motor during a pivot turn irrespective of the load of the road surface and does not cause a shortage of power during a turn. The steering system is comprised of a pair of brakes for right and left output shafts and designed to transmit the driving force of a hydraulic motor to the output shafts through a planetary gear mechanism. A transmission of a driving force from the hydraulic motor to the planetary gear mechanism is interrupted after concurrently carrying out actuation of a brake for either one of the right and left output shafts and a transmission of a driving force from the hydraulic motor to the planetary gear mechanism for a specified period of time, when the vehicle carries out a pivot turn. During a pivot turn of the vehicle, the engine is controlled such that a vehicle body speed obtained by a bevel shaft rotational speed detector becomes equal to a specified value.

Abstract: A driving apparatus for speed changing and steering of a vehicle consists of a first driving unit for speed changing in advancing and reversing and a second driving unit for steering, which are arranged in a longitudinal row and are attached to a vehicle chassis. Each of the first driving unit and the second driving unit has a common structure, which comprises a housing and an HST and left and right differential output shafts contained in the housing. A left first differential output shaft and a left second differential output shaft are connected with each other so as to be rotated in the same direction, and a right first differential output shaft and a right second differential output shaft are connected with each other so as to be rotated in opposite directions. Both first and second HSTs of the first driving unit and a second driving unit receives power from engine through a common single belt.

Abstract: An axle driving apparatus of the invention is available for an economical vehicle having a belt type stepless transmission. The axle driving apparatus comprises a pair of axles connected to respective drive wheels, a propelling transmission mechanism, and a steering transmission mechanism. The propelling transmission mechanism is drivingly connected to said prime mover through said belt type stepless transmission so as to transmit speed-variable output rotation of said belt type stepless transmission to both said axles, thereby rotating said axles together at various speeds in a common direction selected from two opposite directions for forward and backward traveling of said vehicle. The steering transmission mechanism is drivingly connected to said prime mover so as to transmit two oppositely directive output rotations to said respective axles, thereby differentially rotating said axles at various differences of rotational speed between said axles.

Abstract: A driving apparatus for speed changing and steering of a vehicle consists of a first driving unit for speed changing in advancing and reversing and a second driving unit for steering, which are arranged in a longitudinal row and are attached to a vehicle chassis. Each of the first driving unit and the second driving unit has a common structure, which comprises a housing and an HST and left and right differential output shafts contained in the housing. A left first differential output shaft and a left second differential output shaft are connected with each other so as to be rotated in the same direction, and a right first differential output shaft and a right second differential output shaft are connected with each other so as to be rotated in opposite directions. Both first and second HSTs of the first driving unit and a second driving unit receives power from engine through a common single belt.

Abstract: A self-propelled vehicle capable of making turns with tight turning radii, which comprises a frame with a pair of traction wheels, at least one orientable wheel, and one or more driver's posts. The vehicle has a single motor that is kinematically connected to a driving shaft and means for functional connection between the driving shaft and each one of the two traction wheels. Each one of the two traction wheels can therefore be actuated independently of the other thanks to the presence of steering means suitable to act on the connection means.

Abstract: A driving apparatus for speed changing and steering of a vehicle consists of a first driving unit for speed changing in advancing and reversing and a second driving unit for steering, which are arranged in a longitudinal row and are attached to a vehicle chassis. Each of the first driving unit and the second driving unit has a common structure, which comprises a housing and an HST and left and right differential output shafts contained in the housing. A left first differential output shaft and a left second differential output shaft are connected with each other so as to be rotated in the same direction, and a right first differential output shaft and a right second differential output shaft are connected with each other so as to be rotated in opposite directions. Both first and second HSTs of the first driving unit and a second driving unit receives power from engine through a common single belt.

Abstract: A driving apparatus for speed changing and steering of a vehicle consists of a first driving unit for speed changing in advancing and reversing and a second driving unit for steering, which are arranged in a longitudinal row and are attached to a vehicle chassis. Each of the first driving unit and the second driving unit has a common structure, which comprises a housing and an HST and left and right differential output shafts contained in the housing. A left first differential output shaft and a left second differential output shaft are connected with each other so as to be rotated in the same direction, and a right first differential output shaft and a right second differential output shaft are connected with each other so as to be rotated in opposite directions. Both first and second HSTs of the first driving unit and a second driving unit receives power from engine through a common single belt.

