Electric vehicle with a movable battery tray mounted between frame rails

A land vehicle having wholly independent multiple suspension units with integral propulsion systems. The independent suspension unit includes a self-contained return spring, dampener, motor-wheel drive mechanism with attached brake-mechanism, and rotary and linear regenerative devices. The independent suspension system does not require or use an axle. The axleless suspension is mounted to a frame rail of the vehicle, which may be formed generally straight, as there is no axle to accommodate. The vehicle frame includes side rails between which a compartment, such as a battery compartment, may be placed. The frame rails include rollers which facilitate insertion and removal of the compartment between the frame rails. The frame rails also may be formed to enable the passage of conduits, such as fluid transfer or temperature control lines, for routing fluids between the battery compartment and a thermal management system.

BACKGROUND OF THE INVENTION
 1. Field of the Invention
 The present invention relates generally to a motor vehicle without an axle,
 and, more particularly to a propulsion system, a suspension system, and an
 energy storage system for an electric vehicle having an axleless
 suspension system.
 2. Discussion
 The great majority of vehicles today are designed to include a centralized
 source of propulsion and a transmission to transfer the output from the
 centralized source of propulsion to the drive wheels in order to propel
 the vehicle. While this design has proved suitable for several years, it
 raises several considerations which must be addressed in every vehicle. In
 particular, the transmission system for transferring mechanical output
 from the centralized source of propulsion to the individual drive wheels
 typically includes gear boxes, drive shafts, axles, and sometimes transfer
 cases. All these components add considerable weight to the vehicle, as
 each are typically fairly sturdily built. Further, routing these
 components from the centralized power source to the particular drive
 wheels requires considerable design effort. Interior vehicle space must
 often be sacrificed in order to properly route these components. Further,
 longitudinal frame rails of a chassis, particularly in a truck, often must
 be diverted from a preferred linear arrangement to accommodate these
 components.
 Accordingly, it is an object of the present invention to provide various
 design improvements to a vehicle in order to substantially reduce the
 above-discussed design compromises.
 SUMMARY OF THE INVENTION
 This invention is directed to a propulsion system for driving a wheel of a
 vehicle without an axle. The propulsion system includes a suspension
 member suspended from a support member of the vehicle and an electric
 motor mounted to the suspension member. The electric motor has a housing.
 An output member has an inboard and an outboard end, and the inboard end
 is connected to the electric motor to drive the output member. A wheel hub
 connects to the outboard end of the output member, and an annular brake
 ring is mounted to the hub. A brake mechanism mounts to the housing for
 applying braking force to the annular brake ring to resist displacement of
 the annular brake ring and attached hub.
 This invention is also directed to a suspension system for a vehicle. The
 suspension system includes a drive mechanism. A suspension bracket has a
 pivot ring and a drive housing, and the drive housing receives the drive
 mechanism which applies displacing force to a drive wheel. A suspension
 mount mounts the suspension bracket to the vehicle via the pivot ring, and
 the suspension mount includes a load bearing surface operatively connected
 to the pivot ring. A bearing ring is interposed between the load bearing
 surface and the pivot ring, and the bearing ring reduces friction between
 the load bearing surface and the pivot ring, wherein the bearing ring, the
 load bearing surface, and the pivot ring are formed in a generally hollow
 cylinder to disperse the load across a large surface area.
 This invention is also directed to a second suspension system for a
 vehicle. The suspension system includes a suspension bracket mounted to
 the vehicle to enable relative rotation between the suspension bracket and
 the vehicle. A drive housing is coupled to the suspension bracket and
 receives a drive mechanism that applies displacing force to a drive wheel.
 A pivot shaft connects to the suspension bracket and mounts to the vehicle
 to enable pivotal movement of the suspension bracket about the pivot
 shaft, wherein the pivot shaft is mounted generally transversely to the
 vehicle. A return spring is coupled to the vehicle and the suspension
 bracket for providing a force to displace the suspension bracket in a
 first direction relative to the vehicle.
 This invention is also directed to a vehicle including a vehicle frame
 formed of vertically opposed transverse members and horizontally opposed
 longitudinal members with respect to the vehicle. A tray is disposed
 between the longitudinal and transverse members. A friction reducing
 device is formed in the longitudinal members for supporting the tray
 between the longitudinal members, wherein tray may be displaced
 longitudinally over the friction reducing device to facilitate access to
 the tray, and wherein the longitudinal members are arranged so as to not
 obstruct displacement of the tray.
