INTEGRATED PROPULSION & STEERING For Battery Electric Vehicles (BEV), Hybrid Electric Vehicles (HEV), Fuel Cell Electric Vehicles (FCEV), AV (Autonomous Vehicles); Electric Trucks, Buses and Semi-Trailers

Abstract

A vehicle, integrated all-wheel propulsion and steering system with plurality of propulsion and steering power sources, designed with enumerate specifications are coupled to, and de-coupled from a final drive of the vehicle propulsion system. A controller receives input-signals from the driver steering-wheel sensor; computes a set of reactions to the plurality of steering-actuators, wherein feedback-mechanism with each wheel-position sensor, the controller secures each wheel in its computed angle. In different speed and load conditions, the controller is programmed to compute a desired power demand then couple to the final drive[s] the propulsion power source[s] that is designed to do-the-job with the least energy consumption. When the vehicle changes speed and load, the controller couples a different power source[s], and de-couples the previous power source[s] to meet the power demand. In turning-modes, whilst positioning every wheel in its computed position, the controller computes the different distances the left and the right wheels of the vehicle have to travel, wherein the controller moves-up the propulsion power sources velocity to the wheels opposite to the turn to make a perfect turn without EPS assistance.

Claims

1. An electric propulsion system for a vehicle comprising: a plurality of propulsion power sources coupled to a final drive of the vehicle propulsion system, are designed with different power rating, and different efficiency range of operation, wherein the plurality of propulsion power sources are overlapping each other's high efficiency range of operation to create a continuous, optimal efficient range of mobility from start through the maximum rated speed of the vehicle; a plurality of propulsion power sources, as part of the propulsion system are coupled to, and decoupled from a final drive wherein electronic controlled dog-clutches are utilized; an electronic dog-clutch systems within the vehicle propulsion system are configured to carry out coupling and decoupling of the plurality of propulsion power sources, wherein electronic, electro-magnetic and mechanical means are utilized; a battery-pack with at least one energy storage-unit coupled to a DC bus via DC to DC converter; a secondary energy storage units with numerous ultra-capacitor cells; and a controller is programmed to: determine a desired power demand from the plurality of power sources; elect the power sources to produce the desired power demand, wherein the controller actuates all or less than all of the plurality power sources comprise: identifying, in a desired speed and load the most efficient power source from the plurality of power sources; controlling the most efficient power source to produce the desired power at an optimum operating point of the identified power source; identifying a power output of the most efficient power source corresponding to the optimum operating point; comparing the power output of the most efficient power source to the desired power demand; identifying a remaining power demand from the comparison; and controlling another power source of the plurality of power sources to produce the remaining power demand.

2. The vehicle propulsion system of claim 1, may further comprising: a fuel-cell energy producing unit coupled to propulsion power sources; an internal combustion engine (IC engine) coupled to the final drive, and/or to a generator; an electric propulsion power-sources comprising: DC bus; plurality of power sources coupled to a DC bus via DC to DC converter or DC to AC inverter; a flywheels; a photovoltaic cells; and a combination of all or part of the modules listed in claim 2.

3. The vehicle propulsion system of claim 1, wherein a controller is programmed to split operation between all or less than all power sources, wherein multi-objective optimization algorithm is utilized to identify and control all or less than all propulsion power sources to satisfy the system power demand, wherein the least energy is consumed during all driving modes.

4. The vehicle propulsion system of claim 1, wherein the controller is further programmed to actuate all or less than all propulsion power sources to provide the torque and power, wherein the vehicle can manage to travel from zero to about 100 Km/h in such short time frame that will provide a safe vehicle maneuverability in any acceleration mode thereafter.

5. The vehicle propulsion system of claim 1, wherein a propulsion power sources, when actuated in the propulsion process, is coupled to another power source in series on a joint propulsion shaft, to combine the power-output as a single power source, wherein the controller may couple one or more propulsion power sources to the joint shaft to maintain low energy consumption while satisfying the vehicle power demand.

