SUSPENSION AND STEERING SYSTEMS FOR A VEHICLE

Abstract

A vehicle (10) comprising: a vehicle body (12) defining a longitudinal axis “L”; a suspension system (40) mounted to the vehicle body (12) and connected to a drive wheel (32A, 32B) defining a drive wheel axis “A”, the suspension system (40) being configured to allow displacement of the drive wheel axis “A” relative to the vehicle body (12) with a component of the displacement occurring in a direction parallel to the longitudinal axis “L” of the vehicle body (12); a sensor (110) for providing an output indicative of a level of displacement provided by the suspension system (40); and a torque control device (120) for automatically varying torque supplied to the drive wheel (32A, 32B) in dependence upon the output of the sensor (110).

Claims

1. A vehicle comprising: a vehicle body defining a longitudinal axis; a suspension system mounted to the vehicle body and connected to a drive wheel defining a drive wheel axis, the suspension system being configured to allow displacement of the drive wheel axis relative to the vehicle body with a component of the displacement occurring in a direction parallel to the longitudinal axis of the vehicle body; a sensor for providing an output indicative of a level of displacement provided by the suspension system; and a torque control device for automatically varying torque supplied to the drive wheel in dependence upon the output of the sensor.

2. A vehicle according to claim 1, wherein the suspension system comprises a resilient rotary mechanism defining a rotary suspension axis extending at an angle to the longitudinal axis of the vehicle body about which the drive wheel axis is pivotable.

3. A vehicle according to claim 2, wherein the rotary suspension axis extends through a part of the drive wheel.

4. A vehicle according to claim 2, wherein the vehicle comprises a motor mounted remotely from the drive wheel and connected to the drive wheel by a drive mechanism defining a drive axis.

5. A vehicle according to claim 4, wherein the resilient rotary mechanism defines a passageway extending therethrough and the drive axis extends through the passageway.

6. A vehicle according to claim 1, wherein the vehicle comprises a motor mounted in the drive wheel.

7. A vehicle according to claim 6, wherein the motor is configured to be mounted around the suspension system.

8. A vehicle according to claim 2, wherein the resilient rotary mechanism is a torsional rotary mechanism.

9. A vehicle according to claim 8, wherein the torsional rotary mechanism comprises a torsional spring.

10. A vehicle according to claim 1, wherein the suspension system is located on a first lateral side of the vehicle and the torque control device is operative to vary torque supplied to the drive wheel to stiffen the suspension system when the vehicle is turning in a direction opposed to the first lateral side of the vehicle.

11. A vehicle according to claim 1, wherein the suspension system is located on a first lateral side of the vehicle and the torque control device is operative to vary torque supplied to the drive wheel to soften the suspension system when the vehicle is turning towards the first lateral side of the vehicle.

12. A vehicle according to claim 1, wherein the torque control device is operative to vary torque supplied to the drive wheel to assist steering the vehicle.

13. A vehicle according to claim 2, wherein the rotary suspension axis is inclined relative to the wheel axis.

14. A vehicle according to claim 2, wherein the rotary suspension axis is above the drive wheel axis when the level of displacement provided by the suspension system is at a minimum.

15. A vehicle according to claim 2, wherein the rotary suspension axis is below the drive wheel axis when the level of displacement provided by the suspension system is at a minimum.

16. A vehicle according to claim 2, wherein the rotary suspension axis is positioned rearward of the drive wheel axis.

17. A vehicle according to claim 2, wherein the rotary suspension axis is positioned in advance of the drive wheel axis.

18. A vehicle according to claim 2, wherein the suspension system further provides a secondary suspension action.

19. A vehicle according to claim 18, wherein the secondary suspension action is provided by a secondary resilient rotary mechanism defining a secondary rotary suspension axis.

20. A vehicle according to claim 19, wherein the secondary resilient rotary mechanism is configured to provide a resilient pivot action in an opposite sense to the first-defined resilient rotary mechanism.

