Vehicle equipped with suspension-controlled motion resistance member

Abstract

The present invention provides a vehicle equipped with a suspension-controlled motion resistance member. [Solution] The vehicle includes a body and a chassis coupled to the base of the body. The vehicle further includes a motion resistance member coupled to the 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 operation, 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.

Description

Technical Field

[0001] (Related Application) This application claims priority to U.S. Patent Application No. 17 / 526,892, filed Nov. 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 can relate to vehicles equipped with suspension-controlled motion resistance members.

Background Art

[0003] With the advancement of vehicle technology, various types of braking mechanisms have been developed to improve the braking performance of vehicles for various terrains, weather conditions, and / or speed requirements. To increase the speed of a vehicle, a force to cause forward motion may be required. Similarly, to stop or decelerate, a force to cause motion in the opposite direction (backward) may be required. These forces can be transmitted between the vehicle's tires and the road surface by a part of the tire that can contact the road surface. The part of the tire that is in contact with the road surface is usually called the contact surface. The contact surface may affect parameters related to braking performance and the driving performance or ride comfort of the vehicle. Many drivers and vehicle manufacturers take into account the size and shape of the contact surface and the pressure distribution within the contact surface to optimize the ride comfort and handling performance of the vehicle. Vehicles using pneumatic tires may have different contact surface sizes depending on whether the vehicle is moving or stationary. In addition, due to various factors such as the size of the tire, the load applied to the tire, and the inflation pressure of the tire, the size and shape of the contact surface may vary from vehicle to vehicle. Many vehicles, especially modern electric vehicles, are lighter than most known combustion vehicles. The contact surface of such vehicles may be smaller than normal, and as a result, the braking performance and handling performance of the vehicle may decrease.

[0004] Further limitations and shortcomings of conventional and traditional methods 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 some aspects of this disclosure, with reference to the drawings. [Overview of the Initiative] [Means for solving the problem]

[0005] A vehicle equipped with a suspension-controlled motion resistance member is provided as substantially shown in and / or described in relation to at least one of the figures, as fully defined by the claims.

[0006] These and other features and advantages of this disclosure can be understood by considering the following detailed description of this disclosure together with the accompanying drawings, in which similar reference figures throughout refer to similar elements. [Brief explanation of the drawing]

[0007] [Figure 1] This is a schematic diagram of an exemplary vehicle equipped with a suspension-controlled motion resistance member according to one embodiment of the present disclosure. [Figure 2] This is a schematic diagram of an exemplary vehicle according to one embodiment of the present disclosure, which includes an electronic control device coupled to the chassis for suppressing vehicle movement. [Figure 3] This is a schematic diagram illustrating a first exemplary scenario for suppressing the movement of the vehicle in Figure 1, according to one embodiment of the present disclosure. [Figure 4A] This is a schematic diagram illustrating a scenario related to the movement of the vehicle chassis shown in Figure 1, according to an embodiment of the present disclosure. [Figure 4B] This is a schematic diagram illustrating a scenario related to the movement of the vehicle chassis shown in Figure 1, according to an embodiment of the present disclosure. [Figure 4C] This is a schematic diagram illustrating a scenario related to the movement of the vehicle chassis shown in Figure 1, according to an embodiment of the present disclosure. [Figure 4D]This is a schematic diagram illustrating a scenario related to the movement of the vehicle chassis shown in Figure 1, according to an embodiment of the present disclosure. [Figure 4E] This is a schematic diagram illustrating a scenario related to the movement of the vehicle chassis shown in Figure 1, according to an embodiment of the present disclosure. [Figure 5A] This is a schematic diagram illustrating an exemplary scenario for parking the vehicle shown in Figure 1, according to one embodiment of the present disclosure. [Figure 5B] This is a schematic diagram illustrating an exemplary scenario for parking the vehicle shown in Figure 1, according to one embodiment of the present disclosure. [Figure 6A] This is a schematic diagram illustrating an exemplary scenario for emergency braking of the vehicle shown in Figure 1, according to one embodiment of the present disclosure. [Figure 6B] This is a schematic diagram illustrating an exemplary scenario for emergency braking of the vehicle shown in Figure 1, according to one embodiment of the present disclosure. [Figure 6C] This is a schematic diagram illustrating an exemplary scenario for emergency braking of the vehicle shown in Figure 1, according to one embodiment of the present disclosure. [Figure 7] This is a schematic diagram illustrating an exemplary scenario for removing the wheels of the vehicle shown in Figure 1, according to one embodiment of the present disclosure. [Figure 8] This is a schematic diagram illustrating a second exemplary scenario for suppressing the movement of the vehicle in Figure 1, according to one embodiment of the present disclosure. [Figure 9] This is a schematic diagram of an exemplary vehicle according to one embodiment of the present disclosure, including a chassis and an axle coupled to the chassis. [Figure 10] This flowchart shows an exemplary method for controlling the movement of a vehicle via the chassis of the vehicle shown in Figure 1, according to one embodiment of the present disclosure. [Modes for carrying out the invention]

[0008] The embodiments described below can be found in vehicles such as automobiles. A vehicle may include a body and a chassis coupled to the base of the vehicle's body. The vehicle may further include motion resistance members (such as one or more grip pads or wheels) that can be coupled to the base surface of the chassis. Whenever the vehicle is about to decelerate, apply emergency brakes, or park on a road or other surface, the base surface of the chassis may move in a direction (such as downward) such that the motion resistance members or a part thereof contact the ground below the base surface. Contact with the ground may generate additional friction on the road surface in addition to the friction generated by the vehicle's wheels. Based on the total friction generated, the vehicle may be able to shorten the braking distance during emergency braking and obtain the additional force necessary to safely park or decelerate the vehicle. The motion resistance members can provide an additional contact area with the road surface compared to the contact area provided by the vehicle's typical wheels.

