CN100379612C - Vehicle chassis having systems responsive to non-mechanical control signals - Google Patents

Abstract

A vehicle chassis (10) comprising substantially all mechanical, electrical and structural components necessary for a fully functioning vehicle, including at least an energy conversion system (67), a steering system (81) and a braking system (83). The chassis (10) is configured to fit a variety of different types or styles of bodywork. A non-mechanical control signal transmission component is used to replace the mechanical control connection mechanism between the driver and the controlled system in various prior art. Fuel cell technology (125) may also be implemented.

Description

Vehicle chassis having systems responsive to non-mechanical control signals

Cross References to Related Applications

This application claims the benefit of US Provisional Patent Application 60/314501, filed August 23, 2001, and US Provisional Patent Application 60/337994, filed December 7, 2001.

technical field

The present invention relates to vehicle chassis and bodywork.

Background of the invention

Mobility, the ability to move from one location to another, or to move rapidly from one state to another, has been an ultimate human goal throughout recorded history. The automobile has done more to help people achieve this goal than any other invention. Since their birth, societies across the globe have undergone a degree of change in their lifestyles that is directly related to the percentage of the population that owns a motor vehicle.

Prior art automobiles and light trucks include bodies whose function is to accommodate and protect passengers and their belongings. The body is connected to numerous mechanical, electrical and structural components that combine with the body to create a fully functional vehicle. The nature of the connections between body and vehicle components in the prior art can lead to certain inefficiencies in the design, manufacture and use of vehicles. Three characteristics of prior art body connections that clearly contribute to these inefficiencies are: the number of connections; the mechanical nature of the many connections; and the location of the connections on the body and components.

In the prior art, there are many connections between the body and components. Every connection involves at least one assembly process when assembling a vehicle; therefore, it is desirable to reduce the number of connections to improve assembly efficiency. Connections between prior art bodywork and prior art vehicle components include: a plurality of load-bearing connectors, such as bolts and brackets, for physically fastening the bodywork to other components; used to send electrical energy from power-generating components to the body and send data from sensors that can monitor the status of the components; mechanical control linkages such as steering columns, throttle cables, and transmission selectors; and ductwork and hoses that transfer fluid Air such as heating and cooling is delivered from the HVAC unit into the vehicle body for the comfort of the occupants.

Many connections in the prior art, especially those used to send control signals, are mechanical connection mechanisms. For example, to control the direction of the vehicle, the driver sends control signals to the steering system via the steering column. Mechanical linkages lead to inefficiencies, in part because different driver positions in different vehicles require different sizes and packaging of the mechanical linkages. As a result, new or different bodies often cannot use off-the-shelf components and connections. Components used in one body construction are often not compatible for use in other body constructions. Furthermore, if the manufacturer changes the design of the body, the design of the mechanical linkage and the components connected to it need to be changed. Such design changes in linkages and components require improved tooling for producing linkages and components.

The location of these connections on prior art bodies and components also leads to inefficiencies. In prior art body-frame systems, the connection locations on the body are usually not exposed on the outer surface of the body and are remote from the corresponding connections on the component; therefore, long connectors such as harnesses and cables must be removed from the component Pass through the body. The body of a fully assembled prior art vehicle is entangled with components and connectors, making it difficult and labor-intensive, if not impossible, to separate the body from its components. The use of long connectors increases the number of assembly operations required to connect the vehicle to its components.

Furthermore, prior art vehicles typically have an internal combustion engine which has a substantial proportion of the overall vehicle height. Accordingly, prior art bodies are designed with an engine compartment which occupies the front (and sometimes rear) third of the body length. Compatibility between the engine and the body requires that the engine be installed in the engine compartment of the body without physical interference of parts. Furthermore, compatibility between a prior art chassis and body with an internal combustion engine requires that the body have an engine compartment arranged to avoid interference of physical parts. For example, a body with an engine compartment at the rear is not compatible with a chassis with an engine at the front.

Summary of the invention

The present invention is a self-contained chassis with substantially all mechanical, electrical and structural components necessary for a fully functioning vehicle, including at least the energy conversion system, suspension and wheels, steering system and braking system. The chassis has a simplified and preferably standardized interface with connecting parts that can be used for connection to bodies of significantly different designs. By-wire techniques can be utilized to eliminate mechanically controlled connections. Fuel cell technology can also be implemented in the energy conversion system.

The invention reduces the time and resources required to design and manufacture new car bodies. The body design only needs to be consistent with the chassis' simple connection interface, eliminating the need to redesign or modify costly components.

The invention also allows multiple body configurations to share a common chassis, enabling economical use of key mechanical, electrical and structural components.

Exposed and unobstructed connecting components increase manufacturing efficiency because joining the body to the chassis requires only engaging the connecting components with their respective complementary connecting components on the body.

Vehicle owners can increase the functionality of their vehicles at a lower cost than prior art because the vehicle owner only needs to purchase one chassis on which to mount a large number of different styles of bodywork.

The above and other objects, features and advantages of the present invention will become readily apparent from the following detailed description of the best mode for carrying out the invention, taken in conjunction with the accompanying drawings.

Brief introduction to the drawings

Figure 1 is a schematic perspective view of a vehicle rolling platform (rolling platform) according to one embodiment of the present invention;

Figure 2 is a schematic top view of the rolling platform of the vehicle shown in Figure 1;

Figure 3 is a schematic bottom view of the rolling platform of the vehicle shown in Figures 1 and 2;

Fig. 4 is a schematic side view of the connection of the car body pod and the rolling platform according to the present invention that can be used in the embodiment shown in Figs. 1-3;

Fig. 5 is a schematic illustration of the connection of the body pod and the rolling platform, wherein the body pods of different configurations are all connected to the same rolling platform;

Figure 6 is a schematic illustration of a steering system for the rolling platform and body pod shown in Figure 4;

Figure 7 is a schematic illustration of another steering system for the rolling platform and body pod shown in Figure 4;

Figure 8 is a schematic illustration of a braking system for the rolling platform and body pod shown in Figure 4;

Figure 9 is a schematic illustration of another braking system for the rolling platform and body pod shown in Figure 4;

Figure 10 is a schematic illustration of an energy conversion system for the rolling platform and body pod shown in Figure 4;

Figure 11 is a schematic illustration of another energy conversion system for the rolling platform and body pod shown in Figure 4;

Figure 12 is a schematic illustration of a suspension system for the rolling platform shown in Figures 1-5;

Figure 13 is a schematic illustration of another suspension system for the rolling platform and body pod shown in Figure 4;

14 is a schematic illustration of a chassis computer and chassis sensors for the rolling platform and body pod shown in FIG. 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 the rolling platform and body pod shown in Figure 4;

FIG. 16 is a perspective view of a rolling platform with the housing removed according to another embodiment of the present invention;

FIG. 17 is a perspective view of a rolling platform with the housing removed according to another embodiment of the present invention;

Figure 18 is a schematic side view of a rolling platform with an energy conversion system including an internal combustion engine and a fuel tank;

19 is a schematic side view of a rolling platform having a mechanical steering linkage and passenger seat linkage according to another embodiment of the present invention;

Figures 20 and 20a show a partially exploded perspective view of a rolling platform connected to a body pod having a plurality of electrical contacts that engage complementary electrical connectors in the body pod according to another embodiment of the present invention. plugins; and

FIG. 21 is a schematic perspective view of a rolling platform with a moveable control input device according to another embodiment of the present invention with the housing removed.

Detailed introduction of the preferred embodiment

Referring to FIG. 1 , a vehicle chassis 10 according to the invention, also referred to as a “rolling platform”, comprises a structural frame 11 . The structural frame 11 shown in Figure 1 comprises a set of interconnected members including an upper side member 12 and a lower side member 14 forming a "sandwich" structure. Members 12 and 14 are substantially rigid tubular members (or solid members) that extend longitudinally between front axle region 16 and rear axle region 18 and are outboard relative to similar members 20 , 22 . The front and rear ends of the members 12 , 14 are curved inwardly, extending toward the members 20 and 22 and joining the members 20 and 22 before entering the shaft regions 16 , 18 . Between the members 12, 14, 20 and 22 there are a number of vertical and inclined members extending for added strength and rigidity. Similar to members 12 , 14 , 20 and 22 extending along the left side of rolling platform 10 , there is also a set of members 26 , 28 , 30 and 32 extending on the right side of rolling platform 10 .

