Patent Publication Number: US-2023150331-A1

Title: Vehicle with suspension-controlled motion resistance members

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS/INCORPORATION BY REFERENCE 
     None. 
     FIELD 
     Various embodiments of the disclosure relate to vehicle technology and advanced suspension and braking systems. More specifically, various embodiments of the disclosure may relate to a vehicle with suspension-controlled motion resistance members. 
     BACKGROUND 
     Advancements in vehicle technology have led to development of various types of braking mechanisms that improve a braking performance of a vehicle for different terrains, weather conditions, and/or speed requirements. For a vehicle to increase its speed, a force resulting in a forward motion may be required. Similarly, to stop or slow down, a force resulting in a motion in an opposite direction (rearward) may be required. These forces may be transferred between the tires of the vehicle and the surface of the road, through a portion of the tires that may be in contact with the surface of the road. The portion of the tire in contact with the surface is typically referred to as a contact patch. The contact patch may affect the braking performance as well as parameters related to a driving performance or a riding comfort of the vehicle. Many drivers and vehicle manufacturers factor in the size and shape of the contact patch, as well as a pressure distribution within the contact patch to optimize a ride quality and handling performance of a vehicle. Vehicles which use pneumatic tires can have a different contact patch size depending on whether the vehicle is in motion or is at rest. In addition, the size and shape of the contact patch can vary from one vehicle to another because of various factors, such as a tire size, a load on the tire, an inflation pressure of tires. Many vehicles, especially modern electric vehicles have a lower weight than most known combustion-based vehicles. The contact patch for such vehicles can be lower than normal, which can result in a poorer braking and handling performance of the vehicle. 
     Further limitations and disadvantages of conventional and traditional approaches will become apparent to one of skill in the art, through comparison of described systems with some aspects of the present disclosure, as set forth in the remainder of the present application and with reference to the drawings. 
     SUMMARY 
     A vehicle with suspension-controlled motion resistance members is provided substantially as shown in, and/or described in connection with, at least one of the figures, as set forth more completely in the claims. 
     These and other features and advantages of the present disclosure may be appreciated from a review of the following detailed description of the present disclosure, along with the accompanying figures in which like reference numerals refer to like parts throughout. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a diagram of an exemplary vehicle with suspension-controlled motion resistance members, in accordance with an embodiment of the disclosure. 
         FIG.  2    is a diagram of an exemplary vehicle that includes an electronic controller coupled with a chassis, to inhibit a movement of the vehicle, in accordance with an embodiment of the disclosure. 
         FIG.  3    is a diagram that illustrates a first exemplary scenario to inhibit a movement of the vehicle of  FIG.  1   , in accordance with an embodiment of the disclosure. 
         FIGS.  4 A,  4 B,  4 C,  4 D, and  4 E  are diagrams that collectively illustrate a plurality of scenarios related to a movement of a chassis of the vehicle of  FIG.  1   , in accordance with an embodiment of the disclosure. 
         FIGS.  5 A and  5 B  are diagrams that collectively illustrate an exemplary scenario to park the vehicle of  FIG.  1   , in accordance with an embodiment of the disclosure. 
         FIGS.  6 A,  6 B, and  6 C  are diagrams that collectively illustrate an exemplary scenario for emergency braking of the vehicle of  FIG.  1   , in accordance with an embodiment of the disclosure. 
         FIG.  7    is a diagram that illustrates an exemplary scenario to detach a wheel of the vehicle of  FIG.  1   , in accordance with an embodiment of the disclosure. 
         FIG.  8    is a diagram that illustrates a second exemplary scenario to inhibit a movement of the vehicle of  FIG.  1   , in accordance with an embodiment of the disclosure. 
         FIG.  9    is a diagram of an exemplary vehicle that includes a chassis and an axle coupled to the chassis, in accordance with an embodiment of the disclosure. 
         FIG.  10    is a flowchart that illustrates an exemplary method to inhibit a movement of the vehicle via the chassis of the vehicle of  FIG.  1   , in accordance with an embodiment of the disclosure. 
     
    
    
     DETAILED DESCRIPTION 
     The following described implementations may be found in a vehicle such as a car. 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. At any time, if the vehicle attempts to slow down, apply emergency brakes, or park itself on a road or other surface, the base surface of the chassis may move in a direction (such as downwards) such that the motion resistance member or a portion thereof contacts the ground below the base surface. The contact with the ground may generate an additional friction on the road surface in addition to a friction generated by wheels of the vehicle. Based on a total produced friction, the vehicle may be able to reduce its braking distance in case of emergency braking and may gain additional force needed to safely park or slow down the vehicle. The motion resistance member may provide an additional contact area with a surface of the road in comparison to a contact patch offered by typical wheels of the vehicle. 
       FIG.  1    is a diagram of an exemplary vehicle with suspension-controlled motion resistance members, in accordance with an embodiment of the disclosure. With reference to  FIG.  1   , there is shown a vehicle  102 . The vehicle  102  may have provisions to be a non-autonomous vehicle, a semi-autonomous vehicle, or a fully autonomous vehicle, for example, as defined by Society of Automotive Engineers (SAE) automation levels. Based on a 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 (such as a vehicle that uses one or more distinct renewable or non-renewable power sources). Examples of the vehicle  102  may include, but are not limited to, a two-wheeler vehicle, a three-wheeler vehicle, a four-wheeler vehicle, or a ground-transport vehicle with a propulsion mechanism that uses any number of wheels or any other alternative to wheels. 
     The vehicle  102  may include a body  104 . The body  104  may be a frame having at least one pillar, which may enclose a first part (such as a top portion) of the vehicle  102 . In an embodiment, the at least one pillar (such as A-pillar, B-pillar, C-pillar or D-pillar) may extend in a direction that is substantially perpendicular from a vehicle-length direction associated with the vehicle  102 . In accordance with an embodiment, the body  104  may include a plurality of mount locations to accommodate several components of the vehicle  102 . For example, the body  104  may include at least one wheel-mount location to mount at least one wheel of the vehicle  102 . As another example, the body  104  may include a cover over a section of the at least one wheel-mount location to partially enclose the at least one wheel-mount location. As another example, the body  104  may include a base  104 A (i.e., a chassis-mount location) that may be disposed over a chassis  106  of the vehicle  102 . In an embodiment, the base  104 A may be located adjacent to the at least one wheel, which may be configured to be mounted on the chassis  106  of the vehicle  102 . 