6. The vehicle propulsion system of claim 1, a few seconds after propulsion starts, wherein the vehicle gained sufficient kinetic energy, the controller is programmed to utilize multi-objective optimization algorithm to identify the propulsion's power demand; elects from the plurality of propulsion power sources the power source that is design to produce the anticipated power demand with the least consumption of energy, wherein the controller actuates the dog-clutch coupling mechanism to couple the identified power sources to the final drive.

7. The vehicle propulsion system of claim 2, a secondary energy storage unit with plurality of ultra-capacitor cells coupled to one another, where every single capacitor-cell may have a capacitance between 500 and 3000 Farads or greater; wherein the controller is configured to fit the ultra-capacitors into the propulsion start mode, wherein an ultra-capacitors can burst instantaneous power to complement the primary sources with batteries that suffers fast deterioration when repeatedly providing quick bursts of power in frequent start-stop vehicle applications, especially at lower temperatures.

8. The vehicle propulsion system of claim 1, in regenerative braking mode of operation, the controller is configured to couple all or less than all power sources to all wheels, including power sources that were not coupled at the time the breaking mode started; wherein the controller is configured to controls all bi-directional DC-DC converters to buck voltage of the respective DC bus and supply the bucked voltage to the respective energy storage units; wherein equal distribution of braking power is provided to all wheels for optimal stability, whilst wastage of the electric braking system is curtailed.

9. The electronic controlled dog-clutch of claim 1, wherein two dog-clutch disks are configured with dog-teeth, claws-teeth or any other means of concave indentation and convex projections that fits perfectly tight one inside the other when coupled; wherein the wheel-side disk is permanently fixed to the final drive and rotates whenever the vehicle is in motion, acting as flywheel when the disk is not coupled; wherein the power source disk is configured with a cylinder-like neck, having splines inside and outside the cylinder to facilitate the movement of the power source disk-clutch during the coupling and the decoupling of the dog-clutches.

10. The electronic controlled dog-clutch of claim 9, wherein the angular-speed of the wheel-side disk, and the angular-speed of the power source disk is constantly monitored by speed sensors, wherein the RPM information of each disk is transmitted with electronic means to the controller; whilst the elected power source to be coupled is not under load before coupling, wherein it enables the controller to actuate the power source and bring its revolutions to match precisely the angular speed of the wheel-side disk in a fraction of a second.

11. The electronic controlled dog-clutch of claim 9, wherein the feed-back mechanism between the speed sensor of the propulsion power source-disks and the controller, enables the controller to compute the proper voltage and modulation applied to the power source, wherein the propulsion power source disk RPM matches precisely the angular velocity of the wheel-side disk just before coupling, to secure an optimal coupling.

12. The electronic controlled dog-clutch of claim 9, wherein the controller is configured to actuate a set of solenoids comprising more than one electro-magnetic actuator to pull-back latches that lock the rear-ring of the power source's cylinder disk, which triggers the cylinder movement into coupling position; whilst the kinetic energy in a compressed spring between the power source's rotor and the back of the power source's disk is released to thrust the power source's disk forward on the splines molded inside and outside the disk cylinder, whilst the power source disk is rotating at precisely the same angular speed as the wheel-side disk under the controller's management, wherein the coupling with the wheel-side disk is carried out.

13. The electronic controlled dog-clutch of claim 12, wherein the controller elects to decouple a propulsion power source when said power source is no longer in its optimum efficiency load and speed range; the controller is configured to actuate a different than in claim 12 set of solenoids, which triggers the retraction of the propulsion power source disk cylinder's rear-ring with electro-magnetic means, whilst compressing the spring that kept the disk coupled, until the set of latches in claim 12 lock the rear-ring of the propulsion power sources disk's cylinder in secured decoupled position.