Cross members 34, 36 extend between members 20, 30 and 22, 32, respectively, near the front axle region 16, and cross members 38, 40 extend between members 20, 30 and 22, 32, respectively, near the rear axle region 18. Extending, thus forming an intermediate chassis space 41 . The front axle region 16 is defined at the rear and front ends in and around members 43, 44 and laterally by members 46, 48 which are extensions of or are connected to the members 20, 22, 30, 32 . A front space is formed in front of the front axle region and between the component 44 and the components 50 , 52 . The rear axle region 18 is defined at the rear and front ends in and around members 53, 54 and laterally by members 56, 58, which may be extensions of or with members 20, 22, 30, 32 connected. A rear space is formed behind the rear axle region 18 and between the component 54 and the components 60 , 62 . Alternatively, the rear axle area 18 or rear space may be elevated relative to the remainder of the structural frame 11 if necessary to accommodate the energy conversion system, and the frame may include other components to surround and protect the energy conversion system. The frame forms a plurality of open spaces between the aforementioned members. Those skilled in the art will recognize suitable materials and fastening methods for the structural frame. For example, the members may be tubular and made of aluminum and welded to other members at their respective connections.

Structural frame 11 provides a rigid structure upon which energy conversion system 67, energy storage system 69, suspension system 71 with wheels 73, 75, 77, 79 (each with tires 80), steering System 81 and braking system 83 , as shown in FIGS. 1-3 , the frame is also configured to support an attached body 85 , as shown in FIG. 4 . Those skilled in the art will recognize that the structural frame 11 may take many different forms other than the cage-like structure in the embodiment shown in FIGS. 1-3. For example, the structural frame 11 may be a conventional vehicle frame having two or more longitudinal members spaced apart from each other and two or more transverse members spaced apart from each other and connected at their ends to the longitudinal members. Alternatively, the structural frame may also be in the form of a "bulge pan" in which integral railings and cross members are formed from sheet metal or other suitable material and have other structural forms to accommodate the various system components. The structural frame may also be integral with various chassis components.

Referring to FIG. 2 , the body connection interface 87 is formed by the sum of all body connection parts, ie connection members for operatively mating the body to the chassis 10 . The vehicle body connection part in this preferred embodiment includes a plurality of load-bearing connectors 89 and an electrical connector 91 installed relative to the structural frame 11 to fix the vehicle body.

As shown in FIG. 4 , the load-bearing connector 89 for fixing the body can engage with the complementary connector 93 on the body 85 to physically fix the body 85 on the chassis 10 . Those skilled in the art will recognize that a variety of fastening and locking elements may be used and remain within the scope of the present invention. The body-fixing load-bearing connection 89 is preferably releasably engaged with a complementary connection, although non-releasable connections, such as welded flanges or riveted surfaces, are also conceivable within the scope of the invention. Attached fasteners can be used as a lock down in conjunction with load-bearing connections that secure the bodywork. Load bearing surfaces on the chassis 10 that do not have locking or fastening features can be used with the load bearing connectors 89 for securing the body to support the weight of the attached body 85 . In the preferred embodiment, the load-bearing connection 89 for securing the vehicle body comprises a support bracket with bolt holes. Rubber mounts (not shown) on the support brackets dampen vibrations transmitted between the body and chassis. Alternatively, hard mounts may be used for the attachments that secure the bodywork.

The electrical connector 91 is engageable with a complementary electrical connector 95 on the vehicle body 85 . The electrical connector 91 of the preferred embodiment can perform multiple functions, or a combination of selected functions. Firstly, the electrical connector 91 can be used as a power connector, that is, it is configured to transmit the electrical energy generated by the components on the chassis 10 to the body 85 or other parts outside the chassis. Secondly, the electrical connector 91 can be used as a control signal receiver, that is, it is configured to transmit a non-mechanical control signal from a source other than the chassis to a controlled system including an energy conversion system, a steering system and a braking system. device. Third, the electrical connector 91 can be used as a feedback signal path through which the driver of the vehicle can obtain a feedback signal. Fourth, the electrical connector 91 can be used as an external programming interface through which software containing algorithms and data can be sent for use by the controlled system. Fifth, the electrical connector can be used as an information pathway through which the vehicle driver can obtain sensor information and other information. Thus, the electrical connector 91 may serve as a communication and power "umbilical" port through which all communications between the chassis 10 and the attached body 85 are routed. Electrical connectors include devices configured to connect one or more electrical wires to other electrical wires. The wires are spaced apart to avoid either wire causing signal interference in another wire operatively connected to the electrical connector, or for any reason where close connection of the wires is undesirable.

If it is not desirable to use one electrical connector to perform multiple functions, for example, if a large wire harness is required or power transmission causes control signal interference, then the vehicle body connection interface 87 can include a plurality of complementary electrical connectors that can be connected to the vehicle body 85. A plurality of electrical connectors 91 joined by a connector 95, wherein different connectors perform different functions. Complementary electrical connector 95 performs a function complementary to that of the electrical connector with which it is mated, such as serving as a control signal transmitter when mated with a control signal receiver.

Referring again to FIGS. 1-3, energy conversion system 67, energy storage system 69, steering system 81 and braking system 83 are all constructed and positioned on chassis 10 so as to reduce the overall vertical height of chassis 10 and maintain a substantially horizontal Upper chassis surface 96. A face of an object is an imaginary surface that conforms to the orientation on the object and is directly exposed to a contour in a particular direction. Thus, upper chassis face 96 is an imaginary surface that follows the upwardly facing and exposed contour of chassis frame 11 and the systems mounted therein. The mating body has a corresponding lower body surface 97 , which is an imaginary surface that follows the downwardly facing and exposed contour of the body 85 , as shown in FIG. 4 .

Referring again to Figures 1-3, the structural frame 11 has a thickness defined by the vertical distance between its highest point (top of member 20) and its lowest point (bottom of member 22). In the preferred embodiment, the thickness of the structural frame is approximately 11 inches. To achieve a substantially horizontal upper chassis surface 96, the energy conversion system 67, energy storage system 69, steering system 81, and braking system 83 are distributed throughout the open space and are constructed, positioned, and mounted on the structural frame 11 such that the energy The highest point of any of the conversion system 67, energy storage system 69, steering system 81, and braking system 83 does not extend or protrude above the highest point of the structural frame 11 by more than 50% of the thickness of the structural frame. Alternatively, the highest point of any of energy conversion system 67 , energy storage system 69 , steering system 81 , and braking system 83 does not extend or protrude above the top of either tire 80 . Alternatively, the highest point of any of the energy conversion system 67 , energy storage system 69 , steering system 81 and braking system 83 does not extend or protrude above the top of any of the wheels 73 , 75 , 77 , 79 . In the context of the present invention a tire is not considered to be part of a wheel. A wheel generally consists of a rim and the webs or hub that connect the rim to the hub, and does not include a mounted tire. Tires are mounted around the periphery of the wheel. The substantially horizontal upper chassis surface 96 allows the associated body 85 to have a passenger area extending the length of the chassis, unlike prior art bodies that have an engine compartment to accommodate a vertically extending internal combustion engine.

Most powertrain loads are evenly distributed between the front and rear of the chassis, so the entire vehicle has a low center of gravity without compromising ground clearance, resulting in improved handling and resistance to rollover forces.

Referring again to FIG. 4 , the preferred embodiment of the rolling platform 10 is configured such that the lower body surface 97 of the mating body 85 is positioned in close proximity to the upper chassis surface 96 for engagement with the rolling platform 10 . The body connection components have a predetermined spatial relationship to each other and are sufficiently positioned, exposed and unobstructed such that when complementary connection components (complementary connection member 93 and complementary electrical connection 93) are in the same predetermined spatial relationship as the body connection components When the body 85 of the connector 95) is sufficiently positioned relative to the upper chassis face 96 of the chassis 10 of the present invention, the complementary attachment members are adjacent to the corresponding body attachment members and ready for engagement, as shown in FIG. In the context of the present invention, if the protective shell is removed or retracted, the body connection part with the protective shell will be exposed and unobstructed.

