Vehicle with suspension controlled motion resistance member

Abstract

A vehicle is provided with a suspension-controlled motion-resisting member. The vehicle includes a vehicle body and a chassis coupled to a base of the vehicle body. The vehicle further includes a motion-resisting member coupled to a base surface of the chassis, a wheel assembly coupled to the chassis, and a suspension unit coupled to the wheel assembly and the chassis. In an operating condition, the suspension unit is configured to move the chassis in a first direction until at least a portion of the motion-resisting member contacts the ground below the base surface of the chassis.

Description

[Technical field]

[0001] (Related Applications) This application claims priority to U.S. Patent Application No. 17 / 526,892, filed November 15, 2021, which is incorporated herein by reference in its entirety.

[0002] (Technical field) Various embodiments of the present disclosure relate to vehicle technology and advanced suspension and braking systems. More specifically, various embodiments of the present disclosure may relate to vehicles with suspension-controlled motion-resisting members. [Background technology]

[0003] Advances in vehicle technology have led to the development of various types of braking mechanisms that improve a vehicle's braking performance for various terrains, weather conditions, and / or speed requirements. To increase the speed of a vehicle, a force that provides forward motion may be required. Similarly, to stop or slow down, a force that provides motion in the opposite direction (rearward) may be required. These forces may be transmitted between the vehicle's tires and the road surface by the portion of the tire that may contact the road surface. The portion of the tire that is in contact with the road surface is usually referred to as the contact patch. The contact patch may affect braking performance as well as vehicle driving performance or ride comfort parameters. Many drivers and vehicle manufacturers take into consideration the size and shape of the contact patch as well as the pressure distribution within the contact patch to optimize the vehicle's ride and handling performance. Vehicles that use pneumatic tires may have different sizes of contact patches depending on whether the vehicle is moving or stationary. In addition, the size and shape of the contact patch may vary from vehicle to vehicle depending on various factors such as tire size, load on the tire, and tire inflation pressure. Many vehicles, especially modern electric vehicles, are lighter than most known combustion vehicles. The contact patch on such vehicles may be smaller than normal, which may result in reduced braking and handling performance of the vehicle.

[0004] Further limitations and drawbacks of the conventional and traditional approaches are described in the remainder of this application and will become apparent to those skilled in the art through comparison of the described systems with certain aspects of the present disclosure with reference to the drawings. Summary of the Invention [Means for solving the problem]

[0005] There is provided a vehicle with a suspension controlled motion-resisting member substantially as shown in and / or described in connection with at least one of the drawings, as fully defined by the claims.

[0006] These and other features and advantages of the present disclosure can be understood from a consideration of the following detailed description of the disclosure in conjunction with the accompanying drawings, in which like reference numerals refer to like elements throughout. [Brief description of the drawings]

[0007] [Figure 1] 1 is a schematic diagram of an exemplary vehicle with a suspension-controlled motion-resisting member according to one embodiment of the disclosure. [Diagram 2] 1 is a schematic diagram of an exemplary vehicle including an electronic control unit coupled to a chassis for inhibiting vehicle motion in accordance with one embodiment of the disclosure. [Diagram 3] FIG. 2 is a schematic diagram illustrating a first exemplary scenario for suppressing the movement of the vehicle of FIG. 1, according to one embodiment of the present disclosure. [Figure 4A] FIG. 2 is a schematic diagram illustrating a scenario related to the movement of the chassis of the vehicle of FIG. 1, in accordance with an embodiment of the present disclosure. [Figure 4B] FIG. 2 is a schematic diagram illustrating a scenario related to the movement of the chassis of the vehicle of FIG. 1, in accordance with an embodiment of the present disclosure. [Figure 4C] FIG. 2 is a schematic diagram illustrating a scenario related to the movement of the chassis of the vehicle of FIG. 1, in accordance with an embodiment of the present disclosure. [Figure 4D]FIG. 2 is a schematic diagram illustrating a scenario related to the movement of the chassis of the vehicle of FIG. 1, in accordance with an embodiment of the present disclosure. [Figure 4E] FIG. 2 is a schematic diagram illustrating a scenario related to the movement of the chassis of the vehicle of FIG. 1, in accordance with an embodiment of the present disclosure. [Figure 5A] FIG. 2 is a schematic diagram illustrating an exemplary scenario for parking the vehicle of FIG. 1, according to one embodiment of the present disclosure. [Figure 5B] FIG. 2 is a schematic diagram illustrating an exemplary scenario for parking the vehicle of FIG. 1, according to one embodiment of the present disclosure. [Figure 6A] FIG. 2 is a schematic diagram illustrating an example scenario for emergency braking of the vehicle of FIG. 1, in accordance with one embodiment of the present disclosure. [Figure 6B] FIG. 2 is a schematic diagram illustrating an example scenario for emergency braking of the vehicle of FIG. 1, in accordance with one embodiment of the present disclosure. [Figure 6C] FIG. 2 is a schematic diagram illustrating an example scenario for emergency braking of the vehicle of FIG. 1, in accordance with one embodiment of the present disclosure. [Figure 7] FIG. 2 is a schematic diagram illustrating an exemplary scenario for removing a wheel of the vehicle of FIG. 1, according to one embodiment of the present disclosure. [Figure 8] FIG. 2 is a schematic diagram illustrating a second exemplary scenario for suppressing the movement of the vehicle of FIG. 1 according to an embodiment of the present disclosure. [Figure 9] 1 is a schematic diagram of an exemplary vehicle including a chassis and an axle coupled to the chassis, according to one embodiment of the disclosure. [Figure 10] 2 is a flowchart illustrating an exemplary method of restraining vehicle motion via a chassis of the vehicle of FIG. 1 in accordance with one embodiment of the disclosure. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0008] The embodiments described below may be found in a vehicle, such as an automobile. The vehicle may include a body and a chassis coupled to a base of the body of the vehicle. The vehicle may further include a motion resistance member (such as one or more grip pads or wheels) that may be coupled to a base surface of the chassis. From time to time, when the vehicle is attempting to slow down, apply emergency braking, or park on a surface such as a road, the base surface of the chassis may move in a direction (such as downward) such that the motion resistance member or a portion thereof contacts the ground below the base surface. The contact with the ground may generate additional friction on the surface in addition to the friction generated by the wheels of the vehicle. Based on the total friction generated, the vehicle may obtain additional force required to reduce the braking distance during emergency braking and to safely park or slow down the vehicle. The motion resistance member may provide additional contact area with the surface compared to the contact area provided by a typical wheel of the vehicle.

[0009] FIG. 1 is a schematic diagram of an exemplary vehicle with a suspension-controlled motion-resisting member according to an embodiment of the present disclosure. Referring to FIG. 1, a vehicle 102 is shown. The vehicle 102 may qualify to be a non-autonomous vehicle, a semi-autonomous vehicle, or a fully autonomous vehicle, for example, as defined by the Society of Automotive Engineers (SAE) automation levels. Based on the type of propulsion, the vehicle 102 may be classified as one of a fossil fuel-based vehicle, an electric propulsion-based vehicle, a hydrogen fuel-based vehicle, a solar-powered vehicle, or a hybrid vehicle (e.g., a vehicle using one or more separate renewable or non-renewable power sources). Examples of the vehicle 102 include, but are not limited to, a two-wheeled vehicle, a three-wheeled vehicle, a four-wheeled vehicle, or a ground transportation vehicle having a propulsion mechanism using any number of wheels or some other alternative to wheels.

