WO2003018359A2 - Chassis de vehicule comprenant des systemes reagissant a des signaux de commande non mecaniques - Google Patents

Chassis de vehicule comprenant des systemes reagissant a des signaux de commande non mecaniques Download PDF

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Publication number
WO2003018359A2
WO2003018359A2 PCT/US2002/026175 US0226175W WO03018359A2 WO 2003018359 A2 WO2003018359 A2 WO 2003018359A2 US 0226175 W US0226175 W US 0226175W WO 03018359 A2 WO03018359 A2 WO 03018359A2
Authority
WO
WIPO (PCT)
Prior art keywords
operably connected
vehicle chassis
vehicle
energy conversion
control signal
Prior art date
Application number
PCT/US2002/026175
Other languages
English (en)
Other versions
WO2003018359A3 (fr
Inventor
Christopher E. Borroni-Bird
Adrian B. Chernoff
Mohsen D. Shabana
Robert Louis Vitale
Original Assignee
General Motors Corporation
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US10/205,479 external-priority patent/US6889785B2/en
Priority claimed from US10/205,485 external-priority patent/US20030037970A1/en
Priority claimed from US10/205,483 external-priority patent/US6712164B2/en
Application filed by General Motors Corporation filed Critical General Motors Corporation
Priority to DE10297133T priority Critical patent/DE10297133B4/de
Priority to AU2002332563A priority patent/AU2002332563A1/en
Priority to JP2003522844A priority patent/JP4188827B2/ja
Publication of WO2003018359A2 publication Critical patent/WO2003018359A2/fr
Publication of WO2003018359A3 publication Critical patent/WO2003018359A3/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/14—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers accumulating utilisable energy, e.g. compressing air
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0195—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the regulation being combined with other vehicle control systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/18—Resilient suspensions for a single wheel with two or more pivoted arms, e.g. parallelogram
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/001—Suspension arms, e.g. constructional features
    • B60G7/003—Suspension arms, e.g. constructional features of adjustable length
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/00357—Air-conditioning arrangements specially adapted for particular vehicles
    • B60H1/00385—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell
    • B60H1/004—Air-conditioning arrangements specially adapted for particular vehicles for vehicles having an electrical drive, e.g. hybrid or fuel cell for vehicles having a combustion engine and electric drive means, e.g. hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/04—Arrangement or mounting of electrical propulsion units of the electric storage means for propulsion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K15/00—Arrangement in connection with fuel supply of combustion engines or other fuel consuming energy converters, e.g. fuel cells; Mounting or construction of fuel tanks
    • B60K15/03—Fuel tanks
    • B60K15/063—Arrangement of tanks
    • B60K15/067—Mounting of tanks
    • B60K15/07—Mounting of tanks of gas tanks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
    • B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
    • B60N2/90—Details or parts not otherwise provided for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B60T1/065—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels employing disc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/66—Electrical control in fluid-pressure brake systems
    • B60T13/662—Electrical control in fluid-pressure brake systems characterised by specified functions of the control system components
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/04—Brake-action initiating means for personal initiation foot actuated
    • B60T7/042—Brake-action initiating means for personal initiation foot actuated by electrical means, e.g. using travel or force sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/20—Conjoint control of vehicle sub-units of different type or different function including control of steering systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/22—Conjoint control of vehicle sub-units of different type or different function including control of suspension systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/28—Conjoint control of vehicle sub-units of different type or different function including control of fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D24/00—Connections between vehicle body and vehicle frame
    • B62D24/02—Vehicle body, not intended to move relatively to the vehicle frame, and mounted on vibration absorbing mountings, e.g. rubber pads
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D35/00—Vehicle bodies characterised by streamlining
    • B62D35/02—Streamlining the undersurfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/18—Steering knuckles; King pins
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q30/00—Commerce
    • G06Q30/06—Buying, selling or leasing transactions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23P—METAL-WORKING NOT OTHERWISE PROVIDED FOR; COMBINED OPERATIONS; UNIVERSAL MACHINE TOOLS
    • B23P2700/00—Indexing scheme relating to the articles being treated, e.g. manufactured, repaired, assembled, connected or other operations covered in the subgroups
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/88—Optimized components or subsystems, e.g. lighting, actively controlled glasses
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • This invention relates to vehicle chassis and bodies.
  • Prior art automobiles and light trucks include a body, the function of which is to contain and protect passengers and their belongings. Bodies are connected to the numerous mechanical, electrical, and structural components that, in combination with a body, comprise a fully functional vehicle.
  • the nature ofthe prior art connections between a vehicle body and vehicular componentry may result in certain inefficiencies in the design, manufacture, and use of vehicles. Three characteristics of prior art body connections that significantly contribute to these inefficiencies are the quantity of connections; the mechanical nature of many ofthe connections; and the locations ofthe connections on the body and on the componentry.
  • connections between a body and componentry are numerous. Each connection involves at least one assembly step when a vehicle is assembled; it is therefore desirable to reduce the number of connections to increase assembly efficiency.
  • the connections between a prior art body and prior art vehicular componentry include multiple load-bearing connectors to physically fasten the body to the other components, such as bolts and brackets; electrical connectors to transmit electrical energy to the body from electricity-generating components and to transmit data from sensors that monitor the status ofthe componentry; mechanical control linkages, such as the steering column, throttle cable, and transmission selector; and ductwork and hoses to convey fluids such as heated and cooled air from an HVAC unit to the body for the comfort of passengers.
  • connectionages in the prior art are mechanical linkages.
  • a driver sends control signals to the steering system via a steering column.
  • Mechanical linkages result in inefficiencies, in part, because different driver locations in different vehicles require different mechanical linkage dimensions and packaging.
  • new or different bodies often cannot use "off-the-shelf components and linkages.
  • Componentry for one vehicle body configuration is typically not compatible for use with other vehicle body configurations.
  • a manufacturer changes the design of a body, a change in the design ofthe mechanical linkage and the component to which it is attached may be required.
  • the change in design ofthe linkages and components requires modifications to the tooling that produces the linkages and components.
  • connection locations on the body are often not exposed to an exterior face ofthe body, and are distant from corresponding connections on the componentry; therefore, long connectors such as wiring harnesses and cables must be routed throughout the body from componentry.
  • the vehicle body of a fully-assembled prior art vehicle is intertwined with the componentry and the connection devices, rendering separation ofthe body from its componentry difficult and labor-intensive, if not impossible.
  • the use of long connectors increases the number of assembly steps required to attach a vehicle to its componentry.
