Abstract: A skid-steered amphibious vehicle includes ground engaging members, an electric drive motor, and an electric steer motor. The electric drive motor and electric steer motor are drivingly coupled to a transmission for driving and steering the vehicle. The vehicle also has a zero turn selector and the zero turn selector has a first configuration and a second configuration. The vehicle includes at least three operation modes, including: a park mode, a forward mode, and a reverse mode. When the vehicle is in the forward mode and the zero turn selector is in the first configuration, the controller permits the vehicle to conduct a zero turn and when the vehicle is in the forward mode and the zero turn selector is in the second configuration, the controller does not permit the vehicle to conduct a zero turn.

Abstract: An amphibious vehicle that can be operated in a variety of conditions and terrain, including on land and in water, includes a high visibility cab portion, a chassis, and prime mover. The amphibious vehicle has two rows of forward-facing seats situated inside the cab portion, allowing both the operator and passengers to look outside via the high visibility cab portion. A CVT and steering-wheel interface for steering is utilized to provide the operator with an intuitive driving experience.

Abstract: A transmission for a vehicle, particularly a skid-steered vehicle, that employs motive power from a prime mover delivered through an input shaft to drive left and right drive shafts at a nominal speed and input power from an electric motor to vary the speed of the left and right drive shafts according to steering commands from a steering control structure. The speed of the left and right drive shafts is directly related to a speed of the input shaft and the nominal speed of the left or right drive shaft is varied upwardly or downwardly by a ratio of the speed of the steering shaft via a speed varying structure. The speed of the left and right drive shafts is simultaneously varied in opposite directions (i.e. upwardly and downwardly) relative to the nominal speed by an equal number of rotations.

Abstract: A transmission for a vehicle, particularly a skid-steered vehicle, that employs motive power from a prime mover delivered through an input shaft to drive left and right drive shafts at a nominal speed and input power from an electric motor to vary the speed of the left and right drive shafts according to steering commands from a steering control structure. The speed of the left and right drive shafts is directly related to a speed of the input shaft and the nominal speed of the left or right drive shaft is varied upwardly or downwardly by a ratio of the speed of the steering shaft via a speed varying structure. The speed of the left and right drive shafts is simultaneously varied in opposite directions (i.e. upwardly and downwardly) relative to the nominal speed by an equal number of rotations.

Abstract: A transmission for a vehicle, particularly a skid-steered vehicle, that employs motive power from a prime mover delivered through an input shaft to drive left and right drive shafts at a nominal speed and input power from an electric motor to vary the speed of the left and right drive shafts according to steering commands from a steering control structure. The speed of the left and right drive shafts is directly related to a speed of the input shaft and the nominal speed of the left or right drive shaft is varied upwardly or downwardly by a ratio of the speed of the steering shaft via a speed varying structure. The speed of the left and right drive shafts is simultaneously varied in opposite directions (i.e. upwardly and downwardly) relative to the nominal speed by an equal number of rotations.

Abstract: A transmission for a vehicle, particularly a skid-steered vehicle, that employs motive power from a prime mover delivered through an input shaft to drive left and right drive shafts at a nominal speed and input power from an electric motor to vary the speed of the left and right drive shafts according to steering commands from a steering control structure. The speed of the left and right drive shafts is directly related to a speed of the input shaft and the nominal speed of the left or right drive shaft is varied upwardly or downwardly by a ratio of the speed of the steering shaft via a speed varying structure. The speed of the left and right drive shafts is simultaneously varied in opposite directions (i.e. upwardly and downwardly) relative to the nominal speed by an equal number of rotations.

Abstract: A progressive brake steering system that includes a steering shaft, a steering arm attached to the steering shaft and a spring mechanism that couples the steering arm to a first actuation pushrod of a first brake master cylinder and a second actuation pushrod of a second brake master cylinder. Rotating the steering shaft in a first direction rotates a first side of the steering shaft towards a first spring of the spring mechanism to compress the first spring against the first actuation pushrod of the first brake master cylinder to generate a first brake fluid pressure. Rotating the steering shaft in a second direction rotates a second side of the steering shaft towards a second spring of the spring mechanism to compress the second spring against the second actuation pushrod of the second brake master cylinder to generate a second brake fluid pressure.

Abstract: An all-terrain vehicle configured to be propelled by an endless loop track and a suspension system therefore comprises first and second lower suspension rails pivotally attached to one another at a central pivot. First, second and third suspension supports are provided, each comprising a resilient element and a suspension strut, the suspension strut having an upper end pivotally connected to the frame and a lower end. The lower end of the suspension strut of the first suspension support is pivotally connected to the first lower suspension rail. The lower end of the suspension strut of the third suspension support is pivotally connected to the second lower suspension rail. The lower end of the suspension strut of the second suspension support is pivotally connected to the first lower suspension rail, the second lower suspension rail or the first and second lower suspension rails proximal the central pivot.

Abstract: A transmission for a vehicle, particularly a skid-steered vehicle, that employs motive power from a prime mover delivered through an input shaft to drive left and right drive shafts at a nominal speed and input power from an electric motor to vary the speed of the left and right drive shafts according to steering commands from a steering control structure. The speed of the left and right drive shafts is directly related to a speed of the input shaft and the nominal speed of the left or right drive shaft is varied upwardly or downwardly by a ratio of the speed of the steering shaft via a speed varying structure. The speed of the left and right drive shafts is simultaneously varied in opposite directions (i.e. upwardly and downwardly) relative to the nominal speed by an equal number of rotations.