[0010] The vehicle 102 may include a body 104. The body 104 may be a frame having at least one pillar that may surround a first portion (e.g., a top) of the vehicle 102. In one embodiment, the at least one pillar (e.g., an A-pillar, a B-pillar, a C-pillar, or a D-pillar) may extend in a direction substantially perpendicular to a vehicle length direction associated with the vehicle 102. In one embodiment, the body 104 may include multiple mounting locations for accommodating multiple components of the vehicle 102. For example, the body 104 may include at least one wheel mounting location for mounting at least one wheel of the vehicle 102. As another example, the body 104 may include a cover that covers a section of the at least one wheel mounting location to partially enclose the at least one wheel mounting location. As another example, the body 104 may include a base 104A (i.e., a chassis mounting location) that may be disposed on a chassis 106 of the vehicle 102. In one embodiment, the base 104A may be disposed adjacent to at least one wheel, which may be configured to be mounted to the chassis 106 of the vehicle 102.

[0011] The chassis 106 may be a frame having at least one cross member between a pair of side members and may be configured to support a load of the vehicle 102. In one embodiment, the at least one cross member may extend in a direction substantially parallel to a length of the vehicle 102. In one embodiment, the chassis 106 may be coupled to a base 104A of the body 104. For example, the chassis 106 may be integrally welded to the base 104A of the body 104 or removably secured to the base 104A of the body 104. In one embodiment, the chassis 106 may include a base surface 106A, which may be configured to be coupled to a motion-resisting member 108 of the vehicle 102.

[0012] The motion resistance member 108 may be coupled to the base surface 106A of the chassis 106 via attachments. Examples of attachments may include, but are not limited to, mechanical fasteners, chemical adhesives, magnetic latches, welded joints, or electromagnetic latches. In one embodiment, the motion resistance member 108 may be disposed along a length of the chassis 106. For example, the motion resistance member 108 may be disposed in a direction that may be substantially parallel to the length of the chassis 106.

[0013] The motion resistance member 108 can be configured to contact the ground below the base surface 106A of the chassis 106. Contact with the ground can be controlled based on a request to stop, slow down, or park the vehicle 102. According to one embodiment, the motion resistance member 108 can be made of a rubber material. The rubber material (e.g., synthetic rubber) can be configured to elastically cushion an impact that may occur when the motion resistance member 108 contacts the ground. The impact may occur, for example, when the vehicle 102 slows down to stop or slow down. In another embodiment, the motion resistance member 108 can be made of a metallic material. The metallic material (e.g., hot-rolled steel) can be configured to improve wear resistance to an impact that may occur when the motion resistance member 108 contacts the ground. In another embodiment, the motion resistance member 108 can be made of a composite material (e.g., carbon fiber) and / or a reinforced material (e.g., carbon fiber reinforced polymer). The composite material and / or the reinforced material can be configured to improve a load transfer path of an impact that may occur when the motion resistance member 108 contacts the ground. Other examples of materials that can be used to construct the motion-resisting member 108, or at least a portion of the motion-resisting member 108 (which may contact the ground below the base surface 106a), include, but are not limited to, asbestos organics, non-asbestos organics, semi-metals, sintered metals, and carbon composites. Details of the motion-resisting member 108 are further described, for example, in FIG.

[0014] The vehicle 102 may further include a wheel assembly 110. The wheel assembly 110 may be coupled to the chassis 106. According to one embodiment, the wheel assembly 110 may include a set of wheels 112 disposed at a set of wheel mounting locations on the body of the vehicle 102 and coupled to a corresponding portion of the chassis 106. As an example, a first wheel 112A may be disposed at a first wheel mounting location 114A and removably coupled to a first portion of the chassis 106. A second wheel 112B may be disposed at a second wheel mounting location 114B and removably coupled to a second portion of the chassis 106. It should be noted that the vehicle 102 may include any number of wheels (e.g., three wheels, four wheels, etc.) disposed at respective wheel mounting locations on the body of the vehicle 102 and removably coupled to respective portions of the chassis 106.

[0015] In one embodiment, the vehicle body 104 may include a first cover 116A and a second cover 116B. The first cover 116A may be removably arranged over the area of ​​the first wheel mounting location 114A. For example, the first cover 116A and the vehicle body 104 may be coupled via a first release member 118A, which may be configured to remove the first cover 116A from the vehicle body 104. The second cover 116B may be removably arranged over the area of ​​the second wheel mounting location 114B. For example, the second cover 116B and the vehicle body 104 may be coupled via a second release member 118B, which may be configured to remove the second cover 116B from the vehicle body 104.

[0016] The first cover 116A and the second cover 116B can be removed using the first release member 118A and the second release member 118B, respectively, based on a user's requirement. In one embodiment, the first release member 118A and the second release member 118B can be mechanically fixed members (such as slidable latches) that can be configured to remove the corresponding cover from the body 104. In another embodiment, the first release member 118A and the second release member 118B can be electromagnetic release members (such as electromagnetic latches) that can be configured to remove the corresponding cover from the body 104 of the vehicle 102.

[0017] The vehicle 102 may further include a suspension unit 120 that may be coupled to the wheel assembly 110 and the chassis 106. For example, the suspension unit 120 may be disposed between the wheel assembly 110 and the chassis 106. According to one embodiment, the suspension unit 120 may correspond to an active suspension mechanism that may be disposed between the wheel assembly 110 and the chassis 106. In an active state, the suspension unit 120 may include an on-board control system that controls the vertical movement of a set of wheels 112 of the vehicle 102 relative to the chassis 106 or body 104 of the vehicle 102. Implementations of the active suspension mechanism may include, but are not limited to, hydraulic actuation, electronic actuation of hydraulic suspension, active anti-roll bars, electromagnetic recovery, active wheels, solenoid / valve actuation, and magnetorheological dampers. According to another embodiment, the suspension unit 120 may correspond to a semi-active suspension mechanism or a passive suspension mechanism.

[0018] In an actuated state, the suspension unit 120 can be configured to move the chassis 106 in a first direction until at least a portion of the motion resistance member 108 contacts the ground below the base surface 106a of the chassis 106. For example, the first direction can correspond to a downward direction from the base surface 106A of the chassis 106, which can be directed toward the ground below the base surface 106A of the chassis 106.

[0019] According to one embodiment, movement of the chassis 106 in a first direction can correspond to adjusting at least one of the height of the chassis 106 or the tilt of the chassis 106 relative to the ground below the base surface 106A of the chassis 106. For example, the chassis 106 can be moved linearly relative to the ground to adjust the height of the chassis 106 relative to the ground. In such a case, the entire surface portion of the motion resistance member 108 parallel to the chassis 106 can contact the ground. In some embodiments, the chassis 106 can be moved non-linearly relative to the ground to adjust the tilt of the chassis 106 relative to the ground. In some other embodiments, the movement of the chassis 106 can be about a pivot axis AA', which can be substantially parallel to a rotation axis BB' of the wheels (e.g., the set of wheels 112) of the wheel assembly 110. A portion, such as a first end (e.g., a front end) of the motion resistance member 108 or a second end (e.g., a rear end) of the motion resistance member 108 can contact the ground. In some embodiments, the body 104 of the vehicle 102 may move down with the movement of the chassis 106. Details of the movement of the motion resistance members 108 are further provided in, for example, FIG.

