Title: Fuel cell powered chassis mobile electrical source and method of use thereof
Abstract: A vehicle chassis having substantially all of the mechanical, electrical, and structural componentry necessary for a fully functional vehicle includes at least an energy conversion system, a steering system, and a braking system. The chassis is configured for matability with a variety of different types or styles of vehicle bodies. Various prior art mechanical control linkages between a driver and controlled systems are replaced with non-mechanical control signal transmission components. Fuel cell technology is also implemented. The chassis may also include an electrical connector operably connected to the fuel cell and configured to transmit electrical energy from the fuel cell to an offboard system that consumes electrical energy. Chassis may be stacked and/or have interconnected fuel cells to increase electrical energy output.
Patent Number: 6,938,712 Issued on 09/06/2005 to Chernoff, et al.
| Inventors:
|
Chernoff; Adrian B. (Royal Oak, MI);
Borroni-Bird; Christopher E. (Oakland Township, MI);
Shabana; Mohsen D. (Ann Arbor, MI);
Vitale; Robert Louis (Macomb Township, MI)
|
| Assignee:
|
General Motors Corporation (Detroit, MI)
|
| Appl. No.:
|
207738 |
| Filed:
|
July 29, 2002 |
| Current U.S. Class: |
180/65.2; 180/65.1; 429/22 |
| Intern'l Class: |
B60K 006/00 |
| Field of Search: |
180/651,652,653,655,333,446,402,403
296/353
429/22,23,24,25
280/785
|
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| |
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| |
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EDMUNDS.COM Editors, "Why Drive-by-Wire?", The New York Times, Nov. 29, 2000.
|
Primary Examiner: Ellis; Christopher P.
Assistant Examiner: Campbell; Kelly
Attorney, Agent or Firm: Marra; Kathryn A.
Parent Case Text
CROSS-REFERENCE TO RELATED APPLICATIONS
This application claims the benefit of U.S. Provisional Applications 60/314,501
and 60/337,994, filed Aug. 23, 2001 and Dec. 7, 2001, both of which are hereby
incorporated by reference in their entireties.
Claims
1. A vehicle chassis comprising:
a structural frame; a steering system mounted with respect to the structural
frame; a by-wire braking system mounted with respect to the structural frame; an
energy conversion system including a fuel cell configured to generate electrical
energy, controllable by wire, and mounted with respect to the structural frame;
a body-attachment interface supported with respect to the frame and having body
connection components including at least one load-bearing body-retention coupling;
and an electrical connector operably connected to the fuel cell and and configured
to transmit electrical energy from the fuel cell to an off-board system that consumes
electrical energy;
wherein the body connection components further include at least one control signal
receiver, and wherein the braking system and energy conversion system are both
operably connected to said at least one control signal receiver; and
wherein said steering system is controllable by wire, and the steering system
is operably connected to said at least one control signal receiver.
2. A vehicle comprising:
a chassis having
a structural frame; a by-wire steering system mounted with respect to the structural
frame; a by-wire braking system mounted with respect to the structural frame; an
energy conversion system including a fuel cell configured to generate electrical
energy, controllable by wire, and mounted with respect to the structural frame;
a body-attachment interface supported with respect to the structural frame and
having body connection components including at least one load-bearing body-retention
coupling; and an electrical power connector operably connected to the fuel cell
and configured to transmit electrical energy from the fuel cell; and
a body mounted to the chassis at the at least one load-bearing body retention
coupling, and having a first electrical connector operably connected to the electrical
power connector and a second electrical connector operably connected to the first
electrical connector and configured to transmit electrical energy to an off-board
system that consumes electrical energy.
3. The vehicle of claim 2, wherein the chassis further includes an energy storage
system configured to store hydrogen and operably connected to the energy conversion system.
4. The vehicle of claim 2, wherein the body connection components further include
at least one control signal receiver, and wherein the steering system, braking
system, and energy conversion system are each operably connected to the control
signal receiver.
5. The vehicle chassis of claim 2, further comprising a plurality of wheels operably
connected to the steering system, energy conversion system and braking system.
Description
TECHNICAL FIELD
This invention relates to a fuel cell powered chassis operative as a mobile
electrical power source.
