U.S. patent application number 17/699057 was filed with the patent office on 2022-07-07 for subframe and suspension assembly.
The applicant listed for this patent is Faraday&Future Inc.. Invention is credited to Ryan Matthew Kraft, Joseph A. Kurcz, Timm Sebastian Redder.
Application Number | 20220212527 17/699057 |
Document ID | / |
Family ID | |
Filed Date | 2022-07-07 |
United States Patent
Application |
20220212527 |
Kind Code |
A1 |
Kraft; Ryan Matthew ; et
al. |
July 7, 2022 |
SUBFRAME AND SUSPENSION ASSEMBLY
Abstract
Disclosed herein is a rear subframe and suspension system. The
subframe may be configured to accommodate one or two electric
motors for propelling an automobile. The subframe may be configured
such that the motor(s) is inserted through the front end of the
subframe. The subframe may substantially surround the motor. Braces
may be the coupled to the subframe to secure the motor within the
subframe. The subframe may further include built-in motor mounts.
An independent rear suspension system and rear steering system may
also be coupled to the subframe.
Inventors: |
Kraft; Ryan Matthew;
(Hermosa Beach, CA) ; Kurcz; Joseph A.; (Newport
Beach, CA) ; Redder; Timm Sebastian; (Ladera Ranch,
CA) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Faraday&Future Inc. |
Gardena |
CA |
US |
|
|
Appl. No.: |
17/699057 |
Filed: |
March 18, 2022 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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15674471 |
Aug 10, 2017 |
11279217 |
|
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17699057 |
|
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|
62373213 |
Aug 10, 2016 |
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International
Class: |
B60K 1/00 20060101
B60K001/00; B62D 21/11 20060101 B62D021/11; B60G 21/055 20060101
B60G021/055; B60G 11/18 20060101 B60G011/18; B60G 3/20 20060101
B60G003/20; B60K 7/00 20060101 B60K007/00 |
Claims
1-9. (canceled)
10. A rear subframe and rear steering assembly system comprising:
at least two castings extending in a longitudinal direction and
spaced apart from one another in a lateral direction; the at least
two castings coupled together by a laterally extending front
cross-car extrusion and a laterally extending rear cross-car
extrusion, the rear cross-car extrusion spaced away from the front
cross-car extrusion in the longitudinal direction to define an area
that is bounded by the at least two castings, the laterally
extending front cross-car extrusion, and the laterally extending
rear cross-car extrusion; a laterally extending roll bar coupled to
the at least two castings and positioned over the area to define a
motor receiving volume configured to contain at least one motor;
and a rear steering actuator mounted to a rear facing surface of
the rear cross-car extrusion.
11. The system of claim 10, further comprising two track rods
coupled to opposite sides of the rear steering actuator and
extending laterally away from the rear steering actuator, the track
rods including at least one curved section extending in the
longitudinal direction.
12. The system of claim 11, wherein the two track rods are each
respectively coupled to two different knuckles with a pin that
extends upward through an underside of the knuckle.
13. The system of claim 11, further comprising two steering
knuckles coupled to each casting, the steering knuckles including a
wheel mount, the track rods coupled to the steering knuckles at a
location below the center of the wheel mount when the viewed in the
lateral direction.
14. The system of claim 13, wherein each steering knuckle includes
a rear lever portion extending in the longitudinally direction and
coupled to one of the track rods.
15. The system of claim 14, wherein the steering knuckles are
coupled to the castings with at least one lower semi-trailing
arm.
16. The system of claim 15, further comprising a wind-up link
connecting the steering knuckle to the lower semi-trailing arm, the
wind-up link positioned behind the rear lever portion when the
viewed in the lateral direction.
17. The system of claim 16, further comprising two upper control
arms hingedly connected to each casting and extending laterally
away from the casting and positioned in-line with the cross-car
roll bar when viewed from above.
18. A method of installing an electric motor in a rear subframe:
inserting at least one electric motor into a front side of the rear
subframe configured to at least partially surround the electric
motor on all sides except for the front side; and securing at least
two braces to the subframe to close the front end and at least
partially surround the electric motor on all sides.
19. The method of claim 18, further comprising securing the
electric motor to at least a portion of a built-in motor mount in
the subframe
20. The method of claim 19, wherein inserting at least one electric
motor into a front side of the rear subframe comprises inserting
two electric motors.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application claims the benefit of U.S. Provisional
Application No. 62/373,213, filed Aug. 10, 2016, the entirety of
which is hereby incorporated by reference.