Each body connection part has a certain spatial relationship with respect to each other body connection part, which can be expressed, for example, as a vector. If the vector describing the spatial relationship between a body connection part and another body connection part to be joined also describes the spatial relationship between the corresponding complementary connection part and another complementary connection part to be joined, then the body connection The components and the complementary connection components then have the same predetermined spatial relationship. For example, the spatial relationship may be defined as follows: the first body connection part is spaced from the reference point by a distance Ax+By; the second body connection part is separated from the reference point by a distance Cx+Dy; the third body connection part is separated from the reference point are spaced apart by a distance Ex+Fy, and so on. Corresponding complementary connecting members in the same predetermined spatial relationship are spaced in mirror image relationship in the lower bodywork, as shown in FIGS. 4 and 5 . A protective cover (not shown) may be used to protect any of the body attachment components.

When the body 85 is sufficiently positioned with respect to the chassis 10 of the present invention, the body attachment members and the complementary attachment members are preferably adjacent without positional modification; relative to each other in order to accommodate manufacturing or other assembly errors. For example, electrical connectors can be positioned and operably connected to signal-carrying cables. The cable may be fixed relative to the structural frame at a point six inches from the electrical connector. Accordingly, the electrical connector is movable within six inches of the fixed point on the cable. A body connection part is considered adjacent to a complementary connection part if one or both of the body connection part and the complementary connection part are movable within a predetermined spatial relationship into contact with each other.

Referring to Figure 5, the body connection interface of the present invention enables the chassis 10 to be compatible with different types of bodies 85, 85', 85" having significantly different designs. The bodies 85, 85', 85" have a common base 98 with complementary type connector 93 and complementary electrical connector 95, they are in the same predetermined spatial relationship with the predetermined spatial relationship between the vehicle body connection parts on the vehicle body connection interface 87, by placing the vehicle body 85, 85', 85" relative to Chassis 10 is positioned such that each complementary connector 93 is adjacent to load-bearing connector 89 that secures the vehicle body, and complementary electrical connectors 95 are adjacent to electrical connector 91, so that the vehicle body 85, 85', 85" and The chassis 10 is matched. According to a preferred embodiment of the present invention, all bodies and chassis conform to this common standardized interface system, enabling the connection of a wide range of different body types and styles to one chassis design. The substantially horizontal upper chassis surface 96 also facilitates compatibility between the rolling platform 10 and a variety of differently constructed body styles. The common base 98 serves as the structural unit of the vehicle body and forms the lower body surface 97 in the preferred embodiment. FIG. 5 schematically shows a box body passenger car 85 , a van 85 ′ and a pickup truck 85 ″ each having a common base 98 .

The body attachment members are preferably sufficiently exposed at the chassis surface to facilitate connection with complementary attachment members on a mating body. Similarly, the complementary attachment members on the mating body are sufficiently exposed on the body surface to facilitate connection with the body attachment members on the vehicle chassis. In a preferred embodiment of the invention, the body attachment member is located at or above the upper chassis surface for engagement with a complementary attachment member located at or below the lower body surface.

In cases where the body does not have a complementary connecting member in the same predetermined spatial relationship as a body connecting member on the chassis of the vehicle, a connecting device may be employed to engage or operatively engage the body connecting member with a remote complementary connecting member. connected, which falls within the scope of the present invention. For example, a cable having two connectors may be used to operably connect an electrical connector to a complementary connector, one of which engages an electrical connector on the body connection interface and the other engages a mating connector on the body. Complementary connector mating.

The bodies 85, 85', 85" schematically shown in Figure 5 use all of the body attachment components on the vehicle chassis 10. However, it is within the scope of the invention that the chassis may have more body parts than are actually fitted to the body Connecting parts. For example, the chassis can have ten load-bearing connectors that fix the body and can be matched with a body that uses only five of the ten load-bearing connectors that fix the body. This arrangement is different from the chassis when the connected body has It is especially useful when the size of the body is small. For example, the matching body can be smaller than the chassis. Similarly, within the scope of the invention, the body can be modular, so that individual body parts can be independent of the vehicle chassis by means of load-bearing connections that fix the body. ground connection.

The body may have more complementary attachment parts than engage with the body attachment parts of a particular chassis. This arrangement can be used to allow a particular body to be fitted with multiple chassis, each chassis having a different predetermined spatial relationship with respect to its body attachment components.

The load-carrying connectors 89 and electrical connectors 91 for securing the body are preferably releasably engageable without damaging the attached body 85 or chassis 10 so that the body 85 can be removed from the chassis 10 and a different body mounted on the chassis 10 85', 85".

In this preferred embodiment, the vehicle body connection interface 87 is characterized in that it does not require any connection mechanism for transmitting mechanical control signals and any joint for connecting the connection mechanism for transmitting mechanical control signals. Mechanical control linkages such as steering columns limit the compatibility between chassis and bodies of different configurations.

Referring to FIG. 1 , a steering system 81 is housed in the front axle region 16 and is operatively connected to the front wheels 73 , 75 . Steering system 81 is preferably responsive to non-mechanical control signals. In the preferred embodiment, the steering system 81 is via wire. The system via wires is characterized in that the control signals are transmitted in electrical form. In the context of the present invention, "via-wire" systems or "via-wire" controlled systems include systems configured to receive control signals in electrical form via a control signal receiver on the body connection interface 87, And respond according to this electrical control signal.

Referring to FIG. 6 , the steering system 81 by wire of this preferred embodiment includes a steering control unit 98 and a steering actuator 99 . Sensors 100 are located on chassis 10 and transmit sensor signals 101 carrying information about the state or condition of chassis 10 and its component systems. Sensors 100 may include position sensors, speed sensors, acceleration sensors, pressure sensors, force and torque sensors, flow meters, temperature sensors, and the like. The steering control unit 98 receives and processes the sensor signal 101 from the sensor 100 and the electric steering control signal 102 from the electrical connector 91 , and generates a control signal 103 of the steering actuator according to a stored algorithm. The control unit generally comprises a microprocessor, ROM and RAM, and suitable input and output circuits of known type for receiving various input signals and outputting various control commands to the actuators. Sensor signals 101 may include yaw rate, lateral acceleration, wheel angular velocity, tie rod force, steering angle, chassis speed, and the like.

The steering actuator 99 is operatively connected to the front wheels 73, 75 and configured to adjust the steering angle of the front wheels 73, 75 in response to a steering actuator control signal 103. Actuators in a system via electrical wires convert electrical control signals into mechanical actions, or otherwise affect the behavior of the system in response to electrical control signals. Examples of actuators that may be used with over-the-wire systems include electromechanical actuators such as electric servo motors, translational and rotational solenoids, magnetorheological actuators, electrohydraulic actuators, and electrorheological actuators. Those skilled in the art will recognize and understand mechanisms for adjusting the steering angle. In the preferred embodiment, steering actuator 99 is an electrically driven electric motor configured to adjust a mechanical steering rack.

Referring again to FIG. 6 , the preferred embodiment of the chassis 10 is configured to be steered by any source of compatible electrical steering control signals 102 connected to the electrical connector 91 . FIG. 6 shows a steering converter 104 located on the associated vehicle body 85 and connected to a complementary electrical connector 95 . The converter converts the mechanical control signals of the vehicle operator into non-mechanical control signals. When used with the over-the-wire system, the transducer converts the mechanical control signal into an electrical control signal usable by the over-the-wire system. A vehicle operator inputs control signals in mechanical form by turning wheels, depressing pedals, pressing buttons, and the like. Transducers utilize sensors, typically position and force sensors, to convert mechanical inputs into electrical signals. In the preferred embodiment, a +/- 20 degree slide mechanism is used for driver input and an optical encoder is used to read the input rotation.

The complementary electrical connector 95 is connected to the electrical connector 91 of the vehicle body connection interface 87 . Steering converter 104 converts mechanical steering control signal 105 originating from the vehicle driver into electrical steering control signal 102 , which is sent to steering control unit 98 via electrical connector 91 . In the preferred embodiment, the steering control unit 98 generates a steering feedback signal 106 for the driver of the vehicle and transmits the steering feedback signal 106 through the electrical connector 91 . Some of the sensors 100 may monitor the distance of linear movement of the steering rack and the speed of the vehicle. This information is processed by steering control unit 98 according to stored algorithms to generate steering feedback signal 106 . A torque control motor operatively connected to the slide mechanism receives the steering feedback signal 106 and is driven in the opposite direction of the driver's mechanical input.

