Abstract:
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.

Description:
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. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The drawings, which form an integral part of the specification, are to be read in conjunction therewith, and like reference numerals are employed to designate identical components in the various views: 
     FIG. 1 is a forward perspective view of a suspension, brake, and electric motor assembly arranged in accordance with the principals of a first embodiment of the present invention; 
     FIG. 2 is an inboard perspective view of the electric motor assembly of FIG. 1, including a partial cut-away of the motor housing to show the magnets and windings of the electric motor assembly. 
     FIG. 3 is an inboard perspective view of the electric motor assembly of FIG. 1, including a partial cut-away of the motor housing and components to show inboard and outboard bearing sets and a spindle of the electric motor assembly; 
     FIG. 4 is an outboard perspective view of the housing for the electric motor assembly; 
     FIG. 5 is an inboard perspective view of the heavy duty suspension system arranged in accordance with the principals of a second embodiment of the present invention; 
     FIG. 6 is an outboard perspective view of the heavy duty suspension system of FIG. 5; 
     FIG. 7 is an elevational view of the heavy duty suspension system of FIGS. 5 and 6; 
     FIG. 8 is a forward perspective view of a second suspension system and motor assembly arranged in accordance with the principals of a third embodiment of the present invention; 
     FIG. 9 is an inboard perspective view of the suspension of FIG. 8; 
     FIG. 10 is a forward perspective view of the suspension system of FIGS. 8 and 9 shown attached; 
     FIG. 11 is a partial perspective view of a vehicle having a removable battery carrier arranged in accordance with the principals of a fourth embodiment of the present invention; 
     FIG. 12 is a rear elevational view of the vehicle FIG. 11; 
     FIG. 13 is a rear perspective view of a roller assembly for facilitating removal of the carrier of FIGS. 11 and 12; and 
     FIG. 14 is a partial perspective view of a cooling module in which coolant flows through pipes routed in the frame rail of a vehicle arranged in accordance with the principals of a fifth embodiment of the present invention. 
    
    
     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.