BACKGROUND
Field
[0002] The present disclosure is generally directed to automotive
subframe and suspension assemblies. More particularly, disclosed
herein is a rear subframe for an electric vehicle capable of
housing one or two electric motors for an electric vehicle.
Additional components such as invertors may also be housed within
the subframe. A rear suspension and steering system may also be
included.
Description of the Related Art
[0003] Subframes may be used to protect and isolate the motor from
the main vehicle frame. Such subframes may improve safety and
reduce vibrations. Independent suspensions systems allow for each
wheel of the vehicle to move independently of one another. Active
adjustment of the rear wheels reduces a vehicle's turning radius
and stabilizes vehicle handling at high speeds.
SUMMARY
[0004] The devices, systems, and methods disclosed herein have
several features, no single one of which is solely responsible for
its desirable attributes. Without limiting the scope as expressed
by the claims that follow, its more prominent features will now be
discussed briefly. After considering this discussion, and
particularly after reading the section entitled "Detailed
Description" one will understand how the features of the system and
methods provide several advantages over traditional systems and
methods.
[0005] In some implementations, a system for housing at least one
an electric motor in an electric automobile includes a rear
subframe. The subframe may include at least two castings extending
in a longitudinal direction and spaced apart from one another in a
lateral direction. The at least two castings may be coupled
together by a laterally extending front cross-car extrusion and a
laterally extending rear cross-car extrusion. The rear cross-cross
car extrusion may be spaced away from the front cross-car extrusion
in the longitudinal direction to define an area that is bounded by
the at least two castings, the laterally extending front cross-car
extrusion, and the laterally extending rear cross-car extrusion. A
laterally extending roll bar may be coupled to the at least two
castings and positioned over the area to define a motor receiving
volume configured to receive at least one motor inserted over the
front cross-car extrusion. At least two braces may be removably
couplable to the subframe. The at least two braces may be
configured to prevent removal of a motor inserted over the front
cross-car extrusion when the at least two braces are coupled to the
subframe.
[0006] In some aspects, the at least two castings include at least
a portion of a motor mount configured secure the motor with respect
to the castings. A rear steering actuator may be coupled to the
rear cross-car extrusion. Two laterally extending track rods may be
coupled to opposite sides of the rear steering actuator. The track
rods may include at least one section that curves in the
longitudinal direction. The track rods may be coupled to two
different knuckles with a pin that extends upward through an
underside of the knuckle. A lower semi-trailing arm may be hingedly
connected to each casting and may support an air spring from below.
Two upper control arms may be hingedly connected to each casting
and may extend laterally away from the casting and positioned
in-line with the cross-car roll bar when viewed from above.
[0007] In some implementations, a rear subframe and rear steering
assembly system includes at least two castings extending in a
longitudinal direction and spaced apart from one another in a
lateral direction. The at least two castings may be coupled
together by a laterally extending front cross-car extrusion and a
laterally extending rear cross-car extrusion. The rear cross-cross
car extrusion may be spaced away from the front cross-car extrusion
in the longitudinal direction to define an area that is bounded by
the at least two castings, the laterally extending front cross-car
extrusion, and the laterally extending rear cross-car extrusion. A
laterally extending roll bar may be coupled to the at least two
castings and positioned over the area to define a motor receiving
volume configured to contain at least one motor. A rear steering
actuator may be mounted to a rear facing surface of the rear
cross-cross car extrusion.
[0008] In some aspects, two track rods are coupled to opposite
sides of the rear steering actuator and extend laterally away from
the rear steering actuator. The track rods may include at least one
curved section extending in the longitudinal direction. The two
track rods may each be coupled to two different knuckles with a pin
that extends upward through an underside of the knuckle. The
steering knuckles may include a wheel mount. In some aspects, the
track rods are coupled to the steering knuckles at a location below
the center of the wheel mount when the viewed in the lateral
direction. The steering knuckles may include a rear lever portion
extending in the longitudinally direction and coupled to one of the
track rods. The steering knuckles may be coupled to the castings
with at least one lower semi-trailing arm. A wind-up link may
connect the steering knuckle to the lower semi-trailing arm. The
wind-up link may be positioned behind the rear lever portion of the
knuckle when the viewed in the lateral direction.