     The chassis  106  may be a frame having at least one cross-member between a pair of side members, which may be configured to support a load of the vehicle  102 . In an embodiment, the at least one cross-member may extend in a direction that may be substantially parallel to the direction of the length of the vehicle  102 . In an embodiment, the chassis  106  may be coupled to the base  104 A of the body  104 . For example, the chassis  106  may be integrally welded to the base  104 A of the body  104  or may be removably fastened to the base  104 A of the body  104 . In an embodiment, the chassis  106  may include a base surface  106 A, which may be configured to be coupled with a motion resistance member  108  of the vehicle  102 . 
     The motion resistance member  108  may be coupled to the base surface  106 A of the chassis  106 , via an attachment implement. Examples of the attachment implement may include, but are not limited to, a mechanical fastener, a chemical adhesive, a magnetic latch, a weld joint, or an electromagnetic latch. In an embodiment, the motion resistance member  108  may be disposed along the 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 . 
     The motion resistance member  108  may be configured to contact a ground below the base surface  106 A of the chassis  106 . The contact with the ground may be controlled based on a requirement to stop, slow down, or park the vehicle  102 . In accordance with an embodiment, the motion resistance member  108  may be made of a rubber material. The rubber material (for example, a synthetic rubber) may be configured to resiliently-cushion an impact that may be generated when the motion resistance member  108  contacts the ground surface. The impact may be generated, for example, when the vehicle  102  decelerates to stop or slow down. In another embodiment, the motion resistance member  108  may be made of a metallic material. The metallic material (for example, a hot-rolled steel) may be configured to improve a wear resistance against the impact that may be generated when the motion resistance member  108  contacts the ground surface. In another embodiment, the motion resistance member  108  may be made of a composite material (for example, carbon fibers) and/or reinforced material (for example, carbon fiber reinforced polymers). The composite material and/or the reinforced material may be configured to improve a load transfer path of the impact that may be generated when the motion resistance member  108  contacts the ground surface. 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  (that may contact the ground below the base surface  106 A) may include, but are not limited to, asbestos organic, non-asbestos organic, semi-metallic, sintered metallic, and carbon composite. Details of the motion resistance member  108  are further provided, for example, in  FIG.  3   . 
     The vehicle  102  may further include a wheel assembly  110 . The wheel assembly  110  may be coupled to the chassis  106 . In accordance with an embodiment, the wheel assembly  110  may include a set of wheels  112  disposed in a set of wheel-mount locations on the body of the vehicle  102  and coupled to corresponding part of the chassis  106 . As an example, a first wheel  112 A may be disposed in a first wheel-mount location  114 A and may be detachably coupled to a first part of the chassis  106 . A second wheel  1128  may be disposed in a second wheel-mount location  1148  and may be detachably coupled to a second part of the chassis  106 . It should be noted that the vehicle  102  may include any number of wheels (for example, three wheels, four wheels, and the like) that may be located in respective wheel-mount locations on the body of the vehicle  102  and may be detachably coupled to respective parts of the chassis  106 . 
     In an embodiment, the body  104  may include a first cover  116 A and a second cover  1168 . The first cover  116 A may be detachably disposed over a section of the first wheel-mount location  114 A. For example, the first cover  116 A and the body  104  may be coupled via a first releasing member  118 A, which may be configured to detach the first cover  116 A from the body  104 . The second cover  1168  may be detachably disposed over the section of the second wheel-mount location  1148 . For example, the second cover  1168  and the body  104  may be coupled via a second releasing member  1188 , which may be configured to detach the second cover  116 B from the body  104 . 
     The first cover  116 A and the second cover  1168  can be detached via the first releasing member  118 A and the second releasing member  1188 , respectively, based on user requirements. In an embodiment, the first releasing member  118 A and the second releasing member  1188  may be mechanically fastened members (such as a slidable latch) that may be configured to detach a corresponding cover from the body  104 . In another embodiment, the first releasing member  118 A and the second releasing member  118 B may be electromagnetic release members (such as electromagnetic latches) that may be configured to detach a corresponding cover from the body  104  of the vehicle  102 . 
     The vehicle  102  may further include a suspension unit  120  that may be coupled to the wheel assembly  110  and the chassis  106 . For instance, the suspension unit  120  may be disposed between the wheel assembly  110  and the chassis  106 . In accordance with an 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 onboard control system to control a vertical movement of the set of wheels  112  of the vehicle  102  relative to the chassis  106  or the body  104  of the vehicle  102 . Example implementation of the active suspension mechanism may include, but are not limited to, hydraulic actuation, electronic actuation of hydraulic suspension, active anti-roll bar, electromagnetic recuperative, active wheel, solenoid/valve actuated, and magnetorheological damper. In accordance with another embodiment, the suspension unit  120  may correspond to a semi-active suspension mechanism or a passive suspension mechanism. 
     In an actuated state, the suspension unit  120  may be configured to move the chassis  106  in a first direction until at least a portion of the motion resistance member  108  contacts a ground below the base surface  106 A of the chassis  106 . For example, the first direction may correspond to a downward direction from the base surface  106 A of the chassis  106  that may be directed towards the ground below the base surface  106 A of the chassis  106 . 
     In accordance with an embodiment, the movement of the chassis  106  in the first direction may correspond to adjustment of at least one of a height of the chassis  106  or an inclination of the chassis  106  with respect to the ground below the base surface  106 A of the chassis  106 . For example, the chassis  106  may be moved linearly with respect to the ground to adjust the height of the chassis  106  with respect to the ground. In such a case, the entire surface portion of the motion resistance member  108  that is parallel to the chassis  106  may contact the ground. In some embodiments, the chassis  106  may be moved non-linearly with respect to the ground to adjust the inclination of the chassis  106  with respect to the ground. In some other embodiments, the movement of the chassis  106  may be around a pivot axis AA′ that may be substantially parallel to a rotational axis BB′ of wheels (such as the set of wheels  112 ) of the wheel assembly  110 . The portion such as a first end (for example, a front end) of the motion resistance member  108  or a second end (for example, a rear end) of the motion resistance member  108  may contact the ground. In some embodiments, the body  104  of the vehicle  102  may move down along with the movement of the chassis  106 . Details of the movement of the motion resistance member  108  are further provided, for example, in  FIG.  3   . 