[0009] Figure 1 is a schematic diagram of an exemplary vehicle equipped with a suspension-controlled motion resistance member according to an embodiment of the present disclosure. Referring to Figure 1, vehicle 102 is shown. Vehicle 102 may meet the requirements to be a non-autonomous vehicle, a semi-autonomous vehicle, or a fully autonomous vehicle, as defined, for example, by the automation levels of the Society of Automotive Engineers (SAE). Based on the type of propulsion, vehicle 102 may be classified as one of the following: a fossil fuel-based vehicle, an electric propulsion-based vehicle, a hydrogen fuel-based vehicle, a solar-powered vehicle, or a hybrid vehicle (such as a vehicle using one or more separate renewable or non-renewable power sources). Examples of vehicle 102 include, but are not limited to, two-wheeled vehicles, three-wheeled vehicles, four-wheeled vehicles, or ground transport vehicles having a propulsion mechanism using any number of wheels or something other than wheels.

[0010] The vehicle 102 may include a body 104. The body 104 may be a frame having at least one pillar that can enclose a first portion (such as the upper part) of the vehicle 102. In one embodiment, at least one pillar (such as an A-pillar, B-pillar, C-pillar, or D-pillar) may extend substantially perpendicular to the vehicle longitudinal direction related to the vehicle 102. In one embodiment, the body 104 may include a plurality of mounting positions for accommodating a plurality of components of the vehicle 102. For example, the body 104 may include at least one wheel mounting position 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 at least one wheel mounting position to partially enclose the at least one wheel mounting position. As yet another example, the body 104 may include a base 104A (i.e., a chassis mounting position) that can be positioned on top of the chassis 106 of the vehicle 102. In one embodiment, the base 104A can be configured to be attached to the chassis 106 of the vehicle 102 and can be positioned adjacent to at least one wheel.

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

[0012] The motion resistance member 108 can be coupled to the base surface 106A of the chassis 106 via a mounting device. Examples of mounting devices, but not limited to, include mechanical fasteners, chemical adhesives, magnetic latches, welded joints, or electromagnetic latches. In one embodiment, the motion resistance member 108 can be positioned along the length of the chassis 106. For example, the motion resistance member 108 can be positioned in a direction that is 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 the requirement 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 mitigate any 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 for stopping or slowing 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 abrasion resistance against any 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 reinforcing material (e.g., carbon fiber reinforced polymer). The composite material and / or reinforcing material can be configured to improve the load transmission path of any impact that may occur when the motion resistance member 108 contacts the ground. Other examples of materials that can be used to make the motion resistance member 108 or at least a portion of the motion resistance member 108 (which may be in contact with the ground below the base surface 106a) include, but are not limited to, asbestos organic materials, non-asbestos organic materials, metalloids, sintered metals, and carbon composites. Further details of the motion resistance member 108 are shown in, for example, Figure 3.

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

[0015] In one embodiment, the vehicle body 104 can include a first cover 116A and a second cover 116B. The first cover 116A can be removably disposed to cover the area of the first wheel attachment position 114A. For example, the first cover 116A and the vehicle body 104 can be coupled via a first release member 118A, which can be configured to remove the first cover 116A from the vehicle body 104. The second cover 116B can be removably disposed to cover the area of the second wheel attachment position 114B. For example, the second cover 116B and the vehicle body 10 can be coupled via a second release member 118B, which can 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 user requirements. In one embodiment, the first release member 118A and the second release member 118B can be mechanically fixed members (such as slidable latches) configured to remove the corresponding covers from the vehicle 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) configured to remove the corresponding covers from the vehicle body 104 of the vehicle 102.

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

[0018] In operation, 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 towards 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 adjustment of at least one of the height of the chassis 106 relative to the ground below the base surface 106A of the chassis 106 or the inclination 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 of the motion resistance member 108 parallel to the chassis 106 can be in contact with the ground. In some embodiments, the chassis 106 can be moved non-linearly relative to the ground to adjust the inclination of the chassis 106 relative to the ground. In some other embodiments, the movement of the chassis 106 can be around a pivot axis AA' which can be substantially parallel to the rotation axis BB' of the wheels of the wheel assembly 110 (e.g., a set of wheels 112). Parts such as the first end (e.g., the front end) or the second end (e.g., the rear end) of the motion resistance member 108 can be in contact with the ground. In some embodiments, the vehicle body 104 of the vehicle 102 can move downward along with the movement of the chassis 106. Details of the movement of the motion resistance member 108 are further shown, for example, in Figure 3.