[0009] In some implementations a method of installing an electric
motor in a rear subframe includes inserting at least one electric
motor into a front side of a rear subframe configured to at least
partially surround the electric motor on all sides except for the
front side. The method may include securing at least two braces to
the subframe to close the front end and at least partially surround
the electric motor on all sides. The method may include securing
the electric motor to at least a portion of a motor mount that is
built into the subframe.
BRIEF DESCRIPTION OF THE DRAWINGS
[0010] The following is a brief description of each of the
drawings. From figure to figure, the same reference characters have
been used to designate the same components of an illustrated
embodiment. The drawings disclose illustrative embodiments and
particularly illustrative implementations in the context of an
electric automobile. They do not set forth all embodiments. Other
embodiments may be used in addition to or instead. Conversely, some
embodiments may be practiced without all of the details that are
disclosed.
[0011] It is to be noted that the figures provided herein are not
drawn to any particular proportion or scale, and that many
variations can be made to the illustrated embodiments. Brief
introductions to some of the features, which are common to the
described embodiments, are now described.
[0012] FIG. 1 is front top perspective view of a subframe according
to one implementation.
[0013] FIG. 2 is rear bottom perspective view of the subframe of
FIG. 1.
[0014] FIG. 3 is rear perspective view of the subframe of FIG.
1.
[0015] FIG. 4 is an overhead view of the subframe of FIG. 1.
[0016] FIG. 5 is an underside view of the subframe of FIG. 1.
[0017] FIG. 6 is a rear view of the subframe of FIG. 1.
[0018] FIG. 7 is a front view of the subframe of FIG. 1.
[0019] FIG. 8 is a right side view of the subframe of FIG. 1.
[0020] FIG. 9 is the same as FIG. 1 with the two bolt-in braces
removed.
[0021] FIG. 10 is the same as FIG. 9 with two electric motors shown
as being placed within the subframe in a direction that runs from
the front to the rear of the vehicle.
[0022] FIG. 11 is the same as FIG. 10 with two electric motors
installed within the subframe.
[0023] FIG. 12 is the same as FIG. 11 with the two bolt-in braces
secured to the subframe to secure the two electric motors in the
subframe.
[0024] FIG. 13 is the same as FIG. 1 with a drive system, steering
system, and suspension system coupled to the subframe.
[0025] FIG. 14 is a rear perspective view of FIG. 13.
[0026] FIG. 15 is an underside view of FIG. 13.
[0027] FIG. 16 is an overhead view of FIG. 13.
[0028] FIG. 17 is a perspective view of left side of the steering
system and suspension system.
[0029] FIG. 18 is an underside view of FIG. 17.
[0030] FIG. 19 is an overhead view of FIG. 17.
[0031] FIG. 20 is a head on view of FIG. 17.
[0032] FIG. 21 is a rear perspective view of the steering system
and suspension system of FIG. 17 coupled to the subframe of FIG.
1.
[0033] FIG. 22 is an underside view of FIG. 21.
[0034] FIG. 23 is an overhead view of FIG. 21.
[0035] FIG. 24 is a front view of FIG. 21.
[0036] FIG. 25 is a head on view of FIG. 21.
[0037] FIG. 26 is a partial perspective view of the underside of a
vehicle having the subframe, drive system, steering system, and
suspension system of FIG. 13 coupled to the frame of a vehicle.
[0038] FIG. 27 is front top perspective view of an alternative
subframe, similar to the subframe shown in FIG. 1 according to one
implementation.
[0039] FIG. 28 is rear bottom perspective view of the subframe of
FIG. 27.
[0040] FIG. 29 is rear perspective view of the subframe of FIG.
27.
[0041] FIG. 30 is an overhead view of the subframe of FIG. 27.
[0042] FIG. 31 is an underside view of the subframe of FIG. 27.
[0043] FIG. 32 is a rear view of the subframe of FIG. 27.
[0044] FIG. 33 is a front view of the subframe of FIG. 27.
[0045] FIG. 34 is a right side view of the subframe of FIG. 27.
[0046] FIG. 35 is the same as FIG. 27 with additional components
coupled to the subframe, which may be coupled to a drive system
(not shown) as similarly shown and described with respect to FIG.
13.
[0047] FIG. 36 is a rear perspective view of FIG. 35.