     In accordance with an embodiment, the vehicle  102  may further include a drive system  122  that may include an in-wheel motor around each wheel of the set of wheels  112 . The drive system  122  may include suitable logic, circuitry, and interfaces that may be configured to control transfer of electric power to various electrical or electromechanical components of the vehicle  102 . 
     The in-wheel motor such as a first in-wheel motor  124 A may be coupled to the first wheel  112 A of the wheel assembly  110 . A second in-wheel motor  1248  may be coupled to the second in-wheel motor  1248  of the wheel assembly  110 . Similarly, respective in-wheel motors may be coupled to a third wheel and a fourth wheel (not shown) of the set of wheels  112 . Further, the in-wheel motors such as the first in-wheel motor  124 A and the second in-wheel motor  124 B may be configured to power the respective wheels of the vehicle  102 . For example, the first in-wheel motor  124 A may be configured to power the first wheel  112 A and the second in-wheel motor  1248  may be configured to power the second wheel  1128 . 
     The drive system  122  may provide the electric power for functioning of different components (not shown in  FIG.  1   ), such as an electronic controller, electric motor(s), infotainment system, display device(s), onboard computer(s), a communication system, a memory, and a set of sensors of the vehicle  102 . The drive system  122  may be configured to receive control signals from the electronic controller to control various electronic components of the vehicle  102 . The drive system  122  may be also be configured to control a charging and a discharging of a battery of the vehicle  102  based on the received control signals. 
     In accordance with an embodiment, the vehicle  102  may further include a retraction trigger  126  on an exterior portion of the body  104  of the vehicle  102 . For example, the retraction trigger  126  may be present on a remote key of the vehicle  102  or may be near a cover, such as the first cover  116 A or the second cover  1168  for a respective section of the wheel-mount location. In an exemplary embodiment, the retraction trigger  126  may be a button or a lever that may be utilized to retract the chassis  106  in a second direction. The second direction may be a direction that may be substantially opposite of the first direction (shown in  FIG.  4   ) of the movement of the chassis  106 . Once at least a portion of the motion resistance member  108  is in contact with the ground, the retraction trigger  126  may be utilized to retract the chassis  106  to an initial state. The initial state may correspond to a configuration in which the portion of the motion resistance member  108  is moved away from the ground in the second direction (opposite to the first direction). 
     In accordance with an embodiment, the vehicle  102  may include an electronic authentication unit that, when triggered, may actuate the retraction trigger  126 . For example, in case of an emergency such as a landslide, an earthquake, or a fire hazard, the electronic authentication unit may be triggered based on a human input (e.g., an input from a driver of the vehicle  102  or a person who may handle the emergency) or a detection of the emergency to actuate the retraction trigger  126 . The actuation 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, a sensor for fire and smoke detection, a sensor for seismic wave detection, a voice-based remote device, a fingerprint sensor, a password based device, and an IOT device that may be connected to a disaster management system for a remote activation. Details of the retraction of the chassis  106  are further provided, for example, in  FIG.  4 E . 
     In operation, the vehicle  102  may receive a first input that may correspond to a request to allow the movement of the chassis  106  in a first direction to park or slowdown 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 the initial state, the contact between the chassis  106  and the ground below the chassis  106  may be absent. After the first input is received, 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  coupled at the base surface  106 A of the chassis  106  or a portion of the motion resistance member  108  contacts the ground. By having the contact, the vehicle  102  may gain additional contact surface and friction to inhibit further motion in a specific direction. In some instances, the vehicle  102  can be safely parked on the ground as the contact patch or area between the vehicle  102  and the ground may be increase. Details of the parking of the vehicle  102  are further provided, for example, in  FIGS.  5 A and  5 B . 
     In certain scenarios, the vehicle  102  may detect an emergency-situation or an unsafe situation, such as a presence of a person portraying an unsafe behavior within a threshold distance from the vehicle  102 . Based on the detection of the emergency-situation, the suspension unit  120  may be actuated. Based on the actuation of the suspension unit  120 , the suspension unit  120  may move at least the portion of the chassis  106  in the first direction until the motion resistance member  108  coupled at the base surface  106 A 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 patch between the vehicle  102  and the ground, thereby enhancing effect of brakes applied in the emergency or unsafe situation. Details of the emergency braking are further provided, for example, in  FIGS.  6 A- 6 C . 
     In accordance with an embodiment, one or more wheels, such as the first wheel  112 A along with the first in-wheel motor  124 A may be detached from the first wheel-mount location  114 A once the motion resistance member  108  coupled to the base surface  106 A of the chassis  106  contacts the ground. The first wheel  112 A along with the first in-wheel motor  124 A may be utilized to create another mobility vehicle, such as a Segway. Details of the detachment of a wheel of the set of wheels  112  are further provided, for example, in  FIG.  7   . 
       FIG.  2    is a diagram of an exemplary vehicle that includes an electronic controller coupled with a chassis, to inhibit a movement of the vehicle, in accordance with an embodiment of the disclosure.  FIG.  2    is explained in conjunction with elements from  FIG.  1   . With reference to  FIG.  1   , there is shown the vehicle  102 . 
     The vehicle  102  may include an electronic controller  202  and a set of sensors  204 . In accordance with an embodiment, the electronic controller  202  may be communicatively coupled to the suspension unit  120  and may include suitable logic, circuitry, interfaces, and/or code that may be configured to change an operational state of the suspension unit  120  from an initial state to an actuated state, which may be different from the initial state. In some embodiments, the electronic controller  202  may be further configured to change the operational state of the suspension unit  120  from the actuated state to the initial state. 
     The electronic controller  202  may be a specialized electronic circuitry that may include an electronic control unit (ECU) processor to control different functions, such as, but not limited to, engine operations, communication operations, data acquisition operations, and other operations 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, a vehicle control system, an in-vehicle infotainment (IVI) system, an in-car entertainment (ICE) system, an automotive Head-up Display (HUD), an onboard computer, an automotive dashboard, an embedded device, a smartphone, a human-machine interface (HMI), a computer workstation, a handheld computer, a cellular/mobile phone, a portable consumer electronic (CE) device, a server, and other computing devices. 