Abstract: An omni direction vehicle with a frame having a round surface about its perimeter with no apparatus mounted on the frame extending beyond the perimeter. Two independent drive wheels located on an axis through the center of the frame are mounted at the same distance from a central vertical axis through the frame. Each wheel is powered independently of the other and can rotate at variable speeds in either direction. The vehicle is capable of movement in any direction by rotating the axis of the drive wheels to a position which is perpendicular to the desired direction of travel. The vehicle can spin about its vertical axis such that the axis of the drive wheels can be oriented at any direction without changing the original footprint of the space that the frame occupies over the ground. Thus, the vehicle requires a zero turning radius and requires only the space it occupies to change its forward orientation.

Abstract: A mechanism for adjusting or setting the effort required to move the steering levers of a vehicle is provided. The mechanism consists of a central mounting plate with which three separate bolt and spring arrangements are connected to control the resistance at the levers when they are moved between their forward and reverse positions. The mechanism is separately connected with structure on a steering shaft to allow resistance at each of the levers to be adjusted without substantially affecting operation of the pumps. Consequently, the vehicle may be more effectively steered as a result not interfering with its tracking or bringing about creep thereof.

Abstract: A ZTR vehicle includes true or proper ZTR steering in the forward and reverse directions. The vehicle has independently driven locomotive drives that drive the wheels to provide mobility and steering to the vehicle. A steering wheel is included that pivots one of two steering input members that rotate to independently shift the drive units. A speed and direction pedal is also included, which is communicated to provide direction and magnitude input to the drive units. The steering input and speed and direction inputs coordinate propelling the vehicle such the vehicle turns in the same direction when traveling forward as well as in reverse.

Abstract: Provides a control unit for an electric power steering apparatus with improved steering performance by recognizing a turn and a return of a steering wheel in a steering wheel return control, and by employing information on a steering angular velocity in calculating a current. This control unit controls a motor for giving steering assist force to a steering mechanism based on a current control value calculated from a steering assist command value calculated based on the steering torque generated in the steering shaft, and a current value of the motor. A steering wheel return controller for applying a steering wheel return control signal to the steering assist command value is provided, thereby to execute the steering wheel return control only when the steering wheel returns.

Abstract: A tracked vehicle with a drive system, with a steering function operating element, and with a driving function operating element, which operating elements are in working connection with the drive system. According to the invention, the steering function operating element and/or the driving function operating element is designed as a set-point adjuster for the electronic actuation of a corresponding steering function module and/or a corresponding driving function module of the drive system.

Abstract: A system and method of calibrating a differential steering system in a vehicle is provided. An initiation signal is received. At least one operating condition of the vehicle is monitored. A variable activation signal is applied to an actuation device operable to initiate a flow of pressurized fluid to a steering motor when the at least one operating condition is within a predetermined range. The rotation of the steering motor is monitored. A data point indicative of the value of the variable activation signal applied to the actuation device is captured when the steering motor begins to rotate in response to energization of the actuation device.

Abstract: A method for controlling a four-wheel steering system of a vehicle includes recognizing a driver-selectable mode, receiving a signal preferably indicative of a front wheel steering-angle, and determining a rear-to-front steering-angle ratio in correspondence with the recognized mode and the received signal; and optionally includes receiving a signal indicative of vehicle speed, recognizing a current system state, determining a desired steering-angle, generating a command based on the desired and received steering-angles and the recognized system state, and diagnosing conditions in accordance with the received signals in order to enter a output disable mode.

Abstract: There is disclosed a method for integrating a vehicle stability enhancement system and rear wheel steering. The method includes inputting a vehicle speed and measured vehicle yaw rates. Determining a front and rear wheel steer angle. Calculating a desired yaw rate. Comparing the measured yaw rate with the desired yaw rate to determine a yaw error term. Applying a braking force to a wheel of a vehicle imparting a yaw moment based upon the magnitude of the error term calculated. The rear wheel steer angle is taken into account in calculating a desired yaw rate.