[0020] According to one embodiment, the vehicle 102 may further include a drive system 122 which may include in-wheel motors around each wheel of the set of wheels 112. The drive system 122 may include appropriate logic circuits, circuits, and interfaces which can be configured to control the transmission 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. A 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 the third and fourth wheels (not shown) of the set of wheels 112. Furthermore, in-wheel motors such as the first in-wheel motor 124A and the second in-wheel motor 124B can be configured to power each 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 can supply power for the functions of various components (not shown in Figure 1) of the vehicle 102, such as the electronic control unit, electric motors (or more), infotainment system, display devices (or more), onboard computers (or more), communication systems, memory, and a set of sensors. The drive system 122 can be configured to receive control signals from the electronic control unit in order to control various electronic components of the vehicle 102. The drive system 122 can also be configured to control the charging and discharging of the vehicle 102's battery based on the control signals it receives.

[0023] According to one embodiment, the vehicle 102 may further include a retraction trigger 126 provided on the outer portion of the vehicle body 104 of the vehicle 102. For example, the retraction trigger 126 may be located on the remote key of the vehicle 102, or near a cover such as a first cover 116A or a second cover 116B for each area of ​​the wheel mounting position. In an exemplary embodiment, the retraction trigger 126 may be a button or lever that can be used to retract 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 Figure 4). When at least a portion of the motion resistance member 108 is in contact with the ground, the retraction trigger 126 can be used to retract the chassis 106 to 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 can activate a retraction trigger 126 when activated. For example, in the event of an emergency such as a landslide, earthquake, or fire hazard, the electronic authentication unit can be activated based on human input (e.g., input from the driver of the vehicle 102 or a person capable of dealing with the emergency) or detection of the emergency in order to activate the retraction trigger 126. This activation can be used to control the movement of the chassis 106 toward or away from the ground. Examples of the electronic authentication unit, but not limited to, include sensors for fire and smoke detection, sensors for seismic wave detection, voice-based remote devices, fingerprint sensors, password-based devices, and IoT devices that can connect to a disaster prevention system for remote activation. Further details of the retraction of the chassis 106 are presented, for example, in Figure 4E.

[0025] During operation, the vehicle 102 can receive a first input that can respond to a request to allow the chassis 106 to move in a first direction in order to park or slow down the vehicle 102. For example, the first input can be received from a user (such as a driver) or a computerized autonomous agent of the vehicle 102. In the 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 can be activated. Based on the activation of the suspension unit 120, the suspension unit 120 can move the chassis 106 in the first direction until a motion resistance member 108 or a part of the motion resistance member 108 coupled to the base surface 106a of the chassis 106 makes contact with the ground. By making contact, the vehicle 102 can gain an additional contact surface and friction to restrain further movement in a particular direction. In some cases, the contact surface or area between the vehicle 102 and the ground may increase, allowing the vehicle 102 to be safely parked on the ground. Details of parking the vehicle 102 are further presented, for example, in Figures 5A and 5B.

[0026] In certain scenarios, vehicle 102 can detect an emergency or dangerous situation, such as the presence of a person behaving unsafely within a threshold distance from vehicle 102. Based on the detection of the emergency, the suspension unit 120 can be activated. Based on the activation of the suspension unit 120, the suspension unit 120 can move at least a portion of the chassis 106 in a first direction until a motion resistance member 108 coupled to the base surface 106a of the chassis 106 makes contact with the ground. Contact between the motion resistance member 108 and the ground increases the overall contact area or contact surface between vehicle 102 and the ground, thereby enhancing the effectiveness of the brakes applied in the emergency or dangerous situation. Further details of the emergency brakes are presented, for example, in Figures 6A-6C.

[0027] According to one embodiment, when a motion resistance member 108 coupled to the base surface 106A of the chassis 106 makes contact with the ground, one or more wheels, such as the first wheel 112A, can be removed from the first wheel mounting position 114A together with the first in-wheel motor 124A. The first wheel 112A, together with the first in-wheel motor 124A, can be used to create another mobile vehicle such as a Segway. Details of removing the wheels of the set of wheels 112 are further presented, for example, in Figure 7.

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

[0029] The vehicle 102 may include a set of electronic control units 202 and sensors 204. According to one embodiment, the electronic control unit 202 may include appropriate logic circuits, circuits, interfaces, and / or code that are communicatively connected to the suspension unit 120 and can be configured to change the operating state of the suspension unit 120 from an initial state to an operating state different from the initial state. In some embodiments, the electronic control unit 202 may be further configured to change the operating state of the suspension unit 120 from an operating state to an initial state.