BACKGROUND OF THE INVENTION
Mobility, being capable of moving from place to place or of moving quickly
from one state to another, has been one of the ultimate goals of humanity throughout
recorded history. The automobile has likely done more in helping individuals achieve
that goal than any other development. Since its inception, societies around the
globe have experienced rates of change in their manner of living that are directly
related to the percentage of motor vehicle owners among the population.
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 of the 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 of the connections;
and the locations of the connections on the body and on the componentry.
In the prior art, the 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 of the 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.
Many of the connections in the prior art, particularly those connections that
transmit control signals, are mechanical linkages. For example, to control the
direction of the vehicle, 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. Thus, 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. Furthermore, if
a manufacturer changes the design of a body, a change in the design of the mechanical
linkage and the component to which it is attached may be required. The change in
design of the linkages and components requires modifications to the tooling that
produces the linkages and components.
The location of the connections on prior art vehicle bodies and componentry also
results in inefficiencies. In prior art body-on-frame architecture, connection
locations on the body are often not exposed to an exterior face of the 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 of the 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.
Furthermore, prior art vehicles typically have internal combustion engines
that have a height that is a significant proportion of the overall vehicle height.
Prior art vehicle bodies are therefore designed with an engine compartment that
occupies about a third of the front (or sometimes the rear) of the 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.
SUMMARY OF THE INVENTION
A self-contained chassis has substantially all of the 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 is utilized to eliminate mechanical control linkages.
As a result, the amount of time and resources required to design and manufacture
new vehicle bodies are reduced. Body designs need only conform to the simple attachment
interface of the chassis, eliminating the need to redesign or reconfigure expensive components.
Further, a multitude of body configurations 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
of the 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.
A vehicle chassis including a fuel cell energy conversion system and drive-by-wire
systems may also include an electrical connector operably connected to the fuel
cell and configured to transmit electrical energy from the fuel cell to an offboard
system that consumes electrical energy, such as a residence, hospital, business,
construction site, carnival, etc.
The offboard system may be plugged into the electrical connector on the chassis,
or a body may be attached to the chassis and have a second electrical connector
operatively associated with the fuel cell to transmit electrical energy to the
offboard system. Further, a plurality of chassis may be stacked or otherwise arranged
with the respective fuel cell systems interconnected to increase electrical power
output. Racks may be provided to facilitate stacking of the chassis so that the
chassis may be transported in the racks to an offboard system location to provide
electrical energy to the offboard system.
A method in accordance with the invention may include connecting a complementary
power connector from an offboard system to an electrical power connector on a chassis
and causing electrical energy to flow from the chassis to the offboard system.
The method may further include entering into a contractual agreement to transport
a chassis to a location for the purpose of providing electrical energy to the offboard system.
Further, the vehicle chassis may have components removed or damaged, and
therefore be partially unusable, such as in a salvaged vehicle. Accordingly, partially
disassembled or damaged vehicles or vehicle chassis may be used as mobile power
sources as long as the fuel cell energy conversion system and energy storage system
are operable.
The above objects, features, and advantages, and other objects, features, and
advantages of the present invention are readily apparent from the following detailed
description of the best mode for carrying out the invention when taken in connection
with the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a schematic illustration in perspective view of a vehicle rolling
platform according to an embodiment of the present invention;
FIG. 2 is a top view schematic illustration of the vehicle rolling platform
shown in FIG. 1;
FIG. 3 is a bottom view schematic illustration of the vehicle rolling platform
shown in FIGS. 1 and 2;
FIG. 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 FIGS. 1-3;
FIG. 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;
FIG. 6 is a schematic illustration of a steering system for use with the rolling
platform and body pod shown in FIG. 4;
FIG. 7 is a schematic illustration of an alternative steering system for use
in the rolling platform and body pod of FIG. 4;
FIG. 8 is a schematic illustration of a braking system for use with the rolling
platform and body pod of FIG. 4;
FIG. 9 is a schematic illustration of an alternative braking system for use
with the rolling platform and body pod of FIG. 4;
FIG. 10 is a schematic illustration of an energy conversion system for use with
the rolling platform and body pod of FIG. 4;
FIG. 11 is a schematic illustration of an alternative energy conversion system
for use with the rolling platform and body pod of FIG. 4;
FIG. 12 is a schematic illustration of a suspension system for use with the
rolling platform of FIGS. 1-5;
FIG. 13 is a schematic illustration of an alternative suspension system for