14. An electronic all-wheel steering system for a vehicle comprising: an electronic steering-wheel sensor, coupled to the driver's steering-wheel shaft, wherein the driver's desired turning-angle, or the AV's [autonomous vehicle] Full Self Driving [FSD] computer elected turning angle information, is forwarded to the controller by enumerated electronic means; a plurality of electro-mechanical wheel steering module comprising: a plurality of electric power sources, fixed to the frame of the vehicle, wherein each electric power source converts rotational energy into linear movement, comprising: a plurality of tie rods coupled in one side to the power source, the other side to a tie rod end, wherein each wheel is pushed or pulled to the left or the right side of the vehicle; a plurality of tie rod ends connected to the knuckle's steering arm of each wheel carrying out two different tasks: (I) as a tie rod end; and (II) as wheel-position sensor, wherein a continuous information with electronic means is transmitted to the controller, providing the instantaneous position of each wheel in reference to strait forward; a controller in claim 1 is configured inter alia, to execute control logic stored in its data base associated with all-wheel electronic steering, wherein the controller monitors information provided from the driver's steering-sensor, or the AV's FSD computer and from each individual wheel-position sensor; the controller is further configured to utilize multi-objective optimization algorithm to compute in which angle each wheel has to be positioned to satisfy the driver's or the AV's FSD computer elected turning angle; and the controller is configured to actuate all or less than all steering power sources, wherein a feedback mechanism between the controller and each wheel-position sensor provides the continuous monitoring of the changing-position of each wheel, whilst the wheel-position sensors are transmitting the electronic data to the controller, to continue the actuation of each steering power source until each wheel reaches the controller's computed angle; the controller is further configured to identify from the plurality of propulsion power sources the power sources that will assist the steering process; wherein the controller is configured to compute the various power outputs and different velocities to be applied to the identified propulsion power sources that are elected to integrate in the steering process;

15. An electronic all-wheel steering system of claim 14, wherein a steering-wheel sensor is configured with multiple leaflets with electrical conductivity, representing the number of different angles or a fraction thereof the vehicle might take in turning modes; wherein each individual leaflet is connected by with electronic means directly to the controller, to individually transmit the driver's or the AV FSD computer elected turning-angle information.

16. An electronic all-wheel steering system of claim 14, wherein the electro-mechanical steering devices for the front and the rear of the vehicle may be configured differently for different type of vehicles, wherein a front electro-mechanical steering device may be configured with outer, powerful power source, for quick response, while a rear electro-mechanical steering device may be configured with an electro-mechanical rotor that is modified into rotating nut around a ball-screw, converting the rotor-nut electro-mechanical rotation into linear motion of the outer tie rods for better efficiency; yet, any power source may be utilized that can convert electrical-energy into liner movement of the tie rod to secure the wheel's movement to the controller's computed position.

17. An electronic all-wheel steering system of claim 16, wherein the electro-mechanical steering device's comprising a rotor configured as rotating nut around a ball-screw with bearing-balls captured between the nut and the screw-threads to minimize friction within the ball screw;

18. An electronic all-wheel steering system of claim 14, wherein the original tie rod end, in addition to its function as tie rod end, is also configured as wheel-position sensor comprising: a pointer fixed to a shaft with a gear in the center of the wheel-position sensor, wherein a center gear is in tight contact with the teeth of a side-gear, wherein the side-gear teeth are in tight contact with teeth molded inside the wheel-position sensor housing; a tie rod movement pushes the wheel knuckle-arm, wherein the wheel is pushed or pulled to the left or to the right, triggering a change in the angle between the tie rod and the wheel, directly proportional to the change in the wheel's position, wherein a movement of the wheel-position sensor housing molded teeth, rotates the side-gear, wherein the side-gear rotates the center-gear that forces the pointer to move to a specific point on the face of the wheel-position sensor, informing the controller by electronic means, the exact position of the wheel.

19. An electronic all-wheel steering system of claim 15, wherein a malfunction of one contact-leaflet in the steering-sensor or the wheel-position sensor; or in case of broken, disconnected or malfunctioning wire; the controller is programmed to utilize the last or the next contact reading, whilst reducing the velocity of the vehicle to a safe speed, to keep the affected wheel within safe range of less than 1 error, wherein a specific warning signal is turned-on to alert the driver or the AV's FSD compute of the malfunction's location; in case the entire wheel-position sensor is totally out-of-order, the controller is configured to utilize the reading of the opposite side wheel-position sensor; interpolate the reading to compute the defective side wheel-position sensor reading, wherein to keep the vehicle in fail safe system configuration while informing the driver or the AV's [FSD] compute of the malfunction.

