Patent Description:
Prior vehicle suspension systems are disclosed in <CIT> and <CIT>.

The document <CIT> describes embodiments of suspension modules for a vehicle. The vehicle includes a subframe, a wheel end assembly, and a brake subsystem. The suspension module connects the wheel end assembly to the subframe or a vehicle chassis. The suspension module includes a knuckle, a pedestal, an upper control arm, a lower control arm, one or more dampeners, a first air spring, and a second air spring.

The document <CIT> describes a wheel suspension built into the wheel housing of a vehicle. The wheel suspension has a wheel with a rim upon which a tire is mounted. The rim is attached with bolts to a flange on a wheel shaft. The wheel shaft is supported on bearings in a housing and extends from the housing with an end. At this end, a brake disc is fastened. In the housing there is an electric motor for the drive of the wheel. The electric motor has a stator that is fastened to the housing and a rotor that is fastened to a bush supported on bearings on the wheel shaft.

The document<CIT> describes a wheel suspension system for an automobile, with arms whose tip ends are pivotally supported by a knuckle for supporting wheels at two positions. The knuckle includes a spindle that supports the wheel via a bearing and an upper arm that extends vertically from a base end of the spindle.

According to one aspect of the disclosure, which is not claimed, a rear suspension system is provided for a vehicle as per the claims. The rear suspension system includes a knuckle for supporting a rear wheel of the vehicle, and the knuckle defines an opening. The rear suspension system further includes two suspension devices configured to be connected to the vehicle and an upper portion of the knuckle, such that each suspension device is oriented along an upright axis when the rear suspension system is mounted on the vehicle. In addition, the rear suspension system includes a control arm having a first portion configured to be connected to the vehicle and a second portion configured to extend between the axes of the suspension devices and into the opening of the knuckle when the rear suspension system is mounted on the vehicle.

A vehicle according to the disclosure includes a vehicle support structure, first and second rear wheels that are each rotatable with respect to the vehicle support structure, and first and second independent rear suspension systems associated with the first and second rear wheels, respectively. Each rear suspension system includes a knuckle that supports one of the rear wheels, and the knuckle defines an opening. Each rear suspension system further includes two suspension devices connected to the vehicle support structure and an upper portion of the knuckle, such that each suspension device is oriented along an axis, and a control arm having a first portion supported by the vehicle support structure and a second portion that extends between the axes and into the opening of the knuckle.

According to yet another aspect of the disclosure, which is not claimed, a rear suspension system for a vehicle having a rear wheel and tire is provided. The rear suspension system includes a knuckle for supporting the rear wheel, wherein an upper portion of the knuckle defines an opening. The rear suspension system further includes an upper control arm and a lower control arm. The upper control arm has a first portion configured to be connected to the vehicle and a second portion configured to extend into the opening of the knuckle and be connected to the upper portion of the knuckle at a first connection location. The lower control arm has a first portion configured to be connected to the vehicle and a second portion configured to be connected to a lower portion of the knuckle at a second connection location such that the first and second connection locations are generally vertically aligned with each other, when viewed in a longitudinal direction of the vehicle, and positioned proximate the tire of the vehicle when the rear suspension system is mounted on the vehicle.

While exemplary embodiments are illustrated and disclosed, such disclosure should not be construed to limit the claims. It is anticipated that various modifications and alternative designs may be made without departing from the scope of the disclosure.

As required, detailed embodiments are disclosed herein; however, it is to be understood that the disclosed embodiments are merely exemplary and that various and alternative forms may be employed. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art.

A vehicle according to the present disclosure may be any suitable vehicle, such as a passenger car, truck, etc. <FIG> shows an exemplary vehicle, which is an electric driven class <NUM> semi-truck <NUM> called the NIKOLA ONE™. In one embodiment, the truck <NUM> may be configured to pull a total gross weight of <NUM>,<NUM> lbs. approximately <NUM>,<NUM> miles between stops, or even more than <NUM>,<NUM> miles between stops. The truck <NUM> shown in <FIG> has an aerodynamic cab <NUM>, six rotatable wheels <NUM>, and an electric motor and associated gear train (e.g., gear train with dual gear reduction) at every wheel (6x6), which motors and gear trains may be grouped in pairs to form a motor gearbox assembly as described below in further detail. In the embodiment shown in <FIG>, the four rear wheels <NUM> each include a dual wheel pair (two wheels that rotate together). In the embodiment shown in <FIG>, the rear wheels <NUM> each include a relatively larger wheel and associated tire (e.g., super single wheel and tire). While each electric motor may be configured to produce any suitable horsepower (HP), such as <NUM> to <NUM> HP, in one embodiment each motor may be sized to produce <NUM> HP such that the truck <NUM>, with six motors combined, may output about <NUM>,<NUM> HP and over <NUM>,<NUM> ft. of torque before gear reduction, and nearly <NUM>,<NUM> ft. of instant torque after gear reduction. The truck's six electric motors may produce superior horsepower, torque, acceleration, pulling and stopping power over other class <NUM> trucks currently on the road. The truck <NUM> may further include an independent suspension system, such as a short/long arm (SLA) suspension system, for each of the six wheels <NUM> as described below in further detail.

Referring to <FIG>, most of the truck's heavy components may be arranged to sit at or below a frame rail of frame <NUM> of chassis or vehicle support structure <NUM>, thereby lowering the center of gravity by several feet and improving anti-roll over capabilities. This may also be partially accomplished by removing the diesel engine and transmission associated with a typical class <NUM> truck, and manufacturing the cab <NUM> out of lighter, but stronger carbon fiber panels, for example. Benefits of removing the diesel engine may include a drastic reduction in greenhouse gas emissions, a larger and more aerodynamic cab and a significantly quieter ride. Furthermore, all an operator or driver may need to use to make the truck <NUM> go and stop may be an accelerator or electric pedal and brake pedal (no shifting or clutches). The truck's simplified operation may open up the long haul market to a whole new group of drivers.