use with the rolling platform and body pod of FIG. 4;
FIG. 14 is a schematic illustration of a chassis computer and chassis sensors
for use with the rolling platform and body pod of FIG. 4;
FIG. 15 is a schematic illustration of a master control unit with suspension
system, braking system, steering system, and energy conversion system for use with
the rolling platform and body pod of FIG. 4;
FIG. 16 is a perspective illustration of a skinned rolling platform according
to a further embodiment of the present invention;
FIG. 17 is a perspective illustration of a skinned rolling platform according
to another embodiment of the present invention;
FIG. 18 is a side schematic illustration of a rolling platform with an energy
conversion system including an internal combustion engine, and gasoline tanks;
FIG. 19 is a side schematic illustration of a rolling platform according to
another embodiment of the invention, with a mechanical steering linkage and passenger
seating attachment couplings;
FIGS. 20 and 20
a show partial exploded perspective schematic illustrations
of a rolling platform according to a further embodiment of the 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;
FIG. 21 is a perspective schematic illustration of a skinned rolling platform
according to yet another embodiment of the invention, the rolling platform having
a movable control input device;
FIG. 22 is a schematic illustration of a vehicle chassis connected to various
offboard systems to provide electrical energy to the offboard systems;
FIG. 23 is a schematic illustration of a plurality of chassis arranged on a
rack and operatively connected to offboard systems to provide electrical energy thereto;
FIG. 24 is a schematic illustration of chassis racks arranged on a truck and
operably connected to offboard systems to provide electrical energy thereto;
FIG. 25 schematically illustrates vehicles including fuel cell energy conversion
systems operably connected to each other and to offboard systems to provide electrical
energy thereto; and
FIG. 26 is a schematic flow chart illustrating of a method of providing electrical
power via one or more vehicle chassis in accordance with the invention.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring to FIG. 1, 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 FIG. 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. For added strength
and rigidity a number of vertical and angled structural elements extend between
elements
12,
14,
20 and
22. Similar to the elements
12,
14,
20 and
22, which extend along the left side
of the rolling platform
10, a family of structural elements
26,
28,
30 and
32 extend along the right side thereof.
Lateral structural elements
34,
36 extend between elements
20,
30 and
22,
32, respectively nearer the front axle
area
16 and lateral structural elements
38,
40 extend between
elements
20,
30 and
22,
32, respectively nearer the
rear axle area
18, thereby defining a mid-chassis space
41. 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 of the elements
20,
22,
30,
32
or connected therewith. Forward of the 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 of the elements
20,
22,
30,
32
or connected therewith. Rearward of the rear axle area
18, a rearward space
is defined between element
54 and elements
60,
62. Alternatively,
the rear axle area
18 or the rearward space may be elevated relative to
the rest of the 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. Those skilled in the art will recognize materials
and fastening methods suitable for use in the structural frame. For example, 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 FIGS. 1-3, and is configured to support an attached body
85,
as shown in FIG. 4. A person of ordinary skill in the art will recognize that the
structural frame
11 can take many different forms, in addition to the cage-like
structure of the embodiment depicted in FIGS. 1-3. For example, 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. Alternatively, the structural frame may also
be in the form of a "belly pan," wherein integrated rails and cross members are
formed in sheets of metal or other suitable material, with other formations to
accommodate various system components. The structural frame may also be integrated
with various chassis components.
Referring to FIG. 2, 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
of the 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.
As shown in FIG. 4, 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.
Those skilled in the art will recognize that a multitude of fastening and locking
elements may be used and fall within the scope of the claimed invention. 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 of the 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. In the preferred embodiment,
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
of the preferred embodiment may perform multiple functions, or select combinations
thereof. First, 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. Second, 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. Third, the electrical connector
91
may function as a feedback signal conduit through which feedback signals are made
available to a vehicle driver. Fourth, 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. Fifth, 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.
If one electrical connector performing multiple functions is not desirable, for
example, if a cumbersome wire bundle is required, or power transmission results
in control signal interference, 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 of the electrical connector with
which it engages, for example, functioning as a control signal transmitter when
engaged with a control signal receiver.
Referring again to FIGS. 1-3, 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 of the 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 of the object that face, and are directly exposed to, a particular
direction. Thus, the upper chassis face
96 is an imaginary surface that
follows the upwardly facing and exposed contours of the 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 of the body
85, as shown in FIG.