20. An integration of all-wheel propulsion and steering system of claim 1 and claim 14, wherein the steering wheel sensor changed position, or the AV's [FSD] compute transmitted new steering information, the controller is configured to compute the angle of each wheel; activate each electro-mechanical steering device to bring each wheel to the computed angle; and actuates the left and the right propulsion power sources with different velocities after the controller computed the different distances the left and the right wheels have to travel at the same time frame; wherein integration of propulsion power sources in the steering process realizes a function of EPS [electric power-steering].

21. An all-wheel propulsion and steering system of claim 1 and claim 14, wherein the controller's dominance over each wheel power, speed and position; the controller is programmed with specific data, such as the vehicle center of gravity, and the threshold-point when the vehicle will overturn in any combination of turning angle and velocity; wherein in certain turning angels in unsafe velocity, the controller is configured to utilize multi-objective optimization algorithm and keep the speed below the threshold-point that will endanger the vehicle stability, yet afford the driver to make the turn safely in a reasonable speed to prevent the vehicle from turning-over.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0135] The drawings illustrate embodiment presently contemplated for carrying out the invention. In the drawings:

[0136] FIG. 1 is a set-up of two independent systemspropulsion at the top, and electric power steering (EPS), at the bottomthat differentiate in their assignment. One propels the wheels and the other steers the vehicle with no integration.

[0137] FIG. 2 depicts a balanced differentiation and integration in cooperation between propulsion and steering, which contributes to superior vehicle handling and stability compared with conventional, independent propulsion and steering.

[0138] FIG. 3 is a list of 17 leading manufacturers, introducing 20 BEVs offered for sale in between the 2017 and 2019 model year. No. 21 is a Tesla semi-truck. No. 22 are specifications of system 10 as described throughout this application; and No. 23 is this application's predicted semi-truck specifications. The listing specifies motor[s] HP/kW, efficiency rating in miles traveled per kWh, battery pack capacity in kWh, traveled range on single charge in Kilometers, and curb weight of the vehicle in Kilograms. The data obtained from this list is methodically analyzed infra.

[0139] FIG. 4 is a similar table as FIG. 3; yet, the second efficiency-rating in the last column is specifying the specific efficiency of the electrical motor[s] for the propulsion of the vehicle by multiplying the distance traveled by the curb-weight of the vehicle, then dividing by the battery-pack kWh capacity [consumption].

[0140] FIG. 5 is a block diagram of the entire propulsion and steering in system 10, according to one of multi-embodiment designs available in the invention.

[0141] FIG. 6 is a schematic of present and future prediction diagram of Tesla's vs. the average market cost of batteries; dollar per kWh.

[0142] FIG. 7 is a schematic diagram of the relatively narrow useful range of torque and power over speed (i.e. RPM) in two representatives of the IC engines family; namely, diesel, and gasoline.

[0143] FIG. 8 is a diagram of typical three-phase induction-motor displaying a much wider range of torque and efficiency vs speed than IC-engines.

[0144] FIG. 9 is a typical schematic diagram of energy consumption in relation to speed in a typical EVs with induction or synchronous-motor, which represents the majority of BEVs listed in FIGS. 3 and 4.

[0145] FIG. 10 is a schematic of optimal power distribution with the least power consumption among four-pairs of electro-mechanical devices, which is the crux of this disclosure. Each trace represents the efficiency and torque vs. speed for each pair of electro-mechanical propulsion device. Each pair operates in its specific speed intervals and is replaced by another electro-mechanical propulsion device when the EV speed exceeds its optimal efficiency range of this specific pair. The four-pairs of electro-mechanical devices, overlapping each other's ranges of high-efficiency to build a continuous efficient drive from zero to 90 mph, and still meet any speed and power demand.

[0146] FIG. 11 is a diagram of a Cheetah with the complexity of multiple muscles [motoric system] necessary to create the Cheetah's four-Pedi precision motoric to establish the fastest animals on the planet. The second depiction is an illustration of the Cheetah's four-Pedi perfect coordination during hunting chase.