[0030] The electronic control unit 202 may be a special electronic circuit that includes, but is not limited to, an electronic control unit (ECU) processor for controlling various functions such as engine operation, communication operation, data acquisition operation, and other operations of the vehicle 102. The electronic control unit 202 may be a microprocessor. Other examples of the electronic control unit 202 include, but are not limited to, vehicle control systems, in-vehicle infotainment (IVI) systems, in-vehicle entertainment (ICE) systems, automotive head-up displays (HUDs), automotive 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 can be positioned at various locations on the vehicle 102. For example, the set of sensors 204 can be positioned not only on the outer part of the vehicle body 104 of the vehicle 102, but also on the inner part of the vehicle body 104 of the vehicle 102. As shown in the figure, for example, the set of sensors 204 may include a first sensor 204A and a second sensor 204B. The first sensor 204A can be positioned at the front end of the vehicle 102. Examples of the first sensor 204A, but not limited to, include 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 can be configured to scan around the vehicle 102. Based on the scanned information, the electronic control unit 202 may detect one or more parameters that can notify the vehicle 102 about the terrain around the vehicle 102, nearby hazardous behavior, or an emergency.

[0032] The second sensor 204B can be located at the front or rear end of the chassis 106 of the vehicle 102. Examples of the second sensor 204B 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, which can 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 can identify the presence of obstacles from all surrounding locations, including the ground below the chassis 106.

[0033] Those skilled in the art will understand that vehicle 102 may include other suitable components and sensors in addition to the set of components and sensors 204 illustrated herein to illustrate and explain the functions and operations of the present disclosure. A detailed description of such components and sensors of vehicle 102 is omitted from this disclosure for the sake of brevity.

[0034] Figure 3 is a schematic diagram illustrating a first exemplary scenario for restraining the movement of the vehicle in Figure 1 according to embodiments of the present disclosure. Figure 3 will be described in conjunction with the elements of Figures 1 and 2. Referring to Figure 3, a vehicle 102 is shown. The vehicle 102 can be positioned on the ground 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 arranged along the length or width of the chassis 106 at specific intervals from each other. In at least one embodiment, the motion resistance member 108 may be statically coupled to the base surface 106A of the chassis 106.

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

[0037] The number of grip pads in Figure 3 is presented as an example only and should not be construed as limiting the disclosure. In some embodiments, the vehicle 102 may have one grip pad or four or more grip pads without departing the scope of the disclosure.

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

[0039] The suspension unit 120 can adjust the height of the chassis 106 relative to the ground 302 by moving the chassis 106 linearly relative to the ground 302. The entire surface portion of one or more grip pads 304, such as the first end 304A and the second end 304B of one or more grip pads 304, can be in contact with the ground 302. In some embodiments, the suspension unit 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, movement of the chassis 106 in a first direction may include a first rotational movement of the first end 304A of the chassis 106 around a pivot axis AA', followed by a second rotational movement of the second end 304B of the chassis 106 around the pivot axis AA'. The pivot axis AA' may be substantially parallel to the axis of rotation BB' of the wheels of the wheel assembly 110 (e.g., a set of wheels 112). In an exemplary scenario, the first rotational movement of the first end 304A of the chassis 106 around 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. Subsequently, the second rotational movement of the second end 304B of the chassis 106 around 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 that collectively illustrate several scenarios related to the movement of the vehicle chassis of Figure 1 according to embodiments of the present disclosure. Figures 4A, 4B, 4C, 4D, and 4E are described in conjunction with elements from Figures 1, 2, and 3. For the sake of brevity, the body 104 of the vehicle 102 is not shown in Figures 4A, 4B, 4C, 4D, and 4E.

[0042] Referring to Figure 4A, a first schematic diagram 400A including the ground 302 is shown. During the operation of the suspension unit 120 in its 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 302. For example, the vehicle 102 may move or remain stationary on the ground 302. In such a scenario, there may be no contact between one or more grip pads 304 and the ground 302.

[0043] Referring to Figure 4B, schematic diagram 400B is shown. Figure 400B shows the adjustment of the tilt of the chassis 106. At any point in time, the electronic control unit 202 can be configured to change the operating state of the suspension unit 120 from an initial state to an operating state which may differ from the initial state. Based on the change in the operating state of the suspension unit 120 from the initial state to the operating state, a portion of the chassis 106 can move in a first direction 402. As shown, for example, a second end of the chassis 106 can move in the first direction 402 so that the second end 304B of one or more grip pads 304 contacts the ground 302. In some embodiments, a 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 so 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 motion of the second end of the chassis 106 around the pivot axis AA'. As shown in the figure, the inclination angle between axis CC' (parallel to the ground 302) and the chassis 106 is X degrees.

[0044] Referring to Figure 4C, a schematic diagram 400C is shown illustrating the adjustment of the tilt of the chassis 106. The electronic control unit 202 can be configured to change the operating state of the suspension unit 120 from an initial state to an activated state. Based on the change in the operating state of the suspension unit 120 to the activated state, a portion of the chassis 106 can move in a first direction 402. As shown, for example, the first end (or front end) of the chassis 106 can move in the first direction 402 so that the 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 cases, the first end 304A of one or more grip pads 304 can move in the first direction 402 so that the first end 304A of one or more grip pads 304 contacts the ground 302. The movement of the chassis 106 may include a first rotational motion of the first end of the chassis 106 around the pivot axis AA'. As shown in the figure, the inclination angle between axis CC' (parallel to the ground 302) and the chassis 106 is Y degrees.