  • prior art vehicles typically have internal combustion engines that have a height that is a significant proportion ofthe overall vehicle height.
  • Prior art vehicle bodies are therefore designed with an engine compartment that occupies about a third ofthe front (or sometimes the rear) ofthe body length. Compatibility between an engine and a vehicle body requires that the engine fit within the body's engine compartment without physical part interference. Moreover, compatibility between a prior art chassis with an internal combustion engine and a vehicle body requires that the body have an engine compartment located such that physical part interference is avoided. For example, a vehicle body with an engine compartment in the rear is not compatible with a chassis with an engine in the front.
  • the invention is a self-contained chassis having substantially all ofthe mechanical, electrical, and structural componentry necessary for a fully functional vehicle, including at least an energy conversion system, a suspension and wheels, a steering system, and a braking system.
  • the chassis has a simplified, and preferably standardized, interface with connection components to which bodies of substantially varying design can be attached.
  • X-by-wire technology may be utilized to eliminate mechanical control linkages.
  • Fuel cell technology may also be implemented in the energy conversion system.
  • the invention reduces the amount of time and resources required to design and manufacture new vehicle bodies. Body designs need only conform to the simple attachment interface ofthe chassis, eliminating the need to redesign or reconfigure expensive components. [0010] The invention also allows a multitude of body configurations to share a common chassis, enabling economies of scale for major mechanical, electrical, and structural components.
  • connection components exposed and unobstructed, increase manufacturing efficiency because attachment of a body to the chassis requires only engagement ofthe connection components to respective complementary connection components on a vehicle body.
  • Vehicle owners can increase the functionality of their vehicles at a lower cost than possible with the prior art because a vehicle owner need buy only one chassis upon which to mount a multitude of body styles.
  • FIGURE 1 is a schematic illustration in perspective view of a vehicle rolling platform according to an embodiment ofthe present invention
  • FIGURE 2 is a top view schematic illustration ofthe vehicle rolling platform shown in Figure 1 ;
  • FIGURE 3 is a bottom view schematic illustration ofthe vehicle rolling platform shown in Figures 1 and 2;
  • FIGURE 4 is a schematic illustration in side view of a vehicle body pod and rolling platform attachment scenario according to the present invention that is useful with the embodiment of Figures 1-3;
  • FIGURE 5 is a schematic illustration of a vehicle body pod and rolling platform attachment scenario, wherein body pods of differing configurations are each attachable to identical rolling platforms;
  • FIGURE 6 is a schematic illustration of a steering system for use with the rolling platform and body pod shown in Figure 4;
  • FIGURE 7 is a schematic illustration of an alternative steering system for use in the rolling platform and body pod of Figure 4;
  • FIGURE 8 is a schematic illustration of a braking system for use with the rolling platform and body pod of Figure 4;
  • FIGURE 9 is a schematic illustration of an alternative braking system for use with the rolling platform and body pod of Figure 4.
  • FIGURE 10 is a schematic illustration of an energy conversion system for use with the rolling platform and body pod of Figure 4;
  • FIGURE 11 is a schematic illustration of an alternative energy conversion system for use with the rolling platform and body pod of Figure 4;
  • FIGURE 12 is a schematic illustration of a suspension system for use with the rolling platform of Figures 1-5;
  • FIGURE 13 is a schematic illustration of an alternative suspension system for use with the rolling platform and body pod of Figure 4;
  • FIGURE 14 is a schematic illustration of a chassis computer and chassis sensors for use with the rolling platform and body pod of Figure 4;
  • FIGURE 15 is a schematic illustration of a master control unit with a suspension system, braking system, steering system, and energy conversion system for use with the rolling platform and body pod of Figure 4;
  • FIGURE 16 is a perspective illustration of a skinned rolling platform according to a further embodiment ofthe present invention.
  • FIGURE 17 is a perspective illustration of a skinned rolling platform according to another embodiment ofthe present invention.
  • FIGURE 18 is a side schematic illustration of a rolling platform with an energy conversion system including an internal combustion engine, and gasoline tanks;
  • FIGURE 19 is a side schematic illustration of a rolling platform according to another embodiment ofthe invention, with a mechanical steering linkage and passenger seating attachment couplings;
  • FIGURES 20 and 20a show partial exploded perspective schematic illustrations of a rolling platform according to a further embodiment ofthe invention in an attachment scenario with a body pod, the rolling platform having multiple electrical connectors engageable with complementary electrical connectors in the body pod; and
  • FIGURE 21 is a perspective schematic illustration of a skinned rolling platform according to yet another embodiment ofthe invention, the rolling platform having a movable control input device.
  • a vehicle chassis 10 in accordance with the invention also referred to as the "rolling platform,” includes a structural frame 11.
  • the structural frame 11 depicted in Figure 1 comprises a series of interconnected structural elements including upper and lower side structural elements 12 and 14 that comprise a “sandwich"-like construction.
  • Elements 12 and 14 are substantially rigid tubular (or optionally solid), members that extend longitudinally between the front and rear axle areas 16, 18, and are positioned outboard relative to similar elements 20, 22.
  • the front and rear ends of elements 12, 14 are angled inboard, extending toward elements 20 and 22 and connecting therewith prior to entering the axle areas 16, 18.
  • a number of vertical and angled structural elements extend between elements 12, 14, 20 and 22.
  • the front axle area 16 is defined in and around structural elements 43, 44 at the rear and front, and on the sides by structural elements 46, 48 which may be extensions ofthe elements 20, 22, 30, 32 or connected therewith. Forward ofthe front axle area, a forward space is defined between element 44 and elements 50, 52.
  • the rear axle area 18 is defined in and around structural elements 53, 54 at the front and rear, and on the sides by structural elements 56, 58, which may be extensions ofthe elements 20, 22, 30, 32 or connected therewith.
  • a rearward space is defined between element 54 and elements 60, 62.
  • the rear axle area 18 or the rearward space may be elevated relative to the rest ofthe structural frame 11 if necessary to accommodate an energy conversion system, and the frame may include other elements to surround and protect an energy conversion system.
  • the frame defines a plurality of open spaces between the elements described above.
  • the structural elements may be tubular, aluminum, and welded at their respective connections to other structural elements.
  • the structural frame 11 provides a rigid structure to which an energy conversion system 67, energy storage system 69, suspension system 71 with wheels 73, 75, 77, 79 (each wheel having a tire 80), steering system 81, and braking system 83 are mounted, as shown in Figures 1-3, and is configured to support an attached body 85, as shown in Figure 4.