The truck's electric motors may be powered by any suitable energy storage system (ESS) <NUM>, such as a rechargeable battery pack that may be charged in any suitable manner. For example, the ESS <NUM> may include a liquid cooled <NUM> kWh, lithium-ion battery pack (over <NUM>,<NUM> lithium cells), which may be charged by an onboard turbine of a turbine assembly <NUM>. The turbine may automatically charge the batteries of the ESS <NUM> when needed and eliminate the need to ever "plug-in. " The turbine may produce nearly <NUM> kW of clean energy, for example, which may provide ample battery power to allow the truck <NUM> to climb a <NUM>% grade at maximum weight at <NUM> MPH. When going downhill, the truck's six electric motors may be configured to absorb the braking energy normally lost and deliver it back to the batteries, thereby increasing component life, miles per gallon, safety, and freight efficiencies while eliminating noisy engine brakes and reducing the potential for runaway trucks.

When compared to a typical class <NUM> diesel truck, the turbine of the truck <NUM> may be much cleaner and more efficient. The turbine may also be fuel agnostic, meaning it can run on gasoline, diesel or natural gas.

Because the above configuration includes an electric motor at each wheel <NUM>, the truck's control unit (described in further detail below) may provide dynamic control to each wheel <NUM>. This may be referred to as "torque vectoring" and it is accomplished by controlling the speed and torque of each of the six wheels <NUM> independent of each other at any given moment. Such a 6x6 torque vectoring control system may allow for safer cornering, increased stopping power (e.g., doubled stopping power), improved traction, better tire wear and longer component life over current class <NUM> trucks.

The cab <NUM> of the truck <NUM> may be significantly larger than a typical cab (e.g., <NUM>% larger), yet may be more aerodynamic and have a lower coefficient of drag than the typical cab (e.g., the co-efficient of drag may be nearly <NUM>% lower compared to current trucks on the market). The cab <NUM> may also include various comfort and/or convenience features, such as a sliding mid-entry door for improved access and safety, a full size refrigerator and freezer, electric climate controlled cabin, touch screen display (e.g., <NUM> inch touch screen display), <NUM> LTE internet, over the air software updates, panoramic windshield, sunroof, two full size beds, microwave and large screen television (e.g., <NUM> inch television). All of these features may be powered by the ESS <NUM>, thereby alleviating the need to idle or run a separate generator.

The truck's hardware and/or software may also be configured to provide compatibility with driverless vehicles in the future. Such technology may allow a single driver to "virtually" hitch and lead up to <NUM> driverless trucks <NUM> through a wireless vehicle network and self-driving technology. This technology could solve the driver shortage and increased freight costs facing the long haul transportation industry.

Referring to <FIG>, <FIG> and <FIG>, the electric motors mentioned above (which are identified with reference number <NUM> in <FIG>) are grouped in pairs and each pair is mounted in a common motor gearbox housing <NUM> along with an associated gear train <NUM> for each motor <NUM> to form a dual motor gearbox assembly or dual motor gearbox <NUM>. Each motor <NUM> and associated gear train <NUM> may be referred to as a powertrain, drive assembly, or drive system <NUM>. With the above configuration, a single housing <NUM> encloses or receives two independent electric motors <NUM> and associated gear trains <NUM> that are capable of driving output wheels <NUM> on opposite sides of the housing <NUM> at independent speeds and/or directions. Furthermore, the housing <NUM> may be mounted on the frame <NUM> or other portion of the vehicle support structure <NUM>, such as a subframe or suspension cradle that is attached to the frame <NUM>.

The above configuration of the dual motor gearbox <NUM> may provide a smaller overall volume for the electric powertrains by structurally supporting the bearings, gears, electric motor rotor and stator, and shifting mechanism components in a smaller package designed to fit between opposite wheels <NUM>, and associated wheel hubs on which the wheels <NUM> are mounted, of the truck <NUM> as shown in <FIG>. The package design and independent nature of the dual motor gearbox <NUM> eliminates the need for a differential and allows the output of the motors <NUM> to be directly coupled to the drive wheels <NUM> via half-shaft direct drive drive-shafts. By eliminating large drive-shafts and differentials, greater mechanical efficiency may be achieved, and the truck <NUM> may be made lighter.

This design also permits full independent suspension at each axle without some of the weight and mechanical complexity that would be incurred when using a typical drive-shaft differential combination and adapting such a combination for independent suspension. Front and rear independent suspension systems according to the disclosure are explained below in detail under the headings "Front Independent Suspension Design" and "Rear Independent Suspension Design," respectively.

The two drive systems <NUM> of a particular motor gearbox <NUM> may be completely separate from each other with the exception of a forced fluid (e.g., oil) cooling and lubrication system and the structural nature of the housing <NUM>, which are shared. Referring to <FIG>, the housing <NUM> may have an inlet <NUM> proximate a top of the housing <NUM> for receiving lubricant (e.g., oil), which may be distributed over components within the housing <NUM> and then collected at or near a bottom portion of the housing <NUM>. The housing <NUM> may have various passages and openings machined or otherwise formed therein for routing lubricant to desired locations within the housing <NUM>, as explained below in more detail. The lubricant may exit the housing <NUM> through one or more outlets <NUM> and then be routed through a cooling and filtration assembly <NUM> (shown in <FIG>), which may include a cooling unit and filter, before being returned to the housing <NUM> through suitable passages or conduits.