[0020] According to one embodiment, the vehicle 102 may further include a drive system 122, which may include an in-wheel motor about each wheel of the set of wheels 112. The drive system 122 may include appropriate logic, circuits, and interfaces that may be configured to control the transfer of power to various electrical or electromechanical components of the vehicle 102.

[0021] An in-wheel motor, such as the first in-wheel motor 124A, can be coupled to the first wheel 112A of the wheel assembly 110. The second in-wheel motor 124B can be coupled to the second in-wheel motor 124B of the wheel assembly 110. Similarly, each in-wheel motor can be coupled to a third wheel and a fourth wheel (not shown) of the set of wheels 112. Furthermore, an in-wheel motor, such as the first in-wheel motor 124A and the second in-wheel motor 124B, can be configured to power a respective wheel of the vehicle 102. For example, the first in-wheel motor 124A can be configured to power the first wheel 112A, and the second in-wheel motor 124B can be configured to power the second wheel 112B.

[0022] The drive system 122 may provide power for the functioning of various components (not shown in FIG. 1 ), such as the electronic controller, electric motor(s), infotainment system, display(s), on-board computer(s), communication system, memory, and set of sensors of the vehicle 102. The drive system 122 may be configured to receive control signals from the electronic controller to control the various electronic components of the vehicle 102. The drive system 122 may also be configured to control the charging and discharging of the battery of the vehicle 102 based on the received control signals.

[0023] According to one embodiment, the vehicle 102 may further include a storage trigger 126 provided on an outer portion of the body 104 of the vehicle 102. For example, the storage trigger 126 may be present on a remote key of the vehicle 102 or near a cover such as the first cover 116A or the second cover 116B for the respective areas of the wheel mounting positions. In an exemplary embodiment, the storage trigger 126 may be a button or lever that may be utilized to store the chassis 106 in a second direction. The second direction may be substantially opposite to the first direction of movement of the chassis 106 (shown in FIG. 4 ). When at least a portion of the motion resistance member 108 contacts the ground, the storage trigger 126 may be utilized to store the chassis 106 in an initial state. The initial state may correspond to a configuration in which a portion of the motion resistance member 108 is moved away from the ground in a second direction (opposite to the first direction).

[0024] According to one embodiment, the vehicle 102 may include an electronic authentication unit that may activate the storage trigger 126 when activated. For example, in case of an emergency such as a landslide, earthquake, or fire hazard, the electronic authentication unit may be activated based on human input (e.g., input from the driver of the vehicle 102 or a person capable of handling the emergency) or detection of an emergency to activate the storage trigger 126. This activation may be performed to control the movement of the chassis 106 towards or away from the ground. Examples of the electronic authentication unit may include, but are not limited to, sensors for fire and smoke detection, sensors for seismic wave detection, voice-based remote devices, fingerprint sensors, password-based devices, and IoT devices that may be connected to a disaster prevention system for remote activation. Details of the storage of the chassis 106 are further presented, for example, in FIG. 4E.

[0025] In operation, the vehicle 102 may receive a first input that may correspond to a request to permit movement of the chassis 106 in a first direction to park or slow down the vehicle 102. For example, the first input may be received from a user (such as a driver) or a computerized autonomous agent of the vehicle 102. In an initial state, there may be no contact between the chassis 106 and the ground below the chassis 106. After receiving the first input, the suspension unit 120 may be actuated. Based on the actuation of the suspension unit 120, the suspension unit 120 may move the chassis 106 in a first direction until the motion resistance member 108 or a portion of the motion resistance member 108 coupled to the base surface 106a of the chassis 106 contacts the ground. By making contact, the vehicle 102 may obtain additional contact surface and friction to inhibit further motion in a particular direction. In some cases, the contact surface or area between the vehicle 102 and the ground may be increased, so that the vehicle 102 may be safely parked on the ground. Details of parking the vehicle 102 are further presented, for example, in FIG. 5A and FIG. 5B.

[0026] In certain scenarios, the vehicle 102 may detect an emergency or dangerous situation, such as the presence of a person behaving unsafely within a threshold distance from the vehicle 102. Based on the detection of the emergency, the suspension unit 120 may be actuated. Based on the actuation of the suspension unit 120, the suspension unit 120 may move at least a portion of the chassis 106 in a first direction until a motion resistance member 108 coupled to a base surface 106a of the chassis 106 contacts the ground. The contact between the motion resistance member 108 and the ground may increase the overall contact area or contact surface between the vehicle 102 and the ground, thereby increasing the effectiveness of the brakes applied in the emergency or dangerous situation. Details of the emergency brake are further provided, for example, in FIGS. 6A-6C.

[0027] According to one embodiment, when the motion resistance member 108 coupled to the base surface 106A of the chassis 106 contacts the ground, one or more wheels, such as the first wheel 112A, can be removed from the first wheel mounting location 114A along with the first in-wheel motor 124A. The first wheel 112A, along with the first in-wheel motor 124A, can be utilized to create another mobility vehicle, such as a Segway. Details of wheel removal of the set of wheels 112 are further provided, for example, in FIG.

[0028] Figure 2 is a schematic diagram of an exemplary vehicle including an electronic control unit coupled to a chassis for inhibiting vehicle motion according to one embodiment of the disclosure. Figure 2 will be described in conjunction with elements from Figure 1. Referring to Figure 1, a vehicle 102 is shown.

[0029] The vehicle 102 may include an electronic controller 202 and a set of sensors 204. According to one embodiment, the electronic controller 202 may include suitable logic, circuitry, interfaces, and / or code that is communicatively coupled to the suspension units 120 and may be configured to change an operational state of the suspension units 120 from an initial state to an operational state different from the initial state. In some embodiments, the electronic controller 202 may be further configured to change an operational state of the suspension units 120 from an operational state to the initial state.

[0030] The electronic controller 202 may be a specialized electronic circuit that may include an electronic control unit (ECU) processor for controlling various functions such as, but not limited to, engine operation, communication operation, data acquisition operation, and other operation of the vehicle 102. The electronic controller 202 may be a microprocessor. Other examples of the electronic controller 202 may include, but are not limited to, vehicle control systems, in-vehicle infotainment (IVI) systems, in-vehicle entertainment (ICE) systems, automotive head-up displays (HUDs), in-vehicle computers, automotive dashboards, embedded devices, smartphones, human machine interfaces (HMIs), computer workstations, handheld computers, cellular / mobile phones, portable consumer electronics (CE) devices, servers, and other computing devices.

[0031] The set of sensors 204 may be located at various positions on the vehicle 102. For example, the set of sensors 204 may be located on an outer portion of the body 104 of the vehicle 102 as well as an inner portion of the body 104 of the vehicle 102. As shown, for example, the set of sensors 204 may include a first sensor 204A and a second sensor 204B. The first sensor 204A may be located at the front end of the vehicle 102. Examples of the first sensor 204A may include, but are not limited to, an image sensor, a light detection and ranging (LiDAR) sensor, a sonar sensor, a microphone, a radio detection and ranging (RADAR) sensor, and a position sensor. In an exemplary scenario, the first sensor 204A may be a LiDAR sensor that may be configured to scan the surroundings of the vehicle 102. Based on the scanned information, the electronic control unit 202 may detect one or more parameters that may notify the vehicle 102 about the terrain surrounding the vehicle 102, nearby dangerous behavior, or emergency situations.

