Abstract: A lightweight vehicle includes a pair of rear wheel assemblies, a pair of front wheel assemblies, a chassis, a front suspension system coupling the pair of front wheel assemblies to the chassis, a rear suspension system coupling the pair of rear wheel assemblies to the chassis, a frontmost seat supported by the chassis where the frontmost seat includes a first seat bottom and a first seat back, a rearmost seat supported by the chassis and facing forward where the rearmost seat includes a second seat bottom and a second seat back, a floorboard coupled the chassis, and an electric motor configured to drive the pair of rear wheel assemblies and at least partially positioned beneath the second seat bottom. At least a portion of the rearmost seat is located longitudinally rearward of an axis extending through a center of the pair of rear wheel assemblies.

Abstract: A steering and suspension assembly for the rear wheels of an off-road vehicle that is effective to turn the rear wheels of the vehicle at least 2° in either direction.

Abstract: The present disclosure relates to a steering system for a vehicle, and a steering system according to an embodiment of the present disclosure includes a motor configured to assist a steering force by rotating a steering shaft, a first bevel gear coupled to a motor shaft of the motor, a first lock nut configured to fix the first bevel gear to the motor shaft, a second bevel gear configured to engage with the first bevel gear, a housing coupled to the motor and configured to accommodate the first bevel gear and the second bevel gear, the housing having a motor shaft support configured to support an end of the motor shaft, and a first bearing interposed between the motor shaft and the motor shaft support.

Abstract: There is provided a stabilizer for a vehicle, including a torsion bar fixed to a car body and configured to be rotated about a longitudinal axis of rotation without changing a position, two arm links connected to both ends of the torsion bar, and two drive links connected to each of the two arm links through a ball joint so as to be able to be rotated three-dimensionally, in which the two drive links are configured to, during cornering of the vehicle, adjust a degree of torsion of the torsion bar by rotating about an axis of rotation of a strut assembly or a steering knuckle connected to the two drive links.

Abstract: A moving body including a body, a wheel coupled to the body and configured to rotate relative to the body, and an auxiliary wheel connected to the body and configured to move upwards and downwards. The auxiliary wheel has an area protruding more downwards than the wheel when the auxiliary wheel is moved to a lowermost side.

Abstract: A rotation angle limiting mechanism includes: a turntable, wherein at least one fitting structure is disposed on the turntable; and a moving member, wherein a first limiting structure and a second limiting structure are disposed on the moving member; the turntable rotates and drives the moving member to move so that the fitting structure abuts against one of the first limiting structure or the second limiting structure; the turntable is at a first extreme position when the fitting structure abuts against the first limiting structure; and the turntable is at a second extreme position when the fitting structure abuts against the second limiting structure.

Abstract: A bulldozer causes left and right steering clutches to engage and left and right steering brakes to release when an operating amount of a steering lever is greater than a first predetermined amount and less than a second predetermined amount, and drives a turning motor so that the rotation speed of an inside output shaft becomes lower than the rotation speed of an outside output shaft as the operating amount of the steering lever increases. A controller causes the engagement rate of an inside steering clutch to decrease and causes an inside steering brake to brake when the operating amount of the steering lever is equal to or greater than the second predetermined amount.

Abstract: In the conventional tricycle, between the front frame and the bottom bracket which carries the pedal assembly, a joint is inserted that the front frame and the handlebar may tilt to the left or right. By holding the handlebar, the rider can tilt his upper body to cancel out the centrifugal force that occurs during turning and pushes him to the opposite direction of the handlebar causing a fall down accident. Between the front frame and the seat tube is installed a tiltable angle of the handlebar variable system that is remotely operated from the handlebar so that the rider can vary the tiltable angle of the handlebar for safe ride at low speeds or high speeds.

Abstract: Methods and systems are provided for a steer-by-wire system. In one example, a steer-by-wire system comprises an electric motor coupled to a steering axle via a bevel gear set, where a rotor of the electric motor is perpendicular to the steering axle, and the bevel gear set comprises a first bevel gear and a second bevel gear. The steer-by-wire system includes an overload protection arrangement, where the second bevel gear is normally coupled to a ball screw nut via a plurality of locking pins, the plurality of locking pins disengaging from the second bevel gear and allowing slipping of the ball screw nut in response to an external impact load acting on the ball screw nut exceeding a threshold.

Abstract: A bicycle can include a frame. The frame can include a front steering axle, a front fork assembly, and a handlebar assembly for steering a front wheel of the bicycle. The bicycle can also include one or more vibration isolators. The one or more vibration isolators can be operatively connected to at least one of the frame, the front steering axle, the front fork assembly, and the handlebar assembly. The one or more vibration isolators can also be configured to exhibit a non-linear stiffness profile including a region of quasi-zero stiffness. As a result, the one or more vibration isolators isolate a rider of the bicycle from vibrations transferred through the frame.

Abstract: The present invention relates to a robot. A robot according to one embodiment of the present invention comprises a body having a set volume, and traveling members provided in the left area and right area of the body and rotatably connected to the body through rotating shafts, wherein the rotating shafts are positioned to be vertically inclined at the incline of the rotating shafts so that same gradually face outward from the top to the bottom thereof.