In the context of the present invention, a "via-wire" system may be an actuator connected directly to an electrical connector in the body connection interface. Another steer-by-wire system 81' within the scope of the present invention is shown schematically in FIG. 7, wherein like reference numerals as in FIG. 6 are used to designate like parts. A steering actuator 99 configured to adjust the steering angle of the front wheels 73 , 75 is directly connected to the electrical connector 91 . In this embodiment, the steering control unit 98 ′ and the steering converter 104 may be located on the attached vehicle body 85 . The steering converter 104 can send the electric steering control signal 102 to the steering control unit 98 ′, and the steering control unit 98 ′ can send the steering actuator control signal 103 to the steering actuator 99 through the electrical connector 91 . The sensor 100 located on the chassis 10 sends a sensor signal 101 to the steering control unit 98' through the electrical connector 91 and the complementary electrical connector 95. US Patent No. 6176341 issued to Delphi Technologies, Inc. on January 23, 2001, US Patent No. 6208923 issued to Robert Bosch GmbH on March 27, 2001, and US Patent No. 6208923 issued to Robert Bosch GmbH on April 17, 2001 No. 6219604, US Patent No. 6318494 issued to Delphi Technologies, Inc. on November 20, 2001, US Patent No. 6370460 issued to Delphi Technologies, Inc. on April 9, 2002, and TRW issued on May 28, 2002 An example of a system for steering via wires is described in US Patent No. 6394218 of Fahrwerk-systeme GmbH & Co. KG.

The system for steering by wire described in U.S. Patent No. 6,176,341 includes a position sensor for detecting the angular position of the driving wheels, a hand steering wheel for controlling the direction of the driving wheels, a steering wheel sensor for detecting the position of the steering wheel, a steering wheel for A steering wheel actuator for a hand-operated steering wheel, and a steering control unit for receiving the detected steering wheel position and the detected driving wheel position and calculating the difference between the detected driving wheel position and the steering wheel position The control signals of the actuators of the function preferably include the control signals of the driving wheel actuators and the control signals of the steering wheel actuators. The steering control unit instructs the road wheel actuator to cause controlled steering of the road wheel in response to the control signal of the road wheel actuator. The steering control unit also instructs the steering wheel actuator to provide feedback force actuation to the manual steering wheel in response to the steering wheel control signal. The control signal of the road wheel actuator and the control signal of the steering wheel actuator can preferably be scaled to compensate for differences in transmission ratios between the steering wheel and the road wheels. In addition, the control signal of the driving wheel actuator and the control signal of the steering wheel actuator both have a certain gain coefficient, so that the signal of the driving wheel control actuator indicates that the driving force applied to the driving wheel is greater than the feedback force applied to the steering wheel.

The steer by wire system described in US Patent No. 6,176,341 preferably implements two position control loops, one for the road wheels and one for the steering wheel. The position feedback from the steering wheel becomes the position command input of the driving wheel control loop, and the position feedback from the driving wheel becomes the position command input of the steering wheel control loop. The error signal for the road wheels is calculated as the difference between the road wheel command input (steering wheel position feedback) and the road wheel position. Actuation of the road wheels is responsive to command of the road wheel error signal to provide controlled steering of the road wheels. The error signal for the steering wheel is calculated as the difference between the steering wheel position command (travel wheel position feedback) and the steering wheel position. The manual steering wheel is actuated in response to the steering wheel error signal to provide force feedback to the manual steering wheel.

The steering control unit of the system described in the '341 patent may be configured as a processor or as multiple processors, and may include a general purpose microprocessor based controller, which may include commercially available off-the-shelf controllers. An example of a controller is microcontroller No. 87C196CA manufactured and sold by Intel Corporation of Delaware, USA. The steering control unit preferably includes a processor and memory for storing and processing software algorithms, and has a clock speed of 16MHz, and can read two optical encoder interfaces for position feedback from each executive motor, for each motor driver A PWM output, and a 5-volt regulator.

US Patent No. 6370460 describes a steering via wire control system comprising a road wheel unit and a steering wheel unit cooperating to provide steering control to the driver of the vehicle. A steering control unit is available to support the required signal processing. Signals from sensors in the road wheel unit and steering wheel unit and the speed of the vehicle are used to calculate control signals for the road wheel actuators used to control the direction of the vehicle and steering wheel torque commands used to provide tactile feedback to the vehicle driver. An Ackerman correction can be used to adjust the angle of the left and right travel wheels, correcting for errors in steering geometry to ensure that the wheels will behave around a common center of turn.

Referring again to FIG. 1 , the braking system 83 is mounted on the structural frame 11 and is operatively connected to the wheels 73 , 75 , 77 , 79 . The braking system is configured to respond to non-mechanical control signals. In the preferred embodiment, the braking system 83 is via electrical wires, as shown schematically in FIG. 8 , where like reference numerals are used as in FIGS. 6 and 7 to designate like parts. The sensor 100 sends a sensor signal 101 carrying information about the status or situation of the chassis 10 and its component systems to a brake control unit 107 . The braking control unit 107 is connected to the electrical connector 91 and is configured to receive the electrical braking control signal 108 through the electrical connector 91 . The brake control unit 107 processes the sensor signal 101 and the electric brake control signal 108 and generates a control signal 109 of the brake actuator according to a stored algorithm. Then, the brake control unit 107 sends the control signals 109 of the brake actuators to the brake actuators 110 , 111 , 112 , 113 , and these actuators can act to reduce the angular velocity of the wheels 73 , 75 , 77 , 79 . Those skilled in the art will recognize the manner in which the brake actuators 110 , 111 , 112 , 113 act on the wheels 73 , 75 , 77 , 79 . Generally speaking, the actuating mechanism brings into contact between friction members such as pads and a disc rotor. Alternatively, an electric motor can be used as the brake actuator in a regenerative braking system.

The brake control unit 107 can also generate a brake feedback signal 114 for the driver of the vehicle and send the brake feedback signal 114 through the electrical connector 91 . In the preferred embodiment, the brake actuators 110, 111, 112, 113 apply force to the rotor at each wheel via a caliper. Some of the sensors 100 measure the applied force on each caliper. The brake control unit 107 uses this information to ensure that the forces are applied synchronously to the rotors.

Referring again to FIG. 8 , the preferred embodiment of the chassis 10 is configured such that the braking system is responsive to any source of a compatible electric brake control signal 108 . Brake converter 115 is located on the associated body 85 and is connected to a complementary electrical connector 95 that engages electrical connector 91 . The brake converter 115 converts the mechanical brake control signal 116 from the driver of the vehicle into an electric form, and sends the electric brake control signal 106 to the brake control unit via the electrical connector 91 . In the preferred embodiment, brake converter 115 includes two handle-type assemblies. Brake transducer 115 includes sensors that measure the rate at which pressure is applied to the handle-type assembly and the amount of pressure applied, thereby converting mechanical brake control signal 116 into electrical brake control signal 108 . The brake control unit 107 can handle the speed and amount of pressure applied to provide both normal braking stops and emergency stops.

Another brake-by-wire system 83' within the scope of the present invention is shown in Fig. 9, wherein like reference numerals are used to designate like parts as in Figs. 6-8. The brake actuators 110 , 111 , 112 , 113 and the sensor 100 are directly connected to the electrical connector 91 . In this embodiment, the brake control unit 107 ′ may be located on the attached vehicle body 85 . The brake converter 115 sends the electric brake control signal 108 to the brake control unit 107 ′, and the brake control unit 107 ′ sends the brake actuator signal 109 to the brake actuators 110 , 111 , 112 via the electrical connector 91 , 113.

U.S. Patent No. 5,366,281 issued to General Motors Corporation on November 22, 1994, U.S. Patent No. 5,823,636 issued to General Motors Corporation on October 20, 1998, and U.S. Patent No. 5,823,636 issued to Delphi Technologies, Inc. on October 23, 2001 Some examples of systems for braking via wire are described in US Patent No. 6,305,758, and in US Patent No. 6,390,565, issued May 21, 2002 to Delphi Technologies, Inc.

The system described in US Patent No. 5,366,281 includes an input device for receiving a mechanical brake control signal, a brake actuator, and a control unit connected to the input device and the brake actuator. The control unit receives the braking instruction or the electric braking control signal from the input device, and provides the actuator instruction or the control signal of the brake actuator so as to control the current and voltage of the brake actuator. When a braking command is first received from the input device, the control unit outputs a braking torque command to the brake actuator within a first predetermined period, indicating a maximum current to the actuator. After the first predetermined period, the control unit outputs a braking torque command to the brake actuator for a second predetermined period to indicate a certain voltage to the actuator in response to the braking command and the first gain coefficient. After a second predetermined period, the control unit outputs a brake torque command to the brake actuator to indicate a certain current to the actuator in response to the brake command and a second gain factor, wherein the first gain factor is greater than the second gain factor , and the onset of braking is in response to a brake input.