[0032] The second sensor 204B may be located at the front end of the chassis 106 of the vehicle 102 or at the rear end of the chassis 106. Examples of the second sensor 204B may include, but are not limited to, an image sensor, a LiDAR sensor, a sonar sensor, a microphone, a RADAR sensor, and a position sensor. In an exemplary scenario, the second sensor 204B may be an image sensor, such as a camera, that may be configured to scan the ground around the vehicle 102 and / or the ground below the base surface 106A of the chassis 106. Based on the scan, the electronic control unit 202 may identify the presence of an obstacle from all surrounding positions, including the ground below the chassis 106.

[0033] Those skilled in the art will appreciate that the vehicle 102 may include other suitable components and sensors in addition to the set of components and sensors 204 illustrated herein for purposes of describing and explaining the functionality and operation of the present disclosure, and a detailed description of such components and sensors of the vehicle 102 has been omitted from the present disclosure for the sake of brevity.

[0034] Figure 3 is a schematic diagram illustrating a first exemplary scenario for suppressing movement of the vehicle of Figure 1 according to an embodiment of the present disclosure. Figure 3 will be described in conjunction with the elements of Figures 1 and 2. With reference to Figure 3, a vehicle 102 is shown. The vehicle 102 may be located on a ground surface 302.

[0035] The motion resistance member 108 may include one or more grip pads 304 coupled to the base surface 106A of the chassis 106. The one or more grip pads 304 may be positioned along the length or width of the chassis 106 at a particular distance from one another. In at least one embodiment, the motion resistance member 108 may be statically coupled to the base surface 106A of the chassis 106.

[0036] 1, the motion resistance member 108 may be made of a rubber material or other suitable material. For example, the one or more grip pads 304 may be flat rubber-based grip pads that may be configured to provide a grip and contact surface for the vehicle 102 when the one or more grip pads 304 make contact with the ground 302. The thickness of each grip pad of the one or more grip pads 304 may range from a few millimeters to a few centimeters.

[0037] 3 is provided by way of example only and should not be construed as limiting the present disclosure, in some embodiments, the vehicle 102 may include only one grip pad or four or more grip pads without departing from the scope of the present disclosure.

[0038] According to one embodiment, the portion of the motion resistance member 108 that contacts the ground 302 may be a surface portion of one or more grip pads 304. The surface portion may be a base portion of the one or more grip pads 304 that faces the ground 302 and underlies the base surface 106A of the chassis 106. According to one embodiment, the surface portion may correspond to at least one of a first end 304A of the one or more grip pads 304 or a second end 304B of the one or more grip pads 304.

[0039] The suspension units 120 can move the chassis 106 linearly relative to the ground 302 to adjust the height of the chassis 106 relative to the ground 302. An entire surface portion of one or more grip pads 304, such as a first end 304A and a second end 304B of the one or more grip pads 304, can contact the ground 302. In some embodiments, the suspension units 120 can move the chassis 106 non-linearly relative to the ground 302 by adjusting the inclination of the chassis 106 relative to the ground 302.

[0040] According to one embodiment, the movement of the chassis 106 in the first direction may include a first rotational movement of the first end 304A of the chassis 106 about the pivot axis AA' followed by a second rotational movement of the second end 304B of the chassis 106 about the pivot axis AA'. The pivot axis AA' may be substantially parallel to a rotational axis BB' of the wheels (such as the set of wheels 112) of the wheel assembly 110. In an exemplary scenario, the first rotational movement of the first end 304A of the chassis 106 about the pivot axis AA' may allow the first end 304A of the chassis 106 to contact the ground 302 below the base surface 106A of the chassis 106. Thereafter, the second rotational movement of the second end 304B of the chassis 106 about the pivot axis AA' may allow the second end 304B of the chassis 106 to contact the ground 302 below the base surface 106A of the chassis 106.

[0041] Figures 4A, 4B, 4C, 4D, and 4E are schematic diagrams collectively illustrating several scenarios related to movement of the chassis of the vehicle of Figure 1, in accordance with an embodiment of the present disclosure. Figures 4A, 4B, 4C, 4D, and 4E are described in conjunction with elements from Figures 1, 2, and 3. In Figures 4A, 4B, 4C, 4D, and 4E, for simplicity, the body 104 of the vehicle 102 is not shown.

[0042] 4A, a first schematic diagram 400A is shown including a ground surface 302. During operation of the suspension unit 120 in an initial state, there may be no contact between one or more grip pads 304 (coupled to the base surface 106A of the chassis 106) and the ground surface 302. For example, the vehicle 102 may be moving or stationary on the ground surface 302. In such a scenario, there may be no contact between the one or more grip pads 304 and the ground surface 302.

[0043] Referring to FIG. 4B, a schematic diagram 400B is shown. FIG. 400B illustrates the adjustment of the tilt of the chassis 106. At any time, the electronic control device 202 can be configured to change the operating state of the suspension unit 120 from an initial state to an actuated state, which can be different from the initial state. Based on the change of the operating state of the suspension unit 120 from the initial state to an actuated state, a portion of the chassis 106 can move in a first direction 402. As shown, for example, the second end of the chassis 106 can move in the first direction 402 such that the second end 304B of one or more grip pads 304 contacts the ground 302. In some embodiments, the suspension unit 120 coupled to the rear end of the chassis 106 can be actuated. The second end 304B of one or more grip pads 304 can move in the first direction 402 such that the second end 304B of one or more grip pads 304 contacts the ground 302. In such a case, the movement of the chassis 106 may include a second rotational movement of the second end of the chassis 106 about the pivot axis AA'. As shown, the tilt angle between axis CC' (parallel to the ground 302) and the chassis 106 is X degrees.

[0044] Referring to FIG. 4C, a schematic diagram 400C illustrating the adjustment of the tilt of the chassis 106 is shown. The electronic controller 202 can be configured to change the operating state of the suspension unit 120 from an initial state to an actuated state. Based on the change of the operating state of the suspension unit 120 to the actuated state, a portion of the chassis 106 can move in a first direction 402. As shown, for example, a first end (or a front end) of the chassis 106 can move in the first direction 402 such that a first end 304A of one or more grip pads 304 contacts the ground 302. In some embodiments, the suspension unit 120 coupled to the front end of the chassis 106 can be actuated. In such a case, a first end 304A of one or more grip pads 304 can move in the first direction 402 such that a first end 304A of one or more grip pads 304 contacts the ground 302. The movement of the chassis 106 can include a first rotational movement of a first end of the chassis 106 about a pivot axis AA'. As shown, the tilt angle between axis CC' (parallel to the ground 302) and the chassis 106 is Y degrees.

[0045] Referring to FIG. 4D, a schematic diagram 400D illustrating height adjustment of the chassis 106 is shown. According to one embodiment, the electronic controller 202 can be configured to change the operating state of the suspension unit 120 from an initial state (shown in FIG. 4A) to an actuated state. Based on the change in the operating state of the suspension unit 120 to the actuated state, the chassis 106 can move in a first direction 402. This movement can cause a surface portion of one or more grip pads 304 to contact the ground 302. In an exemplary scenario, the chassis 106 can move in the first direction 402 such that both the first end 304A and the second end 304B of the one or more grip pads 304 contact the ground 302 at the same time.