     The set of sensors  204  may be positioned at different locations on the vehicle  102 . For example, the set of sensors  204  may be located on an exterior portion of the body  104  of the vehicle  102  as well as on an interior portion of the body  104  of the vehicle  102 . As shown, for example, the set of sensors  204  may include a first sensor  204 A and a second sensor  204 B. The first sensor  204 A may be located at the front-end of the vehicle  102 . Examples of the first sensor  204 A 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 location sensor. In an exemplary scenario, the first sensor  204 A may be the LiDAR sensor that may be configured to scan the ambient surrounding of the vehicle  102 . Based on the scanned information, the electronic controller  202  may detect one or more parameters that may inform the vehicle  102  about the terrain around the vehicle  102 , nearby unsafe behavior, or emergency situations. 
     The second sensor  204 B may be located at front-end of the chassis  106  or a rear-end of the chassis  106  of the vehicle  102 . Examples of the second sensor  204 B may include, but are not limited to, an image sensor, a LiDAR sensor, a sonar sensor, a microphone, a RADAR sensor, and a location sensor. In an exemplary scenario, the second sensor  204 B may be the image sensor, such as a camera that may be configured to scan a ground around the vehicle  102  and/or a ground below the base surface  106 A of the chassis  106 . Based on the scan, the electronic controller  202  may determine a presence of obstacle(s) from all surrounding locations, including the ground below the chassis  106 . 
     A person of ordinary skill in the art will understand that the vehicle  102  may also include other suitable components and sensors, in addition to the components and the set of sensors  204  illustrated herein to describe and explain the function and operation of the present disclosure. A detailed description for such components and sensors of the vehicle  102  has been omitted from the disclosure for the sake of brevity. 
       FIG.  3    is a diagram that illustrates a first exemplary scenario to inhibit a movement of the vehicle of  FIG.  1   , in accordance with an embodiment of the disclosure.  FIG.  3    is explained in conjunction with elements from  FIGS.  1  and  2   . With reference to  FIG.  3   , there is shown the vehicle  102 . The vehicle  102  may be positioned on a ground  302 . 
     The motion resistance member  108  may include one or more grip pads  304  coupled to the base surface  106 A of the chassis  106 . The one or more grip pads  304  may be at a certain distance from one another and may be placed along a length or a width of the chassis  106 . In at least one embodiment, the motion resistance member  108  may be statically coupled to the base surface  106 A of the chassis  106 . 
     The motion resistance member  108  may be made of a rubber material or other suitable material, as described in  FIG.  1   . 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 patch to the vehicle  102 , once the one or more grip pads  304  form a 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. 
     The number of grip pads in  FIG.  3    is presented merely as an example and should not be construed as limiting the disclosure. In some embodiments, the vehicle  102  may include only one grip pad or more than three grip pads, without departing from the scope of the disclosure. 
     In accordance with an embodiment, the portion of the motion resistance member  108  in contact with the ground  302  may be a surface portion of the one or more grip pads  304 . The surface portion may be a base portion of the one or more grip pads  304  facing the ground  302  and lying below the base surface  106 A of the chassis  106 . In accordance with an embodiment, the surface portion may correspond to at least one of a first end  304 A of the one or more grip pads  304  or a second end  304 B of the one or more grip pads  304 . 
     The suspension unit  120  may move the chassis  106  linearly with respect to the ground  302  to adjust the height of the chassis  106  with respect to the ground  302 . The entire surface portion of the one or more grip pads  304 , such as the first end  304 A and the second end  304 B of the one or more grip pads  304  may contact the ground  302 . In some embodiments, the suspension unit  120  may move the chassis  106  non-linearly with respect to the ground  302  by adjusting the inclination of the chassis  106  with respect to the ground  302 . 
     In accordance with an embodiment, the movement of the chassis  106  in the first direction may include a first turning movement of the first end  304 A of the chassis  106  around the pivot axis AA′, followed by a second turning movement of the second end  304 B of the chassis  106  around the pivot axis AA′. The pivot axis AA′ may be substantially parallel to the rotational axis BB′ of wheels (such as the set of wheels  112 ) of the wheel assembly  110 . In an exemplary scenario, the first turning movement of the first end  304 A of the chassis  106  around the pivot axis AA′ may allow the first end  304 A of the chassis  106  to contact the ground  302  below the base surface  106 A of the chassis  106 . Thereafter, the second turning movement of the second end  304 B of the chassis  106  around the pivot axis AA′ may allow the second end  304 B of the chassis  106  to contact the ground  302  below the base surface  106 A of the chassis  106 . 
       FIGS.  4 A,  4 B,  4 C,  4 D, and  4 E  are diagrams that collectively illustrate a plurality of scenarios related to a movement of a chassis of the vehicle of  FIG.  1   , in accordance with an embodiment of the disclosure.  FIGS.  4 A,  4 B,  4 C,  4 D, and  4 E  are explained in conjunction with elements from  FIGS.  1 ,  2 , and  3   . In  FIGS.  4 A,  4 B,  4 C,  4 D, and  4 E , the body  104  of the vehicle  102  is not shown for the sake of brevity. 
     With reference to  FIG.  4 A , there is shown a first diagram  400 A that includes the ground  302 . During operation of the suspension unit  120  in an initial state, the contact between the one or more grip pads  304  (coupled to the base surface  106 A of the chassis  106 ) and the ground  302  may be absent. For example, the vehicle  102  may be moving on the ground  302  or may be at rest. In such a scenario, there may be no contact between the one or more grip pads  304  and the ground  302 . 
     With reference to  FIG.  4 B , there is shown a diagram  400 B. The diagram  400 B depicts adjustment of an inclination of the chassis  106 . At any time-instant, the electronic controller  202  may be configured to change the operational state of the suspension unit  120  from the initial state to an actuated state, which may be different from the initial state. Based on the change in the operational state of the suspension unit  120  from the initial state to the actuated state, the portion of the chassis  106  may be moved in a first direction  402 . As shown, for example, the second end of the chassis  106  may be moved in the first direction  402  such that the second end  304 B of the 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  may be actuated. The second end  304 B of the one or more grip pads  304  may be moved in the first direction  402  such that the second end  304 B of the one or more grip pads  304  contacts the ground  302 . In such a case, the movement of the chassis  106  may include the second turning movement of the second end of the chassis  106  around the pivot axis AA′. As shown, the inclination angle between the chassis  106  with respect to an axis CC′ (parallel to the ground  302 ) is X degrees. 