Referring to <FIG>, additional details of an example configuration of the housing <NUM> for enabling or facilitating flow of lubricant are shown. Referring to <FIG>, lubricant may flow from the inlet <NUM> through a main passage <NUM> to first and second passage arrangements <NUM> and <NUM>, respectively, that supply lubricant to first and second motor receptacles <NUM> and <NUM>, respectively, which each receive a motor <NUM>, and to first and second gear train receptacles <NUM> and <NUM> respectively, which each at least partially receive a gear train <NUM>. The first and second motor receptacles <NUM> and <NUM>, respectively, are located on first and second opposite sides, respectively, of a housing central wall <NUM>, and the first and second gear train receptacles <NUM> and <NUM>, respectively, may be at least partially located on opposite sides of the housing central wall <NUM>.

The second passage arrangement <NUM> will now be described in more detail, with the understanding that the first passage arrangement <NUM> may have the same or similar configuration, but with an inverse orientation, or partial inverse orientation, in a longitudinal direction (e.g., a rearwardly extending passage of the second passage arrangement <NUM> may correspond to a counterpart forwardly extending passage of the first passage arrangement <NUM>). The second passage arrangement <NUM> may include multiple channels or passages formed in housing walls, and multiple openings in the housing walls that allow the passages to provide lubricant to one or both of the motors <NUM> in the motor receptacles <NUM> and <NUM>, and one or both of the gear trains <NUM> in the gear train receptacles <NUM> and <NUM>. For example, the second passage arrangement <NUM> may include a lateral passage <NUM> that connects to a Y-shaped longitudinally extending manifold or passage <NUM>. The Y-shaped passage <NUM> feeds a downwardly extending channel or passage <NUM> that communicates with the second gear train receptacle <NUM> through multiple openings formed in one or more housing walls. In addition, the Y-shaped passage <NUM> extends to another lateral passage <NUM>, which communicates with the second motor receptacle <NUM> through one or more openings <NUM> formed in a curved housing wall <NUM> that at least partially defines the second motor receptacle <NUM>. Referring to <FIG>, the Y-shaped passage <NUM>, or another passage in communication with lateral passage <NUM>, may also feed a V-shaped longitudinally extending passage or manifold <NUM>, which communicates with the first gear train receptacle <NUM> located on the first side of the housing central wall <NUM> through one or more openings <NUM> formed in the housing central wall <NUM>, as shown in <FIG>. Furthermore, the V-shaped manifold <NUM> may be covered by a plate <NUM> as shown in <FIG>.

With the above configuration, each passage arrangement <NUM>, <NUM> is configured to supply lubricant on both sides of the housing central wall <NUM>. In addition, each passage arrangement <NUM>, <NUM> is configured to supply lubricant to one of the motors <NUM> and to at least a portion of each gear train <NUM>. Furthermore, lubricant may be moved through each passage arrangement <NUM>, <NUM> by pressure and/or gravity to lubricate and/or cool the motors <NUM> and associated gear trains <NUM>.

Returning to <FIG>, each of the gear trains <NUM> may include multiple gears that are configured to mesh together to transmit torque from a respective motor <NUM> to a respective wheel <NUM>. Furthermore, each gear train <NUM> may be capable of running at multiple (e.g., two) speeds, and the gear trains <NUM> may have the components and capability to shift between gear ratios independent of each other. For example, each gear train <NUM> may include a suitable shift mechanism <NUM> that is controlled by an electronic control unit, which may be driven by or otherwise in communication with a vehicle control unit (e. g, a computer). With the above configuration, an automatic shifting event can be triggered for each wheel separately to limit power reduction during shifting, as explained below in further detail. The electronic control unit and/or the vehicle control unit may also control the motors <NUM> and/or other components of the motor gearbox <NUM>.

Each of the above mentioned control units may include suitable hardware and/or software, such as one or more processors (e.g., one or more microprocessors, microcontrollers and/or programmable digital signal processors) in communication with, or configured to communicate with, one or more storage devices or media including computer readable program instructions that are executable by the one or more processors so that the control unit may perform particular algorithms represented by the functions and/or operations described herein. Each control unit may also, or instead, include one or more application specific integrated circuits, programmable gate arrays or programmable array logic, programmable logic devices, or digital signal processors.

By packaging the motors <NUM> and gear trains <NUM> in a housing <NUM> that can fit between opposite wheels <NUM> of the truck <NUM>, a similar arrangement can be applied to each axle pair along the vehicle <NUM>. This effectively reduces the power requirement of each individual motor <NUM> by dividing the driving load between all of the motors. As result, several smaller motors with less mechanical losses can be used instead of a single large motor with more losses. Furthermore, when combined with independent control of these motors, unique control and performance gains are made available.

Referring to <FIG>, additional details of the powertrains or drive systems <NUM> will now be described. <FIG> shows first and second drive systems 28a and 28b, respectively, of a motor gearbox <NUM>, with the housing <NUM> removed. The first drive system 28a includes first motor 22a and associated first gear train 25a, and the second drive system 28b includes second motor 22b and associated second gear train 25b. Each drive system 28a, 28b also includes suitable inputs or connections 73a, 73b for receiving electrical power (e.g., from the ESS <NUM>) and/or control signals, and for providing the electrical power and/or control signals to the associated motor 22a, 22b and/or shift mechanisms <NUM>. In addition, the gear trains 25a and 25b may be positioned at least partially between the motors 22a and 22b. In the embodiment shown in <FIG>, the gear trains 25a and 25b are entirely disposed laterally between the motors 22a and 22b. Furthermore, staggered dividing line <NUM> approximately indicates general separation or division of the drive systems 28a and 28b.