[0048] FIG. 37 is an underside view of FIG. 35.
[0049] FIG. 38 is an overhead view of FIG. 35.
[0050] FIG. 39 is a perspective view of left side of the steering
system and suspension system.
[0051] FIG. 40 is an underside view of FIG. 39.
[0052] FIG. 41 is an overhead view of FIG. 39.
[0053] FIG. 42 is a head on view of FIG. 39.
[0054] FIG. 43 is a rear perspective view of the steering system
and suspension system of FIG. 39 coupled to the subframe of FIG.
27.
[0055] FIG. 44 is an underside view of FIG. 43.
[0056] FIG. 45 is an overhead view of FIG. 43.
[0057] FIG. 46 is a front view of FIG. 43.
[0058] FIG. 47 is a head on view of FIG. 43.
[0059] FIG. 48 is a partial perspective view of the subframe,
steering system, and suspension system of FIG. 35, which may be
coupled to a frame of a vehicle, as similarly shown in FIG. 26.
DETAILED DESCRIPTION
[0060] Disclosed herein is a subframe assembly for housing one or
two relatively large electric motors. As such, the same subframe
may be used for various models of electric vehicles. For example, a
single motor may be mounted in the subframe for one line of
production vehicles and a second, higher performance line of
production vehicles, may include two motors mounted within the same
subframe. The subframe may be mounted into various vehicle frames.
In this way, a more modular vehicle construction may be possible.
In embodiments with a single motor, a differential may also be
housed within the subframe. The motor(s) may include gear sets.
[0061] The subframe may include a substantially unitary
construction. For example, the subframe may include very few parts
that are not bonded or welded together. For example, the subframe
may include at least two longitudinal members that are joined
together with two or more lateral, cross-car members that are
welded to the longitudinal members. Such a unitary construction may
increase the strength of the subframe and protect the motors within
the subframe. Such a construction may also provide the relatively
large space required for two large rear motors, two gear sets, and
two invertors. In some aspects, the subframe is configured to
contain the motor and other components within the subframe during
collisions. The subframe may surround the drive train components
and protect the drive train components from impacts in multiple
directions and during roll-overs.
[0062] In some implementations, the subframe is configured such
that the one or more motors are inserted into the front side of the
subframe during a motor installation. Two or more bolt-in braces
may then be installed to secure the motors within the subframe.
After the bolt-in braces are installed, the subframe may
substantially surround and house the one or more motors within the
subframe. The bolt-in braces may be the only portions of the
subframe that are easily removed and re-attached. In other
implementations, for example, the implementation shown with respect
to at least FIG. 27, the braces may be permanently affixed to the
subframe, or formed as a solid pieces in conjunction with the
subframe.
[0063] In some implementations, the subframe includes one or more
built-in motor mounts. In this way, the motor(s) may be more easily
installed and secured within the subframe. Thus, the present
disclosure provides a means for securing one or more motors on and
within the subframe. In some aspects, the subframe supports at
least a portion of one or more motors from below. In some aspects,
the subframe inhibits the movement of the one or motors in the
lateral, longitudinal, and transverse directions.
[0064] The subframe may include at least one rear cross-car
extrusion. Such a rear cross-car extrusion may increase the
rigidity of the subframe. In some aspects, a rear steering actuator
may be mounted on the rear cross-car extrusion. Thus, the cross-car
extrusion may simplify manufacturing.
[0065] The subframe may include at least one rear cross-car roll
bar that is configured to pass over at least a portion of at least
one motor placed within the subframe when viewed from above. In
some aspects, the subframe includes one front cross-car extrusion.
A subframe constructed of just two uniquely shaped castings coupled
together by only three cross-car members may provide a cost
effective, easy to manufacture, and robust system for housing a
drive train. Furthermore, the subframe may be configured such that
a rear steering and suspension system may be easily attached
thereto.
[0066] A suspension system may be coupled to the subframe. The
suspension system may include semi-trailing arms that move at an
angle to the vehicle's longitudinal axis as they deflect and
rebound during driving. Such semi-trailing arms may improve
handling during cornering.
[0067] In some aspects, an air spring is mounted to each
semi-trailing arm. The air spring may be capable of adjusting the
ride height of the vehicle and/or providing a smoother and more
comfortable ride for the passengers. In some aspects, each
semi-trailing arm may be configured to accommodate an air spring
that is large enough to raise and lower the relatively heavy
electric motor(s). Furthermore, the semi-trailing arm design
disclosed herein allows for large air springs while at the same
time attempts to minimize the size of the semi-trailing arms in at
least the lateral direction.