     With reference to  FIG.  4 C , there is shown a diagram  400 C that depicts adjustment of the inclination of the chassis  106 . The electronic controller  202  may be configured to change the operational state of the suspension unit  120  from the initial state to the actuated state. Based on the change in the operational state of the suspension unit  120  to the actuated state, the portion of the chassis  106  may be moved in the first direction  402 . As shown, for example, the first end (or the front end) of the chassis  106  may be moved in the first direction  402 , such that the first end  304 A of the 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  may be actuated. In such as a case, the first end  304 A of the one or more grip pads  304  may be moved in the first direction  402 , such that the first end  304 A of the one or more grip pads  304  contacts the ground  302 . The movement of the chassis  106  may include a first turning movement of the first end of the chassis  106  around the pivot axis AA′. As shown, the inclination angle between the chassis  106  with respect to the axis CC′ (parallel to the ground  302 ) is Y degrees. 
     With reference to  FIG.  4 D , there is shown a diagram  400 D that depicts adjustment of the height of the chassis  106 . In accordance with an embodiment, the electronic controller  202  may be configured to change the operational state of the suspension unit  120  from the initial state (as shown in  FIG.  4 A ) to the actuated state. Based on the change in the operational state of the suspension unit  120  to the actuated state, the chassis  106  may be moved in the first direction  402 . The movement may cause a surface portion of the one or more grip pads  304  to contact the ground  302 . In an exemplary scenario, the chassis  106  may be moved in the first direction  402 , such that both the first end  304 A and the second end  304 B of the one or more grip pads  304  contact the ground  302  at the same time. 
     In accordance with an embodiment, the suspension unit  120  coupled to the front end of the chassis  106  as well as to the rear end of the chassis  106  may be actuated. Based on the actuation, the first end  304 A and the second end  304 B of the one or more grip pads  304  may be moved in the first direction  402 , such that both the first end  304 A as well as the second end  304 B of the one or more grip pads  304  contact the ground  302  at the nearly the same time. The movement of the chassis  106  may include a first turning movement of the first end of the chassis  106  around the pivot axis AA′ followed by a second turning 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  may include simultaneous parallel movement of the first end  304 A and the second end  304 B of the one or more grip pads  304  to contact the ground  302 . 
     With reference to  FIG.  4 E , there is shown a diagram  400 E that depicts a movement of the chassis  106  in a second direction  404  to break a contact between the ground  302  and a portion of the motion resistance member  108  (such as the one or more grip pads  304 ) in contact with the ground  302 . In accordance with an embodiment, the electronic controller  202  may be configured to receive a second input via the retraction trigger  126  on the exterior portion of the body  104  of the vehicle  102 . The second input may 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  may change the operational state of the suspension unit  120  from the actuated 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 the second direction  404  to break the contact between the ground  302  and the portion of the motion resistance member  108  (such as the one or more grip pads  304 ). In an exemplary scenario, the vehicle  102  may be required to be towed. In such a case, the second input may be received via the retraction trigger  126  to move the chassis  106  in the second direction  404 . 
       FIGS.  5 A and  5 B  are diagrams that collectively illustrate an exemplary scenario to park the vehicle of  FIG.  1   , in accordance with an embodiment of the disclosure.  FIGS.  5 A and  5 B  are explained in conjunction with elements from  FIGS.  1 ,  2 ,  3 ,  4 A,  4 B,  4 C,  4 D, and  4 E . With reference to  FIG.  5 A , there is shown a diagram  500 A that includes a ground  502 . The ground  502  may be, for example, an inclined road surface. At any time-instant, the vehicle  102  may have to be parked on the ground  502  by a human driver or an autonomous agent of the vehicle  102 . The suspension unit  120  may be in the initial state and there may be no contact between the one or more grip pads  304  (coupled at the base surface  106 A of the chassis  106 ) and the ground  502 . Without appropriate resistance from the ground  502 , it may be unsafe to park the vehicle  102  on the ground  502 . 
     With reference to  FIG.  5 B , there is shown a diagram  500 B that depicts a process of safe parking of the vehicle  102  on the ground  502 . The electronic controller  202  may receive a first input that may correspond to a request to allow the movement of the chassis  106  in the first direction  402  to park the vehicle  102 . For example, the driver (human or autonomous agent) of the vehicle  102  may provide the first input after stopping the vehicle  102  on the ground  502 . 
     The electronic controller  202  may receive first information from one or more sensors of the set of sensors  204 . The first information may indicate an absence of an obstacle on the ground  502  which may be below the base surface  106 A of the chassis  106 . For example, the second sensor  204 B may be utilized to scan the ground  502  below the base surface  106 A of the chassis  106 . The second sensor  204 B may transmit the first information to the electronic controller  202 , based on a detection of zero obstacles on the ground  502 . Thereafter, the electronic controller  202  may be configured to change the operational state of the suspension unit  120  from the initial state to the actuated state, which may be different from the initial state. The change in the operational 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  106 A of the chassis  106 . As a result of the contact, contact area between the vehicle  102  and the ground  502  may increase to provide an additional force to safely park on the ground  502 . 
     In an exemplary scenario, there may be an obstacle on the ground  502  below the base surface  106 A of the chassis  106 . In such a case, the electronic controller  202  may provide a notification to the driver to move the vehicle  102  away from the obstacle. For example, the electronic controller  202  may provide the notification via a display unit of a user&#39;s device or the vehicle  102 . Once the vehicle  102  is at a safe distance from the obstacle, the electronic controller  202  may change the operational state of the suspension unit  120  to 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  contacts the ground  502 . 
     In accordance with an embodiment, the electronic controller  202  may be configured to classify the ground  502  below the base surface  106 A of the chassis  106  as one of an inclined road surface, a flat road surface, an uneven surface, or a banked road surface. For example, the ground  502  may be the inclined road surface of a hill. Sensors, such as the second sensor  204 B may be utilized to scan the ground  502  around the vehicle  102  and/or below the base surface  106 A of the chassis  106  to classify the ground  502  as an inclined road surface. Based on the classification, the electronic controller  202  may be configured to change the operational state of the suspension unit  120  from an initial state to the actuated state. 
       FIGS.  6 A,  6 B, and  6 C  are diagrams that collectively illustrate an exemplary scenario for emergency braking of the vehicle of  FIG.  1   , in accordance with an embodiment of the disclosure.  FIGS.  6 A,  6 B, and  6 C  are explained in conjunction with elements from  FIGS.  1 ,  2 ,  3 ,  4 A,  4 B,  4 C,  4 D,  4 E,  5 A, and  5 B . With reference to  FIG.  6 A , there is shown a diagram  600 A. The diagram  600 A depicts the vehicle  102  in motion on the ground  302 . 