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

[0046] According to one embodiment, a suspension unit 120 coupled to the front end and rear end of the chassis 106 can be actuated. Based on this actuation, the first end 304A and the second end 304B of one or more grip pads 304 can move in a first direction 402 so that both the first end 304A and the second end 304B of the one or more grip pads 304 contact the ground 302 almost simultaneously. The movement of the chassis 106 can include a first rotational movement of the first end of the chassis 106 around a pivot axis AA', followed by a second rotational movement of the second end of the chassis 106 around the pivot axis AA'. In one or more embodiments, the movement of the chassis 106 can include the simultaneous parallel 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] Referring to Figure 4E, schematic diagram 400E is shown illustrating the 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 (such as one or more grip pads 304) that is in contact with the ground 302. According to one embodiment, the electronic control unit 202 may be configured to receive a second input via a retractable trigger 126 on the outer portion of the vehicle body 104 of the vehicle 102. The second input may be received from a driver, passenger, or an autonomous agent associated with the vehicle 102. Based on the second input, the electronic control unit 202 may change the operating state of the suspension unit 120 from an operating state to an initial state. Based on the change to the initial state, the suspension unit 120 may be configured to move the chassis 106 in a second direction 404 to release contact between the ground 302 and a portion of the motion resistance member 108 (such as one or more grip pads 304). In an exemplary scenario, it may be necessary to tow the vehicle 102. In such a case, the second input can be received via the retraction trigger 126 to move the chassis 106 in the second direction 404.

[0048] Figures 5A and 5B are schematic diagrams illustrating a collectively exemplary scenario for parking the vehicle of Figure 1 according to one embodiment of the present disclosure. Figures 5A and 5B are described in conjunction with elements from Figures 1, 2, 3, 4A, and 4B. Referring to Figure 5A, a schematic diagram 500A including the ground 502 is shown. The ground 502 may be, for example, an inclined surface. At any given time, the vehicle 102 may need to be parked on the ground 502 by a human driver or an autonomous agent of the vehicle 102. The suspension unit 120 is in its 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 502. Without adequate resistance from the ground 502, it may be dangerous to park the vehicle 102 on the ground 502.

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

[0050] The electronic control unit 202 can receive first information from one or more sensors of the set of sensors 204. The first information may indicate that there are no obstacles on the ground 502 which can be below the base surface 106A of the chassis 106. For example, a second sensor 204B can be used to scan the ground 502 below the base surface 106A of the chassis 106. Based on the detection that there are no obstacles on the ground 502, the second sensor 204B can send the first information to the electronic control unit 202. The electronic control unit 202 can then be configured to change the operating state of the suspension unit 120 from an initial state to an operating state which can 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 operating state, the suspension unit 120 can move the chassis 106 in a first direction 402 until one or more grip pads 304 make contact with 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 an additional force to safely park 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 control unit 202 can notify the driver to move the vehicle 102 away from the obstacle. For example, the electronic control unit 202 can notify the driver via the user's device or the display unit of the vehicle 102. When the vehicle 102 is at a safe distance from the obstacle, the electronic control unit 202 can change the operating state of the suspension unit 120 to the activated state. The suspension unit 120 can move the chassis 106 in the first direction 402 until one or more grip pads 304 make contact with the ground 502.

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

[0053] Figures 6A, 6B, and 6C are schematic diagrams illustrating a set of exemplary scenarios for emergency braking of the vehicle in Figure 1 according to embodiments 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, schematic diagram 600A is shown. Figure 600A shows a vehicle 102 moving on the ground 302.

[0054] This specification describes the operation related to emergency braking. The electronic control unit 202 can be configured to receive second information from one or more sensors of the vehicle 102. The second information may relate to the vehicle 102 and its surrounding environment. For example, the first sensor 204A can be configured to scan around the vehicle 102 to identify nearby vehicles. The environment around the vehicle 102 can be further scanned to identify pedestrians near the vehicle 102, speeding vehicles near the vehicle 102, and obstacles on the ground 302 such as sidewalks, barricades, and holes. One or more sensors can send second information related to the vehicle 102 and its surroundings to the electronic control unit 202. As illustrated, for example, the second information may relate to a detected person 602 that is within a threshold distance from the vehicle 102.

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

[0056] According to one embodiment, as shown in Figure 6C, while the second end 304B of 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 a first direction 402 until a portion of one or more grip pads 304 (such as the first end 304A) is in contact with the ground 302 below the base surface 106A of the chassis 106. The movement of the chassis 106 allows the entire surface area of ​​one or more grip pads 304 to contact the ground 302. Thus, the increased contact area allows control of the skid level of the set of wheels 112 of the vehicle 102 during emergency braking. Upon contact, a portion of one or more grip pads 304 can provide additional force, which may be necessary to shorten the braking distance of the vehicle 102. Proper maneuvering of the chassis 106 in the first direction 402 shortens the braking distance, allowing the vehicle 102 to stop 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 one or more grip pads 304 contacts the ground 302.

