GB1587424A

GB1587424A - Drive assembly

Info

Publication number: GB1587424A
Application number: GB2837377A
Authority: GB
Original assignee: Individual
Current assignee: Individual
Priority date: 1977-07-06
Filing date: 1977-07-06
Publication date: 1981-04-01

Description

(54) IMPROVED DRIVE ASSEMBLY (71) I, LYNDON ROY LEEMBRUG GEN of 20 Lutanda Close, Pennant Hills, New South Wales, Australia, an Australian citizen, do hereby declare the invention, for which I pray that a Patent may be granted to me, and the method by which it is to be performed, to be particularly described in and by the following statement: This invention relates to a drive assembly for use on vehicles. The invention specifically provides an electrically or otherwise energized drive assembly for installation beneath or within a vehicle. Several such drive assemblies when mounted together below or within a vehicle could provide the drive system for the vehicle, some of said assemblies could be mounted as steerable wheel drive assemblies.

It has been a commonly held belief that a vehicle with each wheel driven by its own motor would provide a versatile and superior type of vehicle. It has been proposed to drive a vehicle in the aforementioned manner using electric motors, fluid motors or small internal combustion or turbine type motors, but it has proved difficult to provide an assembly which is simple, efficient, and lends itself to coupling to a vehicle through a suspension means which provides suitable ride characteristics for the vehicle and can also be rapidly removed for maintenance.

The present invention provides a drive assembly which fulfills all the foregoing requirements and can be broadly described as a drive assembly comprising a frame adapted to be coupled to a vehicle body, a rotational wheel support encircled by the frame with first bearing means rotatably mounting said wheel support in the frame, a power unit encircled by said wheel support with second bearing means between the wheel support and said power unit, drive transmission means coupling and output shaft of said power unit to said wheel support to cause it to rotate within the frame and around the power unit and torque reaction means to prevent relative rotational motion between the power unit and the frame.

Several preferred embodiments of the present invention will be described with reference to the accompanying drawings in which: Figure I is a side view of the present invention shown mounted in a vehicle but with the brake means removed for the sake of clarity.

Figure 2 is a cross-sectional elevation on section line 2-2 of Figure 1.

Figure 3 is a diagrammatic side view of a spring supported motor-frame assembly for dual wheels with a single torque-reaction arm, with one tire removed for clarity.

Figure 4 is a diagrammatic end view of the Figure 3 embodiment.

Figure 5 is a diagrammatic side view of an assembly as shown in Figures 3 and 4 modified to perform as a steering wheel.

Figure 6 is a diagrammatic view from above of the motor-frame assembly of Figure 5 with the wheels removed.

Figure 6a is a diagrammatic end view of another embodiment, and Figure 7 is a diagrammatic side view of the embodiment of Figure 6a.

Referring to the drawings, the drive assembly comprises a frame 1 of generally triangular shape with an integral associated mounting ring 2. On each end of the frame 1 there is a lug 3 which fits between legs 4 at the bottom end of a suspension unit (e.g. air bags) fixed to the vehicle body V.B. The lug 3 is removably coupled to the legs 4 as at 5.

Radius arms 6 and 6a connects legs 4 back to the vehicle body (V.B.) to respectively longitudinally and laterally locate the drive assembly relative to the vehicle body. The ring 2 is internally concavely grooved as at 7 to form portion of a track for a plurality of ball-bearings.

The wheel support means 8 (shown here as for supporting two wheels although with non-inventive modifications single or more than two wheels may be accommodated) is made up of two generally annular members 9 and 10 with peripheral shoulders 11 bolted together as at 12 and contoured as at 13 to provide approximately one quarter spherical bearings seats which combine with the groove 7 to make up an enclosing track for a plurality of ball-bearings 14. The member 9 and 10 each have a retaining flange 14a fixed to them, in convenient manner, and at the junction of a retaining flange 14a with members 9 and 10 respectively part spherical contours 15 are provided to form one part of a track for a plurality of ball-bearings 16.

The other parts of the tracks for the ball-bearings 16 are grooves 17 formed in the outer surface of the casing 18 of a power unit 19 which is shown as an electric motor, a fluid or internal combustion or other motor with an output shaft 20 would be satisfactory as alternatives.

There is a ring gear 21 on the interior of the wheel supporting means 8. Three planetary gears 22 are rotatably mounted on stub shafts 23 between the power unit front plate 24 and a cover-plate 24a with the gears 22 passing through peripheral openings in the case 18 to mesh with ring gear 21. The gears 22 may be greater or fewer in number than three if required and mesh with a pinion gear 25 splined on to the shaft 20.