[0046] According to one embodiment, the suspension units 120 coupled to the front end of the chassis 106 and the rear end of the chassis 106 can be actuated. Based on the actuation, the first end 304A and the second end 304B of the one or more grip pads 304 can be moved in a first direction 402 such that both the first end 304A and the second end 304B of the one or more grip pads 304 contact the ground 302 at approximately the same time. The movement of the chassis 106 can include a first rotational movement of the first end of the chassis 106 about the pivot axis AA′ followed by a second rotational movement of the second end of the chassis 106 about the pivot axis AA′. In one or more embodiments, the movement of the chassis 106 can include a simultaneous translational movement of the first end 304A and the second end 304B of the one or more grip pads 304 to contact the ground 302.

[0047] 4E, a schematic diagram 400E is shown illustrating movement of the chassis 106 in a second direction 404 to release contact between the ground 302 and a portion of the motion resistance member 108 (e.g., one or more grip pads 304) in contact with the ground 302. According to one embodiment, the electronic controller 202 can be configured to receive a second input via a retraction trigger 126 on an exterior portion of the body 104 of the vehicle 102. The second input can be received from a driver, a passenger, or an autonomous agent associated with the vehicle 102. Based on the second input, the electronic controller 202 can change the operating state of the suspension unit 120 from an actuated state to an initial state. Based on the change to the initial state, the suspension unit 120 can be configured to move the chassis 106 in the second direction 404 to release contact between the ground 302 and a portion of the motion resistance member 108 (e.g., one or more grip pads 304). In an exemplary scenario, the vehicle 102 may need to be towed. In such a case, a second input can be received via the retraction trigger 126 to move the chassis 106 in the second direction 404 .

[0048] 5A and 5B are schematic diagrams collectively illustrating an exemplary scenario for parking the vehicle of FIG. 1, according to an embodiment of the present disclosure. FIG. 5A and 5B are described in conjunction with elements from FIG. 1, 2, 3, 4A, and 4B. Referring to FIG. 5A, a schematic diagram 500A is shown including a ground surface 502. The ground surface 502 may be, for example, a ramp surface. At any time, the vehicle 102 may need to be parked on the ground surface 502 by a human driver or an autonomous agent of the vehicle 102. The suspension unit 120 may be in an initial state and there may be no contact between one or more grip pads 304 (coupled to the base surface 106a of the chassis 106) and the ground surface 502. Without adequate resistance from the ground surface 502, it may be dangerous to park the vehicle 102 on the ground surface 502.

[0049] 5B, a schematic diagram 500B is shown illustrating a process for safely parking the vehicle 102 on a ground surface 502. The electronic controller 202 may receive a first input that may correspond to a request to permit movement of the chassis 106 in the first direction 402 to park the vehicle 102. For example, a driver (human or autonomous agent) of the vehicle 102 may provide the first input after stopping the vehicle 102 on the ground surface 502.

[0050] The electronic controller 202 may receive first information from one or more sensors of the set of sensors 204. The first information may indicate a lack of obstacles on the ground 502, which may be below the base surface 106A of the chassis 106. For example, the second sensor 204B may be utilized to scan the ground 502 below the base surface 106A of the chassis 106. The second sensor 204B may send the first information to the electronic controller 202 based on detecting a lack of obstacles on the ground 502. The electronic controller 202 may then be configured to change the operating state of the suspension unit 120 from the initial state to an actuated state, which may be different from the initial state. The change in the operating state of the suspension unit 120 may be based on the received first input and the received first information. In the actuated state, the suspension unit 120 may move the chassis 106 in the first direction 402 until the one or more grip pads 304 contact the ground 502 below the base surface 106a of the chassis 106. As a result of the contact, the contact area between the vehicle 102 and the ground 502 increases, which can provide additional force to park safely on the ground 502.

[0051] In an exemplary scenario, an obstacle may be present on the ground 502 below the base surface 106A of the chassis 106. In such a case, the electronic controller 202 may notify the driver to move the vehicle 102 away from the obstacle. For example, the electronic controller 202 may notify via the user's device or a display unit of the vehicle 102. Once the vehicle 102 is a safe distance from the obstacle, the electronic controller 202 may change the operating state of the suspension unit 120 to an actuated state. The suspension unit 120 may move the chassis 106 in the first direction 402 until the one or more grip pads 304 contact the ground 502.

[0052] According to one embodiment, the electronic controller 202 can be configured to classify the ground surface 502 below the base surface 106a of the chassis 106 as one of a sloping surface, a flat surface, an uneven surface, or a banked surface. For example, the ground surface 502 can be a sloping surface of a hill. A sensor, such as the second sensor 204B, can be utilized to scan the ground surface 502 around the vehicle 102 and / or the ground surface 502 below the base surface 106A of the chassis 106 to classify the ground surface 502 as a sloping surface. Based on this classification, the electronic controller 202 can be configured to change the operating state of the suspension unit 120 from an initial state to an actuated state.

[0053] Figures 6A, 6B, and 6C are schematic diagrams collectively illustrating an example scenario for emergency braking of the vehicle of Figure 1, in accordance with an embodiment of the present disclosure. Figures 6A, 6B, and 6C are described in conjunction with elements from Figures 1, 2, 3, 4A, 4B, 5A, and 5B. Referring to Figure 6A, a schematic diagram 600A is shown. Diagram 600A shows a vehicle 102 moving on a ground surface 302.

[0054] Operations related to emergency braking are described herein. The electronic controller 202 can be configured to receive second information from one or more sensors of the vehicle 102. The second information can be related to the vehicle 102 and the surrounding environment of the vehicle 102. For example, the first sensor 204A can be configured to scan the surroundings of the vehicle 102 to identify nearby vehicles. The surrounding environment of the vehicle 102 can be further scanned to identify pedestrians near the vehicle 102, speeding cars near the vehicle 102, and obstacles such as sidewalks, barricades, holes, etc. on the ground 302. The one or more sensors can send second information related to the vehicle 102 and the surrounding environment of the vehicle 102 to the electronic controller 202. As shown, for example, the second information can be related to a detected person 602 present within a threshold distance from the vehicle 102.

[0055] The electronic controller 202 may be configured to detect one or more parameters based on the received second information. Such parameters may indicate an emergency situation related to the vehicle 102. For example, the one or more parameters may indicate detection of a person 602 on a road within a threshold distance from the vehicle 102. The presence of the person 602 near the vehicle 102 may correspond to an emergency situation since the person 602 may be attempting to cross the road or may be crossing the road at a dangerous distance from the vehicle 102. In such a case, the vehicle 102 may assist with emergency braking by moving the chassis 106 in the first direction 402. For example, the electronic controller 202 may change an operating state of a suspension unit 120 (e.g., a suspension unit 120 coupled to a rear end of the vehicle 102) from an initial state to an actuated state based on the detected one or more parameters. The suspension unit 120 in an activated state can be configured to move the chassis 106 in the first direction 402 until at least a portion (e.g., the second end 304B) of one or more grip pads 304 contacts the ground 302 below the base surface 106A of the chassis 106. This contact can increase the contact area of ​​the vehicle 102 with the ground 302.