  • the structural frame 11 can take many different forms, in addition to the cage-like structure ofthe embodiment depicted in Figures 1-3.
  • the structural frame 11 can be a traditional automotive frame having two or more longitudinal structural members spaced a distance apart from each other, with two or more transverse structural members spaced apart from each other and attached to both longitudinal structural members at their ends.
  • a body attachment interface 87 is defined as the sum of all body connection components, i.e., connective elements that function to operably mate a vehicle body to the chassis 10.
  • the body connection components ofthe preferred embodiment include a plurality of load-bearing body-retention couplings 89 mounted with respect to the structural frame 11 and a single electrical connector 91.
  • the load-bearing body-retention couplings 89 are engageable with complementary attachment couplings 93 on a vehicle body 85 and function to physically fasten the vehicle body 85 to the chassis 10.
  • the load-bearing body-retention couplings 89 are preferably releasably engageable with complementary couplings, though non- releasably engageable couplings such as weld flanges or riveting surfaces may be employed within the scope ofthe claimed invention.
  • Ancillary fastening elements may be used as lock downs in conjunction with the load-bearing body-retention couplings.
  • Load-bearing surfaces without locking or fastening features on the chassis 10 may be used with the load-bearing body-retention couplings 89 to support the weight of an attached vehicle body 85.
  • the load-bearing body-retention couplings 89 include support brackets with bolt holes. Rubber mounts (not shown) located on the support brackets dampen vibrations transmitted between the body and the chassis. Alternatively, hard mounts may be employed for body-retention couplings.
  • the electrical connector 91 is engageable with a complementary electrical connector 95 on a vehicle body 85.
  • the electrical connector 91 ofthe preferred embodiment may perform multiple functions, or select combinations thereof.
  • the electrical connector 91 may function as an electrical power connector, i.e., it may be configured to transfer electrical energy generated by components on the chassis 10 to a vehicle body 85 or other non-chassis destination.
  • the electrical connector 91 may function as a control signal receiver, i.e., a device configured to transfer non- mechanical control signals from a non-chassis source to controlled systems including the energy conversion system, steering system, and braking system.
  • the electrical connector 91 may function as a feedback signal conduit through which feedback signals are made available to a vehicle driver.
  • the electrical connector 91 may function as an external programming interface through which software containing algorithms and data may be transmitted for use by controlled systems.
  • the electrical connector may function as an information conduit through which sensor information and other information is made available to a vehicle driver.
  • the electrical connector 91 may thus function as a communications and power "umbilical" port through which all communications between the chassis 10 and an attached vehicle body 85 are transmitted.
  • Electrical connectors include devices configured to operably connect one or more electrical wires with other electrical wires. The wires may be spaced a distance apart to avoid any one wire causing signal interference in another wire operably connected to an electrical connector or for any reason that wires in close proximity may not be desirable.
  • the body attachment interface 87 may include a plurality of electrical connectors 91 engageable with a plurality of complementary electrical connectors 95 on a vehicle body 85, with different connectors performing different functions.
  • a complementary electrical connector 95 performs functions complementary to the function ofthe electrical connector with which it engages, for example, functioning as a control signal transmitter when engaged with a control signal receiver.
  • the energy conversion system 67, energy storage system 69, steering system 81, and braking system 83 are configured and positioned on the chassis 10 to minimize the overall vertical height ofthe chassis 10 and to maintain a substantially horizontal upper chassis face 96.
  • a face of an object is an imaginary surface that follows the contours ofthe object that face, and are directly exposed to, a particular direction.
  • the upper chassis face 96 is an imaginary surface that follows the upwardly facing and exposed contours ofthe chassis frame 11 and systems mounted therein.
  • Matable vehicle bodies have a corresponding lower body face 97 that is an imaginary surface that follows the downwardly facing and exposed contours ofthe body 85, as shown in Figure 4.
  • the structural frame 11 has a thickness defined as the vertical distance between its highest point (the top of structural element 20) and its lowest point (the bottom of structural element 22). In the preferred embodiment, the structural frame thickness is approximately 11 inches.
  • the energy conversion system 67, energy storage system 69, steering system 81, and braking system 83 are distributed throughout the open spaces and are configured, positioned, and mounted to the structural frame 11 such that the highest point of any ofthe energy conversion system 67, energy storage system 69, steering system 81, and braking system 83 does not extend or protrude higher than the highest point ofthe structural frame 11 by an amount more than 50% ofthe structural frame thickness.
  • the highest point of any ofthe energy conversion system 67, energy storage system 69, steering system 81, and braking system 83 does not extend or protrude higher than the top of any ofthe tires 80.
  • the highest point of any ofthe energy conversion system 67, energy storage system 69, steering system 81, and braking system 83 does not extend or protrude higher than the top of any ofthe wheels 73, 75, 77, 79.
  • a tire is not considered part of a wheel.
  • a wheel typically comprises a rim and a wheel disc or nave that connects the rim to a wheel hub, and does not include a mounted tire.
  • a tire is mounted around the periphery of a wheel.
  • the substantially horizontal upper chassis face 96 enables the attached vehicle body 85 to have a passenger area that extends the length ofthe chassis, unlike prior art bodies that have an engine compartment to accommodate a vertically- protruding internal combustion engine. [0044] Most ofthe powertrain load is evenly distributed between the front and rear ofthe chassis so there is a lower center of gravity for the whole vehicle without sacrificing ground clearance, thereby enabling improved handling while resisting rollover forces.
  • the preferred embodiment ofthe rolling platform 10 is configured such that the lower body face 97 of a matable vehicle body 85 is positioned closely adjacent to the upper chassis face 96 for engagement with the rolling platform 10.
  • the body connection components have a predetermined spatial relationship relative to one another, and are sufficiently positioned, exposed, and unobstructed such that when a vehicle body 85 having complementary connection components (complementary attachment couplings 93 and a complementary electrical connector 95) in the same predetermined spatial relationship as the body connection components is sufficiently positioned relative to the upper chassis face 96 of a chassis 10 ofthe invention, the complementary connection components are adjacent to corresponding body connection components and ready for engagement, as depicted in Figure 4.
  • a body connection component having a protective covering is exposed and unobstructed if the protective covering is removable or retractable.
  • Each body connection component has a spatial relationship relative to each ofthe other body connection components that can be expressed, for example, as a vector quantity.
  • Body connection components and complementary connection components have the same predetermined spatial relationship if the vector quantities that describe the spatial relationship between a body connection component and the other body connection components to be engaged also describe the spatial relationship between a corresponding complementary connection component and the other complementary connection components to be engaged.
