26results about "Race vehicles" patented technology

A vehicle comprising: a vehicle body; first and second wheel assemblies each having a rotation axis; first and second suspension linkages, each suspension linkage coupling a respective wheel assembly to the vehicle body to permit motion of the rotation axis of that wheel assembly relative to the vehicle body; a cross-vehicle spring having a first attachment point coupled to the first suspension linkage and a second attachment point coupled to the second suspension linkage; an active link coupling the first attachment point to the first suspension linkage, the active link being configured to have: (i) a first mode in which the active link permits motion of the first suspension linkage relative to the first attachment point so that the cross-vehicle spring and the active link together constrain motion of the first and second suspension linkages with a first spring rate during common motion of the first and second suspension linkages; and (ii) a second mode in which the active link fixes the motion of the first suspension linkage relative to the first attachment point so that the cross-vehicle spring and the active link together constrain motion of the first and second suspension linkages with a second spring rate during common motion of the first and second suspension linkages; wherein the first spring rate is different to the second spring rate.

A vehicle comprising: a vehicle body; first and second wheel assemblies each having a rotation axis; first and second suspension linkages, each suspension linkage coupling a respective wheel assembly to the vehicle body to permit motion of the rotation axis of that wheel assembly relative to the vehicle body; first and second dampers, each damper coupled to a respective suspension linkage to constrain the motion of the associated wheel assembly by applying a damper force to the suspension linkage; first and second springs, each spring coupled to a respective suspension linkage; and a cross-vehicle linkage coupled between the first and second springs, the cross-vehicle linkage being configured to have: (i) a first mode in which the cross vehicle linkage prohibits the first and second springs from constraining the motion of the associated wheel assembly, and (ii) a second mode in which the cross vehicle linkage permits the first and second springs to constrain the motion of the associated wheel assembly.

A vehicle comprising: an occupant cabin; a dashboard extending across the occupant cabin, the dashboard comprising a first aperture; and a first suspension damper located in the first aperture so as to be visible from within the occupant cabin.

The invention relates to a method for operating a vehicle (100), wherein the method comprises a step of determining a speed profile for at least one driving section of a journey of the vehicle (100) using at least one item of vehicle information, at least one item of surroundings information and / or at least one item of driver information concerning a driver of the vehicle (100), a step of comparing the speed profile with reference data representing a target speed profile for the driving section and / or at least one limit value in order to obtain a comparison result representing a deviation between the speed profile and the reference data, and a step of actuating a device (102) for braking the vehicle (100) using the comparison result.

A vehicle comprising: a vehicle body; first and second wheel assemblies each having a rotation axis; first and second suspension linkages, each suspension linkage coupling a respective wheel assembly to the vehicle body to permit motion of the rotation axis of that wheel assembly relative to the vehicle body; first and second dampers, each damper coupled to a respective suspension linkage to constrain the motion of the associated wheel assembly by applying a damper force to the suspension linkage; first and second springs, each spring coupled to a respective suspension linkage; and a cross-vehicle linkage coupled between the first and second springs, the cross-vehicle linkage being configured to have: (i) a first mode in which the cross vehicle linkage prohibits the first and second springs from constraining the motion of the associated wheel assembly, and (ii) a second mode in which the cross vehicle linkage permits the first and second springs to constrain the motion of the associated wheel assembly.

The invention relates to a driver assistance device (10) for a vehicle (12), wherein the driver assistance device (10) is configured to detect vehicle steering inputs (16) of a driver (14) and vehicle reactions (18) of the vehicle (12) while driving along a route (22); to identify predetermined route segments (20) of the route (22); to determine reference vehicle steering inputs (24) and reference vehicle reactions (26) for the predetermined route segments (20) of the determined route (22); to determine a deviation (28) between the vehicle steering inputs (16) and reference vehicle steering inputs (24) as well as between the vehicle reactions (18) and reference vehicle reactions (26); and to determine an evaluation profile (30) by evaluating the deviation (28) based on predetermined evaluation criteria.and to output an evaluation signal (32) depending on the evaluation profile (30) determined for the route section (20).