[0058] According to one embodiment, the electronic control unit 202 can be configured to determine the intensity applied to the accelerator or brake of the vehicle 102. For example, based on the detection of a person 602, the driver can apply the brakes to the vehicle 102. Based on the determined intensity, the electronic control unit 202 can change the operating state of the suspension unit 120 from an initial state to an operating state. For example, the speed at which the chassis 106 moves in a first direction 402 may be determined by the determined intensity of the brakes applied by the driver of the vehicle 102.

[0059] Figure 7 is a schematic diagram illustrating an exemplary scenario for removing the wheels of the vehicle in Figure 1 according to embodiments of the present disclosure. Figure 7 is described in conjunction with elements from Figures 1, 2, 3, 4A, 4B, 4C, 4D, 4E, 5A, 5B, 6A, 6B, and 6C. Referring to Figure 7, a schematic diagram 700 showing vehicle 102 is shown. A user may want to remove one or more wheels of vehicle 102. For example, it may be necessary to remove the second wheel 112B of a set of wheels 112 from the wheel assembly 110 of vehicle 102. To facilitate removal, the electronic control unit 202 may be configured to change the operating state of the suspension unit 120 from an initial state to an activated state. In the activated state, the suspension unit 120 can move the chassis 106 in a first direction 402 until the surface portions of one or more grip pads 304 contact the ground 302.

[0060] If the body of the vehicle 102 blocks a portion of the second wheel 112B, the body may include equipment for releasing the blockage of the second wheel 112B while the surface portions of one or more grip pads 304 are 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 a second cover 116B, to move over the area of ​​the second wheel mounting position 114B and block the second wheel 112B. The second cover 116B can be removed by using a second release member 118B. For example, the second release member 118B can be operated to slide the second cover 116B upward, to the left, or to the right. Such operation allows the user to create enough space to remove the second wheel 112B from the vehicle 102. Similarly, the other wheels in the set of wheels 112 can be removed after their respective covers have been removed.

[0061] In some embodiments, the second in-wheel motor 124B can be made detachable together with the second wheel 112B of the wheel assembly 110. The second in-wheel motor 124B, detached together with the second wheel 112B, can be used to create a mobile vehicle such as a Segway or another miniature mobile vehicle.

[0062] Figure 8 is a schematic diagram illustrating a second exemplary scenario for restraining the movement of the vehicle in Figure 1 according to embodiments of the present disclosure. Figure 8 is 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, including vehicle 802. The function of vehicle 802 can be the same as, for example, the function of vehicle 102 described in Figures 1 and 2. Therefore, for brevity, a description of vehicle 802 is omitted from the present disclosure.

[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 the 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 wheel set 804A at the rear end of the chassis of the vehicle 802, a second wheel set 804B in the center of the chassis of the vehicle 802, and a third wheel set 804C at the front end of the chassis of the vehicle 802. Parts of the motion resistance member 108 that can contact the ground 302 may correspond to the surface portions of one or more wheels 804.

[0064] The positions, orientations, and number of wheels in Figure 8 are presented as examples only and should not be construed as limiting the disclosure. In some embodiments, one or more wheels 804 may be more than six or fewer than six, and may be arranged in other positions and orientations, without departing from the scope of the disclosure. In some other embodiments, one or more wheels 804 may be part of the braking system of the vehicle 802, which may function as motion resistance members that restrict the movement of the vehicle 802.

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

[0066] Figure 10 is a flowchart illustrating an exemplary method of controlling vehicle movement by the chassis of the vehicle in Figure 1, according to one embodiment of the present disclosure. Figure 10 is described in conjunction with elements from Figures 1, 2, 3, 4A, 4B, 4C, 4D, 4E, 5A, 5B, 6A, 6B, 6C, 7, 8, and 9. Referring to Figure 10, flowchart 1000 is shown. The exemplary method of flowchart 1000 can be performed by some system, for example, the vehicle 102 in Figure 1 or the electronic control unit 202 in Figure 2. The exemplary method of flowchart 1000 can begin at 1002 and proceed to 1004.

[0067] In step 1004, the vehicle 102 can be positioned. The vehicle 102 may include a body 104, a chassis 106 coupled to the base 104A of the body 104, and motion resistance members 108 that can be coupled to the 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 can be changed to the operating state. In the operating state, the suspension unit 120 can 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. The control can then proceed to termination.

[0069] Flowchart 1000 illustrates individual operations such as 1002, 1004, and 1006, but the disclosure is not limited thereto. In certain embodiments, such individual operations may be further divided into additional operations, combined into fewer operations, or eliminated, depending on the implementation, without impairing the essence of the disclosed embodiments.