U.S. Patent No. 6,390,565 describes a system for braking by wire, which provides the performance of a travel sensor and a force sensor in a brake transducer connected to a brake input such as a brake pedal, and also provides redundancy by providing a signal from the sensor to the first control unit in response to the travel or position of the brake input and a signal from the sensor to the second control unit in response to the force applied to the brake input to achieve. The first and second control units are connected by a bi-directional communication link so that each controller can send a sensor signal it receives to the other control unit. In at least one of the control units, the signals in linear form are combined to generate first and second brake command signals for communication with the brake actuator. If each control unit does not receive a sensor signal from another control unit, it does not generate the control signal for its brake actuator on the basis of the sensor signal supplied directly to it. In a preferred embodiment of the system, the control unit combines the linear signals by selecting the signal with the largest amplitude.

Referring again to FIG. 1 , energy storage system 69 stores energy used to propel chassis 10 . For most applications, the stored energy is in chemical form. Examples of energy storage systems 69 include fuel tanks and batteries. In the embodiment shown in FIG. 1 , energy storage system 69 includes two compressed gas cartridge tanks 121 (5000 psi or 350 bar) mounted within mid-chassis space 41 and configured to store compressed hydrogen. It is also possible to use more than two compressed gas cartridge tanks to provide greater hydrogen storage capacity. Other forms of hydrogen storage such as metal or chemical hydrides may be used in place of the compressed gas cartridge storage tank 121 . Hydrogen generation or reforming units may also be employed.

The energy conversion system 67 converts the energy stored in the energy storage system 69 into mechanical energy capable of propelling the chassis 10 . In the preferred embodiment shown in FIG. 1 , 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 can generate a continuously available 94 kilowatts of power. US Patent No. 6195999 issued to General Motors Corporation on March 6, 2001, US Patent No. 6223843 issued to General Motors Corporation on May 1, 2001, and US Patent No. 6223843 issued to General Motors Corporation on November 20, 2001 to Delphi Technologies, Inc. Fuel cell systems for use in vehicles are described in US Patent No. 6,321,145 and US Patent No. 6,394,207, issued May 28, 2002 to General Motors Corporation.

The fuel cell stack 125 is operatively connected to the compressed air cartridge reservoir 121 and the traction motor 127 . The fuel cell stack 125 converts chemical energy in the form of hydrogen in the compressed air cartridge tank 121 into electrical energy, and the traction motor 127 converts the electrical energy into mechanical energy and applies the mechanical energy to turn the front wheels 73,75. Alternatively, the fuel cell stack 125 and the traction motor 127 may be swapped between the front axle area 16 and the rear axle area 18 . Optionally, the energy conversion system includes a battery (not shown) in hybrid combination with a fuel cell to enhance chassis acceleration. Other areas between the components can be used to accommodate other mechanisms and systems as shown in FIGS. 2 and 3 that provide typical functions for an automobile. Those skilled in the art will recognize other energy conversion systems 67 that may be employed within the scope of the present invention.

The energy conversion system 67 is configured to respond to non-mechanical control signals. The energy conversion system 67 of the preferred embodiment is controlled via wires, as shown in FIG. 10 . The control unit 128 of the energy conversion system is connected with the electrical connector 91, and receives therefrom the control signal 129 of the energy conversion system in the form of electricity, and the control unit 128 is also connected with the sensor 100, and receives therefrom information carrying various chassis conditions. Sensor signal 101. In the preferred embodiment, the information conveyed by the sensor signal 101 to the control unit 128 of the energy conversion system includes chassis speed, applied current, rate of change of chassis acceleration and the speed of the motor shaft to ensure smooth starting and controlled acceleration . The control unit 128 of the energy conversion system is connected with the actuator 130 of the energy conversion system, and responds to the control signal 129 and the sensor signal 101 of the electric form of the energy conversion system and according to the stored algorithm to control the actuator of the energy conversion system. 131 sent to the actuator 130 of the energy conversion system. The actuator 130 of the energy conversion system acts on the fuel cell stack 125 or traction motor 127 to regulate energy output. Those skilled in the art will recognize various methods by which the actuator 130 of the energy conversion system can regulate the energy output of the energy conversion system. For example, a solenoid can alternately open and close a valve that regulates the flow of hydrogen to the fuel cell stack. Similarly, the compressor that supplies the fuel cell stack with oxygen (from the air) can be used as an actuator to vary the amount of oxygen supplied to the fuel cell stack in response to a signal from the control unit of the energy conversion system.

The inverter 132 of the energy conversion system may be located on the vehicle body 85 and connected to a complementary electrical connector 95 that engages the electrical connector 91 . The converter 132 of the energy conversion system is configured to convert a control signal 133 of the mechanical energy conversion system into a control signal 129 of the energy conversion system in electrical form.

In another embodiment of the present invention as shown schematically in FIG. 11 , using like numerals to denote like components as in FIGS. , 77, 79 on each wheel. Alternatively, wheel motors 135 may be provided on only the front wheels 73,75 or only on the rear wheels 77,79. The use of wheel motors 135 reduces the height of chassis 10 as compared to the use of traction motors and is therefore desirable for certain applications.

Referring again to FIG. 2, in the opening that exists between the rear axle region 18 and the components 54, 60 there is a conventional heat exchanger 137 and fan system 139 operatively connected to the fuel cell stack 125 to circulate the refrigerant , in order to discharge waste heat. The heat exchanger 137 is angled to reduce its vertical profile, however it also extends slightly above the tops of the members 12, 26 in order to provide adequate heat removal (see Figure 4). Although the fuel cell stack 125, heat exchanger 137, and fan system 139 extend beyond these components, they protrude into the body pod space to a relatively small extent compared to the need for an engine compartment in a conventionally designed automobile , especially since the chassis height of the preferred embodiment is only about 15 inches (28 centimeters). Alternatively, heat exchanger 137 may be mounted entirely within the structure of the chassis, with the airflow passing through channels (not shown).

Referring again to FIG. 1, a suspension system 71 is mounted on a structural frame 11 and is connected to four wheels 73,75,77,79. Those skilled in the art can understand the operation of suspension systems and recognize that various types of suspension systems can be used within the scope of the present invention. The suspension system 71 of this preferred embodiment of the invention is electronically controlled, as shown schematically in FIG. 12 .

Referring to FIG. 12 , the action of the electrically controlled suspension system 71 in response to any road input is determined by the suspension control unit 141 . Sensors 100 on the chassis 10 may monitor various conditions such as vehicle speed, wheel angular velocity and the position of the wheels relative to the chassis 10 . The sensor 100 sends a sensor signal 101 to the suspension control unit 141 . The suspension control unit 141 processes the sensor signal 101 and generates a control signal 142 of the suspension actuator according to a stored algorithm. The suspension control unit 141 sends control signals 142 of the suspension actuators to the four suspension actuators 143 , 144 , 145 , 146 . Each suspension actuator 143 , 144 , 145 , 146 is operatively associated with a wheel 73 , 75 , 77 , 79 and determines, in whole or in part, the position of the wheel 73 , 75 , 77 , 79 relative to the chassis 10 . The suspension actuator of the preferred embodiment is a real-time controllable shock absorber that varies with force. The suspension system 71 of the preferred embodiment is also configured such that the ride height of the chassis can be adjusted. A separate actuator can be used to vary the ride height of the chassis.

In the preferred embodiment, the suspension control unit 141 is programmed and connected to the electrical connector 91 of the body connection interface 87 . Therefore, the vehicle user can use the suspension system software 147 to reprogram the suspension control unit 141 via the electrical connector 91 to change the characteristics of the suspension system 71 .

In the context of the present invention, an electrically controlled suspension system includes a suspension system without a suspension control unit on the chassis 10 . Referring to FIG. 13 , in which like numerals are used to denote like parts as in FIG. 12 , the suspension actuators 143 , 144 , 145 , 146 and the suspension sensor 100 are directly connected to the electrical connector 91 . In such an embodiment, the suspension control unit 141' located on the connected vehicle body 85 is capable of processing the sensor signal 101 sent via the electrical connector 91, and sending the control signal 142 of the suspension actuator to the suspension via the electrical connector 91. Actuators 143, 144, 145, 146.