[0056] According to one embodiment, as shown in FIG. 6C, while the second end 304B of the one or more grip pads 304 is in contact with the ground 302, the suspension unit 120 can move the first end of the chassis 106 in the first direction 402 until a portion (e.g., the first end 304A) of the one or more grip pads 304 contacts the ground 302 below the base surface 106A of the chassis 106. The movement of the chassis 106 can cause the entire surface portion of the one or more grip pads 304 to contact the ground 302. Thus, the increased contact area can control the skid level of the set of wheels 112 of the vehicle 102 during emergency braking. Upon contact, the portion of the one or more grip pads 304 can provide additional force that may be required to reduce the braking distance of the vehicle 102. Appropriate maneuver of the chassis 106 in the first direction 402 can reduce the braking distance and stop the vehicle 102 at a safe distance from the person 602.

[0057] In some embodiments, the front end of the chassis 106 may move downward first, followed by the rear end of the chassis 106, such that the first end 304A of one or more grip pads 304 contacts the ground 302 before the second end 304B of the one or more grip pads 304 contacts the ground 302.

[0058] According to one embodiment, the electronic controller 202 can be configured to determine the strength of an application of an accelerator or brake to the vehicle 102. For example, based on the detection of the person 602, the driver can apply the brakes of the vehicle 102. The electronic controller 202 can change the actuation state of the suspension units 120 from an initial state to an actuated state based on the determined strength. For example, the speed of movement of the chassis 106 in the first direction 402 may depend on the determined strength of the brakes applied by the driver of the vehicle 102.

[0059] FIG. 7 is a schematic diagram illustrating an example scenario for removing a wheel of the vehicle of FIG. 1 according to an embodiment of the present disclosure. FIG. 7 is described in conjunction with elements from FIGS. 1, 2, 3, 4A, 4B, 4C, 4D, 4E, 5A, 5B, 6A, 6B, and 6C. Referring to FIG. 7, a schematic diagram 700 illustrating a vehicle 102 is shown. A user may wish to remove one or more wheels of the vehicle 102. For example, a second wheel 112B of the set of wheels 112 may need to be removed from the wheel assembly 110 of the vehicle 102. To facilitate the removal, the electronic controller 202 may be configured to change the operating state of the suspension unit 120 from an initial state to an actuated state. In the actuated state, the suspension unit 120 may move the chassis 106 in a first direction 402 until a surface portion of one or more grip pads 304 contacts the ground 302.

[0060] In the case where the body of the vehicle 102 blocks a part of the second wheel 112B, the body may include a provision for unblocking the second wheel 112B while a surface portion of one or more grip pads 304 is in contact with the ground 302. The movement of the chassis 106 together with the body 104 of the vehicle 102 in the first direction 402 may cause a removable cover, such as the second cover 116B, to move over the area of ​​the second wheel mounting location 114B to block the second wheel 112B. The second cover 116B can be removed by using the second release member 118B. For example, the second release member 118B can be operated to slide the second cover 116B upward, leftward, or rightward. Such an operation allows the user to obtain enough space to remove the second wheel 112B from the vehicle 102. Similarly, the other wheels of the set of wheels 112 can be removed after removing their respective covers.

[0061] In some embodiments, the second in-wheel motor 124B can be removable along with the second wheel 112B of the wheel assembly 110. The second in-wheel motor 124B removed along with the second wheel 112B can be utilized to create a mobility vehicle, such as a Segway or another micro mobility vehicle.

[0062] Figure 8 is a schematic diagram illustrating a second exemplary scenario for suppressing the movement of the vehicle of Figure 1 according to an embodiment of the present disclosure. Figure 8 will be described in conjunction with elements from Figures 1, 2, 3, 4A, 4B, 4C, 4D, 4E, 5A, 5B, 6A, 6B, 6C, and 7. Referring to Figure 8, a schematic diagram 800 is shown that includes a vehicle 802. The functionality of the vehicle 802 can be the same as that of the vehicle 102 described in Figures 1 and 2, for example. Thus, the description of the vehicle 802 is omitted from the present disclosure for the sake of brevity.

[0063] The vehicle 802 may include a motion resistance member 108. The motion resistance member 108 may include one or more wheels 804. Each of the one or more wheels 804 may have a size smaller than a size of a wheel, such as the first wheel 112A, of the wheel assembly 110. For example, the one or more wheels 804 may include a first set of wheels 804A at a rear end of the chassis of the vehicle 802, a second set of wheels 804B at a center of the chassis of the vehicle 802, and a third set of wheels 804C at a front end of the chassis of the vehicle 802. The portion of the motion resistance member 108 that may contact the ground 302 may correspond to a surface portion of the one or more wheels 804.

[0064] 8 are presented as examples only and should not be construed as limiting the disclosure. In some embodiments, one or more of the wheels 804 can be more than six or less than six and can be located in other positions and orientations without departing from the scope of the disclosure. In some other embodiments, one or more of the wheels 804 can be part of a braking system of the vehicle 802, which can function as a motion-resisting member to inhibit the movement of the vehicle 802.

[0065] FIG. 9 is a schematic diagram of an exemplary vehicle including a chassis and an axle coupled to the chassis, according to an embodiment of the present disclosure. FIG. 9 is described in conjunction with elements from FIGS. 1, 2, 3, 4A, 4B, 4C, 4D, 4E, 5A, 5B, 6A, 6B, 6C, 7, and 8. Referring to FIG. 9, a schematic diagram 900 including a vehicle 902 is shown. The function of the vehicle 902 can be the same as that of the vehicle 102 described in FIGS. 1 and 2, for example. Thus, the description of the vehicle 902 is omitted from the present disclosure for the sake of brevity. The chassis of the vehicle 902 can include an axle 904 that can be configured to hold one or more components of a wheel assembly of the vehicle 902. For example, the vehicle 902 can be a non-electric vehicle. In that case, the axle 904 can be coupled to the chassis of the vehicle 902. Furthermore, the axle 904 can be coupled to a wheel of a set of wheel assemblies of the vehicle 902.

[0066] FIG 10 is a flow chart illustrating an example method of restraining vehicle motion by a chassis of the vehicle of FIG 1 according to one embodiment of the disclosure. FIG 10 will be described in conjunction with elements from FIG 1, 2, 3, 4A, 4B, 4C, 4D, 4E, 5A, 5B, 6A, 6B, 6C, 7, 8, and 9. Referring to FIG 10, a flow chart 1000 is shown. The example method of flow chart 1000 may be performed by any system, for example, vehicle 102 of FIG 1 or electronic control unit 202 of FIG 2. The example method of flow chart 1000 may start at 1002 and proceed to 1004.

[0067] In step 1004, the vehicle 102 may be positioned. The vehicle 102 may include a body 104, a chassis 106 coupled to a base 104A of the body 104, and a motion resistance member 108 that may be coupled to a base surface 106A of the chassis 106. The vehicle 102 may further include a wheel assembly 110 coupled to the chassis 106, and a suspension unit 120 coupled to the wheel assembly 110 and the chassis 106.

[0068] In step 1006, the operating state of the suspension unit 120 may be changed to an actuated state. In the actuated state, the suspension unit 120 may move the chassis 106 in the first direction 402 until at least a portion of the motion resistance member 108 contacts the ground 302 below the base surface 106a of the chassis 106. Control may proceed to end.

[0069] Although flowchart 1000 depicts individual operations such as 1002, 1004, and 1006, the disclosure may not be so limited. In particular embodiments, such individual operations may be further divided into additional operations, combined into fewer operations, or eliminated, depending on the implementation, without departing from the essence of the disclosed embodiments.