  • the spatial relationship may be defined as follows: a first body connection component is spaced a distance Ax + By from a reference point; a second body connection component is spaced a distance Cx + Dy from the reference point; a third body connection component is spaced a distance Ex + Fy from the reference point, etc.
  • Corresponding complementary connection components in the same predetermined spatial relationship are spaced in a mirror image relationship in the lower body face, as depicted in Figures 4 and 5.
  • a protective covering (not shown) may be employed to protect any ofthe body connection components.
  • the body connection components and the complementary connection components are preferably adjacent without positional modification when a vehicle body 85 is sufficiently positioned relative to a chassis 10 ofthe invention; however, in the context ofthe present invention, the body connection components may be movable relative to each other within a predetermined spatial relationship to accommodate build tolerances or other assembly issues.
  • an electrical connector may be positioned and operably connected to a signal-carrying cable.
  • the cable may be fixed relative to the structural frame at a point six inches from the electrical connector.
  • the electrical connector will thus be movable within six inches ofthe fixed point on the cable.
  • a body connection component is considered adjacent to a complementary connection component if one or both are movable within a predetermined spatial relationship so as to be in contact with each other.
  • the body-attachment interface ofthe claimed invention enables compatibility between the chassis 10 and different types of bodies 85, 85', 85" having substantially different designs.
  • Bodies 85, 85', 85" having a common base 98 with complementary attachment couplings 93 and complementary electrical connectors 95 in the same predetermined spatial relationship with one another as the predetermined spatial relationship between body connection components on the body- attachment interface 87, are each matable with the chassis 10 by positioning the body 85, 85', 85" relative to the chassis 10 such that each complementary attachment coupling 93 is adjacent to a load-bearing body-retention coupling 89, and the complementary electrical connector 95 is adjacent to the electrical connector 91.
  • all bodies and chassis comply with this common, standardized interface system, thereby enabling a wide array of different body types and styles to be attached to a single chassis design.
  • the substantially horizontal upper chassis face 96 also facilitates compatibility between the rolling platform 10 and a multitude of differently-configured body styles.
  • the common base 98 functions as a body structural unit and forms the lower body face 97 in the preferred embodiment.
  • Figure 5 schematically depicts a sedan 85, a van 85', and a pickup truck 85" each having a common base 98.
  • the body connection components are preferably sufficiently exposed at a chassis face to facilitate attachment to complementary connection components on a matable vehicle body.
  • complementary connection components on a matable vehicle body are sufficiently exposed at a body face to facilitate attachment to body connection components on a vehicle chassis.
  • the body connection components are located at or above the upper chassis face for engagement with complementary connection components located at or below a lower body face.
  • connection device to engage or operably connect a body connection component with a distant complementary connection component, in the situation where a vehicle body does not have complementary connection components in the same predetermined spatial relationship as the body connection components on a vehicle chassis.
  • a cable having two connectors, one connector engageable with the electrical connector on a body attachment interface and the other connector engageable with a complementary connector on a matable vehicle body, may be used to operably connect the electrical connector and the complementary connector.
  • a chassis may have more body connection components than are actually mated with a vehicle body.
  • a chassis may have ten load-bearing body-retention couplings, and be matable with a body that engages only five ofthe ten load-bearing body-retention couplings.
  • Such an arrangement is particularly useful when an attachable body is of a different size than the chassis.
  • a matable body may be smaller than a chassis.
  • a body may be modular such that separate body components are independently connected to the vehicle chassis by the load-bearing body-retention couplings.
  • a body may have more complementary connection components than are engageable with the body connection components of a particular chassis. Such an arrangement may be employed to enable a particular body to be matable to multiple chassis each having a different predetermined spatial relationship among its body connection components.
  • the body-attachment interface 87 is characterized by the absence of any mechanical control signal-transmission linkages and any couplings for attaching mechanical control signal-transmission linkages. Mechanical control linkages, such as steering columns, limit the compatibility between a chassis and bodies of different configurations.
  • the steering system 81 is housed in the front axle area 16 and is operably connected to the front wheels 73, 75.
  • the steering system 81 is responsive to non-mechanical control signals.
  • the steering system 81 is by- wire.
  • a by- wire system is characterized by control signal transmission in electrical form.
  • "by-wire" systems, or systems that are controllable “by-wire” include systems configured to receive control signals in electronic form via a control signal receiver on the body attachment interface 87, and respond in conformity to the electronic control signals.
  • the by-wire steering system 81 ofthe preferred embodiment includes a steering control unit 98, and a steering actuator 99.
  • Sensors 100 are located on the chassis 10 and transmit sensor signals 101 carrying information concerning the state or condition ofthe chassis 10 and its component systems.
  • the sensors 100 may include position sensors, velocity sensors, acceleration sensors, pressure sensors, force and torque sensors, flow meters, temperature sensors, etc.
  • the steering control unit 98 receives and processes sensor signals 101 from the sensors 100 and electrical steering control signals 102 from the electrical connector 91, and generates steering actuator control signals 103 according to a stored algorithm.
  • a control unit typically includes a microprocessor, ROM and RAM and appropriate input and output circuits of a known type for receiving the various input signals and for outputting the various control commands to the actuators.
  • Sensor signals 101 may include yaw rate, lateral acceleration, angular wheel velocity, tie-rod force, steering angle, chassis velocity, etc.
  • the steering actuator 99 is operably connected to the front wheels 73, 75 and configured to adjust the steering angle ofthe front wheels 73, 75 in response to the steering actuator control signals 103.
  • Actuators in a by- wire system transform electronic control signals into a mechanical action or otherwise influence a system's behavior in response to the electronic control signals.
  • Examples of actuators that may be used in a by- wire system include electromechanical actuators such as electric servomotors, translational and rotational solenoids, magnetorheological actuators, electrohydraulic actuators, and electrorheological actuators. Those skilled in the art will recognize and understand mechanisms by which the steering angle is adjusted.
  • the steering actuator 99 is an electric drive motor configured to adjust a mechanical steering rack.
  • the preferred embodiment ofthe chassis 10 is configured such that it is steerable by any source of compatible electrical steering control signals 102 connected to the electrical connector 91.
  • Figure 6 depicts a steering transducer 104 located on an attached vehicle body 85 and connected to a complementary electrical connector 95.
  • Transducers convert the mechanical control signals of a vehicle driver to non-mechanical control signals. When used with a by-wire system, transducers convert the mechanical control signals to electrical control signals usable by the by-wire system.