 This invention is also directed to an electric vehicle including a frame
 for supporting the vehicle and formed of a plurality of members which are
 interconnected. A battery tray supports a bank of batteries for providing
 electrical energy for operating the electric vehicle. A plurality of
 temperature control fluid lines are disposed in proximity to the battery
 tray for controlling the temperature of the bank of batteries. A thermal
 management system is located remotely from the bank of batteries for
 supplying fluid at a predetermined temperature to the temperature control
 fluid lines and receiving fluid from the temperature control fluid lines.
 Fluid transfer lines exchange fluid between the temperature control fluid
 lines and the thermal management system. The fluid transfer lines are
 routed between the temperature control fluid lines and the thermal
 management system through at least one of the members.
 These and other advantages and features of the present invention will
 become readily apparent from the following detailed description, claims
 and drawings.

DETAILED DESCRIPTION OF THE INVENTION
 FIGS. 1-4 depict a suspension system arranged in accordance with the
 principals of the first embodiment of the present invention. Suspension
 system 10 is connected to a vehicle 12 and generally comprises a motor
 assembly 16 and brake assembly 18 incorporated into a suspension member to
 control vehicle 12. Suspension system 10 includes a suspension arm or
 frame 14. Suspension frame 14 is attached to vehicle 12, as will be
 described with respect to FIGS. 5-7. Suspension frame 14 supports a motor
 assembly 16 and a brake assembly 18. Motor assembly 16 includes an inboard
 motor housing 18 and an outboard motor housing 22. Inboard motor housing
 18 attaches to suspension frame 14 by a member 24 which is inserted
 between plates 26 and bolted using bolts or using other fasteners. It will
 be understood by those skilled in the art that inboard motor housing 20
 and suspension frame 14 may be integrally framed as shown with respect to
 FIGS. 5-7.
 Motor assembly 16 includes an electric motor 30 which may be embodied as a
 direct current (DC) traction disk armature motor. Electric motor 30
 includes windings 32 which are attached to a stator portion of the motor
 and magnets 34 which are attached to a rotor portion of the motor.
 Preferably, electric motor 30 assumes a generally flat, disk-shape in
 order to enable suitable implementation and attachment to suspension frame
 14. A stationary ring 36 defines part of the stator, and a magnetic
 conductor 38 provide a magnetic, conductive path for the magnetic field
 generated by electric motor 30. A second magnetic conductor 40 is arranged
 on an outboard side of electric motor 30 to provide a similar magnetic
 conductive path. Motor assembly 16 may also apply a regenerative braking
 force to enable recovery of electrical energy.
 A mounting plate 42 is used to connect motor assembly 16 to inboard housing
 20 using bolts or other fasteners 44. Outboard housing 22 of motor
 assembly 16 is in turn fastened to mounting plate 42 using a nut and bolt
 combination 46 or other fasteners known to those skilled in the art.
 Electric motor 30 engages the splines 48 of drive shaft 50 in order to
 provide rotational movement of drive shaft 50. A pair of inboard bearing
 sets 52 are journaled on an inboard end of drive shaft 50 in order to
 reduce rotational friction of drive shaft 50.
 Returning to outboard housing 22, outboard housing 22 provides a housing
 for drive shaft 50 and also provides a convenient mounting bracket for
 brake assembly 18. With respect to drive shaft 50, outboard housing 22
 includes a journal for a pair of outboard bearing sets 54 which may be
 internally journaled in outboard housing 22 or may be held in place by a
 hub 56 which may be press fit onto drive shaft 50 and held in place by a
 nut 58 which is threaded onto the outboard end of drive shaft 50. The
 outboard end of drive shaft 50 includes splines, as described with respect
 to reference numeral 48, and the internal diameter of hub 56 includes
 splines which suitably mate with splines 48 of drive shaft 50. Hub 58
 includes lugs 60 to which may be mounted a drive wheel and brake discs, as
 will be described herein.
 Outboard housing 22 also includes mounts 62. Brake assembly 18 is
 preferably bolted to mounts 62 so that brake assembly 16 may be
 interconnected to suspension system 10. Brake assembly 18 includes a pair
 of brake rings 64, 66 which are preferably mounted onto lugs 60 of hub 56.
 A caliper assembly 68 includes a caliper 70 which exerts force on brake
 rings 64, 66 in response to a brake input from the operator. The
 frictional force applied by caliper 70 operates as a retarding force to
 slow and eventually stop rotational movement of brake rings 64, 66,
 attached hub 56, and drive shaft 50, thereby providing a braking function.