U.S. Patent No. 5,606,503 issued to General Motors Corporation on February 25, 1997, U.S. Patent No. 5,609,353 issued to Ford Motors Company on March 11, 1997, and U.S. Patent No. 5,609,353 issued to Delphi Technologies, Inc. on May 28, 2002 An example of an electrically controlled suspension system is described in No. 6397134.

US Patent No. 6397134 describes an electrically controlled suspension system that provides improved suspension control through steering crossover events. In particular, the system senses the lateral acceleration of the vehicle and the steering angle of the vehicle and stores the controls of the first and second sets of enhanced suspension actuators for the suspension actuators of the vehicle for each direction of the sensed lateral acceleration of the vehicle Signal. In response to the detected lateral acceleration of the vehicle and the detected vehicle steering angle, if the detected steering angle is in the same direction as the detected lateral acceleration, the system applies a first set of enhanced actuator control signals to suspension actuators, or if the sensed steering angle is in the opposite direction to the sensed lateral acceleration, the system applies a second set of enhanced actuator control signals to the suspension actuators.

U.S. Patent No. 5606503 introduces a suspension control system for a vehicle, which includes a suspended body, four unsuspended wheels, four variable force actuators installed between the body and the wheels, in the vehicle A variable force actuator is mounted at each corner of the vehicle and includes a set of sensors that provide sensor signals indicative of body motion, wheel motion, vehicle speed, and ambient temperature. The suspension control system includes a microcomputer control unit including: means for receiving sensor signals; means responsive to the sensor signals for determining the required force of the actuators of the respective actuators; means for a first signal of a commanded maximum value; means for determining a second signal indicative of a second commanded maximum value in response to ambient temperature; and means for limiting the required force of the actuator so that it does not exceed the first and second A device that is the smaller of the two commanded maximum values.

Conductive wires (not shown) may be used in the preferred embodiment to transmit signals between the chassis 10 and the associated body 85 and between the inverters, control units and actuators. Those skilled in the art will recognize that other non-mechanical devices capable of receiving and signaling signals between the body and chassis, and between the converters, control units and actuators may be used and are within the scope of the present invention. Other non-mechanical devices that can send and receive signals include radio waves and fiber optics.

The system of via wires is networked in the preferred embodiment, which in part reduces the number of dedicated wires connected to the electrical connectors 91 . Those skilled in the art will recognize various networking devices and protocols, such as SAE J1850 and CAN ("Controller Area Network"), that may be used within the scope of the present invention. TTP ("Time Triggered Protocol") can be used in the preferred embodiment of the invention for communication management.

Some of the information collected by the sensor 100, such as chassis speed, oil level, and system temperature and pressure, is useful for the vehicle driver to operate the chassis and detect system failures. As shown in FIG. 14 , the sensor 100 is connected to the electrical connector 91 through the chassis computer 153 . Information-bearing sensor signals 101 are sent from sensors 100 to chassis computer 153 , which processes sensor signals 101 according to stored algorithms. According to a stored algorithm, the chassis computer 153 sends the sensor signal 101 to the electrical connector 91 when the sensor information is useful to the driver of the vehicle. For example, when the operating temperature of the chassis 10 is unacceptably high, the chassis computer 153 sends the sensor signal 101 carrying temperature information to the electrical connector 91 . Driver readable information interface 155 is connected to complementary electrical connector 95 connected to electrical connector 91 and displays the information contained in sensor signal 101 . Driver-readable information interfaces include, but are not limited to, gauges, gauges, LED displays, and LCD displays. The chassis may also include a communication system, such as an antenna and an electrical information communication system, operatively connected to the electrical connector in the body connection interface and configured to transmit information to the connected body.

One control unit can be used for multiple functions. For example, as shown in FIG. 15, the main control unit 159 functions as a steering control unit, a brake control unit, a suspension control unit, and a control unit of an energy conversion system.

Referring again to FIG. 15, the energy conversion system 67 is configured to send electrical energy 160 to the electrical connector 91 to provide electrical energy to systems on the connected vehicle body, such as power windows, electronic locks, entertainment systems, heating systems, ventilation systems and air conditioning systems, etc. Alternatively, if energy storage system 69 includes a battery, the battery may be connected to electrical connector 91 . In the preferred embodiment, the energy conversion system 67 includes a fuel cell stack that generates electrical power and is connected to an electrical connector 91 .

Figure 16 shows the chassis 10 with a rigid housing or "outer wall" 161 and electrical connectors or splices 91 for umbilical ports. The rigid shell 161 may be configured to serve as a vehicle floor, which is useful when the attached body 85 does not have a lower surface. A similarly equipped chassis 10 with an optional vertical fuel cell stack 125 is shown in FIG. 17 . The vertical fuel cell stack 125 protrudes significantly into the volume of the body pod, which may be acceptable for some applications. Chassis 10 also includes a manual parking brake interface 162, which may be necessary for some applications and is therefore optionally available in other embodiments.

Figure 18 shows an embodiment of the invention that may be used in certain circumstances. The energy conversion system 67 includes an internal combustion engine 167 with horizontally opposed cylinders and a transmission 169 . Energy storage system 69 includes fuel tank 171 .

FIG. 19 shows an embodiment of the invention in which the steering system 81 has a mechanically controlled linkage including the steering column 173 . A passenger seat connection 175 is provided on the body connection interface 87 to allow connection of the passenger seat assembly to the chassis 10 .

Figures 20 and 20a show a chassis 10 and a body 85 having a plurality of electrical connectors 91 and a plurality of complementary electrical connectors 95, respectively, within the scope of the present invention. For example, the first electrical connector 91 is operatively connected to the steering system and serves as a control signal receiver. The second electrical connector 91 is operatively connected to the braking system and serves as a control signal receiver. The third electrical connector 91 is operatively connected to the energy conversion system and serves as a control signal receiver. A fourth electrical connector 91 is operatively connected to the energy conversion system and serves as a power connector. In the embodiment shown in Figures 20 and 20a, four multi-wire in-line connectors and complementary connectors are used. Figure 20a shows the assembly process for connecting the corresponding connectors 91,95.

Referring to Figure 21, another embodiment of the present invention is shown. The chassis 10 has a rigid shell 161 and a plurality of passenger seat attachments 175 . A driver-operated control input device 177 comprising a steering converter, a braking converter and an energy conversion system converter is operatively connected to the steering system, braking system and energy conversion system through wires 179, and is movable to different connection point.

The embodiment shown in Figure 21 enables different designs and configurations of bodies to be matched to a common chassis design. A body without a lower surface but with complementary attachments can be mounted to the chassis 10 at the carrier 89 which fixes the body. The passenger seat assembly may be connected at the passenger seat connection 175 .

The various features shown and described according to the different embodiments of the invention may be combined as stated in the claims.

While the best modes for carrying out the invention have been described in detail, those familiar with the invention will recognize various alternative designs and embodiments for practicing the invention within the scope of the appended claims.

Claims (57)

1. a vehicle chassis (10) comprising: three wheels (73,75,77,79) at least; Steering swivel system (81), it is operably connected at least one wheel and via electric wire and controls; Brake system (83), it is operably connected at least one wheel and via electric wire and controls; Energy conversion system (67), it is operably connected at least one wheel and comprises combustion engine (167), and described energy conversion system (67) is controlled via electric wire; And body contact interface (87), described body contact interface has the carrying attaching parts (89) of a plurality of fixedly vehicle bodies that are predetermined spatial relationship in described interface (87) each other and the connector (91) of at least one control signal receiver, the connector (91) of wherein said attaching parts (89) and described at least one control signal receiver locate fully be configured to without location updating just can with the multiple different optional vehicle body (85 with at least three kinds of different vehicle body styles, 85 ', 85 " the corresponding attaching parts (93) of being arranged to complementary spatial relationship and at least one corresponding connector (95) on the arbitrary vehicle body) match.

2. a vehicle chassis (10) comprising: three wheels (73,75,77,79) at least; Via the steering swivel system (81) of electric wire, it is operably connected at least one wheel; Via the brake system (83) of electric wire, it is operably connected at least one wheel; Via the energy conversion system (67) of electric wire, it comprises the combustion engine (167) that is operably connected at least one wheel; And body contact interface (87), it comprises a plurality of body contact parts that can engage with the complementary parts on the vehicle body (85), and described body contact parts comprise at least one fixedly the carrying attaching parts (89) of vehicle body and connector (91) of control signal receiver; Wherein said steering swivel system (81), brake system (83) and energy conversion system (67) all are operably connected on the connector (91) of described control signal receiver; And described body contact parts have predetermined spatial relationship each other.