Abstract: Described herein are methods and systems for controlling differential wheel speeds of multi-independent-wheel vehicles, such as four-wheel-drive electric tractors (4WD-ETs). Specifically, a method comprises determining a target speed for each wheel of the vehicle based on at least the steering input. The linear travel speeds (corresponding to these target speeds) of any two wheels are different when the vehicle turns (steering input deviates from a no-steering baseline) or the same when the vehicle travels in a straight line (steering input is at the no-steering baseline). Each target wheel speed is then used to control the rotational speed of the corresponding electric motor, which independently drives one of the vehicle's wheels. This process of determining the target wheel speeds and independently controlling all electric motors is frequently repeated such that the vehicle can be propelled through the turn at the desired speed with minimal wheel slip.

Abstract: A power take off unit includes an input gear, an output gear, and an intermediary gear that cooperate to transfer power from a rotational power source to an operating target. The power take off unit has a control module that biases the intermediary gear relative to the input gear and the output gear to reduce gear rattle vibrations associated with intermeshed tooth looseness.

Abstract: A vehicle driving apparatus includes: (a) a power distribution device for distributing a power between a pair of front wheels and a pair of rear wheels; (b) a differential device for distributing the power between right and left wheels that constitute one of the pair of front wheels and the pair of rear wheels; and (c) a propeller shaft for transmitting the power to the other of the pair of front wheels and the pair of rear wheels. The power distribution device includes a first rotary element connected to a rotating machine, a second rotary element connected to the differential device and a third rotary element connected to the propeller shaft. The third rotary element and the propeller shaft are both connected to a power transmission member between the power distribution device and one of the right and left wheels in an axial direction of the power distribution device.

Abstract: According to embodiments of the present invention, engine power consumption can be prevented, the number of components can be reduced, vehicle control functions such as automatic parking, lane keeping, driving assistance according to road surface conditions, steering vibration reduction, and autonomous driving control can be used and thus a driver's convenience can be increased, and stability can be enhanced by providing two motor-reducer structures.

Abstract: A lifting chassis structure for a pure electric vehicle includes a chassis body, a movable front suspension, a movable rear suspension, two front lifting devices, and one or more rear lifting devices. A front subframe and a rear subframe are configured to be respectively driven by the two front lifting devices and the one or more rear lifting devices, so as to be lifted up and down respectively relative to the movable front suspension and the movable rear suspension. The movable front suspension includes two shock absorber assemblies connected to a steering assembly. The two front lifting devices are arranged in a splayed pattern. The two front lifting devices respectively correspond to the two shock absorber assemblies, and each of the two front lifting devices is parallel to an adjacent one of the two shock absorber assemblies.

Abstract: A drawbar hitch assembly for coupling to a drawbar to pull an agricultural implement includes a pair of locking wedges mounted between a first and a second hitch plate. Each locking wedge is slidably engaged with an inwardly-facing ramp of the second hitch plate for movement between a locked position adapted to cradle the drawbar therebetween and an unlocked position spaced apart and adapted to be released from the drawbar. A plurality of fasteners releasably couple the first and second hitch plates. The fasteners are tightened to move the second hitch plate in a first direction, thereby urging the locking wedges to the locked position to secure the drawbar hitch assembly to the drawbar. The fasteners may also be loosened to move the second hitch plate in an opposite second direction, thereby returning the locking wedges to the unlocked position to remove the drawbar hitch assembly from the drawbar.

Abstract: Suspension systems for vehicles are described that allow the suspension reaction to vertical loads to be decoupled to suspension movement in reaction to horizontal forces. Contemplated suspension systems comprise a knuckle assembly carrying at least a wheel and bearing assembly for contacting the ground at an edge of the vehicle. A first link connects a first rotatable joint to the knuckle assembly and to a chassis or subframe on the vehicle. A second link connects a second rotatable joint to the knuckle assembly and to the chassis or subframe on the vehicle. A spring and damper link connects the first link to the second link, and a spring damper system comprising a shock assembly that is mounted or coupled to the first link off a center axis of the first link.

Abstract: A control system of a hovercraft that includes one engine and one propulsion fan enclosed in a duct in which swivel side flaps are located is described. The control system includes, downstream of the duct, at least three rudders. Each of the rudders operates in the full range of angular position, regardless of the position of the swivel side flaps. A control method of such a hovercraft is also described.

Abstract: An all-terrain vehicle (ATV) has a frame having front and rear ends, an internal combustion engine connected to the frame, the engine including a front portion and a rear portion, a single cylinder defining a cylinder axis, an air intake port defined in the front portion facing towards the front end of the frame, and an exhaust port defined in the rear portion facing towards the rear end of the frame. The ATV further has an exhaust assembly fluidly connected to the exhaust port. The exhaust assembly extends from the engine towards the rear end of the frame. The ATV further has a continuously variable transmission operatively connected to the engine, which includes a primary pulley being operatively connected to the engine, a secondary pulley, a drive belt looped around the primary and secondary pulleys, and a housing enclosing the primary pulley, the secondary pulley, and the drive belt.