As shown in <FIG>, at least portions of the drive systems 28a, 28b may have generally inverse orientations in a longitudinal direction <NUM> of the truck <NUM> and with respect to a laterally extending, central plane <NUM> of the motor gearbox <NUM>. In other words, at least a portion of one drive system 28a or 28b may have a generally inverse orientation with respect to at least a portion of the other drive system in the longitudinal direction <NUM> of the truck <NUM>. For example, the motors 22a and 22b may have generally inverse orientations with respect to each other in the longitudinal direction <NUM>, and/or portions or all of the gear trains 25a and 25b may have generally inverse orientations with respect to each other in the longitudinal direction <NUM> (e.g., at least a portion of one gear train 25a may have a generally inverse orientation with respect to at least a corresponding portion of the other gear train 25b in the longitudinal direction <NUM>). In the embodiment shown in <FIG>, the motors 22a and 22b are offset with respect to each other in the longitudinal direction <NUM> and have generally inverse orientations with respect to each other, and multiple gears of the first gear train 25a each have a generally inverse orientation with respect to a corresponding gear of the second gear train 25b. In that regard, in the embodiment shown in <FIG>, motor axis or central axis 77a of motor 22a (e.g., the axis about which the rotor of motor 22a is rotatable) is located forward of central plane <NUM> by a distance d<NUM>, while motor axis or central axis 77b of motor 22b (e.g., the axis about which the rotor of motor 22b is rotatable) is located rearward of central plane <NUM> by a distance d<NUM>. Likewise, an intermediate gear 78a of gear train 25a is located forward of central plane <NUM>, while a corresponding intermediate gear 78b of gear train 25b is located rearward of central plane <NUM> (e.g., the central plane <NUM> extends between the intermediate gears 78a and 78b). In the illustrated embodiment, intermediate gear 78a is rotatable about a gear axis 79a that is located forward of the central plane <NUM> by a distance d<NUM>, and intermediate gear 78b is rotatable about a gear axis 79b that is located rearward of the central plane <NUM> by a distance d<NUM>. Furthermore, in the embodiment shown in <FIG>, distance d<NUM> is equal to distance d<NUM>, and distance d<NUM> is equal to distance d<NUM>. Output gears 80a and 80b of the gear trains 25a and 25b, however, may be aligned along the central plane <NUM>, and may also be axially aligned so that the corresponding wheels <NUM> can be axially aligned. Therefore, the output gears 80a and 80b may be aligned with each other, while the other corresponding components of the drive systems 28a and 28b may be offset with respect to each other in the longitudinal direction <NUM>. In some embodiments, corresponding components of the drive systems 28a and 28b may be offset with respect to each other, but spaced relative to the central plane <NUM> by different distances.

As further shown in <FIG>, some corresponding components of the gear trains 25a and 25b may be offset with respect to each other by greater distances in the longitudinal direction <NUM> than the motors 22a and 22b. For example, in the embodiment shown in <FIG>, the central axes 77a and 77b of the motors 22a and 22b are spaced apart by a first distance equal to the sum of d<NUM> and d<NUM>, while the gear axes 79a and 79b of the intermediate gears 78a and 78b are spaced apart by a second distance equal to the sum of d<NUM> and d<NUM>, wherein the second distance is greater than the first distance.

It should also be noted that each drive system 28a and 28b is configured to independently drive a wheel <NUM> that is located on the same side of the truck <NUM> as the corresponding motor 22a, 22b when the motor gearbox <NUM> is mounted on the frame <NUM> or other portion of the vehicle support structure <NUM>. Referring to <FIG>, the first drive system 28a is configured to drive a wheel <NUM> (not shown) positioned proximate motor 22a and to the left of motor 22a, while the second drive system 28b is configured to drive a wheel <NUM> (not shown) positioned proximate motor 22b and to the right of motor 22b. In that regard, output gear 80a may be connected by a first drive shaft or drive half-shaft (not shown) to a wheel <NUM> located to the left of the motor 22a, and output gear 80b may be connected by a second drive shaft or drive half-shaft (not shown) to a wheel <NUM> located to the right of the motor 22b.

As also shown in <FIG>, the gear trains 25a and 25b may at least partially overlap each other in a lateral direction <NUM> of the truck <NUM> (e.g., at least a portion of the gear train 25a may overlap a least a portion of the gear train 25b) so that the lateral width of the overall motor gearbox <NUM> may be reduced. In other words, portions of the gear trains 25a and 25b may occupy a shared volume <NUM> within the housing <NUM>. For example, the intermediate gears 78a and 78b may at least partially laterally overlap each other. In the embodiment shown in <FIG>, the intermediate gears 78a and 78b fully overlap each other so that they are aligned in the longitudinal direction <NUM>.

With the configuration described above, the motor gearbox <NUM> may have a compact design. As result, and as mentioned above, a motor gearbox <NUM> according to the disclosure may be positioned at each axle of the truck <NUM>.