[0068] The terms "upper," "lower," "top," "bottom," "underside,"
"upperside" and the like, which may be used to describe the
components described herein, are used in reference to the
illustrated orientation of the embodiment. The "front" of the
subframe 100 generally refers to the left hand side of the subframe
100 positioned in the orientation in FIG. 1. The "rear" of the
subframe 100 generally refers to the right hand side of the
subframe 100 positioned in the orientation in FIG. 1.
[0069] The foregoing description and claims may refer to elements
or features as being "connected" or "coupled" together. As used
herein, unless expressly stated otherwise, "connected" means that
one element/feature is directly or indirectly connected to another
element/feature. Likewise, unless expressly stated otherwise,
"coupled" means that one element/feature is directly or indirectly
coupled to another element/feature. Thus, although the various
schematics shown in the figures depict example arrangements of
elements and components, additional intervening elements, devices,
features, or components may be present in an actual embodiment
(assuming that the functionality is not adversely affected).
Furthermore, various solutions, other than those expressly
described herein may be used to mechanically couple the disclosed
components. Such couplings include ball and socket joints, hinges,
universal joints, swivel joints, and the like.
[0070] FIGS. 1-8 illustrate an exemplary implementation of a
subframe 100. To assist in the description of the subframe 100 and
related components, the following coordinate system may be used
(see, e.g., FIG. 1). A "longitudinal axis" is generally parallel to
a length-wise axis extending from the rear of the subframe 100 to
the front of the subframe 100. The "longitudinal direction" refers
to a direction substantially parallel to the longitudinal axis.
When installed in a vehicle, the subframe 100 would travel in the
forward direction from right to left in FIG. 1, along the
longitudinal axis.
[0071] The subframe 100 includes a front portion and a rear
portion. As shown in FIG. 1, the front cross-car extrusion 101 may
be located in the front portion of the subframe 100 and the rear
cross-car extrusion 107 may be located in the rear portion of the
subframe 100. The front cross-car extrusion 101 may be parallel to
the rear cross-car extrusion 107. The front cross-car extrusion 101
and the rear cross-car extrusion 107 may be spaced apart from each
other in the longitudinal direction. Additional cross-car
extrusions or members may be utilized.
[0072] A "lateral axis" is normal to the longitudinal axis and is
generally parallel to a width-wise axis extending from the right
side of the subframe 100 to the left side of the subframe 100. The
"lateral direction" refers to a direction substantially parallel to
the lateral axis. As shown, the lateral axis is parallel to the
front and rear cross-car extrusions 101, 107. The lateral axis is
also parallel to the cross-car roll bar 103.
[0073] A "transverse axis" extends normal to both the longitudinal
axis and the lateral axis and is generally parallel to a
height-wise axis extending from the bottom of the vehicle to the
top of the vehicle. The "transverse direction" refers to a
direction substantially parallel to the transverse axis. Thus, the
rear cross-car extrusion 107 has a height that extends in the
transverse direction. The cross car roll bar 103 is generally
spaced apart from the front and rear cross-car extrusions 101, 107
by a distance in the transverse direction.
[0074] The subframe 100 includes a right portion and a left
portion. As shown in FIG. 1, the right casting 102a may be located
in the right portion of the subframe 100 and the left casting 102b
may be located in the left portion of the subframe 100. The right
casting 102a may be generally parallel to the left casting 102b and
generally parallel to the longitudinal axis.
[0075] Continuing with FIGS. 1-8, the right and left bolt-in braces
105a, 105b are shown in the installed position. As shown, the right
bolt-in brace 105a is coupled at one end to a lower front section
of the right casting 102a and coupled at the other end to a top
central section of the right casting 102a that is adjacent to the
top cross car rod 103. Similarly, the left bolt-in brace 105b is
coupled at one end to a lower front section of the left casting
102b and coupled at the other end to a top central section of the
left casting 102b that is adjacent to the top cross car rod 103.
The bolt-in braces 105a, 105b may be removeably coupled to the
subframe 100 using one or more bolts or other couplings. While two
bolt-in braces 105a, 105b are shown and described, additional
bolt-in braces may be included.
