CHASSIS FOR AN ELECTRIC VEHICLE AND ELECTRIC VEHICLE COMPRISING THE CHASSIS

Abstract

A chassis for an electric vehicle driveable on a driving surface, the electric vehicle comprising a cab portion and a cargo-carrying portion. The chassis comprises: a front chassis portion configured to support a cab portion and defining a first seat mounting surface for supporting a seat for a driver; a rear chassis portion configured to support a cargo-carrying portion, the rear chassis portion comprising a principal plane; and an intermediate chassis portion coupling the front chassis portion and the rear chassis portion. The intermediate chassis portion forms a transition between the front chassis portion and the rear chassis portion and is configured so that the first seat mounting surface for supporting a seat for a driver is positionable closer than the principal plane of the rear chassis portion to a driving surface. An electric vehicle comprising the chassis is also provided.

Claims

1-15. (canceled)

16. A chassis for an electric vehicle driveable on a driving surface, the electric vehicle comprising a cab portion and a cargo-carrying portion, the chassis comprising: a front chassis portion configured to support a cab portion and defining a first seat mounting surface for supporting a seat for a driver; a rear chassis portion configured to support a cargo-carrying portion, the rear chassis portion comprising a principal plane; and an intermediate chassis portion coupling the front chassis portion and the rear chassis portion; the chassis being characterised in that: the intermediate chassis portion forms a transition between the front chassis portion and the rear chassis portion and is configured so that the first seat mounting surface for supporting a seat for a driver is positionable closer than the principal plane of the rear chassis portion to a driving surface.

17. A chassis for an electric vehicle according to claim 16, wherein the front chassis portion comprises a space frame-type construction.

18. A chassis for an electric vehicle according to claim 16, wherein the rear chassis portion comprises a ladder-type construction.

19. A chassis for an electric vehicle according to claim 16, wherein a stiffness of the front chassis portion is greater than a stiffness of the rear chassis portion.

20. A chassis for an electric vehicle according to claim 16, wherein the intermediate chassis portion further comprises: a first pair of chassis members coupled to the rear chassis portion and positioned substantially orthogonal to the principal plane of the rear chassis portion; and a second pair of chassis members coupled to the first pair of chassis members and positioned substantially parallel to the principal plane of the rear chassis portion.

21. A chassis for an electric vehicle according to claim 20, wherein the intermediate chassis portion further comprises: a third pair of chassis members extending between the first pair of chassis members and coupled proximate a second end to the second pair of chassis members and positioned at an angle to the principal plane of the rear chassis portion.

22. A chassis for an electric vehicle according to claim 16, further comprising at least one gusset coupling the intermediate chassis portion and the rear chassis portion.

23. A chassis for an electric vehicle according to claim 16, wherein the front portion of the chassis is configured so that the first seat mounting surface is located substantially on a longitudinal centreline of the chassis.

24. A chassis for an electric vehicle according to claim 16, wherein: the front chassis portion defines a first wheel arch liner forming a second seat mounting surface for a seat for a second cab occupant; the front chassis portion defines a second wheel arch liner forming a second seat mounting surface for a seat for a third cab occupant; and at least one of the second and the third seat mounting surfaces is rearward of the first seat mounting surface.

25. A chassis for an electric vehicle according to claim 16, wherein the front chassis portion comprises a pair of A-pillars bordering a front screen, arranged so that a longitudinal plane of each A-pillar is angled relative to a longitudinal centreline of the chassis.

26. An electric vehicle comprising a cab portion, a cargo-carrying portion and a chassis according to any of the preceding Claims.

27. An electric vehicle according to claim 26, wherein the cab portion is configured so as to be narrower at a front end than at a rear end, and is generally curved from the front end to the rear end.

28. An electric vehicle according to claim 26, wherein a front end of a roof of the cab portion is closer to a driving surface than a rear end of a roof of the cab portion and wherein the roof is curved from a front end to a rear end, the curvature continuing onto a front end of the cargo carrying portion.

29. An electric vehicle according to claim 26, further comprising a pair of moveable doors extending substantially between a floor of the cab portion and a ceiling of the cab portion and moveable between an open position in which the doors are rearward of an opening and a closed position in which the doors obstruct an opening.

30. An electric vehicle according to claim 29, wherein the front chassis portion defines a step to facilitate entry into and exit from the cab portion, the step being positioned inside the cab portion and being adjacent the moveable doors when in the closed position.