3. vehicle chassis according to claim 2 (10), it is characterized in that, described body contact parts are located fully, are exposed and do not have and block, the feasible vehicle body (85 that ought have the complementary parts of the predetermined spatial relationship identical each other with described body contact parts, 85 ', 85 ") with respect to described vehicle chassis (10) when locating fully, each described complementary parts (93; 95) is adjacent with body contact parts (89,91).

4. vehicle chassis according to claim 2 (10) is characterized in that, described vehicle chassis (10) also comprises energy storage system (69), and it is operably connected on the described energy conversion system (67).

5. vehicle chassis according to claim 4 (10) is characterized in that, described energy storage system (69) comprises at least one Fuel Tank (171).

6. vehicle chassis according to claim 2 (10) is characterized in that, described energy conversion system (67) also comprises a plurality of motor-in-wheels (135), and each described motor-in-wheel is operably connected on the described wheel (73,75,77,79).

7. vehicle chassis according to claim 6 (10) is characterized in that, the carrying attaching parts (89) of described fixedly vehicle body comprises the carriage that has bolt hole.

8. a vehicle chassis (10) comprising:

Basically flat structural framing (11), it comprises having wheel (73,75,77,79) suspension system (71), the energy conversion system (67) that comprises the combustion engine (167) that is used to drive at least one wheel, energy storage system (69) and be used for the control setup (128,141) of these systems; With

Described structural framing comprises interface (87), it has the carrying mechanical fastener (89) and the control signal receiver (91) of a plurality of fixedly vehicle bodies that are predetermined spatial relationship in described interface (87) each other, wherein said attaching parts and control signal receiver locate fully be configured to without location updating just can with the multiple different optional vehicle body (85 with at least three kinds of different vehicle body styles, 85 ', 85 " the corresponding attaching parts (93) of being arranged to complementary spatial relationship and connector (95) on the arbitrary vehicle body) match.

9. vehicle chassis according to claim 8 (10) is characterized in that, described vehicle chassis (10) comprising: via the steering swivel system (81) of electric wire, it is operably connected at least one wheel (73,75,77,79) and on the described control signal receiver (91); And via the brake system (83) of electric wire, it is operably connected at least one wheel and the described control signal receiver (91).

10. vehicle chassis according to claim 9 (10) is characterized in that, the carrying attaching parts (89) of described fixedly vehicle body comprises the carriage that has bolt hole.

11. vehicle chassis according to claim 9 (10) is characterized in that, described control signal receiver is electrical connector (91).

12. vehicle chassis according to claim 9 (10) is characterized in that, described energy conversion system (67) comprises a plurality of motor-in-wheels (135), and each described motor-in-wheel (135) all is operably connected on the wheel (73,75,77,79).

13. a vehicle chassis (10) comprising:

Structural framing (11), it comprises having wheel (73,75,77,79) suspension system (71) comprises energy conversion system (67), the energy storage system (69) of the combustion engine (167) that is used to drive at least one described wheel, the brake system (83) that is used to brake at least one described wheel, steering swivel system (81) and via the actuating device of electrical wiring system, make describedly turn to, braking and energy conversion system (67,81,83) can control by non-mechanical mode; With

Described structural framing (11) comprises interface (87), it has the carrying mechanical fastener (89) and the control signal receiver (91) of a plurality of fixedly vehicle bodies of the position relation that is fixing in described interface (87) each other, wherein said attaching parts (89) and control signal receiver (91) locate fully be configured to without location updating just can with the multiple different optional vehicle body (85 with at least three kinds of different vehicle body styles, 85 ', 85 " the corresponding attaching parts (93) of being arranged to complementary spatial relationship and connector (95) on the arbitrary vehicle body) match.

14. vehicle chassis according to claim 13 (10) is characterized in that, described chassis (10) have flat basically upper base card (96), and described control signal receiver is electrical connector (91).

15. vehicle chassis according to claim 13 (10) is characterized in that, the carrying attaching parts (89) of described fixedly vehicle body comprises the carriage that has bolt hole.

16. a vehicle chassis (10) comprising:

Rolling platform (10), it has energy conversion system (67), brake system (83) and the steering swivel system (81) that comprises combustion engine (167); With

Be positioned at the electric port (91) on the described rolling platform, it is configured to hold the umbilical connection, and wherein the input of chaufeur can only just communicate with described energy conversion system (67), brake system (83) and steering swivel system (81) by a described electric port.

17. vehicle chassis according to claim 15 (10) is characterized in that, described vehicle chassis (10) also comprises at least one the fixing carrying attaching parts (89) of vehicle body that is positioned on the described rolling platform.

18. vehicle chassis according to claim 16 (10) is characterized in that, described rolling platform (10) has flat basically upper surface (96), and a described electric port is electrical connector (91).

19. vehicle chassis according to claim 18 (10) is characterized in that, described vehicle chassis (10) also comprises at least three wheels (73,75,77,79), described energy conversion system (67) also comprises a plurality of motor-in-wheels (135) that are operably connected on the wheel.

20. a vehicle chassis (10) comprising:

Structural framing (11);

Body contact interface (87) with body contact parts and at least one control signal receiver connector (91), described body contact parts comprise the carrying attaching parts (89) of the fixedly vehicle body that at least one is installed with respect to described structural framing (11), and described control signal receiver connector (91) is configured to transmit the control signal of on-mechanical form;

The suspension system (71) that the mode of passing through electronics of installing with respect to described structural framing is controlled, this suspension system (71) is operably connected to control signal receiver connector (91);

At least three wheels of rotatably installing with respect to described suspension system (73,75,77,79);

The brake system via electric wire (83) of installing with respect to described structural framing (11), it is operably connected at least one described wheel and is operably connected on the control signal receiver connector (91);

The steering swivel system of installing with respect to described structural framing (11) via electric wire (81), it is operably connected at least one described wheel and is operably connected on the control signal receiver connector (91);

Via the energy conversion system (67) that electric wire is controlled and installed with respect to described structural framing (11), it comprises combustion engine (167) and is operably connected at least one wheel, and is operably connected on the control signal receiver connector (91); With

The energy storage system of installing with respect to described structural framing (69), it is operably connected on the described energy conversion system (67).

21. vehicle chassis according to claim 20 (10) is characterized in that, described at least one fixedly the carrying attaching parts (89) of vehicle body comprise the carriage that has bolt hole.

22. vehicle chassis according to claim 20 (10) is characterized in that, described at least one control signal receiver connector comprises electrical connector (91).

23. vehicle chassis according to claim 22 (10) is characterized in that, described body contact parts comprise the control signal receiver connector (91) that is no more than four.

24. vehicle chassis according to claim 22 (10) is characterized in that, described body contact parts comprise the control signal receiver connector (91) that is no more than.

25. vehicle chassis according to claim 20 (10) is characterized in that, described energy conversion system (67) is configured to produce electric energy; And described body contact parts also comprise at least one electric energy connector (91), and it is operably connected to described energy conversion system (67) but goes up and be configured to electric energy transmitting.

26. vehicle chassis according to claim 25 (10) is characterized in that, described body contact parts comprise the electric energy connector (91) that is no more than.

27. vehicle chassis according to claim 20 (10), it is characterized in that, described vehicle chassis (10) also comprises at least one sensor (100), it is configured to send sensor signal (101), and be operably connected at least one wheel (73,75,77,79), on steering swivel system (81), brake system (83), suspension system (71), energy conversion system (67) or the energy storage system (69); And described body contact parts comprise at least one electrical connector (91), and it is operably connected at least one sensor (100) and goes up and be configured to transmit described sensor signal (101).

28. vehicle chassis according to claim 27 (10) is characterized in that, described body contact parts comprise the electrical connector that is configured to transmit described sensor signal (101) (91) that is no more than.

29. vehicle chassis according to claim 20 (10) is characterized in that, described steering swivel system (81) and brake system (83) are configured to produce feedback signal and described feedback signal are sent to control signal receiver connector (91).

30. vehicle chassis according to claim 20 (10), it is characterized in that, described body contact parts (89,91) be in predetermined spatial relationship each other, and locate fully, be provided with and do not have and block, make vehicle body (85) when the complementary parts with predetermined spatial relationship identical with described body contact parts with respect to described body contact interface (87) when locating fully, each described body contact parts is adjacent with complementary parts (93,95).