Abstract: A brake-actuating steering and braking control system for a tracked vehicle is provided with a braking control subsystem, a steering control subsystem, and right and left side brake-actuating subsystems. The braking control subsystem includes a brake pedal and is connected to brake mechanisms of each brake-actuating subsystem. A user may depress the brake pedal to apply a braking force to right and left side track assemblies of the tracked vehicle via the brake mechanisms to thereby slow or stop the tracked vehicle. The steering control subsystem includes a steering wheel and is connected to each of the brake mechanisms. The user may rotationally displace the steering wheel, which applies a braking force to the track assembly corresponding to the direction of rotational displacement of the steering wheel via the corresponding brake mechanism to thereby turn the tracked vehicle.

Abstract: A motion control system for controlling the motion of a crawler having a left and right track. The system comprises a pivotally mounted controller; a steering control system hydraulically communicable with a pressurized fluid supply, a brake of each of a left and right track of a crawler and a clutch of each of a left and right track of a crawler, a direction control system hydraulically communicable with a pressurized fluid supply, a forward and a reverse transmission signal input, a steering speed controlling system for controlling the speed of a left track and a right track, and a transmission gear controlling system. The steering speed controlling system includes at least one selector. The transmission gear controlling system includes at least one transmission gear selector. The steering control system is positioned so that pivoting the controller in a first series of planes operates the steering control system.

Abstract: A hybrid steer-by-wire and mechanical steering system for a vehicle includes two subsystems. The first subsystem connects a steering wheel with a mechanical link adapted to turn a first wheel of the vehicle. The second subsystem has an electro-mechanical actuator adapted to turn a second wheel of the vehicle. An electronic controller adapted to receive information indicative of the positions of the steering wheel and the first wheel controls the electromechanical actuator to thereby control the position of the second wheel.

Abstract: Diagnostic monitoring of electrical signals from a quadrature sensor used for vehicle steering angle detection includes comparing the signals with a fault threshold (i.e., out-of-range voltages). A controller distinguishes between events of short enough duration that they do not cause loss of position accuracy and those where signal transitions were potentially missed.

Abstract: A vehicle such as a front engine tractor is adapted to utilize conventional steering and propel controls with a drive and steer type transmission. The transmission permits the vehicle to be driven and steered through its rear wheels, thereby permitting it to turn about one wheel and/or about an axis between its wheels. A substantial portion of the engine weight is carried on the vehicle frame forwardly of the transmission. Front castered wheels enable the vehicle to be easily steered by the drive wheels. A conventional type steering wheel is provided with a mechanical linkage extending between it and the transmission. Conventional type controls are also provided to propel or power the vehicle in a forward or rearward direction and within a range of speeds.

Abstract: A dual motor driving control system is incorporated in an electrical vehicle having a front wheel and a rear wheel. The control system includes first and second motors respectively and mechanically coupled to the front and rear wheels of the vehicle for separately driving the wheels. A central control device includes a single chip microprocessor executing control software to selectively perform at least one predetermined motor control model. The central control device has output control units electrically coupled to the motors to control operations of the motors based on the motor control model performed in the mircroprocessor.

Abstract: A driving control device for a vehicle device , which has an operation lever device for outputting a signal to instruct a travelling speed and a traveling direction of a vehicle by tilting a single operation lever forward, backward, left and right, and a hydraulic motor controller for controlling rotation speeds of two hydraulic motors for driving respective traveling devices on left and right sides of the vehicle body according to the signal from the operation lever device, and which controls the traveling of the vehicle device by operating the operation lever of the operation lever device, has a spin turn instruction member which outputs a signal to make the two hydraulic motors have the same rotation speed but in different rotation directions from each other by rotating the operation lever of the operation lever device.

Abstract: In an electric power steering control system, a road surface reaction torque estimator estimates a road surface reaction torque on the basis of steering wheel angle. A neutral point learning unit and a neutral point compensator learn a neutral point of the steering wheel on the basis of the road surface reaction torque with respect to the steering wheel angle. A return torque for returning the steering wheel to the neutral point is computed from a difference between a current angle of the motor and the learned neutral point. As a result, the steering wheel returns to the neutral point under the current driving condition without application of any force to the steering wheel by the driver.