[0147] FIG. 12 depicts detailed cross-section of the front left and right propulsion aggregates of system 10, which consist of pair of electro-mechanical devices 53, 54, their individual dog-clutches 86a, 86b, the clutches release and pull-back assemblies [see also FIG. 15, 16] with all the accessories.

[0148] FIG. 13 is a cross-section of the rear right propulsion aggregate of system 10 as depicted in FIG. 4, which consist of two different electro-mechanical devices 57, 58 with their individual dog-clutches and the clutches release and pull assemblies with all the accessories, which is very similar layout as in FIG. 11 yet with different torque and power configuration.

[0149] FIG. 14 is a cross-section of a single electro-mechanical propulsion and steering aggregate representing an alternative for small cars to be utilized in the front or the rear axle instead of two electro-mechanical devices in each wheel.

[0150] FIG. 15 is a chart representing torque and power versus speed, which applies to the propulsion aggregates in FIGS. 12 and 12 for operation of electro-mechanical devices 53, 54 and 57, 58, respectively

[0151] FIG. 16 depicts a detailed side-view and a cross-section of the dog-clutches release and pull assemblies with all the different electronics, solenoids and hardware involved.

[0152] FIG. 17 depicts the motor-side dog-clutch side view, and the permanently attached wheel-side disk with the splines, inside and outside the disks' neck.

[0153] FIG. 18 displays a typical layout of rear-wheels suspension supported with multiple reinforcing-links and stabilizing-bars in all possible directions and a rear-wheel differential.

[0154] FIG. 19 represents the entire rear-suspension assembly with links and stabilizer-links attached to the vehicle's chassis; and a differential that transfers power to the wheels with two drive-shafts. All these mechanical aggregates will become obsolete in the subject disclosure, as represented in system 10 [FIG. 5].

[0155] FIG. 20 is a layout of a traditional mechanical front-wheel suspension in a vehicle with mechanical steering. No reinforcing bars are necessary since the wheels are perpendicular to the turning circle and are not dragged.

[0156] FIG. 21 is a prototype suspension to fit all four wheelswith minor changes between the front and the rear suspensionssince each wheel has to be steered, there are no supporting-links, and stabilizing-bars. Noticeable is the wheel-position sensor at the end of the tie-rod connected to the wheel knuckle [not shown].

[0157] FIG. 22 represents a system developed by Protean Electric in Michigan, incorporating a single electro-mechanical device inside the wheel, and propelling the vehicle with 2- or 4-wheel direct-drive by wire.

[0158] FIG. 23 displays a sophisticated, mechanical AWD, manufactured by Audi. Yet, this Quattro [AWD] system is expensive, multi-element piece of equipment, consisting of control units, sensors and much more beside the engine, transmission and differentials. The system also assists the steering to a certain degree.

[0159] FIG. 24 is Audi's e-Tron Quattro. Hybrid AWD system, consisting of an IC engine that drives the front axle, and the electric part of the AWD system, with an electric motor and a differential, powers the rear axle, thus making it an AWD system. Another electric motor is integrated inside the IC engine and together with the electric motor that propels the rear wheels it creates an AWD, operating as all-electric mode.

[0160] FIG. 25 displays a 200-years old geometry of front wheels mechanical steering designed 1818 by Rudolph Ackermann (1764-1834) and is unfortunately still dominating the automobile industry, including all EVs listed in FIGS. 3 and 4.

[0161] FIG. 26 is a layout of AW-steering as depict in FIG. 5. The obvious difference in geometry is the length of the turning radius in the AW-steering vehicle, which is half the length of a conventional steering system in FIG. 25, providing much smaller turning circle.

[0162] FIG. 27 is a layout of a vehicle making a low-speed 90 turn to the right where controller 100 applies precisely calculated higher speeds to the left-side wheels of the EV; and concomitant, activate all four steering electro-mechanical devices, to position each wheel facing the turning center at low speed.

[0163] FIG. 28 depicts the preferred design of steering-wheel sensor, emulating mammal physiology with one sensor one nerve configuration. This particular sensor [in system 10] comprises of 60 leaflets, representing 60 different angles the vehicle may turn to. Each leaflet is individually connected by wire directly to controller 100, transmitting by electronic means the desired [by the driver's] turning command.