A vehicle (1) provided with a suspension (7) having an arm (8) having a first end (9I) connected, in use, to a supporting structure (2) and a second end (9II) connected, in use, to a hub holder (6); wherein, the arm (8) has a structural element (10) and an aerodynamic fairing (11), which are reciprocally movable and can be driven depending on the driving condition of the corresponding arm (8) without the use of actuators.

A multi-stage chain transmission structure for an all-terrain kart, comprising: a first-stage chain-sprocket transmission combination (1) and a second-stage chain-sprocket transmission combination (2); a two-stage chain transmission structure, working in conjunction with an engine (3) on an independent suspension and steering knuckle transmission half-shaft combination of an all-terrain kart body; and a third-stage chain transmission structure, equipped with a chain transmission combination and working in conjunction on an upper position of an integral driving axle of a non-independent suspension. The unsprung mass of a driving axle is reduced, and the responsiveness of the driving axle and the comfort of a driver or passenger are improved. A box-free chain transmission system can adapt to a vertical engine, a horizontal engine and a gear engine, and can also work in conjunction with a common CVT engine, a special belt reverse gear CVT engine and the like as a power source.

A traveling vehicle includes a body having a seat in which a user can sit, and a plurality of wheels provided to the body, the height of a seat surface of the seat being lower than the upper parts of the plurality of wheels. In the body, a battery accommodation section that accommodates a battery is provided to a side of the seat. At least part of the battery accommodation section overlaps the seat in a side view of the body, and the battery accommodation section is tilted such that a rear end part is positioned higher than a front end part.

Systems and methods for determining a maximum phase recovery envelope are disclosed herein. In one example, a system includes a processor and a memory having a vehicle control module. The vehicle control module includes instructions that, when executed by the processor, cause the processor to determine a critical point on a phase plane indicating a maximum defined recovery point a vehicle can recover from, perform forward and reverse simulations from the critical point to define outermost contours of a maximum phase recovery envelope using parameters and state of the vehicle, and cause the vehicle to operate within the maximum phase recovery envelope.

A vehicle comprising: a vehicle body; first and second wheel assemblies each having a rotation axis; first and second suspension linkages, each suspension linkage coupling a respective wheel assembly to the vehicle body to permit motion of the rotation axis of that wheel assembly relative to the vehicle body; a cross-vehicle spring having a first attachment point coupled to the first suspension linkage and a second attachment point coupled to the second suspension linkage; and a first active link coupling the first attachment point to the first suspension linkage, the first active link being configured to have: (i) a first mode in which the first active link permits motion of the first suspension linkage relative to the first attachment point to prohibit the cross-vehicle spring from constraining motion of the first and second suspension linkages; and (ii) a second mode in which the active link fixes the motion of the first suspension linkage relative to the first attachment point so that the cross-vehicle spring constrains motion of the first and second suspension linkages during common motion of the first and second suspension linkages.

A vehicle comprising: a vehicle body; first and second wheel assemblies each having a rotation axis; first and second suspension linkages, each suspension linkage coupling a respective wheel assembly to the vehicle body to permit motion of the rotation axis of that wheel assembly relative to the vehicle body; a cross-vehicle spring having a first attachment point coupled to the first suspension linkage and a second attachment point coupled to the second suspension linkage; and a first active link coupling the first attachment point to the first suspension linkage, the first active link being configured to have: (i) a first mode in which the first active link permits motion of the first suspension linkage relative to the first attachment point to prohibit the cross-vehicle spring from constraining motion of the first and second suspension linkages; and (ii) a second mode in which the active link fixes the motion of the first suspension linkage relative to the first attachment point so that the cross-vehicle spring constrains motion of the first and second suspension linkages during common motion of the first and second suspension linkages.

A vehicle provided with a suspension having an arm having a first end connected, in use, to a supporting structure and a second end connected, in use, to a hub holder; wherein, the arm has a structural element and an aerodynamic fairing, which are reciprocally movable and can be driven depending on the driving condition of the corresponding arm without the use of actuators.