 Brake assembly 18 is preferably a conventional caliper type brake assembly
 which is hydraulically operated by a fluid pressure input on brake line
 72.
 Suspension system 10 of FIGS. 1-4 assumes a variety of embodiments. In
 particular, suspension system 10 may be designed as a heavy duty
 suspension, such as might be implemented in a truck or off-road vehicle.
 Alternatively, suspension system 10 may assume a more light duty
 suspension system as may be implemented in a typical motor vehicle.
 FIGS. 5-7 depict a suspension system 80 as might be embodied in a truck or
 other heavy duty vehicle. With reference to FIGS. 5-7, suspension system
 80 comprises a suspension arm or frame 82 from which is suspended a drive
 wheel 84, motor assembly 86, and brake assembly, as shown in FIG. 1 at 18.
 Motor assembly 86 and brake assembly are analogous to motor assembly 16
 and brake assembly 18 described with respect to FIGS. 1-4. As discussed
 above, suspension frame 82 may form a portion of the motor housing of
 motor assembly 86. Suspension frame 82 attaches to chassis mounting plate
 96 which in turn attaches to the vehicle, such as vehicle 12 of FIG. 1.
 Chassis mounting plate 96 and suspension frame 82 interconnect via an
 annular suspension pivot bearing 98. Pivot bearing 98 preferably has a
 large diameter, for example, twelve inches. The large diameter of pivot
 bearing 98 distributes loads over a greater surface area, thereby better
 dispersing shock loads, with the purpose of reducing overall vehicle
 weight.
 Suspension system 80 also includes a retaining spring and dampener which
 are attached to shock tower assembly 90. Shock tower assembly 90 includes
 a spring seat 92 which receives a spring, such as a coil spring. Opposite
 spring seat 92, spring 94 includes a contact pad 100. Spring 94 and
 contact pad 100 cooperate to exert a force on suspension frame 82 causing
 suspension frame 82 to rotate about pivot bearing 98 to exert a downward
 pressure on drive wheel 84. When drive wheel 84 experiences an upward
 force, such as when the vehicle 12 hits a bump in the road, spring 94 and
 contact pad 100 operate to resist rotational movement of suspension frame
 82 about pivot bearing 98, urging drive wheel 84 back to its preferred
 position.
 Suspension system 80 also includes a dampener 102. Dampener 102 connects to
 suspension frame 82 at dampener mount 104 and to shock tower assembly 90
 at dampener mount 106. Dampener 102 operates as a conventional dampener,
 many of which are know to those skilled in the art. Dampener 102 provides
 dampening of rotational movement of suspension frame 82 about pivot
 bearing 98, thereby dampening generally vertical motion of drive wheel 84.
 Suspension frame 82 includes cut-out sections 108 in order to reduce the
 weight of suspension frame 82 while maintaining suitable structural
 integrity of suspension frame 82. Preferably, suspension system 80 is
 mounted to a side frame rail of the chassis of vehicle 12 as can be seen
 with respect to FIG. 11. Further, suspension frame 82 is preferably
 mounted in a longitudinal direction with respect to the vehicle to
 minimize space requirements of suspension system 80. Further, as best seen
 with respect to FIG. 5, suspension frame 84 may be formed to include not
 only a housing for motor assembly 86, but may also allow access to motor
 assembly 86 through access opening 110.
 The independent suspension and drive function of the systems of FIGS. 5-7
 may combine linear and rotary regenerative functions directly with the
 suspension system and the drive unit. More particularly, with reference to
 FIG. 5, dampener 102 includes a regenerative device 103 which generates an
 electrical energy output across the positive and negative terminals in
 response to reciprocating movement of dampener 102. Regenerative device
 103 provides a linear regenerative function. Similarly, FIG. 7 shows a
 regenerative device 105 which generates an electrical energy output across
 the positive and negative terminals in response to rotary motion of
 annular suspension pivot bearing 98. Regenerative device 105 provides a
 rotary regenerative function. One skilled in the art will recognize that
 the regenerative functions described with respect to FIGS. 5 and 7 may be
 incorporated into each suspension embodiment described herein.
 In addition to the heavy duty suspension system shown in FIGS. 5-7, it is
 sometimes preferable to implement a suspension system having lighter duty
 requirements in order to reduce cost and to tailor the suspension system
 to the specific vehicle on which it is implemented.