[0164] FIG. 29 depicts different steering-wheel sensor configuration comprising of 60 resistors, connected in series, and representing 60 different angles the vehicle might turn to in system 10. This steering sensor is configured as add-up resistance. Controller 100 recognizes a specific angle by the add-up resistance in the circuit.

[0165] FIG. 30 is a schematic displaying the relation between wheel angle and speed in relation to FIG. 27 where the vehicle makes a 90 to the right. Because the distance to center of turning-circle for both left wheels is much greater [14.6] than the distance to center of turning-circle for both right-wheels [10], the left wheels has to travel longer distanceat the same time period as the right wheelsto make a perfect turn.

[0166] FIG. 31 is a schematic displaying the relation between the non-linear L/R wheel angle and their respective revolutions. In other words: how many revolutions each wheel has to accomplish to pull off the turn without power steering assistance.

[0167] FIG. 32 is an electro-mechanical steering-aggregate, usually utilized in the front wheels. The wheel-position sensor is presented in four different views. A is a central cross-section with the outer tie rod; B is a view from the top of the sensor; C is also a center cross-section but is 90 to the A cross-section; and D is a bottom view of the sensor.

[0168] FIG. 33 is an electro-mechanical steering design, usually utilized in the rear wheels. All components are identical to the design in FIG. 32; however, the electro-mechanical device is configured with a rotor that is modified into a nut 118.

[0169] FIG. 34 displaces the lack of maneuverability of a traditional, diesel, and the Tesla Class 8 semi-trailer with only two steerable wheels in the front of the tractor, making a 90 right turn at low-speed, which requires 33 feet lane-width.

[0170] FIG. 35 is a single electro-mechanical device [with coupling and de-coupling gears], as utilized in the semi-tractor without the steering system because the two rear-axles in the tractor are practically in the middle of the vehicle, and at any turn, the two rear-axles are pretty much at 90 to turning-center so they don't have to be steered.

[0171] FIG. 36 is a different alternative; a combination of two electro-mechanical propulsion devices [with coupling and de-coupling gears] to be utilized in busses, light- and heavy-duty trucks that have only two or three axels and could do with more power combinations.

[0172] FIG. 37 is a single electro-mechanical propulsion device without coupling and de-coupling gears because, in specific vehicles, and motor combinations, there might be a design in which a specific electro-mechanical propulsion device is engaged in propulsion at all times. It is usually a more powerful motor.

[0173] FIG. 38 displays a suggested design of six electro-mechanical devices for a semi-tractor. They might be designed with the same, or different specifications. Yet, the two rear-axles are not steerable, and the very last electro-mechanical devices pair may be permanent motors that are running all the time whenever the vehicle is in motion, all other four are de-clutchable.

[0174] FIG. 39 is a design of four electro-mechanical devices at the rear of the of the semi-trailer with dog-clutches to be disconnected to save energy whenever their contribution to propulsion is not required. All 4-wheels may be steerable.

[0175] FIG. 40 depicts a remarkable reduction in the outer radii when the trailer's rear axles are steerable. Optimal setting is when the tandems center in the trailer is following exactly the curve as the center front tractor axle (dotted line).

[0176] Various other features and advantages will be made apparent from the following detailed description and drawings.

DETAILED DESCRIPTION OF THE INVENTION

[0177] The embodiments of the present disclosure are described herein. It is to be understood, however, that the disclosure embodiment can take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular component[s]. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as variously employ the present invention. As those of ordinary skill in the art will understand, various features illustrated and described with reference to any one of the figures can be combined with features illustrated in one or more other figures to produce embodiment that are not explicitly illustrated or described. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular application or implementation.