From the drawings it is clear that if the power unit 19 and frame 1 are located relative to the vehicle body and the shaft 20 rotates the wheel supporting means 8 will be rotated on the rows of ball bearings 14 and 16. The frame 1 is located relative to the vehicle body by the members 3, 4, 5, 6 and 6a. The reaction torque resulting from the rotation of shaft 20 acting on wheels through the wheels supporting means 8 is resisted, by means of a radius rod 26 connected to a boss 27 on the power unit and a lug 28 on the vehicle body (V.B.). The boss 27 is located eccentric to the axis of the shaft 20 and to one side of the line joining the axis of shaft 20 to the lug 28 in order to resist torque.

Tubes 29 connect the plates 24 and 24a and serve to exhaust cooling air received from an inlet 29a at the rear of the motor casing 18.

Braking in this example of the invention is achieved by means of a brake disc 30 fixed to the shaft 20 and rotating within a caliper unit 31 fixed to a transverse diametric supporting plate 33 fixed to a tubular extension of the motor casing 18. It is also to be noted that a perforated screen 32 is mounted across the tubular extension to prevent unauthorised access to the power unit, the gears and the brake assembly whilst still permitting the flow of cooling air through openings 29 and 29a.

Although ball-bearings have been shown as the low friction bearing means, rollers could be used or even large ball or roller bearing units could be used. In the latter case the contoured grooves 7-13 and 15-17 would be shaped to accept and securely hold the inner and outer race shells of such bearing units.

Lubrication of the bearings and gears by oil or grease is essential. Seals "S" form the spaces between the wheel supporting means 8 and the motor casing 18, and between the plates 24 and 24a and the space around the balls 14 into oil or grease reservoirs and exclude dust from the enclosed precision parts.

It is to be understood that with a single wheel assembly the centre line of the wheel would be disposed in the same plane as the centre line of the frame 1, this could readily be achieved by modification of the various members in a non-inventive manner.

From the foregoing description it will be seen that the drive assembly can be readily removed simply by disconnecting the radius rod 26 and disconnecting the brackets 3 from the legs 4 of the suspension unit.

In a situation where the drive assembly is on a steerable wheel the radius rod 6 is deleted and at one end the frame 1 is disconnected from its suspension means. A bearing plate under the disconnected suspension means slidingly rests on a transverse bar connecting the said one end of the frame 1 to steering means and in this way the said one end of the frame 1 is vertically retained.

At the other end of the frame 1 the radius rod 6a is universally connected to the suspension unit. Pivotal movement of the frame 1 relative to the vehicle body is about an axis running vertically through the suspension unit at said other end of said frame 1.

The manner of mounting the drive assembly may be varied from the specific arrangements just described to suit requirements and several modes of mounting will now be described with reference to the accompanying drawings Figures 3 to 11 which also diagrammatically illustrate the previously described arrangements.

In a first mode as previously described (see Figures 3 and 4) the wheel support means 30 is rotatably supported in a frame 31 which is releasably mounted on the body of a vehicle 32. The frame is resiliently mounted on springs 33 and a torque reaction arm 34 is used to resist the reaction torque which would tend to place the frame mounting springs 33 under severe torque condition during operation of the vehicle. It will be seen that the frame 31 is held so that the axis of rotation of the wheel support means 30 is transverse to the normal direction of vehicle travel. In a development of the foregoing (see Figures 5 and 6) the frame 31 is pivotally connected as at 35 to the vehicle body 32 to provide "steering" capabilities.

In this case the axis of rotation of the wheel supporting means could vary widely from the aforementioned transverse position.

This is possible due to the ability of the rear spring 33 being in sliding engagement with a bearing plate 36. A dotted alternative position is shown in Figure 6 indicating just one position which could be attained in a steering movement. The torque arm 34a is connected at 37 to the motor housing 39 and at 38 to the pivot shaft 35.

Another steerable version of this arrangement (see Figures 6a and 7) would include a column 40 fixed to the frame 31 which column is rotatably and resiliently mounted in bearing means 41 on the vehicle body 32 by spring S. The torque reaction arm 34a in such an arrangement would couple the motor housing 39 to the column 40 as described with reference to Figure 6.