Description

[0060] One or more example embodiments of the invention will now be described with reference to the accompanying figures, in which:

[0061] FIG. 1 is a perspective view of an electric vehicle embodying the present invention;

[0062] FIG. 2 is a side view of the electric vehicle of FIG. 1;

[0063] FIG. 3 is a front view of the electric vehicle of FIGS. 1 and 2,

[0064] FIG. 4 is a perspective view of the electric vehicle of FIGS. 1 to 3 without its enclosed cargo-carrying box;

[0065] FIG. 5 is a perspective view of a chassis of an electric vehicle embodying the present invention;

[0066] FIG. 6a is an enlarged perspective view of a front section of the chassis of an electric vehicle of FIG. 5;

[0067] FIG. 6b is a side view of the chassis of an electric vehicle of FIGS. 5 and 6a;

[0068] FIG. 7 is an enlarged perspective view of a front section of the chassis of an electric vehicle embodying the present invention of FIGS. 5, 6a, and 6b, with its space frame-type cab construction removed;

[0069] FIG. 8a is an enlarged perspective view of a front chassis portion and an intermediate chassis portion of the chassis of an electric vehicle embodying the present invention of FIGS. 5 to 7; and

[0070] FIG. 8b is an enlarged rear perspective view of the front chassis portion and the intermediate chassis portion of the chassis of FIG. 8a.

[0071] FIG. 1 illustrates an electric vehicle 100 embodying the present invention. In this example, the electric vehicle is an electric truck. The truck 100 has a cab portion 102 and a cargo-carrying portion 104.

[0072] In this example, the truck is an electric urban delivery truck comprising a battery electric drive.

[0073] The cab portion 102 as a whole is shaped such that a front end of the cab portion 102 is narrower than a rear end, and that the cab portion 102 widens from the narrower front end to the wider rear end. The sides of the cab may be at least partially curved between the front and rear end of the cab. This may help to define an aerodynamically efficient and visually memorable shape.

[0074] Similarly, a front end of a roof 300 of the cab portion 102 is closer to a driving surface than a rear end of the roof 300 of the cab portion 102. The roof 300 of the cab portion 102 may be at least partially curved between a front end of the roof 300 and a rear end of the roof 300, the curvature continuing onto a front end of the cargo-carrying portion 104, e.g. the cargo-carrying box 110.

[0075] The taper, or curvature, from the narrower and lower front end of the cab portion 102 to the wider and higher rear end of the cab portion 102 minimised the cross-section of the truck 100 at its front end, so as to make it less intimidating to pedestrians and other road users.

[0076] The cab portion 102 comprises a large, wraparound, transparent, front screen 106 and a pair (only one shown in FIG. 1) of full-height, transparent, doors 108. The open design of the cab portion 102 provides the driver with enhanced visibility compared to some known vehicles. The cargo-carrying portion 104 comprises a cargo-carrying box 110, which has two (only one shown in FIG. 1) side surfaces 112 and a top surface 114. The cargo-carrying box 110 of the cargo-carrying portion 104 comprises a rear door 208 which may be similar to a rear door of some known trucks or trailers to allow the truck 100 to be compatible with existing goods infrastructure.

[0077] The truck 100 has a plurality of wheels 116 in contact with a driving surface (i.e. a road or track on which it is standing or travelling). The front wheels of the truck 100 comprise a rigid axle suspension system. In an alternative embodiment, the front wheels may comprise independent front suspension.

[0078] The doors 108 are selectively moveable between a closed position (as shown in FIGS. 1, 3, and 4) in which the doors 108 obstruct an opening in the cab portion 102 and an open position (as shown in FIG. 2) in which the doors 108 are moved rearward and are positioned at least partially rearward of the opening. The doors 108 are movable between the closed position and the open position by a sliding motion. The sliding mechanism may be the same as or similar to a door mechanism used in existing vehicles such as in prior art trams or trains. In an open position, the door 108 allows an occupant such as a driver to enter a cab of the truck 100, so as to access a driver seat 200. The doors 108A, 108B are positioned on the angled or curved side surfaces 112 of the truck 100. As such they are at least partially visible when the truck 100 is viewed from a position in front of the truck, as shown in FIG. 3.

[0079] The doors 108A, 108B are substantially symmetrical and extend substantially between a floor and a ceiling of the cab portion 102. Due to the significant angle between the doors 108A, 108B, and the side surfaces 112 of the truck 100, the steering may be limited by a hardware limiter or a software limiter when one or both of the doors 108A, 108B are in the open position, so as to prevent the opened door hitting a wheel 116 or a side surface 112 of the truck 100 when the vehicle is turning.

[0080] As can be most easily appreciated from FIG. 2, the driver seat 200, i.e. a sitting surface for the driver within the cab portion 102, is lower than a principal plane or load-bearing surface 202 of the cargo-carrying portion 104. In other words, the sitting surface for the driver (or, a first seat mounting surface for supporting a driver seat 200) is closer than the principal load-bearing surface 202 of the cargo-carrying portion 104 to a driving surface with which the wheels 116 are in contact. In other words, a distance between the sitting surface for the driver (or, a first seat mounting surface for supporting a driver seat 200) and the driving surface is smaller than a distance between the principal load-bearing surface 202 of the cargo-carrying portion 104 and the driving surface. This may the case at least with the driving surface is substantially flat.