[0178] Referring now to the drawings wherein like reference numerals are used to identify identical components in the various views. FIG. 5 is a block diagram view of system 10, which is one of infinite integrated all-wheel electric propulsion and steering according to an embodiment of the invention. As will be described in detail infra, propulsion and steering in system 10 may be configured in battery electric (BEV) propulsion system arrangement that splits power output between one or plurality of electro-mechanical devices. Another system may be configured as hybrid electric (HEV) propulsion system that includes an internal combustion engine in addition to one or more electro-mechanical propulsion devices. Additional hybrid combination of power may be configured with fuel cell electric vehicles (FCEV) that includes hydrogen fuel cell in addition to energy storage device[s]. The above configuration applies also to trucks, semi-trailers, busses and all-purpose vehicles.

[0179] Digitized, Awd-System with Differently-Designed Motors

[0180] In various embodiment of this invention, the AWD propulsion segment of system 10 is configured to be incorporated into various types of vehicles, including but not limited to, automobiles, buses, light-duty trucks, semi-trailers, commercial and industrial vehicles such as mining and construction equipment, marine craft, aircraft, off-road vehicles, and personal carrier vehicles.

[0181] Propulsion system 10 may include a singular, or divided energy storage-system 12, with front energy storage 14 and rear energy storage 16. Each energy storage unit 14, 16 may have four positive terminals that are directly connected to each individual bi-directional DC-DC Converter, 21, 22, 23, 24, 25, 26, 27 and 28. Each energy storage unit 14, 16 may also have four negative terminals that are directly connected to each individual bi-directional DC-DC Converter, 21, 22, 23, 24, 25, 26, 27 and 28. Each of the energy storage units 14, 16 may have a separate or an integrated power management energy storage system [not shown], which may be configured as a battery management system. According to another embodiment, DC-DC converters 21, 22, 23, 24, 25, 26, 27 and 28 are bi-directional buck/boost voltage converters.

[0182] In energy storage units 14, 16, within system 10, sensors 30, 40 may be provided to monitor and calculate the state-of-charge of energy storage units 14, 16. According to one embodiment, sensors 30, 40 may include voltage and current sensors configured to measure the voltage and current of first and second energy storage units 14, 16 during operation of system 10.

[0183] According to various embodiment, first and second energy storage units 14, 16 may include one or more energy storage or energy producing devices such as batteries, ultra-capacitors, photovoltaic cells, flywheels, fuel cell or a combination of all five components, in various percent of their representation within each energy storage units 14, 16. Other embodiment may be where energy storage units 14, 16 incorporate ultra-capacitors with numerous capacitor-cells couple to one another, where every single capacitor-cell may have a capacitance between 500 and 3000 Faradsor greater. Ultra-capacitors offer nearly instantaneous power bursts during periods of peak power demand, therefore they may be implemented as secondary energy source that complements primary sources with batteries that suffer fast deterioration when repeatedly providing quick bursts of power; and since traditional battery energy storage have problems supporting high-power featuressuch as frequent start-stop vehicle applications, especially at lower temperaturesa secondary energy source with ultra-capacitors may be utilized to overcome this limitation.

[0184] In different embodiment, first and second energy storage units 14, 16 may be high power battery, with density more than 800-Wh/Kg. Other embodiment may be where energy storage units 14, 16 integrate high density batteries detailed above, in combination with several ultracapacitors.

[0185] In other embodiment, first and second storage units 14, 16 are a low-cost lithium ion battery. Alternatively, first and second storage units 14, 16 may comprise of a Silicon or Magnesium-anodes in Lithium-Sulfur battery; Sodium metal hydride battery; a Sodium Sulfur battery; a Nickel metal hydride battery; a Zinc-air battery, a Lead-Acid or any other combinations of low-constituent battery.

[0186] Propulsion system 10 may include: four bi-directional DC-DC converters 21, 22, 23 and 24, as integral components of the propulsion of the front wheels; and four bi-directional DC-DC converters 25, 26, 27 and 28, as integral components of the propulsion of the rear wheels, which are coupled across the positive DC link 20 and link 29 in the front and the rear bi-directional DC-DC converters respectively. The negative link begins in energy storage units 14, 16, and is coupled on the negative side of each component in system 10.