21. A vehicle according to claim 20, wherein the second rotary suspension axis is positioned on an opposed side of the wheel axis to the first-defined rotary suspension axis.

22. A vehicle according to claim 19, wherein the further rotary suspension axis extends through a part of the drive wheel.

23. A vehicle according to claim 1, wherein the suspension system and drive wheel are provided as a unitary module for installation in the vehicle.

24. A vehicle according to claim 1, wherein the vehicle additionally comprises: a further suspension system mounted to the vehicle body and connected to a further drive wheel defining a further drive wheel axis, the further suspension system being configured to allow displacement of the further drive wheel axis relative to the vehicle body with a component of the displacement occurring in a direction parallel to the longitudinal axis of the vehicle body; and a further sensor for providing an output indicative of a level of displacement provided by the further suspension system; wherein the torque control device is further configured to automatically vary torque supplied to the further drive wheel in dependence upon the output of the further sensor.

25. A vehicle according to claim 24, wherein the torque control device comprises a central processor for controlling torque supplied to both the first-defined and further drive wheels.

26. A vehicle according to claim 24, wherein the first-defined drive wheel and further drive wheel are front wheels of the vehicle.

27. A vehicle according to claim 24, wherein the first-defined drive wheel and further drive wheel are rear wheels of the vehicle.

28. A method of controlling stiffness in a suspension system mounted to a vehicle body defining a longitudinal axis, the suspension system being connected to a drive wheel defining a drive wheel axis and configured to allow displacement of the drive wheel axis relative to the vehicle body with a component of the displacement occurring in a direction parallel to the longitudinal axis of the vehicle body, the method comprising the computer-implemented steps of: receiving from a sensor an output indicative of a level of displacement provided by the suspension system; determining whether the output is indicative that the level of displacement provided by the suspension system is above or below a predetermined level; and automatically varying torque supplied to the drive wheel to increase or decrease the stiffness of the suspension system.

29. A computer program comprising program instructions for causing a computer to perform the method of claim 28.

30. A vehicle comprising: a vehicle body defining a longitudinal axis; and a suspension system mounted to the vehicle body and connected to a wheel defining a wheel axis, the suspension system comprising a resilient rotary mechanism defining a rotary suspension axis extending at an angle to the longitudinal axis of the vehicle body about which the wheel axis is pivotable to allow a component of displacement of the wheel axis relative to the vehicle body in a direction parallel to the longitudinal axis of the vehicle body.

31. A vehicle according to claim 30, wherein the resilient rotary mechanism is configured to support the weight of the vehicle body applied to the drive wheel over a range of different levels of displacement.

32. A vehicle according to claim 30, wherein the rotary suspension axis extends through a part of the wheel.

33. A vehicle according to claim 31, wherein the vehicle comprises a motor mounted remotely from the wheel and connected to the wheel by a drive mechanism defining a drive axis.

34. A vehicle according to claim 33, wherein the resilient rotary mechanism defines a passageway extending therethrough and the drive axis extends through the passageway.

35. A vehicle according to claim 31, wherein the vehicle comprises a motor mounted in the wheel.

36. A vehicle according to claim 35, wherein the motor is configured to be mounted around the suspension system.

37. A vehicle according to claim 31, wherein the resilient rotary mechanism is a torsional rotary mechanism.

38. A vehicle according to claim 37, wherein the torsional rotary mechanism comprises a torsional spring.

39. A vehicle according to claim 31, wherein the rotary suspension axis is inclined relative to the wheel axis.

40. A vehicle according to claim 31, wherein the rotary suspension axis is above the wheel axis when the level of displacement provided by the suspension system is at a minimum.

41. A vehicle according to claim 31, wherein the rotary suspension axis is below the wheel axis when the level of displacement provided by the suspension system is at a minimum.

42. A vehicle according to claim 31, wherein the rotary suspension axis is positioned rearward of the wheel axis.

43. A vehicle according to claim 31, wherein the rotary suspension axis is positioned in advance of the wheel axis.

44. A vehicle according to claim 31, wherein the suspension system further provides a secondary suspension action.

45. A vehicle according to claim 44, wherein the secondary suspension action is provided by a secondary resilient rotary mechanism defining a secondary rotary suspension axis.