  • a vehicle driver inputs control signals in mechanical form by turning a wheel, depressing a pedal, pressing a button, or the like.
  • Transducers utilize sensors, typically position and force sensors, to convert the mechanical input to an electrical signal. In the preferred embodiment, a +/-20 degree slide mechanism is used for driver input, and an optical encoder is used to read input rotation.
  • the complementary electrical connector 95 is coupled with the electrical connector 91 ofthe body attachment interface 87.
  • the steering transducer 104 converts vehicle driver- initiated mechanical steering control signals 105 to electrical steering control signals 102 which are transmitted via the electrical connector 91 to the steering control unit 98.
  • the steering control unit 98 generates steering feedback signals 106 for use by a vehicle driver and transmits the steering feedback signals 106 through the electrical connector 91.
  • Some ofthe sensors 100 monitor linear distance movement ofthe steering rack and vehicle speed. This information is processed by the steering control unit 98 according to a stored algorithm to generate the steering feedback signals 106.
  • a torque control motor operably connected to the slide mechanism receives the steering feedback signals 106 and is driven in the opposite direction ofthe driver's mechanical input.
  • a "by-wire” system may be an actuator connected directly to an electrical connector in the body attachment interface.
  • An alternative by-wire steering system 81 ' within the scope ofthe claimed invention is depicted schematically in Figure 7, wherein like reference numbers refer to like components from Figure 6.
  • a steering actuator 99 configured to adjust the steering angle ofthe front wheels 73, 75 is connected directly to the electrical connector 91.
  • a steering control unit 98' and a steering transducer 104 may be located in an attached vehicle body 85. The steering transducer 104 would transmit electrical steering control signals 102 to the steering control unit 98', and the steering control unit 98' would transmit steering actuator control signals 103 to the steering actuator 99 via the electrical connector 91.
  • Sensors 100 positioned on the chassis 10 transmit sensor signals 101 to the steering control unit 98' via the electrical connector 91 and the complementary electrical connector 95.
  • the steer-by-wire system described in U.S. Patent No. 6,176,341 includes a position sensor for sensing angular position of a road wheel, a hand-operated steering wheel for controlling direction ofthe road wheel, a steering wheel sensor for sensing position ofthe steering wheel, a steering wheel actuator for actuating the hand-operated steering wheel, and a steering control unit for receiving the sensed steering wheel position and the sensed road wheel position and calculating actuator control signals, preferably including a road wheel actuator control signal and a steering wheel actuator control signal, as a function ofthe difference between the sensed road wheel position and the steering wheel position.
  • the steering control unit commands the road wheel actuator to provide controlled steering ofthe road wheel in response to the road wheel actuator control signal.
  • the steering control unit further commands the steering wheel actuator to provide feedback force actuation to the hand-operated steering wheel in response to the steering wheel control signal.
  • the road wheel actuator control signal and steering wheel actuator control signal are preferably scaled to compensate for difference in gear ratio between the steering wheel and the road wheel.
  • the road wheel actuator control signal and steering wheel actuator control signal may each have a gain set so that the road wheel control actuator signal commands greater force actuation to the road wheel than the feedback force applied to the steering wheel.
  • the steer-by-wire system described in U.S. Patent No. 6,176,341 preferably implements two position control loops, one for the road wheel and one for the hand wheel.
  • the position feedback from the steering wheel becomes a position command input for the road wheel control loop and the position feedback from the road wheel becomes a position command input for the steering wheel control loop.
  • a road wheel error signal is calculated as the difference between the road wheel command input (steering wheel position feedback) and the road wheel position. Actuation ofthe road wheel is commanded in response to the road wheel error signal to provide controlled steering ofthe road wheel.
  • a steering wheel error signal is calculated as the difference between the steering wheel position command (road wheel position feedback) and the steering wheel position.
  • the hand-operated steering wheel is actuated in response to the steering wheel error signal to provide force feedback to the hand-operated steering wheel.
  • the steering control unit ofthe '341 system could be configured as a single processor or multiple processors and may include a general-purpose microprocessor-based controller, that may include a commercially available off-the-shelf controller.
  • a controller is Model No. 87C196CA microcontroller manufactured and made available from Intel Corporation of Delaware.
  • the steering control unit preferably includes a processor and memory for storing and processing software algorithms, has a clock speed of 16 MHz, two optical encoder interfaces to read position feedbacks from each ofthe actuator motors, a pulse width modulation output for each motor driver, and a 5-volt regulator.
  • U.S. Patent No. 6,370,460 describes a steer-by-wire control system comprising a road wheel unit and a steering wheel unit that operate together to provide steering control for the vehicle operator.
  • a steering control unit may be employed to support performing the desired signal processing. Signals from sensors in the road wheel unit, steering wheel unit, and vehicle speed are used to calculate road wheel actuator control signals to control the direction ofthe vehicle and steering wheel torque commands to provide tactile feedback to the vehicle operator.
  • An Ackerman correction may be employed to adjust the left and right road wheel angles correcting for errors in the steering geometry to ensure that the wheels will track about a common turn center.
  • a braking system 83 is mounted to the structural frame 11 and is operably connected to the wheels 73, 75, 77, 79.
  • the braking system is configured to be responsive to non-mechanical control signals.
  • the braking system 83 is by-wire, as depicted schematically in Figure 8, wherein like reference numbers refer to like components from Figures 6 and 7.
  • Sensors 100 transmit sensor signals 101 carrying information concerning the state or condition of the chassis 10 and its component systems to a braking control unit 107.
  • the braking control unit 107 is connected to the electrical connector 91 and is configured to receive electrical braking control signals 108 via the electrical connector 91.
  • the braking control unit 107 processes the sensor signals 101 and the electrical braking control signals 108 and generates braking actuator control signals 109 according to a stored algorithm. The braking control unit 107 then transmits the braking actuator control signals 109 to braking actuators 110, 111, 112, 113 which act to reduce the angular velocity ofthe wheels 73, 75, 77, 79. Those skilled in the art will recognize the manner in which the braking actuators 110, 111, 112, 113 act on the wheels 73, 75, 77, 79. Typically, actuators cause contact between friction elements, such as pads and disc rotors. Optionally, an electric motor may function as a braking actuator in a regenerative braking system. [0067] The braking control unit 107 may also generate braking feedback signals
  • the braking actuators 110, 111, 112, 113 apply force through a caliper to a rotor at each wheel. Some ofthe sensors 100 measure the applied force on each caliper. The braking control unit 107 uses this information to ensure synchronous force application to each rotor.