As mentioned above, the motor gearbox design according to the present disclosure enables each gear train <NUM> and associated output wheel <NUM> to run at multiple (e.g., two) gear ratios. The output gear ratio for each drive wheel <NUM> can effectively be shifted independently of all other wheels <NUM>. <FIG> shows the first drive system 28a operating in a low gear mode or low gear ratio mode with arrows indicating direction of rotation of the rotor of the motor 22a and gears of the gear train 25a, and <FIG> shows drive system 28a operating in a high gear mode or high gear ratio mode with arrows indicating direction of rotation of the rotor of the motor 22a and gears of the gear train 25a. The rotor of the motor 22a may also be rotated in an opposite direction to that shown in <FIG> and <FIG> to thereby cause gears of the gear train 25a to rotate in opposite directions compared to the directions shown in <FIG> and <FIG>. As mentioned above, the gear train 25a may include a suitable shift mechanism <NUM> for shifting the gear train 25a between the gear ratio modes. For example, the shift mechanism <NUM> may include a barrel cam <NUM> that is actuated by a rotary or linear actuator that may be located at least partially external to the motor gearbox <NUM> and controlled by the above-mentioned electronic control unit. The barrel cam <NUM> may be rotated or otherwise moved to cause one or more shift selector forks <NUM> to move linearly and thereby cause one or more dog gears <NUM>, <NUM> to engage or disengage adjacent gears in order to shift the gear train 25a between the gear ratio modes.

In the low gear ratio mode shown in <FIG>, the dog gear <NUM> is in an engaged condition and the dog gear <NUM> is in a disengaged condition. Furthermore, in the low gear ratio mode, rotation of the rotor of motor 22a in a first direction causes input gear <NUM> to likewise rotate in the first direction, and the input gear <NUM> engages (e.g., meshes with) first intermediate or driven gear <NUM> and causes the first driven gear <NUM> to rotate in a second direction opposite the first direction. Because the dog gear <NUM> is in the engaged condition, the first driven gear <NUM> causes second intermediate or driven gear <NUM> to likewise rotate in the second direction. The second driven gear <NUM> engages (e.g., meshes with) third intermediate or driven gear <NUM> and causes the third driven gear <NUM> to rotate in the first direction, and the third driven gear <NUM> engages (e.g., meshes with) the intermediate gear 78a (which may also be referred to as a driven gear, e.g., fourth driven gear) and causes the intermediate gear 78a to rotate in the second direction. The intermediate gear 78a is coupled to a fifth intermediate or driven gear <NUM> such that rotation of the intermediate gear 78a in the second direction causes the fifth driven gear <NUM> to also rotate in the second direction. The fifth driven gear <NUM> engages (e.g., meshes with) the output gear 80a and causes the output gear to rotate in the first direction.

In the high gear ratio mode shown in <FIG>, the dog gear <NUM> is in a disengaged condition and the dog gear <NUM> is in an engaged condition. Furthermore, in the high gear ratio mode, rotation of the rotor of motor 22a in the first direction causes the input gear <NUM> to likewise rotate in the first direction. Because the dog gear <NUM> is in the engaged condition, the input gear <NUM> causes sixth intermediate or driven gear <NUM> to likewise rotate in the first direction. The sixth driven gear <NUM> engages (e.g., meshes with) the intermediate gear 78a (e.g., fourth driven gear) and causes the intermediate gear 78a to rotate in the second direction. The intermediate gear 78a causes the fifth driven gear <NUM> to also rotate in the second direction as explained above, and the fifth driven gear <NUM> engages (e.g., meshes with) the output gear 80a and causes the output gear to rotate in the first direction.

During a transmission shift on a typical vehicle, the total power of a vehicle would need to be de-coupled from the transmission/drivetrain using a clutch. This results in a momentary complete loss of power during this shifting event. With the independent shifting control afforded by the motor gearbox design of the present disclosure, vehicle shifting events can be staggered among the independent gear trains around the vehicle. For example, where there are three motor gearboxes <NUM> (one per axle) and six independent motors <NUM> (one per output wheel <NUM> or dual wheel pair), the staggered shifting would allow one of these six gear trains <NUM> to be shifted at a time and then sequentially through the other gear trains. This means that instead of a total loss of power during shifting, there would only be a <NUM>/6th reduction in power at any given time during the shift event. As a result, there is constant power, although slightly reduced, as the truck <NUM> shifts. Furthermore, with the above configuration, a shifting event can be controlled to be efficient and smooth, without the driver feeling it happen.

Vehicle electronic stability control (ECS), or traction control, may also be performed by braking or reducing power to wheels <NUM> to prevent slipping and improve traction. With independent speed and torque control of all wheels <NUM>, it is possible to provide more torque to wheels <NUM> that have traction and are maintaining speeds to prevent slipping of other wheels <NUM>. It is also possible to provide full torque vectoring during turning or high-speed avoidance. This may provide greater stability and cornering performance by distributing torque where it is needed during these maneuvers.

Independent motor <NUM> to wheel <NUM> coupling as a result of this design also allows independent regenerative braking or deceleration of the wheels <NUM>. This means that braking force/torque could be distributed independently to each of the wheels <NUM> using the wheel motors <NUM> as generators, which may provide power back to the battery or energy storage system (e.g., ESS <NUM>). Furthermore, the motor gearboxes <NUM> could be controlled to provide regenerative braking and deceleration at or near the friction limit of the tires of the truck <NUM>. This may be possible by using wheel speed and direction sensors that are embedded in each motor gearbox <NUM> and sense the speed and/or direction of a gear in each gear train <NUM> that is directly coupled to a particular wheel <NUM>. For example, each drive system 28a, 28b of a motor gearbox <NUM> may include a primary gear speed and direction sensor <NUM> positioned proximate the associated intermediate gear 78a, 78b (e.g., proximate an outer circumference of the intermediate gear and oriented generally transverse to the associated axis), as well as a secondary gear speed sensor <NUM> that may be positioned on a side of the associated intermediate gear 78a, 78b.