WHAT I CLAIM IS: 1. A drive assembly comprising a frame adapted to be coupled to a vehicle body, a rotational wheel support encircled by the frame with first bearing means rotatably mounting said wheel support in the frame, a power unit encircled by said wheel support with second bearing means between said wheel support and said power unit, drive transmission means coupling an output shaft of said power unit to said wheel support to cause the wheel support to rotate within the frame and around the power unit and torque reaction means to prevent relative rotational movement between the power unit and the frame.

2. A drive assembly as claimed in claim 1 wherein the frame incorporates a mounting ring which is internally adapted to form part of a housing for low friction bearing means to rotatably support the wheel support in the mounting ring and the wheel support comprises an annular member exteriorly adapted to combine with the adaption of the mounting ring to complete the housing for said low friction bearing means.

3. A drive assembly as claimed in claim 2 wherein the wheel support is internally adapted to form part of a housing for further low friction bearing means to rotatably support the power unit in the wheel support and the power unit is exteriorly adapted to combine with the internal adaption of the wheel support to complete the housing for said further low friction means.

4. A drive assembly as claimed in claim 3 wherein said wheel support comprises a pair of annular members secured together in edge abutting relationship and the abutting edges are contour grooved to provide - as said external adaption of said wheel support - portions of a seat for said low friction bearing means and said internal mounting ring adaption for said low friction bearing means comprises a contoured groove which with the contoured grooves of the said abutting edges constitute a track for a plurality of bearing elements.

5. A drive assembly as claimed in claim 3 or claim 4 wherein said power unit adaption comprises two or more continuous peripheral grooves respectively complementing a like number of grooves constituting the internal adaption of said wheel support to form tracks with a plurality of bearing elements in each track.

6. A drive assembly as claimed in claim 5 wherein the grooves constituting the internal adaption of said wheel support are each made up of continuous sections of grooves located respectively in abutting portions of annular rims fixed to said annular member and in said annular member.

7. A drive assembly as claimed in claim 1 wherein the transmission means comprises a gear means on the output shaft of the drive unit meshing with a plurality of like gears in turn rotatably mounted on a common pitch circle on the power unit and meshing with an internal ring gear part of said wheel support.

8. A drive assembly as claimed in claim 1 wherein the power unit is an electric motor or a fluid motor.

9. A drive assembly as claimed in claim 1 wherein the frame is coupled to the vehicle body by resilient suspension means.

10. A drive assembly as claimed in claim 9 wherein the frame is adapted to be coupled to the vehicle body by links to maintain the frame in a predetermined position relative to the vehicle body whilst permitting the operation of said suspension means.

11. A drive assembly as claimed in claim 9 wherein the suspension means is associated with pivot bearing means whereby the drive assembly can pivot relative to a vehicle body.

12. A drive assembly as claimed in claim 1 wherein the rotating output shaft of the power unit carries brake means to be engaged by non rotating retarding means to inhibit the rotation of said output shaft.

**WARNING** end of DESC field may overlap start of CLMS **.

Claims

**WARNING** start of CLMS field may overlap end of DESC **. transverse to the normal direction of vehicle travel. In a development of the foregoing (see Figures 5 and 6) the frame 31 is pivotally connected as at 35 to the vehicle body 32 to provide "steering" capabilities. In this case the axis of rotation of the wheel supporting means could vary widely from the aforementioned transverse position. This is possible due to the ability of the rear spring 33 being in sliding engagement with a bearing plate 36. A dotted alternative position is shown in Figure 6 indicating just one position which could be attained in a steering movement. The torque arm 34a is connected at 37 to the motor housing 39 and at 38 to the pivot shaft 35. Another steerable version of this arrangement (see Figures 6a and 7) would include a column 40 fixed to the frame 31 which column is rotatably and resiliently mounted in bearing means 41 on the vehicle body 32 by spring S. The torque reaction arm 34a in such an arrangement would couple the motor housing 39 to the column 40 as described with reference to Figure 6. WHAT I CLAIM IS:

1. A drive assembly comprising a frame adapted to be coupled to a vehicle body, a rotational wheel support encircled by the frame with first bearing means rotatably mounting said wheel support in the frame, a power unit encircled by said wheel support with second bearing means between said wheel support and said power unit, drive transmission means coupling an output shaft of said power unit to said wheel support to cause the wheel support to rotate within the frame and around the power unit and torque reaction means to prevent relative rotational movement between the power unit and the frame.

13. A drive assembly constructed and

arranged to function substantially as herein described with reference to and as shown in the accompanying drawings.