     Operations related to emergency braking are described herein. 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 associated with the vehicle  102  and an ambient surrounding of the vehicle  102 . For example, the first sensor  204 A may be configured to scan the ambient surrounding of the vehicle  102  to determine vehicles nearby. The ambient surrounding of the vehicle  102  may be further scanned to determine pedestrians in proximity of the vehicle  102 , speeding vehicles near the vehicle  102 , and obstacles, such as footpaths, barricades, and potholes on the ground  302 . The one or more sensors may transmit the second information associated with the vehicle  102  and the ambient surrounding of the vehicle  102  to the electronic controller  202 . As shown, for example, the second information may be related to a detected person  602  present within a threshold distance from the vehicle  102 . 
     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 associated with the vehicle  102 . For example, the one or more parameters may indicate a detection of the person  602  on the road within a threshold distance from the vehicle  102 . The presence of the person  602  be in proximity of the vehicle  102  may correspond to the emergency-situation as the person  602  may be attempting to cross the road or may be jaywalking at an unsafe distance from the vehicle  102 . In such a case, the vehicle  102  may aid in emergency braking by moving the chassis  106  in the first direction  402 . For instance, the electronic controller  202  may change the operational state of the suspension unit  120  (such as the suspension unit  120  coupled to the rear end of the vehicle  102 ) from an initial state to the actuated state, based on the detected one or more parameters. The suspension unit  120  in the actuated state may be configured to move the chassis  106  in the first direction  402  until at least a portion (such as the second end  304 B) of the one or more grip pads  304  contacts the ground  302  below the base surface  106 A of the chassis  106 . The contact may increase the contact area of the vehicle  102  with the ground  302 . 
     In accordance with an embodiment, while the second end  304 B of the one or more grip pads  304  may be in contact with the ground  302 , the suspension unit  120  may move the first end of the chassis  106  in the first direction  402  until a portion (such as the first end  304 A) of the one or more grip pads  304  contact the ground  302  below the base surface  106 A of the chassis  106 , as shown in  FIG.  6 C . The movement of the chassis  106  may cause the entire surface portion of the one or more grip pads  304  to contact with the ground  302 . Thus, the increase in the contact area may allow a skid level of the set of wheels  112  of the vehicle  102  to be controlled in case of the emergency braking. Upon contact, the portion of the one or more grip pads  304  may offer additional force that may be required to reduce the braking distance of the vehicle  102 . With an appropriate maneuver of the chassis  106  in the first direction  402 , the braking distance may be reduced to stop the vehicle  102  at a safe distance from the person  602 . 
     In some embodiments, the front end of the chassis  106  may be moved down first, followed by the movement of the rear end of the chassis  106 , such that the first end  304 A of the one or more grip pads  304  may contact the ground  302  before the second end  304 B of the one or more grip pads  304  contact the ground  302 . 
     In accordance with an embodiment, the electronic controller  202  may be configured to determine an intensity by which accelerator or brakes are applied in the vehicle  102 . For example, based on the detection of the person  602 , the driver may apply the brakes on the vehicle  102 . The electronic controller  202  may change the operational state of the suspension unit  120  from the initial state to the actuated state, based on the determined intensity. For example, the speed of movement of the chassis  106  in the first direction  402  may depend on the determined intensity of the brakes applied by the driver of the vehicle  102 . 
       FIG.  7    is a diagram that illustrates an exemplary scenario to detach a wheel of the vehicle of  FIG.  1   , in accordance with an embodiment of the disclosure.  FIG.  7    is explained in conjunction with elements from  FIGS.  1 ,  2 ,  3 ,  4 A,  4 B,  4 C,  4 D,  4 E,  5 A,  5 B,  6 A,  6 B, and  6 C . With reference to  FIG.  7   , there is shown a diagram  700  depicting the vehicle  102 . In some instances, a user may want to remove one or more wheels of the vehicle  102 . For example, a second wheel  112 B of the set of wheels  112  may have to be detached from the wheel assembly  110  of the vehicle  102 . To facilitate the removal, the electronic controller  202  may be configured to change the operational state of the suspension unit  120  from an initial state to the actuated state. The suspension unit  120 , in the actuated state, may move the chassis  106  in the first direction  402  until the surface portion of the one or more grip pads  304  contacts the ground  302 . 
     In case the body of the vehicle  102  blocks a portion of the second wheel  112 B, then the body may include a provision to unblock the second wheel  112 B while the surface portion of the one or more grip pads  304  contacts the ground  302 . The movement of the chassis  106  along with the body  104  of the vehicle  102  in the first direction  402  may cause a removable cover such as the second cover  116 B to move over a section of the second wheel-mount location  114 B to block the second wheel  112 B. The second cover  116 B may be removed by use of the second releasing member  118 B. For example, the second releasing member  118 B may be maneuvered to slide the second cover  116 B in an upwards direction, in a leftward direction, or a rightward direction. With such maneuver, the user may have adequate space to detach the second wheel  112 B from the vehicle  102 . Similarly, other wheels of the set of wheels  112  can be detached after the removal of respective covers. 
     In some embodiments, the second in-wheel motor  124 B may be detachable along with the second wheel  112 B of the wheel assembly  110 . The detached second in-wheel motor  124 B along with the second wheel  112 B may be utilized to create a mobility vehicle, such as a Segway or a different micro-mobility vehicle. 
       FIG.  8    is a diagram that illustrates a second exemplary scenario to inhibit a movement of the vehicle of  FIG.  1   , in accordance with an embodiment of the disclosure.  FIG.  8    is explained in conjunction with elements from  FIGS.  1 ,  2 ,  3 ,  4 A,  4 B,  4 C,  4 D,  4 E,  5 A,  5 B,  6 A,  6 B,  6 C, and  7   . With reference to  FIG.  8   , there is shown a diagram  800  that includes a vehicle  802 . The functions of the vehicle  802  may be same as the functions of the vehicle  102  described, for example, in  FIG.  1    and  FIG.  2   . Therefore, the description of the vehicle  802  is omitted from the disclosure for the sake of brevity. 
     The vehicle  802  may include the 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 that may be less than a size of a wheel, such as the first wheel  112 A of wheel assembly  110 . For example, the one or more wheels  804  may include a first set of wheels  804 A at the rear end of the chassis of the vehicle  802 , a second set of wheels  804 B at a center of the chassis of the vehicle  802 , and a third set of wheels  804 C at the 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 . 