[0081] In other words, in many known types of trucks, a distance between the sitting surface for a driver and the driving surface is larger than a distance between the principal-load bearing surface and the driving surface.

[0082] The truck 100 is configured so that the eyes of an average driver in driver seat 200 may be at a height of about 180 centimetres from the driving surface. This may mean that the driver's eyes are at a similar height (or distance from the driving surface) as at least some other road users, for example drivers of other vehicles, cyclists, or pedestrians. In particular, the truck 100 is configured so that the eyes an average driver in driver seat 200 are lower i.e. closer to the driving surface than in some other known types of trucks where a sitting surface for a driver and therefore the driver's eyes are positioned comparatively higher or further from a driving surface.

[0083] The cab portion 102 contains a step 204 adjacent, and just inside of, each of the doors 108A, 108B. This is designed to allow a driver, or other occupant of the cab, to enter into, or egress from, the cab easily, without having to climb steep and potentially dangerous steps, as is commonly required in a some known trucks. The step 204 may be deeper than steps of some known trucks.

[0084] As a result of the deep step 204 and the full-height, rearward-sliding doors 108A, 108B, it may be feasible for a driver to enter the cab portion 102 of the truck 100 in a single stride. This may providing enhanced driver safety and convenience when entering and exiting the cab portion 102 compared to many known trucks with elevated cabs.

[0085] The truck 100 comprises air suspension. This may help to maintain a low height of the step 204, independent of a weight of the cargo being transported. It may also enable the truck to be lowered for exiting the truck and raised when the truck is moving.

[0086] The cab portion 102 further contains a steering wheel 206.

[0087] As shown in the front view in FIG. 3, the driver seat 200 is located substantially centrally in the cab and on a longitudinal centreline of the truck 100. As such, the driver seat 200 is positioned centrally with regard to a width of the truck.

[0088] Passenger seats 302A, 302B are located on either side, and rearward, of the driver seat 200. The driver seat 200 and the passenger seats 302A, 302B are arranged in an arrow or V-shaped configuration.

[0089] As shown in FIG. 4, the truck 100 comprises two battery packs 400A, 400B, which are positioned in the cargo-carrying portion 104, beneath the principal load-bearing surface 202. The battery packs 400A, 400B are shown to be positioned on either side of a central chassis 402. Alternatively one or both of the battery packs 400A, 400B may be positioned within the central portion of the chassis 402.

[0090] The battery packs 400A, 400B are accessible, e.g. for removal, replacement, or maintenance, by removing side panelling 210 from the truck 100.

[0091] Beneath the principal load-bearing surface 202, the truck 100 has a single traction motor 406 along with a drive shaft, which is driven by the traction motor 406 to provide torque. Alternatively, the wheels may be driven independently.

[0092] The truck 100 further has an air compressor and a water pump for providing fluid cooling to the power electronics.

[0093] The truck 100 is provided with a split-level (or step-down) type chassis 402. This is shown in more detail in FIGS. 5, 6a, 6b, 7, 8a, and 8b.

[0094] The chassis 402 comprises a rear chassis portion 500 which is of a ladder-type construction having two parallel main beams 502, which are positioned so as to run along a longitudinal direction of the truck 100, and a plurality of short support beams 504 extending between the two parallel main beams 502. The main beams 502 may be C-section beams. This may facilitate spraying of the beams and/or assembly of the chassis.

[0095] The chassis 402 further comprises a front chassis portion 506 which is of a space-frame type construction. The front chassis portion 506 comprises two A-pillars 508 coupled to high strength beams 510 configured to provide high strength support for the large, wraparound, front screen 106. The reinforced A pillars 508 are configured to support the high strength beams 510 above and below the front screen.

[0096] The A-pillars 508 are arranged so that a longitudinal plane of each A-pillar 508 is angled relative to a longitudinal centreline of the truck 100. This may provide enhanced visibility compared to some known trucks as the A-pillars are orientated in such a way as to cause minimal disruption to an eye-line or field of view of the driver.

[0097] As the angling reduces the ability of the A-pillars 508 to withstand an impact, the wall thickness of the sections of the A-pillars 508 may be greater than would otherwise be required so as to provide sufficient protection to the driver and passengers, in particular e.g. at knee level and head levels.

[0098] The chassis 402 further comprises an intermediate chassis portion 600, which couples the rear chassis portion 500 and the front chassis portion 506. The intermediate chassis portion 600 provides a transition between the space-frame type front chassis portion 506 to the ladder-type rear chassis portion 500.