 Accordingly, FIGS. 8-10 depict a light duty suspension system arranged in
 accordance with the principals of a third embodiment of the present
 invention. Light duty suspension system 116 includes a suspension arm 118
 from which is suspended a motor assembly 120 and a brake assembly 122.
 Motor assembly 120 and brake assembly 122 are analogous to motor assembly
 16 and brake assembly 18 described with respect to FIGS. 1-4. Motor
 assembly 120 is inserted within motor housing 124, which may be integrally
 formed with suspension arm 118 or may be attached to suspension arm 118 by
 a nut and bolt 126 or other suitable fastener. The particular
 configuration for forming motor housing 124 is selected in accordance with
 specific design considerations, as will be understood by those skilled in
 the art.
 Suspension arm 118 connects to pivot arm 128. A pair of nut and bolt
 assemblies 130 or other suitable fasteners interconnect pivot arm 128,
 suspension arm 118, and angle bracket 132 so that the three move in unison
 during operation. Pivot arm 128 rigidly connects to suspension pivots 136,
 138. Suspension pivots 136, 138 are supported by mounting brackets 140,
 142 respectively, and connect to vehicle 12 via transverse member 144.
 Transverse member 144 connects to a chassis side rail 146 to effect
 connection to the vehicle. Suspension arm 118 pivots about suspension
 pivot 136, 138 to effect generally upward and downward movement of motor
 assembly 120.
 A spring 148, such as a leaf spring, provides a retaining force to maintain
 suspension arm 118 generally in a predetermined position. Spring 148
 connects to chassis side rails 146 via a pair of spring shackles 150, 152.
 Spring shackles 150, 152 enable attachment to chassis side rail 146 to
 enable movement of support tray as will be described herein. Spring
 shackles 150, 152 include an interconnect 154, 156, respectively, to
 accommodate coiling and recoiling of spring 148. Spring 148 typically
 comprises a plurality of leafs 158, but may also be embodied as a
 unispring, and a spring stop 160 which are bound together by spring clamp
 162. At the upper end, spring clamp 162 includes a spring mount 164 which
 attaches spring 148 to pivot arm 128. Pivot arm 128 connects to spring 148
 via mount pin 166. Spring mount 164 has a generally ovular shape in order
 to accommodate longitudinal movement of spring mount pin 166 with respect
 to spring mount 164.
 Similar to FIGS. 5-7, suspension system 116 includes a dampener 168
 attached to suspension arm 118 via nut and bolt fastener 170 or other
 known fasteners such as a clevis pin or the like. Dampener 168 dampens
 generally vertical movement of suspension system 116. At its upper end,
 dampener 168 connects to the vehicle at chassis side rail 146 via a shock
 mount, not shown.
 In order to facilitate service of motor assembly 120, suspension system 116
 provides for disconnecting suspension arm 118 from pivot arm 128 in order
 to lower suspension arm 118 and eliminate interference from pivot arm 128
 and spring 148. To effect this disconnection, fasteners 130 are removed,
 and a lock pin 172, which passes through side bracket 134, suspension arm
 118, and angle bracket 132, is removed to disengage the assembly. This
 enables suspension arm 118 to drop down independently of pivot arm 128. To
 enable suspension arm 118 to move independently of pivot arm 128 to
 achieve the service position, suspension arm 118 moves generally
 independently from suspension pivot 136 via a journal 174.
 The motor and brake assembly embodiment, the heavy duty suspension
 embodiment, and the light duty suspension embodiment described herein have
 particular applicability to electric vehicles. A recurring design
 consideration in most electric vehicles is handling the bank of batteries,
 including positioning the batteries for use of access, service, and
 maximization of space. Accordingly, FIGS. 11-13 depict a fourth embodiment
 of the present invention in which a battery tray or other type of storage
 compartment is formed between the side rails of the vehicle chassis. It
 will be noted by one skilled in the art, that the embodiment described
 herein is particularly applicable to any vehicle in which the axles have
 been eliminated, as the side frame rails can be more readily configured as
 straight rails to facilitate installation and use of the embodiment
 described herein.
 A vehicle 180, which is generally embodied herein as a truck, but may be a
 car, includes a chassis, 182 having longitudinal or side rails or members
 184 and transverse or lower cross rails or member 188. As shown in FIG.
 13, the rails also support a spring 148 connected to side rails 184 using
 spring shackles 150, 152, as described above with respect to FIGS. 8-10.