Referring to <FIG> and <FIG>, the truck <NUM> further includes front independent suspension systems <NUM> designed around the front motor gearbox <NUM> and drive half-shafts intended to drive the front wheels <NUM> of the vehicle <NUM>. Typical Class <NUM> trucks do not have front wheel drive, so a unique design was developed to allow driving, steering and independent suspension. Furthermore, the front suspension systems <NUM> may be designed to accommodate an air brake system (e.g., air disc brake system) that is used for braking the front wheels <NUM>. The front suspension system <NUM> for one of the front wheels <NUM> is shown in <FIG>, with the understanding that the truck <NUM> may include the same or similar front suspension at the other front wheel <NUM>.

Referring to <FIG>, adding front wheel drive capability adds complexity due to the number of moving components vying for the same space near the front wheel <NUM>. Such components may include air brake system components (e.g., an air brake chamber <NUM> and brake caliper assembly <NUM> that is actuated by the air brake chamber <NUM>), a steering arm or link <NUM> of a steering system for steering the front wheel, front suspension system components (e.g., upper and lower independent suspension control arms <NUM> and <NUM>, respectively) and a drive half-shaft <NUM> and corresponding constant velocity (CV) joint, for example. To allow those components to connect to or otherwise be associated with the front wheel <NUM>, a custom front support member or knuckle <NUM> was developed for the front suspension system <NUM>. The knuckle <NUM> rotatably supports the front wheel <NUM> and associated hub, and may serve as a direct or indirect connection or support area for various components (e.g., the knuckle <NUM> may be configured to support various components). For example, the steering arm <NUM> may be pivotally connected to the knuckle <NUM> in any suitable manner, such as with a knuckle mount that includes a pivot member (e.g., pivot ball) and a pivot bearing (e.g., pivot socket). Likewise, the control arms <NUM> and <NUM> of the front suspension system <NUM> may each be pivotably connected to the knuckle <NUM> in any suitable manner, such as with knuckle mounts that each include a pivot member (e.g., pivot ball) and a pivot bearing (e.g., pivot socket). As another example, the air brake chamber <NUM> may be mounted on the knuckle <NUM> or on the brake caliper assembly <NUM>, which may be mounted on the knuckle <NUM>. Furthermore, referring to <FIG> and <FIG>, the air brake chamber <NUM> may be mounted rearward of a center (e.g., rotation axis <NUM>) of the front wheel <NUM> and associated hub, and proximate or outwardly of an outer circumference of the front wheel <NUM>, to avoid contact with the drive half-shaft <NUM> and CV boot <NUM> (which covers the CV joint), steering arm <NUM>, and suspension control arms <NUM> and <NUM> during all steering and suspension operational situations (e.g., through full suspension travel and full steering travel of the front wheel <NUM>).

Referring to <FIG>, the air brake chamber <NUM> may also be mounted above the rotation axis <NUM> of the front wheel <NUM> and associated hub. Likewise, the air brake chamber <NUM> may be mounted rearward of a vertical plane <NUM> that passes through the rotation axis <NUM> and a top portion of the front wheel <NUM>, such that the air brake chamber <NUM> is mounted rearward of a top-center of the front wheel <NUM>. For example, the air brake chamber <NUM> may be mounted rearward of the vertical plane <NUM> such that a center point of the air brake chamber <NUM> is positioned at an angle in the range <NUM>° to <NUM>° (more particularly <NUM>° to <NUM>°) relative to the vertical plane <NUM> and axis <NUM>.

Referring to <FIG>, the front suspension system <NUM> further includes a unique support member or yoke mount <NUM> for attaching a suspension device, such as a gas (e.g., air) spring and damper assembly <NUM>, to the lower control arm <NUM>. The spring and damper assembly or spring-damper assembly <NUM> may include a gas spring <NUM> (e.g., air spring) and a damper <NUM> axially aligned with and positioned beneath the gas spring <NUM>. The yoke mount <NUM> includes first and second legs <NUM> and <NUM>, respectively, that are configured to receive the drive half-shaft <NUM> therebetween so that the spring-damper assembly <NUM> may be positioned over the drive half-shaft <NUM> (e.g., axis of the drive half-shaft <NUM>). With such a configuration, the drive half-shaft <NUM> (e.g., axis of the drive half-shaft <NUM>) may be aligned with a yoke mount axis and spring-damper assembly axis in order to keep the drive half-shaft <NUM> and spring-damper assembly <NUM> in their ideal alignment, as shown in <FIG>. One of the legs (e.g., first leg <NUM>) of the yoke mount <NUM> may also be configured to extend between the drive half-shaft <NUM> and the steering arm <NUM>. While the yoke mount <NUM> may be connected to the spring-damper assembly <NUM> in any suitable manner, in the embodiment shown in <FIG> and <FIG>, the first and second legs <NUM> and <NUM> are fixedly connected to the spring-damper assembly <NUM> at first and second spaced apart locations, respectively. Furthermore, the spring <NUM> may be connected to the frame <NUM> or other portion of the vehicle support structure <NUM> (e.g., subframe or suspension cradle).

Alternatively, the above-mentioned suspension device may be any suitable suspension device, such as a linear or non-linear dynamic suspension member. For example, the suspension device may include a coil spring, a magnetic suspension member and/or an electromagnetic suspension member.

The front suspension systems <NUM> are also configured to fit around the front motor gearbox <NUM>, which is centered within the suspension cradle. This makes it possible to have independent front suspensions while also being able to directly drive left and right front wheels <NUM> independently using the electric dual motor gearbox <NUM> located in between the front wheels <NUM>. In the embodiment shown in <FIG>, inboard ends of the control arms <NUM>, <NUM> may be pivotally connected to the vehicle support structure <NUM> (e.g., suspension cradle or frame <NUM>) proximate the motor gearbox <NUM> and the center of the truck <NUM>.