[0076] The left and right castings 102a, 102b may include one or
more built-in receiving spaces 110a, 110b, 112a, 112b, 113a, 113b
for one or more suspension components. For example, a lower
semi-trailing arm may be coupled to the lower receiving spaces
110a, 110b, 112a, 112b and an upper control arm may be coupled to
the upper receiving spaces 113a, 113b.
[0077] As best shown in FIG. 8 the castings 102 include a lower and
frontward most mount 122a and the castings then extend rearward
along the longitudinal axis. The frontward most mount 122a may be
configured to be coupled to a vehicle body. Such mounts may include
bushings.
[0078] Continuing with the castings 102, extending rearward along
the longitudinal axis away from the frontward most mount 122a, the
casting 102 may include a transverse portion 140 that splits into a
rearward most mount 142a and an archway portion 150. The rearward
most mount 142a may include a mount extending along the
longitudinal axis. The rearward most mount 142a may be configured
to the coupled to the vehicle body. As shown, the rearward most
mount 142a may be spaced apart in the transverse direction as
compared to the lower and frontward most portion 122a.
[0079] The archway portion 150 may terminate at a receiving area
for the right bolt-in brace 105a. The right bolt-in brace 105a may
be removably attached to the casting 102 in at least two places.
The bolt-in brace 105a may extend along the transverse and/or
longitudinal axis and connect the archway portion 150 of the
casting 102 to the lower portion of the casting 102 that extends
along the longitudinal axis. With the bolt-in brace 105a coupled to
the casting 102, an enclosure 190 for one or more motors may be
formed. The bolt-in braces 105 may be reinforced by a gusset
159.
[0080] Turning to FIG. 9, the subframe 100 is shown with the
bolt-in braces 105 removed. A receiving area for one or more motors
may be defined by the area inside the perimeter formed by the left
and right castings 102a, 102b and the front and rear cross-car
extrusions 101, 107.
[0081] The subframe 100 may be configured to receive one or more
motors that are inserted through the front of the subframe 100.
That is to say, the subframe 100 is configured such that the
drivetrain components (e.g. the one or two electric motors) may
only be inserted into the subframe 100 from the front--passing at
least partially over the front cross-car extrusion 101. As shown,
the shape of the rear cross-car extrusion 107 may prevent the
insertion of a motor through the rear of the subframe 100. In some
aspects, the rear cross-car extrusion 107 may prevent or inhibit
movement of a motor that is inserted into the subframe 100 in at
least the longitudinal direction.
[0082] The cross-car roll bar 103 may extend over the receiving
area for the one or more motors to define a motor receiving volume.
The cross-car roll bar 103 may be fixedly coupled to the left and
right castings 102a, 102b. In some aspects, the cross-car roll bar
103 may prevent or inhibit movement of a motor that is inserted
into the subframe 100 in at least the transverse direction.
[0083] The subframe 100 may include one or more motor mounts 200.
The motor mounts 200 may be configured to receive at least a
portion of the motor or other motor mount component. As shown in
FIG. 9, the motor mounts 200 may be formed into the castings 102a,
102b. In this way, the motors may be secured to the subframe 100
using with only a few components that are at least partially
built-in to the subframe 100.
[0084] As shown in FIG. 10, at least two motors 150a, 105b and at
least two invertors 230a, 230b may be inserted over the front
cross-car extrusion 101 and into the motor receiving volume.
Brackets 225a, 225b may be coupled to the motors 150a, 105b which
are in turn coupled to the motor mounts 200 to secure the motors
150a, 105b within the motor receiving volume.
[0085] Turning to FIG. 11, the two motors 150a, 105b and two
invertors 230a, 230b are shown within the subframe 100 and secured
to the motor mounts 200. The motor mounts may help prevent or
inhibit movement of the motors 150a, 150b with respect to the
subframe 100 in all three directions. While two motors are shown in
FIG. 11, one motor 105a may be sufficient.
[0086] FIG. 12 illustrates the two motors 150a, 105b and two
invertors 230a, 230b secured within the subframe 100 and with
bolt-in braces 105 coupled to the subframe 100. The braces 105a,
105b may be configured to prevent removal of the one or more motors
from the subframe 100. Thus, the braces 105a, 105b may help prevent
or inhibit movement of the motors 150a, 150b with respect to the
subframe 100 in at least the longitudinal and transverse
directions. As shown, the cross-car roll bar 103 extends over the
two motors 150a, 105b.