A vehicle comprising: an occupant cabin; a dashboard extending across the occupant cabin, the dashboard comprising a first aperture; and a first suspension damper located in the first aperture so as to be visible from within the occupant cabin.

Title: Kart comprising an adjustable pedal assembly. The invention relates to a kart (100) comprising a chassis and a pedal assembly movably mounted on the chassis between two extreme positions, namely: - a first position, called the proximal position, in which the pedal assembly is closest to the rear of the kart (100), and - a second position, called the distal position, in which the pedal assembly is furthest from the rear of said kart (100), characterized in that said pedal assembly is carried by a carriage guided along a support and / or guide element integral with the chassis and having at least two guide portions separated by a ridge. Figure for the abstract: Fig. 1

A method to control a car having: a frame, which develops along a longitudinal direction having a front-rear orientation; at least two drive wheels; at least one electric motor connected to the two drive wheels; and a generation assembly having an electric generator and an internal combustion engine provided with a drive shaft, which is mechanically connected only to the electric generator and, therefore, is mechanically independent of the drive wheels. The control method comprises the steps of: determining a rotation speed of the rear drive wheels; and varying the rotation speed of the first internal combustion engine based on the rotation speed of the rear drive wheels.

The application provides a racing car suspension structure, which comprises a left stand, a right stand, a left suspension and a right suspension; a connecting assembly is installed at the center of a frame; the left suspension comprises a left upper transverse arm and a left lower transverse arm; the right suspension comprises a right upper transverse arm and a right lower transverse arm; one end of the left upper transverse arm and the left lower transverse arm is rotatably connected with the upper end and the lower end of the left stand respectively; one end of the right upper transverse arm and the right lower transverse arm is rotatably connected with the upper end of the right stand respectively; the other end of the left upper transverse arm and the right upper transverse arm is rotatably connected with the upper end of the connecting assembly respectively; the other end of the left lower transverse arm and the right lower transverse arm is rotatably connected with the lower end of the connecting assembly respectively; the left upper transverse arm and the right upper transverse arm are axially symmetrical relative to the connecting assembly; the left lower transverse arm and the right lower transverse arm are centrally symmetrical relative to the connecting assembly. The application can maximize the utilization of the lateral arrangement space of the vehicle by the length of all the transverse arms, change the wheel track and the positioning parameters of the wheels within the acceptable limited range, and improve the steering stability of the vehicle.

A vehicle comprising: a vehicle body; first and second wheel assemblies each having a rotation axis; first and second suspension linkages, each suspension linkage coupling a respective wheel assembly to the vehicle body to permit motion of the rotation axis of that wheel assembly relative to the vehicle body; a cross-vehicle spring having a first attachment point coupled to the first suspension linkage and a second attachment point coupled to the second suspension linkage; an active link coupling the first attachment point to the first suspension linkage, the active link being configured to have: (i) a first mode in which the active link permits motion of the first suspension linkage relative to the first attachment point so that the cross-vehicle spring and the active link together constrain motion of the first and second suspension linkages with a first spring rate during common motion of the first and second suspension linkages; and (ii) a second mode in which the active link fixes the motion of the first suspension linkage relative to the first attachment point so that the cross-vehicle spring and the active link together constrain motion of the first and second suspension linkages with a second spring rate during common motion of the first and second suspension linkages; wherein the first spring rate is different to the second spring rate.

The invention relates to a method for operating a vehicle (100), wherein the method comprises a step of determining a speed profile for at least one driving segment of a journey of the vehicle (100) using at least one vehicle information, at least one environmental information and / or at least one driver information of a driver of the vehicle (100), a step of comparing the speed profile with reference data representing a target speed profile for the driving segment and / or at least one limit value to obtain a comparison result representing a deviation between the speed profile and the reference data, and a step of controlling a device (102) for braking the vehicle (100) using the comparison result.