In another embodiment, the housing <NUM> of the front motor gearbox <NUM> may be connected to at least one of the control arms <NUM> and <NUM> of one or both of the front suspension systems <NUM>. In the embodiment shown in <FIG>, for example, front motor gearbox <NUM>' includes an enlarged housing <NUM>' to which the control arms <NUM> and <NUM> of right and left front suspension systems <NUM> are connected. In the illustrated embodiment, each of the right and left sides of an upper portion of the housing <NUM>' has two upper, laterally projecting portions <NUM> to which a particular upper control arm <NUM> is pivotally connected. Furthermore, the housing <NUM>' includes an enlarged lower portion <NUM>, and each of the right and left sides of the lower portion <NUM> has two lower, laterally projecting portions <NUM> to which a particular lower control arm <NUM> is pivotally connected. The housing <NUM>' may be connected to vehicle support structure <NUM>' (e.g., front suspension cradle or frame <NUM>) and may be made of a suitable material, such as metal (e. g, aluminum), carbon-reinforced plastic or other composite material, etc., so that the housing <NUM>' may support the above components. With such a configuration, portions of the front suspension cradle may be omitted, so that the overall vehicle weight may be reduced. In addition, the front suspension cradle may be integrally formed with the housing <NUM>' (e.g., molded together), as shown in <FIG>, to further reduce vehicle weight, or the suspension cradle may be formed separately from the housing <NUM>' and attached to the housing <NUM>'.

Referring to <FIG> and <FIG>, the truck <NUM> further includes rear independent suspension systems <NUM> and associated cradles that are configured to provide independent suspension at each rear wheel <NUM>, while also allowing direct independent driving of the rear wheels <NUM> using a dual motor gearbox <NUM> located between the wheels <NUM> at each of two rear axle locations. The rear suspension systems <NUM> may also be configured to enable accurate alignment (e.g., coaxial alignment) of drive half-shafts 102r connected to each rear motor gearbox <NUM>, so that the output gears <NUM> of each rear motor gearbox <NUM> may be coaxially aligned with corresponding rear wheels <NUM> when the drive half-shafts 102r are positioned in a horizontal orientation. With such a configuration, the rear suspension systems <NUM> may provide improved suspension travel and feel. The rear suspension system <NUM> for one of the rear wheels <NUM> is shown in <FIG>, with the understanding that the truck <NUM> may include the same or similar rear suspension at each rear wheel <NUM>.

Referring to <FIG>, the rear suspension system <NUM> includes upper and lower control arms <NUM> and <NUM>, respectively, that may be configured to have inboard pivot points or axes located as close to the center of the truck <NUM> as possible (around an associated motor gearbox <NUM>) to allow the most accurate suspension travel from full jounce to rebound (i.e., full up and down movement). Likewise, as explained below in detail, the control arms <NUM> and <NUM> may also be configured to have outboard pivot points or axes as close to an associated rear tire as possible. In addition, the rear suspension system <NUM> may include one or more suspension devices, such as gas suspension members or air springs <NUM> that are each oriented along an upright axis <NUM> (e.g., central axis) and connected to the vehicle support structure <NUM> (e.g., suspension cradle or frame <NUM>). Alternatively, each suspension device may comprise any suitable suspension device, such as a linear or non-linear dynamic suspension member. For example, each suspension device may comprise a coil spring, a magnetic suspension member and/or an electromagnetic suspension member.

In the embodiment shown in <FIG>, the upper control arm <NUM> includes a first or inboard portion having two arms, and a second or outboard portion formed as a single arm. Inboard ends of the upper control arm <NUM> are each pivotally attached to the vehicle support structure <NUM> (e.g., suspension cradle or frame <NUM>), such as with a cradle mount <NUM> (e.g., pivot member or rod and pivot bearing), at a location around the exterior of the motor gearbox <NUM> and proximate the center of the truck <NUM>. The outboard portion of the upper control arm <NUM> may pass between two air springs <NUM> and/or between the associated upright axes <NUM> of the air springs <NUM>. In the embodiment shown in <FIG>, the outboard portion of the upper control arm <NUM> is centered between the upright axes <NUM> of the air springs <NUM>. In addition, the outboard portion of the upper control arm <NUM> extends into an opening <NUM> in a rear support member or knuckle <NUM>, to which the two air springs <NUM> are mounted. The outboard portion further includes a single wheel side end or outboard end that may be pivotally connected to the knuckle <NUM>, such as with a knuckle mount <NUM> (e.g., pivot member or rod and pivot bearing), at a location proximate an outboard side of the knuckle <NUM> (e.g., as close to a corresponding rear wheel as possible). The outboard end of the upper control arm <NUM> is pivotally connected to an outboard face of the knuckle <NUM>. As a more detailed example, the outboard end of the upper control arm <NUM> may be pivotally connected to the knuckle <NUM> with a knuckle mount <NUM> including a pivot member, such as a pivot rod, that is fixedly received in a channel or notch formed in the outboard face of the knuckle <NUM> and about which the upper control arm <NUM> is pivotable.

The lower control arm <NUM> includes an inboard portion having two inboard ends that are each pivotally attached to the vehicle support structure <NUM> (e.g., suspension cradle or frame <NUM>), such as with a cradle mount <NUM> (e.g., pivot member or rod and pivot bearing), at a location beneath the motor gearbox <NUM>. In the embodiment shown in <FIG>, the cradle mounts <NUM> of the lower control arm <NUM> are located closer to the center of the truck <NUM> than the cradle mounts <NUM> of the upper control arm <NUM>. Such a configuration may provide improved suspension response, while also providing improved suspension travel. In addition, the lower control arm <NUM> includes an outboard portion that may have two wheel side or outboard side connection locations that are each supported by and pivotally attached to the knuckle <NUM> (e.g., at a lower end of the knuckle <NUM>), such as with a knuckle mount <NUM> (e.g., pivot member or rod and pivot bearing).