  • the preferred embodiment ofthe chassis 10 is configured such that the braking system is responsive to any source of compatible electrical braking control signals 108.
  • a braking transducer 115 may be located on an attached vehicle body 85 and connected to a complementary electrical connector 95 coupled with the electrical connector 91.
  • the braking transducer 115 converts vehicle driver-initiated mechanical braking control signals 116 into electrical form and transmits the electrical braking control signals 106 to the braking control unit via the electrical connector 91.
  • the braking transducer 115 includes two hand-grip type assemblies.
  • the braking transducer 115 includes sensors that measure both the rate of applied pressure and the amount of applied pressure to the hand-grip assemblies, thereby converting mechanical braking control signals 116 to electrical braking control signals 108.
  • the braking control unit 107 processes both the rate and amount of applied pressure to provide both normal and panic stopping.
  • FIG. 9 An alternative brake-by- wire system 83' within the scope ofthe claimed invention is depicted in Figure 9, wherein like reference numbers refer to like components from Figures 6-8.
  • the braking actuators 110, 111, 112, 113 and sensors 100 are connected directly to the electrical connector 91.
  • a braking control unit 107' may be located in an attached vehicle body 85.
  • a braking transducer 115 transmits electrical braking control signals 108 to the braking control unit 107', and the braking control unit 107' transmits braking actuator signals 109 to the braking actuators 110, 111, 112, 113 via the electrical connector 91.
  • the system described in U.S. Patent No. 5,366,281 includes an input device for receiving mechanical braking control signals, a brake actuator and a control unit coupled to the input device and the brake actuator.
  • the control unit receives brake commands, or electrical braking control signals, from the input device and provides actuator commands, or braking actuator control signals, to control current and voltage to the brake actuator.
  • a brake command is first received from the input device
  • the control unit outputs, for a first predetermined time period, a brake torque command to the brake actuator commanding maximum current to the actuator.
  • the control unit outputs, for a second predetermined time period, a brake torque command to the brake actuator commanding voltage to the actuator responsive to the brake command and a first gain factor.
  • control unit After the second predetermined time period, the control unit outputs the brake torque command to the brake actuator commanding current to the actuator responsive to the brake command and a second gain factor, wherein the first gain factor is greater than the second gain factor and wherein brake initialization is responsive to the brake input.
  • U.S. Patent No. 6,390,565 describes a brake-by-wire system that provides the capability of both travel and force sensors in a braking transducer connected to a brake apply input member such as a brake pedal and also provides redundancy in sensors by providing the signal from a sensor responsive to travel or position ofthe brake apply input member to a first control unit and the signal from a sensor responsive to force applied to a brake apply input member to a second control unit.
  • the first and second control units are connected by a bi-directional communication link whereby each controller may communicate its received one ofthe sensor signals to the other control unit.
  • linearized versions ofthe signals are combined for the generation of first and second brake apply command signals for communication to braking actuators.
  • the energy storage system 69 stores energy that is used to propel the chassis 10. For most applications, the stored energy will be in chemical form. Examples of energy storage systems 69 include fuel tanks and electric batteries. In the embodiment shown in Figure 1, the energy storage system 69 includes two compressed gas cylinder storage tanks 121 (5,000 psi, or 350 bars) mounted within the mid-chassis space 41 and configured to store compressed hydrogen gas. Employing more than two compressed gas cylinder storage tanks may be desirable to provide greater hydrogen storage capacity. Instead of compressed gas cylinder storage tanks 121, an alternate form of hydrogen storage may be employed such as metal or chemical hydrides. Hydrogen generation or reforming may also be used.
  • the energy conversion system 67 converts the energy stored by the energy storage system 69 to mechanical energy that propels the chassis 10.
  • the energy conversion system 67 includes a fuel cell stack 125 located in the rear axle area 18, and an electric traction motor 127 located in the front axle area 16.
  • the fuel cell stack 125 produces a continuously available power of 94 kilowatts.
  • Fuel cell systems for vehicular use are described in U.S. Patent Nos. 6,195,999, issued March 6, 2001 to General Motors Corporation; 6,223,843, issued May 1, 2001 to General Motors Corporation; 6,321,145, issued November 20, 2001 to Delphi Technologies, Inc.; and 6,394,207, issued May 28, 2002 to General Motors Corporation.
  • the fuel cell stack 125 is operably cormected to the compressed gas cylinder storage tanks 121 and to the traction motor 127.
  • the fuel cell stack 125 converts chemical energy in the form of hydrogen from the compressed gas cylinder storage tanks 121 into electrical energy, and the traction motor 127 converts the electrical energy to mechanical energy, and applies the mechanical energy to rotate the front wheels 73, 75.
  • the fuel cell stack 125 and traction motor 127 are switched between the front axle area 16 and rear axle area 18.
  • the energy conversion system includes an electric battery (not shown) in hybrid combination with the fuel cell to improve chassis acceleration.
  • Other areas provided between the structural elements are useful for housing other mechanisms and systems for providing the functions typical of an automobile as shown in Figures 2 and 3.
  • the energy conversion system 67 is configured to respond to non- mechanical control signals.
  • the energy conversion system 67 ofthe preferred embodiment is controllable by- wire, as depicted in Figure 10.
  • An energy conversion system control unit 128 is connected to the electrical connector 91 from which it receives electrical energy conversion system control signals 129, and sensors 100 from which it receives sensor signals 101 carrying information about various chassis conditions.
  • the information conveyed by the sensor signals 101 to the energy conversion system control unit 128 includes chassis velocity, electrical current applied, rate of acceleration ofthe chassis, and motor shaft speed to ensure smooth launches and controlled acceleration.
  • the energy conversion system control unit 128 is connected to an energy conversion system actuator 130, and transmits energy conversion system actuator control signals 131 to the energy conversion system actuator 130 in response to the electrical energy conversion system control signals 129 and sensor signals 101 according to a stored algorithm.
  • the energy conversion system actuator 130 acts on the fuel cell stack 125 or traction motor 127 to adjust energy output.
  • a solenoid may alternately open and close a valve that regulates hydrogen flow to the fuel cell stack.
  • a compressor that supplies oxygen (from air) to the fuel cell stack may function as an actuator, varying the amount of oxygen supplied to the fuel cell stack in response to signals from the energy conversion system control unit.
  • An energy conversion system transducer 132 may be located on a vehicle body 85 and connected to a complementary electrical connector 95 engaged with the electrical connector 91.
  • the energy conversion system transducer 132 is configured to convert mechanical energy conversion system control signals 133 to electrical energy conversion system control signals 129.