[0087] While the bolt-in braces 105a, 105b are shown as connecting
two portions of each casting 102a, 102b, the bolt-in braces 105a,
105b may be configured such that they are removably couplable to a
portion of a casting 102a, 102b at one end and to a portion of the
cross-car roll bar 103 at the other end of the brace. In other
implementations, the bolt-in braces 105a, 105b are removably
couplable to the front cross-car extrusion 101 at one end and to
the cross-car roll bar 103 at the other end of the brace. In other
implementations, the bolt-in braces 105a, 105b are removably
couplable to the front cross-car extrusion 101 at one end and to a
portion of a casting 102a, 102b at the other end of the brace.
Additional bolt-in braces 105a, 105b may be utilized. For example,
a third bolt-in brace (not shown) may be removably couplable to a
center portion of the cross-car extrusion 101 at one end and to a
center portion of the cross-car roll bar 103 at the other end of
the brace, to further house the motor(s) within the subframe
100.
[0088] Turning to FIGS. 13-16, a rear steering system and an
independent rear suspension system may be coupled to the subframe
100. The steering system generally includes a steering actuator 300
that is mounted to the rear cross-car extrusion 107. As shown, the
steering actuator 300 is coupled to a rear facing surface of the
rear cross-car extrusion 107.
[0089] The steering actuator 300 includes two couplings 305 at
opposite ends. In some implementations, the steering actuator 300
is an active kinematics control actuator available from the ZF
Company. The couplings 305 may be connected to track rods 310 which
are in turn coupled to the left or right rear wheel steering
knuckles 400. Thus, the steering actuator 300 may push or pull on
the track rods 310 to rotate the steering knuckles 400 and turn the
rear wheels as desired.
[0090] The steering knuckles 400 may include a wheel mount 450. The
wheel mount 450 may be coupled to an axle 475 which is coupled to
an electric motor 150a, 150b. The steering knuckles 400 may be
coupled to the subframe 100 with an upper control arm 370 and a
lower semi-trailing arm 600. Each steering knuckle 400 may also be
coupled to the lower semi-trailing arm 600 with a wind-up link 350.
A damper 550 may also be coupled to the steering knuckle 400. The
lower semi-trailing arm 600 may support an air spring 500 from
below. The air spring 500 may be configured to adjusting the ride
height of the vehicle.
[0091] As shown in FIG. 16, the upper control arms 370 may be
positioned substantially in-line with the cross-car roll bar 103
when the subframe 100 is viewed from above. In other words, the
upper control arms 370 may extend in a substantially straight line
along the lateral axis away from either side of the castings 102a,
102b from a location that is adjacent to the location where the
cross-car roll bar 103 is connected to the castings 102a, 102b when
the subframe 100 is viewed from above.
[0092] The upper control arms 370 may be hingedly coupled to the
castings 102a, 102b such that they can rotate up and down with
respect to the subframe 100 in the transverse direction. For
example, the upper control arms 370 may include knuckles 321 at
either end. One control arm knuckle 321 may be inserted into the
left of right upper receiving spaces 113a, 113b on the casting and
secured within the receiving spaces 113a, 113b with a pin. The
control arm knuckles 321 on the opposite side of the control arms
370 may be inserted to into the upper receiving spaces 415 of each
steering knuckle 400 and secured with a pin. In this way, the upper
control arms 370 and the knuckles 321 may be movable with respect
to the subframe 100 in at least the transverse direction.
[0093] As also seen in FIGS. 18-19, the track rods 310 may be
shaped to accommodate an air spring 500. As such, the track rods
310 may not be substantially linear rods. Rather the track rods 310
may include one or more curved sections to bend around the
relatively large air springs 500 required for such a relatively
heavy load within the subframe 100.
[0094] With reference to FIGS. 18-20, the track rods 310 may be
hingedly coupled to the steering actuator 300 such that the track
rods 310 may be able to rotate with respect to the steering
actuator 300 about a connection point between the track rod 310 and
the steering actuator 300 in at least the transverse direction. In
some aspects, the steering actuator 300 includes a leaf 305
configured to receive a track rod knuckle 320. The steering
actuator leaf 305 may be coupled to the track rod knuckle 320 with
a pin.