46. A vehicle according to claim 45, wherein the secondary rotary mechanism is configured to provide resilient pivot action in an opposite sense to the first-defined resilient rotary mechanism.

47. A vehicle according to claim 46, wherein the second rotary suspension axis is positioned on an opposed side of the wheel axis to the first-defined rotary suspension axis.

48. A vehicle according to claim 45, wherein the further rotary suspension axis extends through a part of the wheel.

49. A vehicle according to claim 30, wherein the suspension system and wheel are provided as a unitary module for installation in the vehicle.

50. A vehicle according to claim 30, wherein the vehicle additionally comprises a further suspension system mounted to the vehicle body and connected to a further wheel.

51. A vehicle according to claim 50, wherein the first-defined wheel and further wheel are front wheels of the vehicle.

52. A vehicle according to claim 50, wherein the first-defined wheel and further wheel are rear wheels of the vehicle.

53. A vehicle comprising: a vehicle body; a dual-wheel module coupled to the vehicle body, the dual-wheel module including a drive wheel assembly comprising a first drive wheel having a first wheel axis and a second drive wheel having a second wheel axis, the drive wheel assembly being pivotally mounted relative to the vehicle body about a pivot axis whereby pivotal movement of the drive wheel assembly relative to the vehicle body results in steering movement of the first and second wheel axes relative to the vehicle body; a steering sensor for providing an output indicative of a lateral steering direction provided by a user; and a torque control device for varying torque applied to the first drive wheel relative to the second drive wheel in dependence upon the output of the steering sensor to generate a turning moment about the pivot axis for pivoting the drive wheel assembly relative to the vehicle body towards the lateral steering direction provided by a user.

54. A vehicle according to claim 53, further comprising a dual-wheel module position sensor for providing an output indicative of the angular orientation of the first and second wheel axes relative to the vehicle.

55. A vehicle according to claim 53, wherein the dual-wheel module further comprises a suspension system for coupling the drive wheel assembly to the vehicle body.

56. A vehicle according to claim 55, wherein the suspension system is configured to allow displacement of the drive wheel assembly relative to the vehicle body with a component of the displacement occurring in a direction parallel to a longitudinal axis of the vehicle body.

57. A vehicle according to claim 56, wherein the suspension system comprises a resilient rotary mechanism defining a rotary suspension axis extending at an angle to a longitudinal axis of the vehicle body about which the drive wheel assembly is pivotable.

58. A vehicle according to claim 57, wherein the rotary suspension axis extends through a part of at least one of the first and second drive wheels.

59. A vehicle according to claim 57, wherein the rotary suspension axis is positioned rearward of the first and second wheel axes.

60. A vehicle according to claim 57, wherein the rotary suspension axis is positioned in advance of the first and second wheel axes.

61. A vehicle according to claim 57, wherein the suspension system further provides a secondary suspension action.

62. A vehicle according to claim 61, wherein the secondary suspension action is provided by a secondary resilient rotary mechanism defining a secondary rotary suspension axis.

63. A vehicle according to claim 62, wherein the secondary resilient rotary mechanism is configured to provide a resilient pivot action in an opposite sense to the first-defined resilient rotary mechanism.

64. A vehicle according to claim 63, wherein the second rotary suspension axis is positioned on an opposed side of the first and second wheel axes to the first-defined rotary suspension axis.

65. A vehicle according to claim 62, wherein the secondary rotary suspension axis extends through a part of at least one of the first and second drive wheels.

66. A vehicle according to claim 53, wherein the steering input device comprises an angular position sensor or a joystick input device.

67. A vehicle according to claim 53, wherein the dual-wheel module comprises a first wheel-mounted motor in the first drive wheel and a second wheel-mounted motor in the second drive wheel.