[0070] Various embodiments of the disclosure may provide a non-transitory computer-readable medium and / or storage medium having instructions stored thereon executable by a machine and / or computer (e.g., electronic controller 202). The instructions may cause a machine and / or computer (e.g., electronic controller 202) to perform an operation for adjusting a chassis (e.g., chassis 106) for motion resistance in a vehicle (e.g., vehicle 102). The operation may include positioning of vehicle 102. Vehicle 102 may include a body (e.g., body 104) and chassis 106 coupled to body 104. Vehicle 102 may further include a motion resistance member (e.g., motion resistance member 108) that may be coupled to a base surface (e.g., base surface 106A) of chassis 106. Vehicle 102 may further include a wheel assembly (e.g., wheel assembly 110) coupled to chassis 106 and a suspension unit 120 coupled to wheel assembly 110 and chassis 106. The operation may further include changing an operating state of the suspension unit 120 to an actuated state. In the actuated state, the suspension unit 120 may move the chassis 106 in a first direction (e.g., first direction 402) until at least a portion of the motion-resisting member 108 contacts the ground (e.g., ground 302) below the base surface 106A of the chassis 106.

[0071] An exemplary embodiment of the present disclosure may include a vehicle 102. The vehicle 102 may include a body (e.g., body 104) and a chassis 106 coupled to the body 104. The vehicle 102 may further include a motion resistance member (e.g., motion resistance member 108) that may be coupled to a base surface (e.g., base surface 106A) of the chassis 106. The vehicle 102 may further include a wheel assembly (e.g., wheel assembly 110) coupled to the chassis 106, and a suspension unit 120 coupled to the wheel assembly 110 and the chassis 106. In an operating state, the suspension unit 120 may be configured to move the chassis 106 in a first direction (e.g., first direction 402) until at least a portion of the motion resistance member 108 may contact the ground surface (e.g., ground surface 302) below the base surface 106a of the chassis 106.

[0072] According to one embodiment, the motion resistance member 108 may include one or more grip pads 304 coupled to the base surface 106A of the chassis 106. The one or more grip pads 304 may be equally spaced apart from one another along the length of the chassis 106, and the portion of the motion resistance member 108 that contacts the ground 302 may include a surface portion of the one or more grip pads 304.

[0073] According to one embodiment, the surface portion may correspond to at least one of a first end 304A of one or more grip pads 304 or a second end 304B of one or more grip pads 304.

[0074] According to one embodiment, motion resistance member 108 may include one or more wheels 804. Each of the one or more wheels 804 may have a size smaller than the size of the wheels of wheel assembly 110. The portion of motion resistance member 108 that contacts ground 302 may correspond to a surface portion of the one or more wheels 804.

[0075] According to one embodiment, movement of the chassis 106 in the first direction 402 may correspond to adjusting at least one of the height of the chassis 106 or the tilt of the chassis 106 relative to the ground 302 below the base surface 106a of the chassis 106.

[0076] According to one embodiment, the movement of the chassis 106 in the first direction 402 may include a first rotational movement of the first end 304A of the chassis 106 about the pivot axis AA', followed by a second rotational movement of the second end 304B of the chassis 106 about the pivot axis AA'. The pivot axis AA' may be substantially parallel to a rotation axis BB' of the wheels of the wheel assembly 110.

[0077] According to one embodiment, the wheel assembly 110 may include a set of wheels 112 disposed at a set of wheel mounting locations on the body 104 of the vehicle 102. Each wheel of the set of wheels 112 may be removably coupled to a respective portion of the chassis 106.

[0078] According to one embodiment, the vehicle body 104 may include a cover, such as a first cover 116A, covering an area of ​​each wheel mounting location, such as a first wheel mounting location 114A, of the set of wheel mounting locations. Each wheel of the set of wheels 112 may be removable after a portion of the motion-resisting member 108 contacts the ground 302 after the cover is removed.

[0079] According to one embodiment, the vehicle 102 may further include a drive system 122 that may include an in-wheel motor, such as a first in-wheel motor 124A, around each wheel of the set of wheels 112. Each wheel of the set of wheels 112 may be powered by an in-wheel motor.

[0080] According to one embodiment, the chassis 106 may further include an axle 904 , which may be configured to hold one or more components of the wheel assembly 110 .

[0081] According to one embodiment, the suspension unit may accommodate an active suspension mechanism.

[0082] According to one embodiment, the vehicle 102 may further include an electronic controller 202 communicatively connected to the suspension unit 120 .

[0083] According to one embodiment, the electronic controller 202 may be further configured to change the operating state of the suspension unit 120 from an initial state to an operating state that is different from the initial state.

[0084] According to an embodiment, the vehicle 102 may further include a set of sensors 204. The electronic controller 202 may be communicatively connected to the set of sensors 204. The electronic controller 202 may be configured to receive a first input corresponding to a request to allow movement of the chassis 106 in a first direction 402 to park the vehicle 102. The electronic controller 202 may receive first information from one or more sensors of the set of sensors 204. The first information may indicate a lack of obstacles on a ground surface 502, which may be below a base surface 106a of the chassis 106. The electronic controller 202 may be configured to change an operating state of the suspension unit 120 from an initial state to an operating state different from the initial state. The change may be based on the received first input and the received first information.

[0085] According to one embodiment, the electronic controller 202 can be configured to classify the ground surface 302 below the base surface 106a of the chassis 106 as one of a sloped surface, a flat surface, an uneven surface, or a banked surface. Furthermore, the electronic controller 202 can change the operating state of the suspension unit 120 from an initial state to an actuated state based on this classification.

[0086] According to one embodiment, the electronic controller 202 can be configured to determine the strength to be applied to the accelerator or brake on the vehicle 102. Further, the electronic controller 202 can change the operating state of the suspension unit 120 from an initial state to an actuated state based on the determined strength.

[0087] According to one embodiment, the electronic controller 202 may be configured to receive second information from one or more sensors of the vehicle 102. The second information may be related to the vehicle 102 and an environment surrounding the vehicle 102. The electronic controller 202 may detect one or more parameters based on the received second information. The one or more parameters may be indicative of an emergency condition associated with the vehicle 102. The electronic controller 202 may change an operating state of the suspension unit 120 from an initial state to an actuated state based on the detected one or more parameters.

[0088] According to one embodiment, the vehicle 102 may further include a retraction trigger 126 disposed on an outer portion of the body 104 of the vehicle 102. The electronic controller 202 may be further configured to receive a second input via the retraction trigger 126 on the outer portion of the body 104 of the vehicle 102. The electronic controller 202 may change the operating state of the suspension unit 120 from the actuated state to an initial state based on the received second input. Based on the change to the initial state, the suspension unit 120 may be configured to move the chassis 106 in the second direction 404 to release contact between the ground 302 and the portion of the motion-resisting member 108.

[0089] For purposes of this disclosure, terms such as "including," "comprising," "incorporating," "consisting of," "have," "is," and the like, used to describe and claim the present disclosure, are intended to be interpreted in a non-exclusive manner, i.e., allowing for the presence of items, components, or elements not expressly recited. References to the singular are also to be interpreted as relating to the plural. Furthermore, all linking references (e.g., attached, affixed, coupled, connected, etc.) are only used to aid the reader in comprehending the present disclosure and do not pose any limitations on the location, orientation, or use of the systems and / or methods disclosed herein, among others. Thus, linking references, if any, are to be interpreted broadly. Moreover, such linking references do not necessarily imply that two elements are directly connected to each other.

