Advanced composite hybrid-electric vehicle

• US 20030230443A1
• Filed: 01/08/2003
• Published: 12/18/2003
• Est. Priority Date: 01/08/2002
• Status: Abandoned Application

• Current Assignee: Fiberforge Corporation
• Original Assignee: Fiberforge Corporation
• Inventors: Moore, Timothy, Cramer, David, Cooper, David, Wright, Chris, Ploumen, Serve, Sim, Malcolm, Wareing, David, Taggart, David
• Application Number:
  US10/337,730
• Publication Number:
  US 20030230443A1
• Time in Patent Office: Days
• US Class Current: 180/65.51
• CPC Class Codes: B60G 2200/144 with two lateral arms forming a parallelogram
• CPC Class Codes: B60G 2202/42 Electric actuator
• CPC Class Codes: B60G 2202/424 electrostrictive materials, e.g. piezoelectric actuator
• CPC Class Codes: B60G 2204/1431 of an L-shaped arm
• CPC Class Codes: B60G 2204/1432 by vertical bolts or studs
• CPC Class Codes: B60G 3/20 all arms being rigid
• CPC Class Codes: B60G 7/001 Suspension arms, e.g. constructional features B60G7/006 takes precedence
• CPC Class Codes: B60K 1/04 of the electric storage means for propulsion exchanging batteries for electric propulsion of vehicles B60L53/80; for auxiliary purposes only B60R16/04; supplying batteries to, or removing batteries from, vehicles B60S5/06
• CPC Class Codes: B60K 15/07 of gas tanks
• CPC Class Codes: B60K 17/046 with planetary gearing having orbital motion
• CPC Class Codes: B60K 2007/0038 the motor moving together with the wheel axle
• CPC Class Codes: B60K 2007/0046 the motor moving together with the vehicle body, i.e. moving independently from the wheel axle
• CPC Class Codes: B60K 2007/0061 the motor axle being parallel to the wheel axle
• CPC Class Codes: B60K 2007/0092 the motor axle being coaxial to the wheel axle
• CPC Class Codes: B60K 6/32 characterised by the fuel cells
• CPC Class Codes: B60K 6/40 characterised by the assembly or relative disposition of components
• CPC Class Codes: B60K 6/52 Driving a plurality of drive axles, e.g. four-wheel drive
• CPC Class Codes: B60K 7/0007 the motor being electric
• CPC Class Codes: B60L 2220/46 Wheel motors, i.e. motor connected to only one wheel
• CPC Class Codes: B62D 21/152 Front or rear frames
• CPC Class Codes: B62D 23/00 : Combined superstructure and frame, i.e. monocoque constructions having impact absorbing means B62D21/15; superstructure or monocoque structure sub-units or parts or details thereof B62D25/00 ; characterised by the material thereof B62D29/00
• CPC Class Codes: B62D 23/005 : with integrated chassis in the whole shell, e.g. meshwork, tubes, or the like B62D33/044 takes precedence
• CPC Class Codes: B62D 25/082 : Engine compartments
• CPC Class Codes: B62D 25/084 : Radiator supports
• CPC Class Codes: B62D 27/023 : Assembly of structural joints
• CPC Class Codes: B62D 27/026 : Connections by glue bonding in general F16B11/00; processes C09J5/00
• CPC Class Codes: B62D 29/001 : characterised by combining metal and synthetic material
• CPC Class Codes: B62D 29/005 : preformed metal and synthetic material elements being joined together, e.g. by adhesives
• CPC Class Codes: B62D 29/046 : Combined superstructure and frame, i.e. monocoque constructions
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 90/40 : Application of hydrogen technology to transportation, e.g. using fuel cells

Abstract

An advanced composite hybrid-electric vehicle including one or more of lightweight, advanced composite structures, modular rear suspension and traction motor units, fuel-cell hybrid-electric powertrains, integrated electromagnetic and pneumatic suspension systems, and a digital network-based control system and information management architecture that uses a fault tolerant ring main power supply.

Claims

1. An automobile vehicle structure comprising:

a safety cell made of an advanced composite;

a subframe disposed forward of the safety cell and attached to the safety cell; and

a front crush structure disposed forward of the subframe and attached to the subframe and the safety cell.

2. The automobile structure of claim 1, wherein the subframe is made of aluminum.

3. The automobile structure of claim 1, wherein the front crush structure includes an A-pillar upper member that spans the subframe and attaches the front crush structure to the safety cell.

4. The automobile structure of claim 1, wherein the front crush structure is made of an advanced composite.

5. The automobile structure of claim 1, wherein the advanced composite is a highly aligned reinforcement of one of carbon, glass, and aramid fibers in a suitable polymer matrix of one of thermoset resins and thermoplastic resins.

6. The automobile structure of claim 1, wherein components of the safety cell are joined using blade and clevis joints.

7. The automobile structure of claim 1, wherein the safety cell comprises:

a rear floor having a forward portion, middle portion, and rear portion, and a left side and a right side;

a firewall upper attached to the front portion of the rear floor;

a B-frame attached to the middle portion of the rear floor;

a C-frame attached to the middle portion of the rear floor, wherein the C-frame is closer the rear portion of the rear floor than the B-frame;

a left bodyside attached to the firewall upper, the B-frame, the C-frame, and the rear floor;

a right bodyside attached to the firewall upper, the B-frame, the C-frame, and the rear floor;

a tailgate ringframe attached to the left bodyside, the right bodyside, and the rear portion of the rear floor;

a firewall lower attached to the left bodyside, the right bodyside, and the firewall upper;

a main floor attached to the left bodyside, the right bodyside, the rear floor, and the tailgate ringframe;

a roof attached to the left bodyside, the right bodyside, the B-frame, the C-frame, and the tailgate ringframe;

a screen surround attached to the firewall lower, the left bodyside, the right bodyside, and the roof;

a left bodyside wedge attached to the left bodyside, the firewall upper, the firewall lower, and the floor; and

a right bodyside wedge attached to the right bodyside, the firewall upper, the firewall lower, and the floor.