     The position, orientation, and number of wheels in  FIG.  8    is presented merely as an example and should not be construed as limiting the disclosure. In some embodiments, the one or more wheels  804  may be more than six in number or less than six in number and may be placed at other locations and orientations, without departing from the scope of the disclosure. In some other embodiments, the one or more wheels  804  may be a part of a braking system of the vehicle  802 , which may act as a motion resistant member to inhibit the movement of the vehicle  802 . 
       FIG.  9    is a diagram of an exemplary vehicle that includes a chassis and an axle coupled to the chassis, in accordance with an embodiment of the disclosure.  FIG.  9    is explained in conjunction with elements from  FIGS.  1 ,  2 ,  3 ,  4 A,  4 B,  4 C,  4 D,  4 E,  5 A,  5 B,  6 A,  6 B,  6 C,  7 , and  8   . With reference to  FIG.  9   , there is shown a diagram  900  that includes a vehicle  902 . The functions of the vehicle  902  may be same as the functions of the vehicle  102  described, for example, in  FIG.  1    and  FIG.  2   . Therefore, the description of the vehicle  902  is omitted from the disclosure for the sake of brevity. The chassis of the vehicle  902  may include an axle  904  which may be configured to hold one or more components of the wheel assembly of the vehicle  902 . For example, the vehicle  902  may be a non-electric vehicle. In such a case, the axle  904  may be coupled to the chassis of the vehicle  902 . The axle  904  may further be coupled to the set of wheels of the wheel assembly of the vehicle  902 . 
       FIG.  10    is a flowchart that illustrates an exemplary method to inhibit a movement of the vehicle via the chassis of the vehicle of  FIG.  1   , in accordance with an embodiment of the disclosure.  FIG.  10    is described in conjunction with elements from  FIGS.  1 ,  2 ,  3 ,  4 A,  4 B,  4 C,  4 D,  4 E,  5 A,  5 B,  6 A,  6 B,  6 C,  7 ,  8 , and  9   . With reference to  FIG.  10   , there is shown a flowchart  1000 . The exemplary method of the flowchart  1000  may be executed by any system, for example, by the vehicle  102  of  FIG.  1    or the electronic controller  202  in  FIG.  2   . The exemplary method of the flowchart  1000  may start at  1002  and proceed to  1004 . 
     At  1004 , the vehicle  102  may be disposed. The vehicle  102  may include the body  104 , the chassis  106  coupled to the base  104 A of the body  104 , and the motion resistance member  108  that may be coupled to the base surface  106 A of the chassis  106 . The vehicle  102  may further include the wheel assembly  110  coupled to the chassis  106  and the suspension unit  120  coupled to the wheel assembly  110  and the chassis  106 . 
     At  1006 , the operational state of the suspension unit  120  may be changed to the actuated state. In the actuated state, the suspension unit  120  may move the chassis  106  in the first direction  402  until at least the portion of the motion resistance member  108  may contact the ground  302  below the base surface  106 A of the chassis  106 . Control may pass to end. 
     Although the flowchart  1000  illustrates discrete operations, such as  1002 ,  1004 , and  1006 , the disclosure may not be so limiting. In certain embodiments, such discrete operations may be further divided into additional operations, combined into fewer operations, or eliminated, depending on the implementation without detracting from the essence of the disclosed embodiments. 
     Various embodiments of the disclosure may provide a non-transitory computer readable medium and/or storage medium having stored thereon, instructions executable by a machine and/or a computer (for example, the electronic controller  202 ). The instructions may cause the machine and/or computer (for example, the electronic controller  202 ) to perform operations for the adjustment of a chassis (such as the chassis  106 ) for motion resistance in a vehicle (such as the vehicle  102 ). The operations may include dispose of the vehicle  102 . The vehicle  102  may include a body (such as the body  104 ), and the chassis  106  coupled to the body  104 . The vehicle  102  may further include a motion resistance member (such as the motion resistance member  108 ) that may be coupled to a base surface (such as the base surface  106 A) of the chassis  106 . The vehicle  102  may further include a wheel assembly (such as the wheel assembly  110 ) coupled to the chassis  106 , and a suspension unit  120  coupled to the wheel assembly  110  and the chassis  106 . The operations may further include change of an operational 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 (such as the first direction  402 ) until at least a portion of the motion resistance member  108  may contact a ground (such as the ground  302 ) below the base surface  106 A of the chassis  106 . 
     Exemplary aspects of the disclosure may include a vehicle  102 . The vehicle  102  may include a body (such as the body  104 ), and the chassis  106  coupled to the body  104 . The vehicle  102  may further include a motion resistance member (such as the motion resistance member  108 ) that may be coupled to a base surface (such as the base surface  106 A) of the chassis  106 . The vehicle  102  may further include a wheel assembly (such as the wheel assembly  110 ) coupled to the chassis  106 , and a suspension unit  120  coupled to the wheel assembly  110  and the chassis  106 . In the actuated state, the suspension unit  120  may be configured to move the chassis  106  in a first direction (such as the first direction  402 ) until at least a portion of the motion resistance member  108  may contact a ground (such as the ground  302 ) below the base surface  106 A of the chassis  106 . 
     In accordance with an embodiment, the motion resistance member  108  may include the one or more grip pads  304  coupled to the base surface  106 A of the chassis  106 . The one or more grip pads  304  may be at equal distance from one another along a 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 . 
     In accordance with an embodiment, the surface portion may correspond to at least one of the first end  304 A of the one or more grip pads  304  or the second end  304 B of the one or more grip pads  304 . 
     In accordance with an embodiment, the motion resistance member  108  may include the one or more wheels  804 . Each of the one or more wheels  804  may have a size that may be less than a size of a wheel in the wheel assembly  110 . The portion of the motion resistance member  108  that contacts the ground  302  may correspond to a surface portion of the one or more wheels  804 . 
     In accordance with an embodiment, the movement of the chassis  106  in the first direction  402  may correspond to adjustment of at least one of a height of the chassis  106  or an inclination of the chassis  106  with respect to the ground  302  below the base surface  106 A of the chassis  106 . 
     In accordance with an embodiment, the movement of the chassis  106  in the first direction  402  may include a first turning movement of the first end  304 A of the chassis  106  around the pivot axis AA′, followed by a second turning movement of the second end  304 B of the chassis  106  around the pivot axis AA′. The pivot axis AA′ may be substantially parallel to the rotational axis BB′ of wheels of the wheel assembly  110 . 