68. A vehicle according to claim 53, wherein the vehicle comprises a further dual-wheel module as previously defined positioned on an opposed lateral side of the vehicle to the first-defined dual-wheel module.

69. A vehicle according to claim 68, wherein the torque control device is configured to pivot the drive wheel assembly of the first-defined dual-wheel module and the drive wheel assembly of the further dual-wheel module to different angles when the vehicle is turning.

70. A vehicle according to claim 68, wherein the first-defined dual-wheel module and further dual-wheel module are front wheel modules of the vehicle.

71. A vehicle according to claim 68, wherein the first-defined dual-wheel module and further dual-wheel module are rear wheel modules of the vehicle.

72. A method of steering a vehicle comprising a dual-wheel module including a drive wheel assembly comprising a first drive wheel having a first wheel axis and a second drive wheel having a second wheel axis, the drive wheel assembly being pivotally mounted relative to the vehicle body about a pivot axis whereby pivotal movement of the drive wheel assembly relative to the vehicle body results in steering movement of the first and second wheel axes relative to the vehicle body, the method comprising the computer-implemented steps of: receiving from a steering sensor an output indicative of a lateral steering direction provided by a user; and automatically varying torque applied to the first drive wheel relative to the second drive wheel in dependence upon the output of the steering sensor to generate a turning moment about the pivot axis for pivoting the drive wheel assembly relative to the vehicle body towards the lateral steering direction provided by a user.

73. A computer program comprising program instructions for causing a computer to perform the method of claim 72.

Description

[0088] Embodiments of the present invention will now be described by way of example with reference to the accompanying drawings in which:

[0089] FIG. 1 shows a schematic side view of a section of a motor vehicle including a steerable dual-wheel module according to a first embodiment of the present invention;

[0090] FIG. 2 shows a schematic plan view of the dual-wheel module of FIG. 1;

[0091] FIG. 3 shows a schematic view of a motor vehicle incorporating front and rear pairs of dual-wheel modules of the type shown in FIG. 1 during first and second turning manoeuvres; and

[0092] FIG. 4 shows a schematic side view of a suspension system according to a second embodiment of the present invention.

[0093] FIGS. 1-3 show a motor vehicle 10 comprising: a vehicle body 12 defining a longitudinal (i.e. front-to-rear) axis “L”; pairs of front and rear dual-wheel modules 20 coupled to vehicle body 12 at each of its four corners; a steering sensor 100; a dual-wheel module position sensor 105; a displacement level sensor 110; and a torque control device 120.

[0094] Each dual-wheel module 20 comprises a drive wheel assembly 30 and suspension system 40 for coupling drive wheel assembly 30 to vehicle body 12.

[0095] Drive wheel assembly 30 comprises a first drive wheel 32A including a first wheel-mounted annular electric motor 34A including outer rotor and inner stator interface 35A and a second drive wheel 32B including a second wheel-mounted annular electric motor 34B including outer rotor and inner stator interface 35B, the first and second drive wheels 32A, 32B each having a common central wheel axis “A”. Each drive wheel assembly 30 is pivotally coupled to vehicle body 12 about a pivot axis “P” (i.e. with first and second drive wheels 32A, 32B of each drive wheel assembly 30 pivoting a pair) whereby pivotal movement of drive wheel assembly 30 relative to vehicle body 12 results in steering movement of common wheel axis “A” relative to vehicle body 12.

[0096] Suspension system 40 comprises: an integrated primary torsional rotary mechanism 50 located within drive wheel assembly 30, the primary torsional rotary mechanism 50 being configured to exclusively counterbalance the weight of vehicle body 12 applied to drive wheel assembly 30 over a range of different levels of displacement action (i.e. through its full range of displacement positions without requiring any further suspension support acting in parallel thereto) and provide a component of resilient displacement parallel to longitudinal axis “L” of vehicle body 12; and a secondary torsional rotary mechanism 60 configured to provide a resilient pivot action in an opposite sense the primary torsional rotary mechanism 50.