Abstract: An all-terrain vehicle configured to be propelled by an endless loop track and a suspension system therefore comprises first and second lower suspension rails pivotally attached to one another at a central pivot. First, second and third suspension supports are provided, each comprising a resilient element and a suspension strut, the suspension strut having an upper end pivotally connected to the frame and a lower end. The lower end of the suspension strut of the first suspension support is pivotally connected to the first lower suspension rail. The lower end of the suspension strut of the third suspension support is pivotally connected to the second lower suspension rail. The lower end of the suspension strut of the second suspension support is pivotally connected to the first lower suspension rail, the second lower suspension rail or the first and second lower suspension rails proximal the central pivot.

Abstract: A vehicle drive unit and land vehicle comprising the drive unit are disclosed. Each drive unit comprises a pair of longitudinally aligned and longitudinally spaced apart ground wheels. The land vehicle comprises a pair of drive units on opposite sides thereof. The drive units comprise an electric motor for powering the pair of wheels and a gear drive assembly comprising structure for disengaging the electric motor from the ground wheels. The drive units may be remotely controllable, may be water-tight and may be floatable. The vehicle comprising the drive unit may be amphibious.

Abstract: The wheel is all-metal, and is suitable for use on the moon. The wheel includes tread-plates mounted on leaf-springs, which deflect to permit suspension movement. The leaf-springs are flexible, light, and thin, yet are made strong enough to cope with heavy traction forces by the provision of hoop-cables, which link all the tread-plates together.

Abstract: The wheel is all-metal, and is suitable for use on the moon. The wheel includes tread-plates mounted on leaf-springs, which deflect to permit suspension movement. The leaf-springs are flexible, light, and thin, yet are made strong enough to cope with heavy traction forces by the provision of hoop-cables, which link all the tread-plates together.

Abstract: On an amphibious ATV, a triple-differential transmission is combined a continuously-variable drive. The gearbox can be set at a low ratio, for negotiation of difficult terrain, and at a high ratio for cruising trails. The high-low shift mechanism is located upstream, in the drive train, of the forward-reverse shift mechanism. Both mechanisms are located upstream of the steer-differential and of the two wheel-differentials. Main power from the engine is passed, through the mechanisms, directly to a wheel-ring that is common to both wheel-differentials. The common wheel-ring is bearing'd, not from the gearbox housing, but from the wheel-shafts, which are themselves bearing'd into the gearbox housing. Similarly, the steer-diff-housing is bearing'd, not from the gearbox housing, but from the steer-shafts, which are themselves bearing'd from the gearbox housing, which makes for a compact, narrow, layout of the gearbox—well suited to the ATV.

Abstract: In an amphibious ATV, the wheel bearings are housed in a spherical mounting-structure, because of possible angular misalignment. The spherical mounting-structure comprises separable primary and secondary elements. The new system provides that both elements are axially wide, being e.g as wide as the outer-race of the bearing. Now, the elements are highly resistant to every distortion, which means the mounting-structure can seal the bearings very effectively—both as to keeping dirt and water out, and keeping lubricant in.

Abstract: In an amphibious ATV, the wheel bearings are housed in a spherical mounting-structure, because of possible angular misalignment. The spherical mounting-structure comprises separable primary and secondary elements. The new system provides that both elements are axially wide, being e.g as wide as the outer-race of the bearing. Now, the elements are highly resistant to every distortion, which means the mounting-structure can seal the bearings very effectively—both as to keeping dirt and water out, and keeping lubricant in.

Abstract: On an amphibious ATV, a triple-differential transmission is combined a continuously-variable drive. The gearbox can be set at a low ratio, for negotiation of difficult terrain, and at a high ratio for cruising trails. The high-low shift mechanism is located upstream, in the drive train, of the forward-reverse shift mechanism. Both mechanisms are located upstream of the steer-differential and of the two wheel-differentials. Main power from the engine is passed, through the mechanisms, directly to a wheel-ring that is common to both wheel-differentials. The common wheel-ring is bearing'd, not from the gearbox housing, but from the wheel-shafts, which are themselves bearing'd into the gearbox housing. Similarly, the steer-diff-housing is bearing'd, not from the gearbox housing, but from the steer-shafts, which are themselves bearing'd from the gearbox housing, which makes for a compact, narrow, layout of the gearbox—well suited to the ATV.

Abstract: The ATV transmission includes an epicyclic arrangement, which serves as a drive-differential. One road wheel is geared to the planet-carrier or spider, and the other to the ring gear, while the engine drives the sun. An idler-gear between the ring and its road wheel means that the ring and the spider rotate in opposite senses, whereby a large gear ratio between the sun and the road wheels can be provided. Steering of the vehicle is provided, by driving the road wheels at different speeds. This is accomplished using a steer-differential, which is identical to the drive-differential; rotating the sun of the steer-differential imposes a corresponding differential speed on the road wheels.

Abstract: The drive-chain tensioner is automatically self-adjusting. A chain-slipper is guided to follow wear-movement of the chain. A cam is mounted on the follower. If slack in the chain increases, the cam is rotated by a cam spring to a position in which a larger radius of the cam lies under the follower. The cam provides a solid abutment that prevents the chain from compressing the tensioning springs and becoming slack when drive is reversed. For compactness and good load distribution, the chain is supported on a saddle between two cams. The cams have ratchet teeth.

Abstract: An add-on track system for an all-terrain vehicle is disclosed. ATV tires are very soft and flexible, and apt to climb out of a track if the track is not properly located. The invention has a track segment with arms protruding up from the slope-plate of the segment, and the arms converge inwards. The upper ends of the arms locate the segment against the tire side walls, but at a level on the sidewalls where the tire profile is free of the bulging under load which is so marked in ATV tires. The segments have holes through the sole-plate, through which the overhanging parts of the converging arms can be moulded, without movable cores. Retractable cleats occupy these holes, and are forced out when the tire bulges under load.