  • wheel motors 135, also known as wheel hub motors are positioned at each ofthe four wheels 73, 75, 77, 79.
  • wheel motors 135 may be provided at only the front wheels 73, 75 or only the rear wheels 77, 79. The use of wheel motors 135 reduces the height of the chassis 10 compared to the use of traction motors, and therefore may be desirable for certain uses.
  • a conventional heat exchanger 137 and electric fan system 139 operably connected to the fuel cell stack 125 to circulate coolant for waste heat rejection, is carried in an opening that exists between the rear axle area 18 and the structural elements 54, 60.
  • the heat exchanger 137 is set at an inclined angle to reduce its vertical profile, but to provide adequate heat rejection it also extends slightly above the top of elements 12, 26 (as seen in Figure 4).
  • the fuel cell stack 125, heat exchanger 137 and electric fan system 139 extend above the structural elements, their protrusion into the body pod space is relatively minor when compared to the engine compartment requirements of a conventionally designed automobile, especially when the chassis height ofthe preferred embodiment is approximately a mere 15 inches (28 centimeters).
  • the heat exchanger 137 is packaged completely within the chassis' structure with airflow routed through channels (not shown).
  • the suspension system 71 is mounted to the structural frame 11 and is connected to four wheels 73, 75, 77, 79. Those skilled in the art will understand the operation of a suspension system, and recognize that a multitude of suspension system types may be used within the scope ofthe claimed invention.
  • the suspension system 71 ofthe preferred embodiment ofthe invention is electronically controlled, as depicted schematically in Figure 12. [0081] Referring to Figure 12, the behavior ofthe electronically controlled suspension system 71 in response to any given road input is determined by a suspension control unit 141.
  • Sensors 100 located on the chassis 10 monitor various conditions such as vehicle speed, angular wheel velocity, and wheel position relative to the chassis 10.
  • the sensors 100 transmit the sensor signals 101 to the suspension control unit 141.
  • the suspension control unit 141 processes the sensor signals 101 and generates suspension actuator control signals 142 according to a stored algorithm.
  • the suspension control unit 141 transmits the suspension actuator control signals 142 to four suspension actuators 143, 144, 145, 146.
  • Each suspension actuator 143, 144, 145, 146 is operably connected to a wheel 73, 75, 77, 79 and determines, in whole or in part, the position ofthe wheel 73, 75, 77, 79 relative to the chassis 10.
  • the suspension actuators ofthe preferred embodiment are variable-force, real time, controllable dampers.
  • the suspension system 71 ofthe preferred embodiment is also configured such that chassis ride height is adjustable. Separate actuators may be used to vary the chassis ride height.
  • the suspension control unit 141 is programmable and connected to the electrical connector 91 ofthe body-attachment interface 87. A vehicle user is thus able to alter suspension system 71 characteristics by reprogramming the suspension control unit 141 with suspension system software 147 via the electrical connector 91.
  • electronically-controlled suspension systems include suspension systems without a suspension control unit located on the chassis 10.
  • suspension actuators 143, 144, 145, 146 and suspension sensors 100 are connected directly to the electrical connector 91.
  • a suspension control unit 141 ' located on an attached vehicle body 85 can process sensor signals 101 transmitted through the electrical connector 91, and transmit suspension actuator control signals 142 to the suspension actuators 143, 144, 145, 146 via the electrical connector 91.
  • Examples of electronically controlled suspension systems are described in
  • U.S. Patent No. 6,397,134 describes an electronically controlled suspension system that provides improved suspension control through steering crossover events.
  • the system senses a vehicle lateral acceleration and a vehicle steering angle and stores, for each direction of sensed vehicle lateral acceleration, first and second sets of enhanced suspension actuator control signals for the suspension actuators ofthe vehicle. Responsive to the sensed vehicle lateral acceleration and sensed vehicle steering angle, the system applies the first set of enhanced actuator control signals to the suspension actuators if the sensed steering angle is in the same direction as the sensed lateral acceleration and alternatively applies the second set of enhanced actuator control signals to the suspension actuators if the sensed steering angle is in the opposite direction as the sensed lateral acceleration.
  • U.S. Patent No. 5,606,503 describes a suspension control system for use in a vehicle including a suspended vehicle body, four un-suspended vehicle wheels, four variable force actuators mounted between the vehicle body and wheels, one ofthe variable force actuators at each corner ofthe vehicle, and a set of sensors providing sensor signals indicative of motion ofthe vehicle body, motion ofthe vehicle wheels, a vehicle speed and an ambient temperature.
  • the suspension control system comprises a microcomputer control unit including: means for receiving the sensor signals; means, responsive to the sensor signals, for determining an actuator demand force for each actuator; means, responsive to the vehicle speed, for determining a first signal indicative of a first command maximum; means, responsive to the ambient temperature, for determining a second signal indicative of a second command maximum; and means for constraining the actuator demand force so that it is no greater than a lesser ofthe first and second command maximums.
  • Electrically conductive wires (not shown) are used in the preferred embodiment to transfer signals between the chassis 10 and an attached body 85, and between transducers, control units, and actuators.
  • non-mechanical means of sending and receiving signals between a body and a chassis, and between transducers, control units, and actuators may be employed and fall within the scope ofthe claimed invention.
  • Other non-mechanical means of sending and receiving signals include radio waves and fiber optics.
  • the by-wire systems are networked in the preferred embodiment, in part to reduce the quantity of dedicated wires connected to the electrical connector 91.
  • Those skilled in the art will recognize various networking devices and protocols that may be used within the scope ofthe claimed invention, such as SAE J1850 and CAN ("Controller Area Network").
  • a TTP Time Triggered Protocol
  • TTP Time Triggered Protocol
  • Some ofthe information collected by the sensors 100 such as chassis velocity, fuel level, and system temperature and pressure, is useful to a vehicle driver for operating the chassis and detecting system malfunctions. As shown in Figure 14, the sensors 100 are connected to the electrical connector 91 through a chassis computer 153.
  • Sensor signals 101 carrying information are transmitted from the sensors 100 to the chassis computer 153, which processes the sensor signals 101 according to a stored algorithm.
  • the chassis computer 153 transmits the sensor signals 101 to the electrical connector 91 when, according to the stored algorithm, the sensor information is useful to the vehicle driver.
  • a sensor signal 101 carrying temperature information is transmitted to the electrical connector 91 by the chassis computer 153 when the operating temperature ofthe chassis 10 is unacceptably high.