[0095] As best shown in FIG. 20, the track rods 310 may include a
track rod pin 390 at the end that is opposite to the end that
terminates in the track rod knuckle 320. The track rod pin 390 may
extend away from the track rod 310 in the transverse direction. The
track rod pin 390 may be inserted upwardly into an opening in a
rearward, longitudinally extending lever portion 490 of the
steering knuckle 400. Thus, the steering knuckle 400 may be rotated
with respect to the track rods 310 when the track rod moves in the
lateral direction. In some aspects, the longitudinally extending
lever portion 490 of the steering knuckle 400 is positioned below a
longitudinally extending line passing through the transverse center
of the wheel mount 450.
[0096] As shown, for example, in FIGS. 18 & 22, the lower
semi-trailing arm 600 may be coupled to the subframe 100 at two
spaced apart locations. The lower semi-trailing arm 600 may also be
configured to pivot about at least two connection points with the
castings 102a, 102b. For example, the lower semi-trailing arm 600
may include a front semi-trailing arm knuckle 612 and a rear
semi-trailing arm knuckle 610. The lower semi-trailing arm 600 may
include a vent 625 on the configured to draw in and/or expel air
from the air spring 500 positioned on the lower semi-trailing arm
600.
[0097] The rear semi-trailing arm knuckle 610 may be inserted into
receiving space 110a, 110b on the castings 102a, 102b. The rear
semi-trailing arm knuckle 610 may be secured to the receiving space
110a, 110b by a pin. Such as connection may allow for the lower
semi-trailing arm 600 to pivot with respect to the subframe 100 in
at least the transverse direction. The rear semi-trailing arm
knuckle 610 may thus pivot about the longitudinal axis.
[0098] The front semi-trailing arm knuckle 612 may be inserted into
receiving space 112a, 112b on the castings 102a, 102b. The front
semi-trailing arm knuckle 612 may be secured to the receiving space
112a, 112b by a pin. Such as connection may allow for the lower
semi-trailing arm 600 to pivot with respect to the subframe 100 in
at least the transverse direction. As shown, the axis of rotation
of the front semi-trailing arm knuckle 612 may be offset from the
longitudinal axis by an angle .theta.. In some implementations,
this angle .zeta. is 30.degree.. However, the angle .theta. may be
any suitable angle. For example, the angle .theta. may be between
15.degree. and 45.degree..
[0099] The lower semi-trailing arm 600 may also be coupled to the
steering knuckle 400 at two spaced apart locations. For example,
the lower semi-trailing arm 600 may include an outside knuckle 620
that is inserted into a lower leaf 425 in the steering knuckle 400
and secured with a pin.
[0100] A wind-up rod 350 may also be used to couple the lower
semi-trailing arm 600 to the steering knuckle 400. One end of the
wind-up rod 350 may include a mount that is inserted into a leaf
650 on an outward edge that is positioned rearward of the outside
knuckle 620. The other end of the wind-up rod 350 may include an
opening for receiving a pin 470 extending from the steering knuckle
400. As shown in FIG. 20, the wind-up rod 350 may be generally
parallel with the transverse axis and may be positioned behind the
longitudinally extending lever portion 490 of the steering knuckle
400 when viewed in the lateral direction.
[0101] FIG. 26 illustrates the subframe, drive system, steering
system, and suspension system described above installed in the rear
of a vehicle. As shown, the mounts 122a, 122b, 142a, 142b are
coupled to the underside of a vehicle's frame.
[0102] The methods disclosed herein comprise one or more steps or
actions for achieving the described method. The method steps and/or
actions may be interchanged with one another without departing from
the scope of the claims. In other words, unless a specific order of
steps or actions is specified, the order and/or use of specific
steps and/or actions may be modified without departing from the
scope of the claims.
[0103] It is to be understood that the implementations are not
limited to the precise configuration and components illustrated
above. Various modifications, changes, and variations may be made
in the arrangement, operation, and details of the methods and
apparatus described above without departing from the scope of the
implementations.
[0104] Although this invention has been described in terms of
certain embodiments, other embodiments that are apparent to those
of ordinary skill in the art, including embodiments that do not
provide all of the features and advantages set forth herein, are
also within the scope of this invention. Moreover, the various
embodiments described above can be combined to provide further
embodiments. In addition, certain features shown in the context of
one embodiment can be incorporated into other embodiments as
well.
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