8. The automobile structure of claim 7, wherein the B-frame and the C-frame are attached to the left bodyside and the right bodyside using advanced composite blade and clevis joints.

9. The automobile structure of claim 7, wherein the screen surround includes blades that attach to a clevis of the left bodyside and the right bodyside.

10. The automobile structure of claim 7, wherein the left bodyside and the right bodyside have clevis assembly interfaces adapted to join blades of components that join the left bodyside and the right bodyside.

11. The automobile structure of claim 7, wherein the left bodyside and the right bodyside are made of an advanced composite and have a foam sandwich core.

12. The automobile structure of claim 1, further comprising an exterior skin applied over the safety cell, the subframe, and the front crush structure, wherein the exterior skin is made of an unreinforced thermoplastic.

13. An automobile suspension component comprising a member having a closed cross-section, and wherein the member is made of an advanced composite.

14. The automobile suspension component of claim 13, wherein the closed cross-section is substantially equal to the maximum internal volume for a given surface.

15. The method of claim 13, further comprising a mechanical interface made of a sleeve type single lap bonded metallic insert.

16. The method of claim 13, wherein the advanced composite is a highly aligned reinforcement of one of carbon, glass, and aramid fibers in a suitable polymer matrix of one of thermoset resins and thermoplastic resins.

17. A suspension and traction motor unit comprising:

a trailing arm made of an advanced composite, wherein the trailing arm has a housing;

a motor mounted within the housing;

a transmission attached to housing and coupled to the motor;

a brake assembly coupled to the transmission, wherein the transmission is disposed between the trailing arm and the brake assembly; and

a suspension strut attached to the trailing arm.

18. The suspension and traction motor unit of claim 17, wherein the trailing arm has an integrally molded bushing adapted to attach the suspension and traction motor unit to a vehicle structure.

19. The method of claim 17, wherein the advanced composite is a carbon fiber reinforced polymer.

20. The method of claim 17, wherein the motor is a hub motor.

21. The method of claim 17, wherein the transmission is a step down epicyclic gearbox.

22. A powertrain system for a fuel cell hybrid-electric vehicle comprising:

a fuel cell having a positive terminal and a negative terminal, wherein the negative terminal is grounded;

a diode in communication with the positive terminal of the fuel cell;

a capacitor in communication with the diode and the negative terminal of the fuel cell;

a load-leveling battery module having a positive terminal and a negative terminal, wherein the negative terminal is grounded;

a low voltage dc/dc converter;

a front inverter;

a rear inverter;

a controller having a junction in communication with the diode and the low voltage dc/dc converter, wherein the controller has a high voltage dc/dc converter, a first bi-directional switch, a second bi-directional switch, and a third bi-directional switch,

wherein the input of the first bi-directional switch is in communication with the junction and the high voltage dc/dc converter,

wherein the output of the first bi-directional switch is in communication with the positive terminal of the load-leveling battery module, with the input of the second bi-directional switch, and with the input of the third bi-directional switch,

wherein the input of the second bi-directional switch and the input of the third bi-directional switch are in communication with the junction,

wherein the output of the second bi-directional switch is in communication with the front inverter, and

wherein the output of the third bi-directional switch is in communication with the rear inverter.

23. The powertrain system of claim 22, wherein the first bi-directional switch is rated at approximately 35 kW, the second bi-directional switch is rated at approximately 47 kW, and the third bi-directional switch is rated at approximately 23 kW.

24. The powertrain system of claim 22, wherein the first bi-directional switch provides three states of connectivity between the fuel cell and the load-leveling battery module, wherein the three states are connected through the high-voltage dc/dc converter, connected directly, and not connected.

25. The powertrain system of claim 23, wherein the second bi-directional switch provides the front inverter with power from one of the fuel cell, the load-leveling battery module, and a combination of the fuel cell and the load-leveling battery module, and

wherein the third bi-directional switch provides the rear inverter with power from one of the fuel cell, the load-leveling battery module, and a combination of the fuel cell and the load-leveling battery module.

26. A suspension system comprising:

four pneumatic/electromagnetic linear-ram suspension struts;

a pneumatically variable transverse link at each axle; and

a digital control system.

27. A power supply system for a hybrid-electric vehicle comprising:

a ring main that powers non-traction electrical loads of the vehicle;

a dual-fused junction box within the ring main;

a branch wire in communication with the dual-fused junction box; and

a vehicle component in communication with the branch wire.

28. The power system of claim 27, wherein the ring main is powered by a battery and a dc/dc converter that draws power from a powertrain of the vehicle.

29. A control system for a hybrid-electric vehicle comprising:

a body controller that controls body components of the vehicle via a low-speed controller area network;

a dynamics controller that controls propulsion components of the vehicle via a high-speed controller area network and controls steering and braking components via a fault tolerant TTP/C network; and

a data backbone that connects the body controller to the vehicle dynamics controller.

30. The control system of claim 29, further comprising a telematics controller that receives requests for off-board data from the body controller and the vehicle dynamics controller, wherein the telematics controller is connected to the data backbone.