[0099] The intermediate chassis portion 600 forms a split-level chassis transition. As a result of this, the rear chassis portion 500 provides a base for supporting the cargo-carrying portion which defines the principal load-bearing surface 202 which is higher than a seat mounting surface for supporting a seat for a driver of the front chassis portion 506. In other words, the mounting surface for a seat for a driver, which may coincide with a floor of the cab, is positionable closer than the principal plane of the rear chassis portion to a driving surface. This allows for a first sitting surface in the front chassis portion 506, i.e. the driver seat 200, to be lower than the principal plane or load-bearing surface 202, so that a driver of average proportions sitting in the driver seat 200 may have an eye level height of about 180 centimetres.

[0100] The front chassis portion 506 contains, adjacent each step 204, a passenger sitting surface 602, each of which forms the base for one of the passenger seats 302A, 302B. The passenger sitting surfaces 602 may be defined by the portion of the space frame-type front chassis portion 506 on top of the wheel arches. Wheel arch liners 603 may be provided. This configuration may make improved used of the available space within the cab.

[0101] In addition to the A-pillars 508, the front chassis portion 506 comprises a reinforced crumple zone 604, designed to protect the legs of cab occupants in case of an accident, B-pillars 606, and C-pillars 608.

[0102] The split-level chassis 402 provides a low driving position while maintaining a load floor height (i.e. a height of the principal plane or load-bearing surface 202) that is comparable to that of known types of trucks. This may ensure that the truck 100 remains compatible with existing goods infrastructure.

[0103] The intermediate chassis portion 600 is shown in more detail in FIGS. 7, 8a, and 8b. The intermediate chassis portion 600 comprises a pair of chassis members 700 positioned substantially orthogonally to the two main beams 502 of the rear chassis portion 500 and to the driving surface. Each of the pair of orthogonal chassis members 700 is coupled to a pair of rear chassis members 702 which are at substantially the same height as, and parallel to, the principal plane or load-bearing surface 202. Each of the pair of orthogonal chassis members 700 is further coupled to a pair of lower chassis members 704, which are at a lower height, i.e. closer to the driving surface, than the principal load-bearing surface 202 and parallel to the principal load-bearing surface 202. Support members 706 extend between the pair of lower chassis members 704.

[0104] As the pair of lower chassis members 704 are substantially orthogonal to the pair of orthogonal chassis members 700, brace members 708 are provided to reduced corner stresses.

[0105] The space frame of the cab portion 102 is bolted to the chassis via bolt holes 710, 712 on the pair of rear chassis members 702 and the support members 704.

[0106] The rear chassis portion 500 is fixedly coupled to the intermediate chassis portion 600 by one or more welded joints. These may be better able to withstand the stress transmitted between the intermediate chassis portion 600 and the rear chassis portion 500 than other types of couplings.

[0107] As such, as shown in FIGS. 8a and 8b, the truck 100 further comprises four gussets 800, 802 coupling the intermediate chassis portion 600 to the rear chassis portion 500, so as to reduce the stress concentration at the or each welded joints and/or to improve the durability of the chassis 402. In particular, the two upper gussets 800 comprise a first portion 804 which is substantially parallel to the driving surface, and a second portion 806, which is orthogonal to the first portion 804.

[0108] The first portion 804 of the upper gussets 800 is an elongate surface so as to distribute the stiffness transition between the intermediate chassis portion 600 and the rear chassis portion 500.

[0109] As is most easily appreciated from FIG. 7, the gussets 800, 802 sit within flanges of the C-sections that form the two parallel main beams 502 of the rear chassis portion 500.

[0110] Both the upper gussets 800 and the lower gussets 802 comprise a curved section 808 so as to reduce the concentration of stress in the gussets 800, 802. This may also help to preserve space within the chassis envelop for placement of the battery packs and/or motors and/or other parts of the power train.

[0111] As a result of this chassis arrangement, the intermediate chassis portion 600 provides a dogleg, or step-down, or split-level or drop-level type chassis. This provides a truck in which a sitting surface for a driver is lower than the principal load-bearing surface 202.

[0112] An example truck 100 may have a height of between about 3 m and about 4 m, a length of between about 9 m and about 11 m, and a width of between about 2 m and about 3 m. The gross weight of the truck 100 is approximately 16 tonnes. If the truck 100 has these dimensions, the load space provided by the cargo-carrying box 110 of the cargo-carrying portion 104 has a length of between about 6 m and about 8 m and a volume of between about 30 m{circumflex over ( )}3 and about 45 m{circumflex over ( )}3. This is equivalent to a capacity of between about 14 and 18 EUR-pallets, and a maximum payload of between about 8 to 10 tonnes. In an example truck 100, the step 204 may be at least 20 cm deep.