 Chassis 182 supports a cargo box or load floor 188 which may be formed of
 sheet metal, plastic, or other suitable materials. Cargo box or load floor
 188 is supported by upper cross-members 190 which are in turn supported on
 side rails 184. Additional stability can be provided to chassis 182 by
 including a pair of torque boxes 192, 194 onto the outboard side of side
 rails 184. Torque boxes 192, 194 may be formed using a rolled material,
 such as plastic or metal, which may be stamped, molded, or formed using
 other techniques.
 Lower cross-member 186, upper cross members 190, and side rails 184 define
 a tunnel 196 that provides storage space allowing suitable access. In
 particular, with respect to the present invention, tunnel 196 may be used
 to house a battery bank 198 that supplies electrical energy for operating
 an electric vehicle. Battery bank 198 rests on a platform 200. To
 facilitate access to battery bank 198, each side rail 184 is configured to
 include a roller assembly 202. Roller assembly 202 includes upper roller
 track 204 and lower roller track 206. Upper roller track 204 and lower
 roller track 206 cooperate to support slide 208. Slide 208 is inserted
 between upper roller track 204 and lower roller track 206 and enables
 movement in the direction of frame rails 184. Slide 208 includes a lip 210
 which supports platform 200. Accordingly, battery bank 198 may be removed
 from beneath cargo box 188 by displacing the slide 210 in each frame rail
 184, which supports battery bank 198, out from under cargo box 198.
 Further, roller assembly 202 includes a roller track 212 which engages
 slide 208 in order to maintain slide 208 within roller assembly 202.
 One skilled in the art will recognize that while this embodiment has been
 described with respect to a platform 200 which holds a battery bank 198,
 tunnel 196 may be used to store any container, energy source for driving
 the vehicle, or other cargo and may be adapted to include closed
 containers, and the like.
 FIGS. 11 and 12 also depict a modified representation of the shock tower as
 described with respect to FIGS. 5-7. In particular, shock tower assembly
 218 includes a base plate 220 and a spring seat 222 for receiving a coil
 spring, as shown in FIGS. 5-7. Shock tower 218 also includes a shock mount
 224 to enable mounting of a dampener assembly as described above with
 respect to FIGS. 5-7.
 In a typical electric vehicle, large banks of batteries are employed to
 supply sufficient energy for prolonged time periods. Battery banks of the
 type to supply such electrical energy typically generate heat which
 degrades operation of the battery banks. Alternatively, battery bank
 performance may also be degraded in cold weather. Accordingly, a fifth
 embodiment of the present invention is directed to utilizing the side
 rails of the vehicle described herein in order to efficiently route fluid
 transfer lines from a radiator or other intercooler or a heat source,
 respectively, to the battery banks.
 With reference to FIG. 14, a portion of a vehicle 230 is shown including a
 side rail 232 of the frame or chassis. Vehicle 230 also includes a battery
 bank 234 housed in a battery container or tray 236. A plurality of
 temperature control lines 238 are arranged around battery bank 234 to
 effect thermal management of the battery banks via thermal management
 system 244. Temperature control lines 238 include a plurality of lower
 lines 240 and a plurality of upper lines 242. Lower lines 240 receive
 fluid from primary cooling system 250 or heating system 256 on primary
 supply line 254. Fluid is received from fluid supply or transfer line or
 transfer 246 and flows through temperature control lines 238 and returns
 to thermal management system 244 on fluid return or transfer line 248.
 Thermal management system 244 includes primary cooling system 250,
 intercooler system 258, and heater system 256, or any combination of these
 systems. Additional banks of batteries may be temperature managed
 similarly as described with respect to cooling lines 238 for battery bank
 234. One skilled in the art will recognize that intercooler 258 is
 optionally included.
 As shown in FIG. 14, side rail 232 provides a routing path for supply line
 246 and return line 248, thereby advantageously utilizing side rail 232.
 This eliminates the need for additional plumbing apparatus for routing the
 supply line 246 and the return line 248 between battery bank 234 and
 thermal management system 244.
 While specific embodiments have been shown and described in detail to
 illustrate the principles of the present invention, it will be understood
 that the invention may be embodied otherwise without departing from such
 principles. For example, one skilled in the art will readily recognize
 from such discussion and from the accompanying drawings and claims that
 various changes, modifications and variations can be made therein without
 departing from the spirit and scope of the invention as described in the
 following claims.