Referring to <FIG>, the knuckle <NUM> is also configured to rotatably support a rear wheel <NUM> (e.g., dual wheel pair). For example, the knuckle <NUM> may be attached to a wheel spindle <NUM> that supports a rear wheel <NUM> (e.g., the wheel spindle <NUM> may be attached to a hub on which the rear wheel <NUM> is mounted).

In the embodiment shown in <FIG>, the knuckle <NUM> includes upper and lower portions <NUM> and <NUM>, respectively. Furthermore, the knuckle <NUM> may be made as a single piece or multiple pieces that are joined together, such as by welding. The upper portion <NUM> of the knuckle <NUM> may include support sections <NUM> that project outwardly with respect to the lower portion <NUM>, and the opening <NUM> formed in the knuckle <NUM> may extend through a central portion of the upper portion <NUM> and between the support sections <NUM>. The configuration of the knuckle <NUM> enables two air springs <NUM>, or other suspension devices, to be mounted to a top of the knuckle (e.g., the upper portion <NUM>) and further allows the second portion of the upper control arm <NUM> to pass through a majority or all of the knuckle <NUM> to the outside or outboard face of the knuckle <NUM>. In addition, the second portion of the upper control arm <NUM> may be aligned with a central vertical axis of the knuckle <NUM> and an axis of the wheel <NUM> and associated hub.

The rear suspension system <NUM> may further include one or more shock absorbers or dampers <NUM> connected between the lower control arm <NUM> and the vehicle support structure <NUM>, such as the suspension cradle or frame <NUM>. In the embodiment shown in <FIG>, the damper <NUM> is positioned rearward of the air springs <NUM> and knuckle <NUM>.

With the above configuration, the rear suspension system <NUM> may handle significant loads, while maintaining a low profile. For example, the air springs <NUM> may cooperate to effectively handle large loads, yet each air spring <NUM> may be sized to fit between the frame rail of the frame <NUM> and an associated rear tire. Furthermore, the upper control arm <NUM> and knuckle <NUM> may cooperate to keep loads centered on the associated rear drive half-shaft 102r.

Referring to <FIG>, outboard portions or ends of the upper and lower control arms <NUM> and <NUM>, respectively, may be pivotally connected to the knuckle <NUM> proximate rear tire <NUM> and associated wheel <NUM>. For example, the outboard ends of the control arms <NUM> and <NUM> may be pivotally connected to the knuckle <NUM> as close to the tire <NUM> as possible (e.g., within <NUM> of an inboard face of the tire <NUM>, or <NUM> or less of the inboard face of the tire <NUM>). Furthermore, connection locations (e.g., pivot point or pivot axis locations) of the outboard portions of the control arms <NUM> and <NUM> with the knuckle <NUM> may be generally vertically aligned with each other, when viewed in the longitudinal direction <NUM> of the truck <NUM>. In other words, connection locations of the outboard portions of the control arms <NUM> and <NUM> with the knuckle <NUM> may fall generally within a vertical plane <NUM> that is oriented in the longitudinal direction <NUM> of the truck <NUM>. For example, the outboard side mount <NUM> of the upper control arm <NUM> may be vertically aligned with the outboard side mounts <NUM> of the lower control arm <NUM>, when viewed in the longitudinal direction <NUM>, such that the outboard side mount <NUM> of the upper control arm <NUM> and the outboard side mounts <NUM> of the lower control arm <NUM> are located in the vertical plane <NUM>. With the above configuration of the knuckle <NUM> and corresponding connections to the control arms <NUM> and <NUM>, the tire <NUM> and associated wheel <NUM> may be able to maintain close to a vertical orientation with respect to a road surface through the full travel range of the rear suspension system <NUM>. As a result, the rear suspension system <NUM> may provide improved tracking of the tire <NUM>.

Claim 1:
A vehicle (<NUM>) comprising:
a vehicle support structure (<NUM>);
first and second rear wheels (<NUM>) that are each rotatable with respect to the vehicle support structure (<NUM>);
first and second independent rear suspension systems (<NUM>) associated with the first and second rear wheels (<NUM>) respectively;
characterized in that the vehicle (<NUM>) further comprises a dual motor gearbox assembly (<NUM>) including two independent electric motors (<NUM>) each for driving one of the rear wheels (<NUM>), associated gear trains (<NUM>) for the motors (<NUM>), and a housing (<NUM>; <NUM>') that receives the motors (<NUM>) and the gear trains (<NUM>);
each rear suspension system (<NUM>) including:
a knuckle (<NUM>) that supports one of the rear wheels (<NUM>), the knuckle (<NUM>) defining an opening that extends laterally through the knuckle (<NUM>);
two suspension devices (<NUM>) connected to the vehicle support structure (<NUM>) and an upper portion of the knuckle (<NUM>), such that each suspension device (<NUM>) is oriented along an upright axis; and
an upper control arm (<NUM>) having a first portion supported by the vehicle support structure (<NUM>) and a second portion that extends between the axes of the suspension devices (<NUM>) and directly into the opening of the knuckle (<NUM>), wherein the second portion of the control arm (<NUM>) is pivotally connected to a laterally facing outboard face of the knuckle (<NUM>; <NUM>).