[0070] Various embodiments of the present disclosure can provide a non-temporary computer-readable medium and / or storage medium storing thereon instructions that can be executed by a machine and / or computer (e.g., an electronic control unit 202). The instructions can cause the machine and / or computer (e.g., an electronic control unit 202) to perform an action for adjusting the chassis (e.g., chassis 106) for motion resistance in a vehicle (e.g., vehicle 102). This action may include the arrangement of vehicle 102. Vehicle 102 may include a body (e.g., body 104) and a chassis 106 coupled to the body 104. Vehicle 102 may further include motion resistance members (e.g., motion resistance member 108) that can be coupled to the base surface (e.g., base surface 106A) of the chassis 106. 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. The operation may further include changing the operating state of the suspension unit 120 to an activated state. In the activated state, the suspension unit 120 can move the chassis 106 in a first direction (such as a first direction 402) until at least a portion of the motion resistance member 108 contacts the ground (such as the 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 (such as a body 104) and a chassis 106 coupled to the body 104. The vehicle 102 may further include motion resistance members (such as motion resistance members 108) that can be coupled to the base surface (such as base surface 106A) of the chassis 106. The vehicle 102 may further include a wheel assembly (such as a wheel assembly 110) coupled to the chassis 106 and a suspension unit 120 coupled to the wheel assembly 110 and the chassis 106. In operation, the suspension unit 120 may be configured to move the chassis 106 in a first direction (such as a first direction 402) until at least a portion of the motion resistance members 108 can contact the ground (such as the ground 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 placed at equal intervals 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 the surface portions of one or more grip pads 304.

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

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

[0075] According to one embodiment, movement of the chassis 106 in the first direction 402 can correspond to adjustment of at least one of the height of the chassis 106 relative to the ground 302 below the base surface 106a of the chassis 106 or the inclination 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 motion of the first end 304A of the chassis 106 around a pivot axis AA', followed by a second rotational motion of the second end 304B of the chassis 106 around the pivot axis AA'. The pivot axis AA' may be substantially parallel to the rotation axis BB' of the wheel assembly 110.

[0077] According to one embodiment, the wheel assembly 110 may include a set of wheels 112 positioned at a set of wheel mounting positions on the body 104 of the vehicle 102. Each wheel in the set of wheels 112 can be detachably coupled to the respective part of the chassis 106.

[0078] According to one embodiment, the vehicle body 104 may include covers such as a first cover 116A that covers the area of ​​each wheel mounting position, such as the first wheel mounting position 114A of the set of wheel mounting positions. Each wheel of the set of wheels 112 may be removable after the cover has been removed and a portion of the motion resistance member 108 has come into contact with the ground 302.

[0079] According to one embodiment, the vehicle 102 may further include a drive system 122 which may include in-wheel motors, such as a first in-wheel motor 124A, around each wheel of a 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 can be configured to hold one or more components of the wheel assembly 110.

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

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

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

[0084] According to one embodiment, the vehicle 102 may further include a set of sensors 204. An electronic control unit 202 may be communicatively connected to the set of sensors 204. The electronic control unit 202 may be configured to receive a first input corresponding to a request to allow the chassis 106 to move in a first direction 402 in order to park the vehicle 102. The electronic control unit 202 may receive first information from one or more sensors of the set of sensors 204. The first information may indicate that there are no obstacles on the ground 502 which may be below the base surface 106a of the chassis 106. The electronic control unit 202 may be configured to change the operating state of the suspension unit 120 from an initial state to an operating state different from the initial state. This change may be based on the received first input and the received first information.

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

[0086] According to one embodiment, the electronic control unit 202 can be configured to identify the intensity applied to the accelerator or brake in the vehicle 102. Furthermore, the electronic control unit 202 can change the operating state of the suspension unit 120 from an initial state to an activated state based on the identified intensity.

[0087] According to one embodiment, the electronic control unit 202 can 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 the environment surrounding the vehicle 102. Based on the received second information, the electronic control unit 202 can detect one or more parameters. The one or more parameters may indicate an emergency related to the vehicle 102. Based on the detected one or more parameters, the electronic control unit 202 can change the operating state of the suspension unit 120 from an initial state to an operating state.

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

[0089] For the purposes of this disclosure, expressions such as “including,” “comprising,” “incorporating,” “consisting of,” “have,” and “is” used to describe and claim this disclosure are intended to be interpreted in a non-exclusive manner, that is, allowing for the existence of items, components, or elements not expressly described. A singular reference is interpreted as relating to a plural. Furthermore, all linking references (e.g., attach, paste, join, link, etc.) are used solely to aid the reader’s understanding of this disclosure and do not imply any restriction on the location, orientation, or use of the systems and / or methods disclosed herein. Therefore, where there are linking references, they are interpreted broadly. Moreover, such linking references do not necessarily imply that the two elements are directly linked to each other.

[0090] The above-described embodiments and examples are presented for illustrative and explanatory purposes only. They are not intended to be exhaustive or to limit the described forms. Numerous modifications are possible given the above teachings. While some such modifications are described, those skilled in the art will be able to understand others. The embodiments are selected and described to illustrate various embodiments. Of course, their scope is not limited to the examples or embodiments described herein and can be used in many applications and equivalent devices by those skilled in the art. Rather, their scope is intended to be defined here by the claims appended to this specification. In addition, features of various embodiments can be combined to create further embodiments.

[0091] This disclosure can be implemented in hardware or a combination of hardware and software. This disclosure can be implemented in a centralized manner in at least one computer system, or in a distributed manner in which different elements are scattered across multiple interconnected computer systems. A computer system or other device suitable for carrying out the methods described herein may be applicable. The hardware and software combination may be a general-purpose computer system having a computer program that, when loaded and executed, controls the computer system to perform the methods described herein. This disclosure can also be implemented in hardware that includes a portion of an integrated circuit that also performs other functions. It should be understood that in some embodiments, some of the steps described above may be omitted, other additional steps may be added, and the order of the steps may be changed.