  • a driver-readable information interface 155 may be attached to a complementary electrical connector 95 coupled with the electrical connector 91 and display the information contained in the sensor signals 101.
  • Driver-readable information interfaces include, but are not limited to, gauges, meters, LED displays, and LCD displays.
  • the chassis may also contain communications systems, such as antennas and telematics systems, that are operably connected to an electrical connector in the body-attachment interface and configured to transmit information to an attached vehicle body.
  • One control unit may serve multiple functions. For example, as shown in
  • a master control unit 159 functions as the steering control unit, braking control unit, suspension control unit, and energy conversion system control unit.
  • the energy conversion system 67 is configured to transmit electrical energy 160 to the electrical connector 91 to provide electric power for systems located on an attached vehicle body, such as power windows, power locks, entertainment systems, heating, ventilating, and air conditioning systems, etc.
  • the energy storage system 69 includes a battery
  • the battery may be connected to the electrical connector 91.
  • the energy conversion system 67 includes a fuel cell stack that generates electrical energy and is connected to the electrical connector 91.
  • FIG 16 shows a chassis 10 with rigid covering, or "skin,” 161 and an electrical connector or coupling 91 that functions as an umbilical port.
  • the rigid covering 161 may be configured to function as a vehicle floor, which is useful if an attached vehicle body 85 does not have a lower surface.
  • a similarly equipped chassis 10 is shown with an optional vertical fuel cell stack 125.
  • the vertical fuel cell stack 125 protrudes significantly into the body pod space which is acceptable for some applications.
  • the chassis 10 also includes a manual parking brake interface 162 that may be necessary for certain applications and therefore is also optionally used with other embodiments.
  • Figure 18 depicts an embodiment ofthe invention that may be advantageous in some circumstances.
  • the energy conversion system 67 includes an internal combustion engine 167 with horizontally-opposed cylinders, and a transmission 169.
  • the energy storage system 69 includes a gasoline tank 171.
  • Figure 19 depicts an embodiment ofthe invention wherein the steering system 81 has mechanical control linkages including a steering column 173. Passenger seating attachment couplings 175 are present on the body attachment interface 87, allowing the attachment of passenger seating assemblies to the chassis 10.
  • Figures 20 and 20a depict a chassis 10 within the scope ofthe invention and a body 85 each having multiple electrical connectors 91 and multiple complementary electrical connectors 95, respectively.
  • a first electrical connector 91 may be operably connected to the steering system and function as a control signal receiver.
  • a second electrical connector 91 may be operably connected to the braking system and function as a control signal receiver.
  • a third electrical connector 91 may be operably connected to the energy conversion system and function as a control signal receiver.
  • a fourth electrical connector 91 may be operably connected to the energy conversion system and function as an electrical power connector.
  • Four multiple wire in-line connectors and complementary connectors are used in the embodiment shown in Figures 20 and 20a.
  • Figure 20a depicts an assembly process for attaching corresponding connectors 91, 95.
  • the chassis 10 has a rigid covering 161 and a plurality of passenger seating attachment couplings 175.
  • FIG. 21 The embodiment depicted in Figure 21 enables bodies of varying designs and configurations to mate with a common chassis design.
  • a vehicle body without a lower surface but having complementary attachment couplings is matable to the chassis 10 at the load-bearing body retention couplings 89.
  • Passenger seating assemblies may be attached at passenger seating attachment couplings 175.

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Abstract

La présente invention concerne un châssis (10) de véhicule comprenant sensiblement l'intégralité des éléments constitutifs mécaniques, électriques et structurels nécessaires pour former un véhicule totalement fonctionnel comprenant au moins un système (67) de conversion de l'énergie, un système de direction (81) et un système de freinage (83). Le châssis (10) est configuré pour pouvoir être couplé à une pluralité de types ou de styles de carrosseries (85) de véhicule. Les câbles de commande mécaniques de l'art antérieur prévus entre un conducteur et les systèmes commandés sont remplacés par des éléments (91) de transmission de signaux de commande non mécaniques. Dans cette invention, une technologie d'éléments à carburant est également mise en oeuvre.
PCT/US2002/026175 2001-08-23 2002-08-16 Chassis de vehicule comprenant des systemes reagissant a des signaux de commande non mecaniques WO2003018359A2 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE10297133T DE10297133B4 (de) 2001-08-23 2002-08-16 Fahrgestell eines Fahrzeugs mit Systemen, die auf nicht-mechanische Steuersignale ansprechen
AU2002332563A AU2002332563A1 (en) 2001-08-23 2002-08-16 Vehicle chassis having systems responsive to non-mechanical control signals
JP2003522844A JP4188827B2 (ja) 2001-08-23 2002-08-16 非機械的制御信号に応答するシステムを有する車両シャシ

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US31450101P 2001-08-23 2001-08-23
US60/314,501 2001-08-23
US33799401P 2001-12-07 2001-12-07
US60/337,994 2001-12-07
US10/205,479 2002-07-25
US10/205,485 2002-07-25
US10/205,479 US6889785B2 (en) 2001-08-23 2002-07-25 Vehicle chassis having systems responsive to non-mechanical control signals
US10/205,485 US20030037970A1 (en) 2001-08-23 2002-07-25 Vehicle chassis having systems responsive to non-mechanical control signals
US10/205,483 2002-07-25
US10/205,483 US6712164B2 (en) 2001-08-23 2002-07-25 Vehicle having systems responsive to non-mechanical control signals

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WO2003018359A3 WO2003018359A3 (fr) 2003-10-30

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ES2401188R1 (es) * 2010-12-29 2013-06-24 Seat Sa Sistema para generar energia electrica en un automovil.
EP2818349A4 (fr) * 2012-02-22 2015-12-02 Ntn Toyo Bearing Co Ltd Voiture électrique
CN109533016A (zh) * 2018-12-31 2019-03-29 江苏金陵智造研究院有限公司 一种用于室外无人送货的电动车底盘
EP3521143A1 (fr) * 2018-02-02 2019-08-07 Emm! solutions GmbH Module de conduite intelligent, châssis de véhicule et véhicule
US11161402B2 (en) 2019-05-20 2021-11-02 Canoo Technologies Inc. Electric vehicle platform
US11251494B2 (en) 2019-09-20 2022-02-15 Canoo Technologies Inc. Electric vehicle battery enclosure
US11318995B2 (en) 2019-07-02 2022-05-03 Canoo Technologies Inc. Impact features
CN115366990A (zh) * 2022-08-05 2022-11-22 湖北汽车工业学院科技园有限公司 一种满足智能汽车不同配置的线控底盘
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