     In accordance with an embodiment, wheel assembly  110  may include the set of wheels  112  disposed in the set of wheel-mount locations on the body  104  of the vehicle  102 . Each wheel of the set of wheels  112  may be detachably coupled to the respective part of the chassis  106 . 
     In accordance with an embodiment, the body  104  may include the cover, such as the first cover  116 A over the section of each wheel-mount location, such as the first wheel-mount location  114 A of the set of wheel-mount locations. Each wheel of the set of wheels  112  may be detachable after a removal of the cover and after the portion of the motion resistance member  108  may contact the ground  302 . 
     In accordance with an embodiment, the vehicle  102  may further include the drive system  122  that may include the in-wheel motor, such as the first in-wheel motor  124 A around each wheel of the set of wheels  112 . Each wheel of the set of wheels  112  may be powered by the in-wheel motor. 
     In accordance with an embodiment, the chassis  106  may further include the axle  904  which may be configured to hold one or more components of the wheel assembly  110 . 
     In accordance with an embodiment, the suspension unit may correspond to the active suspension mechanism. 
     In accordance with an embodiment, the vehicle  102  may further include the electronic controller  202  communicatively coupled to the suspension unit  120 . 
     In accordance with an embodiment, the electronic controller  202  may be further configured to change the operational state of the suspension unit  120  from the initial state to the actuated state, which may be different from the initial state. 
     In accordance with an embodiment, the vehicle  102  may further include the set of sensors  204 . The electronic controller  202  may be communicatively coupled to the set of sensors  204 . The electronic controller  202  may be configured to receive the first input corresponding to the request to allow the movement of the chassis  106  in the first direction  402  to park the vehicle  102 . The electronic controller  202  may receive the first information from one or more sensors of the set of sensors  204 . The first information may indicate the absence of the obstacle on the ground  502  which may be below the base surface  106 A of the chassis  106 . The electronic controller  202  may be configured to change the operational state of the suspension unit  120  from the initial state to the actuated state, which may be different from the initial state. The change may be based on the received first input and the received first information. 
     In accordance with an embodiment, the electronic controller  202  may be configured to classify the ground  302  below the base surface  106 A of the chassis  106  as one of: the inclined road surface, the flat road surface, the uneven surface, or the banked road surface. The electronic controller  202  may further change the operational state of the suspension unit  120  from the initial state to the actuated state, based on the classification. 
     In accordance with an embodiment, the electronic controller  202  may be configured to determine the intensity by which the accelerator or brakes may be applied in the vehicle  102 . The electronic controller  202  may further change the operational state of the suspension unit  120  from the initial state to the actuated state, based on the determined intensity. 
     In accordance with an embodiment, the electronic controller  202  may be configured to receive the second information from one or more sensors of the vehicle  102 . The second information may be associated with the vehicle  102  and the ambient surrounding of the vehicle  102 . The electronic controller  202  may detect the one or more parameters based on the received second information. The one or more parameters may indicate the emergency-situation associated with the vehicle  102 . The electronic controller  202  may change the operational state of the suspension unit  120  from the initial state to the actuated state, based on the detected one or more parameters. 
     In accordance with an embodiment, the vehicle  102  may further include the retraction trigger  126  on the exterior portion of the body  104  of the vehicle  102 . The electronic controller  202  may be further configured to receive the second input via the retraction trigger  126  on the exterior portion of the body  104  of the vehicle  102 . The electronic controller  202  may change the operational state of the suspension unit  120  from the actuated state to the 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 break the contact between the ground  302  and the portion of the motion resistance member  108 . 
     For the purposes of the present disclosure, expressions such as “including”, “comprising”, “incorporating”, “consisting of”, “have”, “is” used to describe and claim the present disclosure are intended to be construed in a non-exclusive manner, namely allowing for items, components or elements not explicitly described also to be present. Reference to the singular is also to be construed to relate to the plural. Further, all joinder references (e.g., attached, affixed, coupled, connected, and the like) are only used to aid the reader&#39;s understanding of the present disclosure, and may not create limitations, particularly as to the position, orientation, or use of the systems and/or methods disclosed herein. Therefore, joinder references, if any, are to be construed broadly. Moreover, such joinder references do not necessarily infer that two elements are directly connected to each other. 
     The foregoing description of embodiments and examples has been presented for purposes of illustration and description. It is not intended to be exhaustive or limiting to the forms described. Numerous modifications are possible considering the above teachings. Some of those modifications have been discussed and others will be understood by those skilled in the art. The embodiments were chosen and described for illustration of various embodiments. The scope is, of course, not limited to the examples or embodiments set forth herein but can be employed in any number of applications and equivalent devices by those of ordinary skill in the art. Rather it is hereby intended the scope be defined by the claims appended hereto. Additionally, the features of various implementing embodiments may be combined to form further embodiments. 
     The present disclosure may be realized in hardware, or a combination of hardware and software. The present disclosure may be realized in a centralized fashion, in at least one computer system, or in a distributed fashion, where different elements may be spread across several interconnected computer systems. A computer system or other apparatus adapted for carrying out the methods described herein may be suited. A combination of hardware and software may be a general-purpose computer system with a computer program that, when loaded and executed, may control the computer system such that it carries out the methods described herein. The present disclosure may be realized in hardware that comprises a portion of an integrated circuit that also performs other functions. It may be understood that, depending on the embodiment, some of the steps described above may be eliminated, while other additional steps may be added, and the sequence of steps may be changed. 
     The present disclosure may also be embedded in a computer program product, which comprises all the features that enable the implementation of the methods described herein, and which when loaded in a computer system is able to carry out these methods. Computer program, in the present context, means any expression, in any language, code or notation, of a set of instructions intended to cause a system with an information processing capability to perform a particular function either directly, or after either or both of the following: a) conversion to another language, code or notation; b) reproduction in a different material form. While the present disclosure has been described with reference to certain embodiments, it will be understood by those skilled in the art that various changes may be made, and equivalents may be substituted without departing from the scope of the present disclosure. In addition, many modifications may be made to adapt a situation or material to the teachings of the present disclosure without departing from its scope. Therefore, it is intended that the present disclosure is not limited to the embodiment disclosed, but that the present disclosure will include all embodiments that fall within the scope of the appended claims.