[0092] This disclosure may also be incorporated into a computer program product, which, once loaded into a computer system, can perform these methods, and which includes all the functions that enable the implementation of the methods described herein. In this context, computer program means a set of instructions expressed in any language, code, or notation intended to cause a system having information processing capabilities to perform a particular function, either directly or after either a) conversion into another language, code, or notation, or b) reproduction in a different material form. While this disclosure is described with reference to specific embodiments, those skilled in the art will understand that various modifications and equivalents can be substituted without departing from the scope of this disclosure. In addition, many modifications can be made to adapt circumstances or materials to the teachings of this disclosure without departing from the scope of this disclosure. Thus, this disclosure is not limited to the disclosed embodiments, and is intended to include all embodiments that fall within the scope of the appended claims. [Explanation of symbols]

[0093] 102 vehicles 104 car body 104A Base 106 Chassis 106A Base surface 108 Motion resistance member 110 Wheel Assembly 120 Suspension Unit

Claims

1. The car body and, A chassis connected to the base of the vehicle body, A motion resistance member coupled to the base surface of the chassis, A wheel assembly connected to the chassis, The suspension unit is coupled to the wheel assembly and the chassis, A vehicle equipped with, A vehicle in which, in operation, 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, The vehicle according to claim 1, wherein the one or more grip pads are arranged at equal intervals from one another along the longitudinal direction of the chassis, and the portion of the motion resistance member that contacts the ground is composed of the surface portion of the one or more grip pads.

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

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

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

6. The movement of the chassis in the first direction includes a first rotational motion of the first end of the chassis around the pivot axis, followed by a second rotational motion of the second end of the chassis around the pivot axis. The vehicle according to claim 1, wherein the pivot axis is substantially parallel to the axis of rotation of the wheel of the wheel assembly.

7. The wheel assembly comprises a set of wheels arranged in a set of wheel mounting positions on the vehicle body. The vehicle according to claim 1, wherein each wheel of the set of wheels is detachably coupled to the respective part of the chassis.

8. The vehicle body includes a cover that covers the area of ​​each wheel mounting position in the set of wheel mounting positions, The vehicle according to claim 7, wherein each wheel of the set of wheels is removable after the cover is removed and a portion of the motion resistance member comes into contact with the ground.

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

10. The vehicle according to claim 1, wherein the chassis further comprises an axle configured to hold 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 according to claim 1, further comprising an electronic control device that is communicably connected to the suspension unit.

13. The vehicle according to claim 12, wherein the electronic control device is configured to change the 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 control device that is communicatively connected to the aforementioned set of sensors, Furthermore, The aforementioned electronic control device is Receiving a first input corresponding to a request to permit the movement of the chassis in the first direction in order to park the vehicle, The system receives first information from one or more sensors in the set of sensors. It is configured in such a way, The first piece of information indicates that there are no obstacles on the ground below the base surface of the chassis. The electronic control unit is configured to change the operating state of the suspension unit from an initial state to an operating state different from the initial state. The vehicle according to claim 12, wherein the modification is made based on the first input received and the first information received.

15. The aforementioned electronic control device is The ground below the base surface of the chassis is classified into one of the following: an inclined surface, a flat surface, an uneven surface, or a banked surface. Based on the above classification, the operating state of the suspension unit is changed from the initial state to the operating state. The vehicle according to claim 12, configured as follows.

16. The aforementioned electronic control device is The intensity applied to the accelerator or brake in the aforementioned vehicle is specified, Based on the identified intensity, the operating state of the suspension unit is changed from the initial state to the operating state. The vehicle according to claim 12, further configured as follows.

17. The aforementioned electronic control device is From one or more sensors in the set of sensors, second information related to the vehicle and the surrounding environment of the vehicle is received. Based on the received second information, one or more parameters indicating an emergency related to the vehicle are detected, Based on the detected one or more parameters, the operating state of the suspension unit is changed from the initial state to the operating state. The vehicle according to claim 12, configured as follows.

18. The electronic control device further includes a retraction trigger provided on the outer part of the vehicle body, The vehicle body receives a second input via the retractable trigger on the outer portion of the vehicle body, Based on the received second input, the operating state of the suspension unit is changed from the operating state to the initial state. It is further structured in the following way: The vehicle according to claim 12, wherein, based on the change to the initial state, 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 resistance member.

19. A step of positioning the vehicles, wherein the vehicles are The car body and A chassis connected to the base of the vehicle body, A motion resistance member coupled to the base surface of the chassis, A wheel assembly connected to the chassis, The suspension unit is coupled to the wheel assembly and the chassis, It has steps, The steps include changing the operating state of the suspension unit to an operating state, A method including, A method comprising the suspension unit moving 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 in the operating state.

20. The motion resistance member comprises one or more grip pads coupled to the base surface of the chassis, The method according to claim 19, wherein the one or more grip pads are arranged at equal intervals from one another along the length of the chassis, and the portion of the motion resistance member that contacts the ground is composed of the surface portion of the one or more grip pads.

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