4.
Referring again to FIGS. 1-3, 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. To achieve a substantially horizontal upper chassis face
96, 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 of the 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 of the structural frame
11 by an amount more than 50% of the structural frame thickness. 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 higher than the top of any of the tires
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 higher than the top of any of the wheels
73,
75,
77,
79. In the context of the present invention, 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 of the chassis, unlike prior art bodies that have
an engine compartment to accommodate a vertically-protruding internal combustion engine.
Most of the powertrain load is evenly distributed between the front and rear
of the 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.
Referring again to FIG. 4, the preferred embodiment of the 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 of the invention, the
complementary connection components are adjacent to corresponding body connection
components and ready for engagement, as depicted in FIG.
4. In the context
of the present invention, 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 of
the 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. For example, 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 FIGS. 4 and 5. A protective covering (not
shown) may be employed to protect any of the 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 of the invention; however,
in the context of the 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. For example, 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 of the
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.
Referring to FIG. 5, the body-attachment interface of the 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.
In accordance with the preferred embodiment of the present invention, 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. FIG. 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. Similarly, 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. In the preferred embodiment of the invention,
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.
It is within the scope of the claimed invention to employ a 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. For example, 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.
The bodies
85,
85′,
85" shown schematically in FIG.
5 each use all of the body connection components on the vehicle chassis
10.
However, within the scope of the claimed invention, a chassis may have more body
connection components than are actually mated with a vehicle body. For example,
a chassis may have ten load-bearing body-retention couplings, and be matable with
a body that engages only five of the ten load-bearing body-retention couplings
Such an arrangement is particularly useful when an attachable body is of a different
size than the chassis. For example, a matable body may be smaller than a chassis.
Similarly, and within the scope of the claimed invention, 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 load-bearing body-retention couplings
89 and the electrical connector
91 are preferably releasably engageable without damage to either an attached
body
85 or the chassis
10, thereby enabling removal of one body
85
from the chassis
10 and installation of a different body
85′,
85" on the chassis
10.
In the preferred embodiment, 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.
Referring to FIG. 1, the steering system
81 is housed in the front
axle area
16 and is operably connected to the front wheels
73,
75.
Preferably, the steering system
81 is responsive to non-mechanical control
signals. In the preferred embodiment, the steering system
81 is by-wire.
A by-wire system is characterized by control signal transmission in electrical
form. In the context of the present invention, "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.
Referring to FIG. 6, the by-wire steering system
81 of the 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
of the 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 of the 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. In the preferred embodiment, the steering
actuator
99 is an electric drive motor configured to adjust a mechanical
steering rack.
Referring again to FIG. 6, the preferred embodiment of the 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.
FIG. 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 of the 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.
In the preferred embodiment, 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 of
the sensors
100 monitor linear distance movement of the 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 of the driver's
mechanical input.
In the context of the present invention, 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 of the
claimed invention is depicted schematically in FIG. 7, wherein like reference numbers
refer to like components from FIG. 6. A steering actuator
99 configured
to adjust the steering angle of the front wheels
73,
75 is connected
directly to the electrical connector
91. In this embodiment, 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.
Examples of steer-by-wire systems are described in U.S. Pat. No. 6,176,341,
issued Jan. 23, 2001 to Delphi Technologies, Inc; U.S. Pat. No. 6,208,923, issued
Mar. 27, 2001 to Robert Bosch GmbH; U.S. Pat. No. 6,219,604, issued Apr. 17, 2001
to Robert Bosch GmbH; U.S. Pat. No. 6,318,494, issued Nov. 20, 2001 to Delphi Technologies,
Inc.; U.S. Pat. No. 6,370,460, issued Apr. 9, 2002 to Delphi Technologies, Inc.;
and U.S. Pat. No. 6,394,218, issued May 28, 2002 to TRW Fahrwerksysteme GmbH &
Co. KG; which are hereby incorporated by reference in their entireties.
The steer-by-wire system described in U.S. Pat. No. 6,176,341 includes a position
sensor for sensing angular position of a road wheel, a hand-operated steering wheel
for controlling direction of the road wheel, a steering wheel sensor for sensing
position of the steering wheel, a steering wheel a