31. vehicle chassis according to claim 20 (10), it is characterized in that, described body contact parts (89,91) be in predetermined spatial relationship each other, and locate fully, be provided with and do not have and block, make vehicle body (85) when complementary parts with respect to described body contact interface (87) when locating fully with predetermined spatial relationship identical with described body contact parts

At least one fixedly the carrying attaching parts (89) of vehicle body adjacent with complementary parts (93) and

Steering swivel system (81) is operably connected to control signal receiver connector (91), brake system (83) on it, and to be operably connected to the control signal receiver connector (91) that control signal receiver connector (91) on it and energy conversion system (67) be operably connected on it all adjacent with complementary parts.

32. a vehicle chassis (10) comprising:

Structural framing (11);

Body contact interface (87) with body contact parts and at least one control signal receiver connector (91), described body contact parts comprise the carrying attaching parts (89) of the fixedly vehicle body that at least one is installed with respect to described structural framing (11), and described control signal receiver connector (91) is configured to transmit the control signal of on-mechanical form;

Suspension system (71);

At least three wheels of rotatably installing with respect to described suspension system (71) (73,75,77,79);

At least three motor-in-wheels (135), each described motor-in-wheel are operably connected on the corresponding wheel in three wheels.

Brake system (83);

Steering swivel system (81);

The energy conversion system (67) that comprises combustion engine (167); With

Be operably connected to the energy storage system (69) on the described energy conversion system (67);

Wherein said brake system (83), steering swivel system (81) and energy conversion system (67) are operably connected at least one described wheel (73,75,77,79) on, these systems all are operably connected on the control signal receiver connector (91), and all are configured to and can respond to non-mechanical control signal.

33. vehicle chassis according to claim 32 (10), it is characterized in that, described body contact parts also comprise at least one electrical connector (91), described energy conversion system (67) or energy storage system (69) are configured to produce electric energy, and are configured to electric energy to be sent to electrical connector (91).

34. vehicle chassis according to claim 33 (10) is characterized in that, described at least one control signal receiver connector comprises electrical connector (91).

35. vehicle chassis according to claim 32 (10) is characterized in that, described body contact parts only comprise the electrical connector (91) and the fixing carrying attaching parts (89) of vehicle body.

36. vehicle chassis according to claim 32 (10) is characterized in that, described suspension system (71) is controlled by the mode of electronics.

37. a vehicle chassis (10) comprising: structural framing (11); At least three wheels of installing with respect to described structural framing (11) (73,75,77,79); Be operably connected to the steering swivel system via electric wire (81) at least one wheel; Be operably connected to the brake system via electric wire (83) at least one wheel; The energy conversion system (67) that includes combustion engine (167) and control via electric wire, it is operably connected at least one wheel; And outer rigid housing (161), it installs and is structured as vehicle floor with respect to described structural framing.

38., it is characterized in that described vehicle chassis (10) also comprises the attaching parts (89) of the fixedly vehicle body that at least one is installed with respect to described framework (11) according to the described vehicle chassis of claim 37 (10).

39. according to the described vehicle chassis of claim 38 (10), it is characterized in that, described vehicle chassis (10) also comprises the control input device (177) of at least one driver's operation, and wherein said steering swivel system (81), brake system (83) and energy conversion system (67) all are operably connected on the control input device (177) of described driver's operation.

40., it is characterized in that described vehicle chassis (10) also comprises a plurality of passenger-seat attaching partss of installing with respect to described outer rigid housing (161) (175) according to the described vehicle chassis of claim 38 (10).

41. according to the described vehicle chassis of claim 40 (10), it is characterized in that, described vehicle chassis (10) also comprises the control input device (177) of at least one driver's operation, and wherein said steering swivel system (81), brake system (83) and energy conversion system (67) all are operably connected on the control input device (177) of described at least one driver's operation.

42., it is characterized in that the control input device of described at least one driver's operation (177) can described relatively structural framing (11) motion according to the described vehicle chassis of claim 41 (10).

43., it is characterized in that described vehicle chassis (10) also comprises described at least three wheels (73 according to the described vehicle chassis of claim 37 (10), 75,77,79) suspension system that is mounted thereon (71), described suspension system (71) is controlled by electric wire.

44., it is characterized in that described vehicle chassis (10) also comprises the energy storage system (69) that has Fuel Tank (171) according to the described vehicle chassis of claim 37 (10).

45. a vehicle chassis (10) comprising:

Structural framing (11);

The suspension system (71) of installing with respect to described structural framing;

At least three wheels of rotatably installing with respect to described suspension system (73,75,77,79);

The brake system via electric wire (83) of installing with respect to described structural framing (11), it is operably connected at least one described wheel;

The steering swivel system of installing with respect to described structural framing (81), it is operably connected at least one described wheel;

Include the energy conversion system (67) of combustion engine (167), it is controlled via electric wire and installs with respect to described structural framing, and is operably connected at least one wheel;

Body contact interface (87), it has at least one body contact parts, and described body contact parts comprise at least one fixedly carrying attaching parts (89) of vehicle body; With

At least three motor-in-wheels, each described motor-in-wheel are operably connected on the corresponding wheel in three wheels.

46., it is characterized in that described steering swivel system (81) is controlled via electric wire according to the described vehicle chassis of claim 45 (10).

47. according to the described vehicle chassis of claim 45 (10), it is characterized in that, described vehicle chassis (10) also comprises energy storage system (69), and described energy storage system (69) comprises the Fuel Tank (171) that is operably connected on the described energy conversion system (67).

48., it is characterized in that described steering swivel system (81) is controlled via electric wire according to the described vehicle chassis of claim 47 (10).

49., it is characterized in that described vehicle chassis (10) also comprises according to the described vehicle chassis of claim 48 (10):

The outer rigid housing of installing with respect to described structural framing (11) (161), it is configured to can be used as vehicle floor; With

A plurality of passenger-seat attaching partss of installing with respect to described structural framing (11) (175).

50., it is characterized in that described vehicle chassis (10) also comprises the control input device (177) of at least one driver's operation according to the described vehicle chassis of claim 49 (10); And described energy conversion system (67), brake system (83) and steering swivel system (81) all are operably connected on the control input device (177) of described at least one driver's operation.

51., it is characterized in that the control input device of described at least one driver's operation (177) can be moved with respect to described structural framing (11) according to the described vehicle chassis of claim 50 (10).

52. according to the described vehicle chassis of claim 51 (10), it is characterized in that, described at least one fixedly the carrying attaching parts (89) of vehicle body can releasably engage.

53. a vehicle chassis (10) comprising: structural framing (11); The suspension system (71) of installing with respect to described framework; At least three wheels of installing with respect to described suspension system (71) (73,75,77,79); Be operably connected to the steering swivel system (81) at least one wheel; Be operably connected to the brake system via electric wire (83) at least one wheel; Via the energy conversion system (67) of electric wire, it comprises combustion engine (167) and is operably connected at least one wheel; The control input device of at least one driver's operation (177); The body contact interface (87) that links to each other with described framework, it comprises the carrying attaching parts (89) of a plurality of fixedly vehicle bodies; And outer rigid housing (161), it is installed on the described structural framing and is configured to can be used as the vehicle floor surface; Wherein said steering swivel system (81), brake system (83) and energy conversion system (67) are operably connected on the control input device (177) of described at least one driver's operation.

54. according to the described vehicle chassis of claim 53 (10), it is characterized in that, the carrying attaching parts (89) of described fixedly vehicle body has predetermined spatial relationship each other, and expose fully, locate and do not have and block, make vehicle body (85) when the complementary parts that have the predetermined spatial relationship identical with described body contact parts each other with respect to described vehicle chassis (10) when locating fully, each described complementary parts (93) is adjacent with carrying mechanical fastener (89).

55., it is characterized in that the carrying attaching parts (89) of described fixedly vehicle body can releasably engage with the complementary parts (93) on the vehicle body (85) according to the described vehicle chassis of claim 53 (10).

56., it is characterized in that described vehicle chassis (10) also comprises a plurality of passenger-seat attaching partss of installing with respect to described framework (11) (175) according to the described vehicle chassis of claim 53 (10).

57., it is characterized in that described control input device (177) can be moved with respect to described structural framing (11) according to the described vehicle chassis of claim 56 (10).

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