[0097] Primary torsional rotary mechanism 50 comprises: a first component 51A having a first part 52A connected to first drive wheel 32A along central wheel axis “A” and a second part 53A spaced longitudinally from the central wheel axis “A”, the second part 53A connected to a first torsional spring 54A defining a rotary suspension axis “B” extending normal to longitudinal axis “L” of vehicle body 12 and through first drive wheel 32A; and a second component 51B having a first part 52B connected to second drive wheel 32B along central wheel axis “A” and a second part 53B spaced longitudinally from the central wheel axis “A”, the second part 53B connected to a second torsional spring 54B defining a rotary suspension axis collinear with rotary suspension axis “B” defined by first torsional spring 54A and extending through second drive wheel 32B.

[0098] Secondary torsional rotary mechanism 60 comprises an arm 61 having a first part 62 connected (e.g. pivotally connected) to primary torsional rotary mechanism 50 at a location along central wheel axis “A” and a second part 63 connected to a torsional spring 64 defining a rotary suspension axis “C” extending on an opposed side of central wheel axis “A” and parallel to rotary suspension axis “B” defined by torsional spring 54A.

[0099] In use steering sensor 100 is configured to provide an output indicative of a lateral steering direction provided by a user (e.g. by tracking movement of a steering wheel or joystick controller used by the user to steer vehicle 10) whilst displacement level sensor 110 is configured to provide an output indicative of the level of displacement provided by suspension system 40 (e.g. by monitoring the angular position of components 51A, 51B and 61). The outputs of steering sensor 100, dual-wheel module position sensor 105 and displacement level sensor 110 are provided to torque control device 120 which includes a computer processor programmed to: a) automatically vary torque applied by motor 34A to the first drive wheel 32A and the torque applied by motor 34B to second drive wheel 32B to generate a torque differential in dependence upon the output of steering sensor 100 to generate a turning moment about pivot axis “P” for pivoting drive wheel assembly 30 relative to vehicle body 12 towards the lateral steering direction provided by a user; and b) automatically vary torque supplied by motors 34A, 34B to first and second drive wheels 32A, 32B in dependence upon the output of displacement level sensor 110.

[0100] Suspension system 40 provides for each drive wheel 32A, 32B to rotate independently about offset rotary suspension axis “B” allowing inertial mass and hence shock impact of a rapid disturbance/sever bump in a road to be reduced relative to a conventional vertical suspension strut for two reasons: 1) the mass required to move is potentially reduced by virtue of having no linear moving suspension components, only rotation of the wheel about rotary suspension axis “B” and torsional displacement of the torsional spring; and since a component of the movement of the drive wheels in response to the impact will be in the opposite direction to the impact the rate of vertical displacement is reduced resulting a lower effective slope of impact (i.e. edge severity reduction effect).

[0101] Drive wheels 32A, 32B pivot together around rotary suspension axis “C” for a second suspension action provided by secondary torsional rotary mechanism 60 that acts in the opposite sense to counter primary torsional rotary mechanism 50. Although secondary torsional rotary mechanism 60 is not essential, there are dynamic conditions that make it desirable for the second (counter) suspension action to be available. One benefit is that of an extended travel of suspension, being the sum of the movement of the first and second suspension actions. This is desirable when the terrain is particularly uneven. However, another benefit relate to the front wheels and is described in more detail below.