[0090] The above-described description of the embodiments and examples has been presented for purposes of illustration and description. It is not intended to be exhaustive or limited to the forms described. Many variations are possible in light of the above teachings. Some of such variations have been described, while others will be apparent to those skilled in the art. The embodiments have been selected and described in order to illustrate various embodiments. Of course, the scope is not limited to the examples or embodiments described herein, but may be used in many applications and equivalent arrangements by those skilled in the art. Rather, the scope is herein intended to be defined by the claims appended hereto. In addition, features of the various embodiments can be combined to produce further embodiments.

[0091] The present disclosure can be realized in hardware or a combination of hardware and software. The present disclosure can be realized in a centralized manner in at least one computer system, or in a distributed manner where different elements are spread across several interconnected computer systems. Any computer system or other device suitable for carrying out the methods described herein may be suitable. The combination of hardware and software can be a general-purpose computer system with a computer program that, when loaded and executed, controls the computer system to carry out the methods described herein. The present disclosure can be realized in hardware, with parts of an integrated circuit that also perform other functions. It should be understood that in some embodiments, some of the steps described above are omitted, while other additional steps may be added, and the order of the steps may be changed.

[0092] The present disclosure may also be embodied in a computer program product, which includes all the functions enabling the implementation of the methods described herein and, when loaded into a computer system, is capable of executing these methods. In this context, a computer program means a representation in any language, code, or notation of a set of instructions intended to cause a system capable of processing information to perform a particular function, either directly or after a) conversion to another language, code, or notation, or b) reproduction in a different material form, or both. Although the present disclosure has been described with reference to specific embodiments, those skilled in the art will recognize that various changes can be made and equivalents can be substituted without departing from the scope of the present disclosure. In addition, many modifications can be made to adapt a situation or material to the teachings of the present disclosure without departing from the scope of the present disclosure. Therefore, the present disclosure is not limited to the disclosed embodiments, but it is intended to include all embodiments falling within the scope of the appended claims. [Explanation of symbols]

[0093] 102 vehicles 104 Body 104A Base 106 Chassis 106A Base surface 108 Motion resistance members 110 Wheel assembly 120 Suspension unit

Claims

1. The car body and a chassis coupled to a base of the vehicle body; a motion resistance member coupled to a base surface of the chassis; a wheel assembly coupled to the chassis; a suspension unit coupled to the wheel assembly and the chassis; A vehicle comprising: A vehicle, wherein in an operating condition, the suspension unit is configured to move the chassis in a first direction until at least a portion of the motion resistance member contacts the ground below the base surface of the chassis.

2. the motion resistance member comprises one or more grip pads coupled to the base surface of the chassis; 2. The vehicle of claim 1, wherein the one or more grip pads are spaced apart at equal intervals from one another along a length of the chassis, and the portion of the motion resistance member that contacts the ground comprises a surface portion of the one or more grip pads.

3. The vehicle of claim 2 , wherein the surface portion corresponds to at least one of a first end of a plurality of the grip pads or a second end of a plurality of the grip pads.

4. the motion resistance member comprises one or more wheels; each of the one or more wheels having a size smaller than a size of a wheel of the wheel assembly; The vehicle of claim 1 , wherein the portion of the motion resisting member that contacts the ground corresponds to a surface portion of one or more wheels.

5. The vehicle of claim 1 , wherein movement of the chassis in the first direction corresponds to an adjustment of at least one of a height of the chassis or a tilt of the chassis relative to the ground below the base surface of the chassis.

6. moving the chassis in the first direction includes a first rotational movement of a first end of the chassis about a pivot axis followed by a second rotational movement of a second end of the chassis about the pivot axis; 2. The vehicle of claim 1, wherein the pivot axis is substantially parallel to an axis of rotation of a wheel of the wheel assembly.

7. The wheel assembly includes a set of wheels disposed at a set of wheel mounting locations on the body of the vehicle.

2. The vehicle of claim 1, wherein each wheel of the set of wheels is removably coupled to a respective portion of the chassis.

8. the vehicle body comprises a cover covering an area of ​​each wheel mounting location of the set of wheel mounting locations; 8. The vehicle of claim 7, wherein each wheel of the set of wheels is removable after removing the cover and after a portion of the motion resisting member contacts the ground.

9. 8. The vehicle of claim 7, further comprising a drive system including an in-wheel motor around each wheel of the set of wheels, each wheel of the set of wheels being powered by the in-wheel motor.

10. The vehicle of claim 1 , wherein the chassis further comprises an axle configured to carry one or more components of the wheel assembly.

11. The vehicle according to claim 1 , wherein the suspension unit corresponds to an active suspension mechanism.

12. The vehicle of claim 1 , further comprising an electronic control unit communicatively connected to the suspension unit.

13. The vehicle of claim 12 , wherein the electronic control unit is configured to change an operating state of the suspension unit from an initial state to an operating state different from the initial state.

14. A set of sensors; an electronic controller communicatively connected to the set of sensors; Further equipped with The electronic control device includes: receiving a first input corresponding to a request to permit movement of the chassis in the first direction to park the vehicle; receiving first information from one or more sensors of the set of sensors; It is structured as follows: the first information indicates that the ground below the base surface of the chassis is free of obstacles; the electronic control device is configured to change an operating state of the suspension unit from an initial state to an operating state different from the initial state; The vehicle of claim 12 , wherein the modification is based on the received first input and the received first information.

15. The electronic control device includes: Classifying the ground below the base surface of the chassis into one of a sloped surface, a flat surface, an uneven surface, or a banked surface; changing an operating state of the suspension unit from an initial state to an active state based on the classification; 13. The vehicle according to claim 12, wherein the vehicle is configured as follows.

16. The electronic control device includes: Identifying the strength of an accelerator or brake applied to the vehicle; changing an operating state of the suspension unit from an initial state to an active state based on the identified strength; 13. The vehicle of claim 12, further configured as follows:

17. The electronic control device includes: receiving second information related to the vehicle and an environment surrounding the vehicle from one or more sensors of the set of sensors; Detecting one or more parameters indicative of an emergency situation associated with the vehicle based on the received second information; changing an operating state of the suspension unit from an initial state to an active state based on the detected one or more parameters; 13. The vehicle according to claim 12, wherein the vehicle is configured as follows.

18. The electronic control device further includes a storage trigger provided on an outer portion of the vehicle body. receiving a second input via the retraction trigger on the outer portion of the vehicle body; changing an operating state of the suspension unit from an activated state to an initial state based on the received second input; It is further structured as follows:

13. The vehicle of claim 12, wherein based on the change to the initial condition, the suspension unit is configured to move the chassis in a second direction to release contact between the ground and the portion of the motion-resisting member.

19. Positioning a vehicle, the vehicle comprising: Body and a chassis coupled to a base of the vehicle body; a motion resistance member coupled to a base surface of the chassis; a wheel assembly coupled to the chassis; a suspension unit coupled to the wheel assembly and the chassis; and changing the operating state of the suspension unit to an active state; A method comprising: In the actuated condition, the suspension unit moves the chassis in a first direction until at least a portion of the motion resistance member contacts the ground below the base surface of the chassis.

20. the motion resistance member comprises one or more grip pads coupled to the base surface of the chassis; 20. The method of claim 19, wherein the one or more grip pads are equally spaced from one another along a length of the chassis, and the portion of the motion resistance member that contacts the ground comprises a surface portion of the one or more grip pads.

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