[0102] When negotiating a corner the centrifugal force on a vehicle acts to compress the suspension on the side of the vehicle furthest from the centre of the curved path followed by the vehicle. Under these conditions the outer wheels may benefit from additional torque since the outer wheels are able deliver greater traction than the inner wheels due the weight distribution effect of the centrifugal force. Additionally the rear wheel on the outer side can deliver most torque and by applying this torque it would be desirable to cause the vehicle body to rise as a consequence thus helping to counteract the effect of the centrifugal force. In the described embodiment this would be achieved by providing the rear pair of dual-wheel modules with a trailing pivot (i.e. with central wheel axis “A” trailing rotary suspension axis “B”). However, the front wheels may be better served with a leading pivot arrangement (i.e. with central wheel axis “A” leading rotary suspension axis “B”) since in this arrangement torque control device 120 may be configured to provide the inner front wheel with a greater level of torque compared to the outer front wheel resulting in the front inner corner of the vehicle being lowered. Simultaneously torque control device 120 may be configured to provide the outer front wheel with a reduced level of torque thereby allowing the front outer corner of the vehicle to rise (the extent to which it rises will be a function of the speed and hence centrifugal force relative to the suspension stiffness). Accordingly, some degree of control can be applied during cornering of the vehicle simply by varying the torque delivery proportions to each wheel.

[0103] The benefit of the secondary suspension action is particularly important for the front wheels in the above application since one drawback of a leading pivot arrangement geometry is that an impact can act to directly apply force to the vehicle body as the shock force is potentially transmitted in line with components 51A, 51B. By including the addition of the secondary suspension action provided by secondary torsional rotary mechanism 60 such impact is dealt with by the initial rotation of arm 61.

[0104] Steering sensor 100, dual-wheel module position sensor 105 and torque control device 120 act together to form a control loop that applies a different driving torque level to the first and second drive wheels 32A, 32B of each dual-wheel module 20. The torque differential imposes a moment about axis “P” (i.e. vertical axis when the vehicle is on a horizontal surface) and the dual wheels together rotate about axis “P”. The most extreme of this action can be envisaged by considering the stationary condition when there is a need to reposition the alignment of the drive wheel assembly 30 relative to vehicle body 12. By applying a positive torque to one of the drive wheels and a negative torque to the other, rotation of the drive wheel assembly 30 about axis “P” is established once the initial static friction forces are overcome. As the wheel pair pirouette about axis “P” torque control device 120 receives feedback of the rotational position of drive wheel assembly 30 from dual-wheel module position sensor 105 and moderates the torque differential to balance off the input demand detected via steering sensor 100.

[0105] Advantageously the first and second wheels 32A, 32B rotate about axis “P” with little or eve no tyre scrub since each wheel is effectively travelling in a circle about axis “P”. Scrub is limited to a much narrower tyre (compared with a conventional single-wheel arrangement) which is simultaneously effectively travelling in the direction of the drive rotation, whilst it revolves about central vertical axis “P”. This control system also ensures the tracking or coordinated alignment of both left and right side dual-wheel modules 20 wheel pairs are controlled. Thus the left and right drive wheel assemblies can be pointed together without the need for any mechanical linkage between them.

[0106] As illustrated in FIG. 3, left and right drive wheel assemblies can advantageously be directed to different angles (i.e. with the left and right wheel pairing being non-parallel) during turning manoeuvres (e.g. cornering of a vehicle). This is important since the radius of any chosen turning circle requires a different angle for left and right wheel pairs. At all steering angles other than straight ahead, the left and right wheels/wheel pairs are required to be at different angles to each other for optimum performance and these angles change for each turning circle dimension.

[0107] FIG. 4 shows a suspension system 40′ according to a second embodiment of the present invention for connection to a motor (not shown) mounted remotely from a drive wheel 32′ (e.g. a central electric motor or combustion engine mounted on a vehicle body and connected to the drive wheels of the vehicle via a drive mechanism) rather than a wheel-mounted motor.

[0108] Suspension system 40′ comprises a torsional rotary mechanism 50′ comprising a component 51′including a first part 52′ connected to drive wheel 32′ along central wheel axis “A” and a second part 53′ spaced longitudinally from the central wheel axis “A”, the second part 53′ connected to a torsional spring 54′ defining passageway 55 extending through which a rotary suspension axis “B” of the torsional spring 54′ extends. Torque is transmitted to drive wheel 32′ from the remotely mounted motor via a drive mechanism 56 defining a drive axle 57 extending through passageway 55 along axis “B” and having a drive pinion 58 configured to mesh with an internal gear 59 of drive wheel 32′.