[0187] System 10 may include front left bi-directional DC-DC converters 21, 23 that may be connected across the positive and the negative DC link with DC bus 31 that may be connected to voltage sensor 35 to monitor the bus voltage. Bi-directional DC-DC converters 22, 24, 25, 27, 26 and 28 may maintain the same set-up as bi-directional DC converters 21, 23 respectively; that is, DC bus 32, 33 and 34 may be connected in parallel with a separate voltage sensor 36, 37, 38 to monitor the voltage in DC bus 32, 33 and 34 respectively.

[0188] To reduce the number of components in system 10; a different embodiment may be fitted where the front and rear energy storage units 14, 16 may be equipped with specific batteries that the respective bi-directional DC-DC converters may be left out. This will simplify production and reduce overall production cost. In such embodiment, a solenoid may be provided to selectively couple energy storage units 14, 16 to the respective DC bus.

[0189] All bi-directional DC-DC converters 21, 22, 23, 24, 25, 26, 27 and 28, when in use, are configured to convert one DC voltage to another DC voltage either by bucking or boosting the DC voltage. According to one embodiment, each bi-directional DC-DC converter 21, 22, 23, 24, 25, 26, 27 and 28 includes an inductor coupled to a pair of electronic switches and coupled to a pair of diodes. Each switch is coupled to a respective diode, and each switch/diode pair forms a respective half phase module. Switches may be isolated gate bipolar transistors (IGBT), metal oxide semiconductor field effect transistors (MOSFET), silicon carbide (SiC) MOSFET, gallium nitrite (GaN) devices, bipolar junction transistors (BJT), and metal oxide semiconductor-controlled thyristors (MCT).

[0190] In system 10, both energy storage units 14, 16 may be coupled via DC bus 31, 32, 33 and 34 to all electro-mechanical device or any other combination of partial loads. The controller may actuate any number of electro-mechanical devices in any driving mode, speed or load conditions, using multi-objective optimization algorithm to determine which of the electro-mechanical device configurations would consume the least Kw in any given driving mode to reach the best, most efficient propulsion.

[0191] In one embodiment of system 10, each DC to AC inverter 41, 42, 43, 44, 45, 46, 47 and 48 includes six half phase modules that are paired to form three phases, with each phase is coupled between the positive DC links 20, 29 of the DC bus 31, 32, 33 and 34 and the overall negative links of system 10.

[0192] Each electro-mechanical device 51, 52, 53, 54, 55, 56, 57, and 58 includes a plurality of winding coupled to respective phases of its respective DC-to-AC voltage inverter 41, 42, 43, 44, 45, 46, 47 and 48. The arrangements and design of the electro-mechanical devices 51, 52, 53, 54, 55, 56, 57, and 58 is limitless. Electro-mechanical devices 51, 52, 53, 54, 55, 56, 57, and 58 may either be a variety of AC motors, DC motors, fraction motors, and/or alternators. It is contemplated thus, that three-phase inverters 41, 42, 43, 44, 45, 46, 47 and 48 described herein may utilize any number of phases in alternative embodiment.

[0193] According to other embodiment, system 10 could be configured as genuine electric propulsion and steering. Alternatively, system 10 could be configured in a hybrid electric vehicle (HEV) propulsion system, which also includes an IC engine [not shown], coupled to electric propulsion system by mean of shared transmission [not shown]. System 10 could be configured in as fuel cell electric vehicles (FCEV) propulsion system, which also includes fuel cell [not shown] that may be coupled to different design of energy storage unit 14, 16.

[0194] Propulsion and steering system 10 may include geared power-transmissions [not shown in detail], 65, 66, 67 and 68 coupled to four joint shafts 61, 62, 63 and 64 that may be shared by two electro-mechanical devices when actuated by controller 100. The four-geared power-transmissions 65, 66, 67 and 68 [not shown in detail], may be constructed as single or multi-gear drive assemblies; toothed belt drive; chain drive assemblies or combinations thereof, according to innumerable embodiment. According to other embodiment, four geared power-transmissions 65, 66, 67 and 68 [not shown in detail], may be configured as electronic-variable transmission (EVT) that couples the outputs joint shafts 61, 62, 63 and 64 of electro-mechanical devices 51, 52, 53, 54, 55, 56, 57, and 58 to an internal planetary gear [not shown]. In operation, electro-mechanical devices 51, 52, 53, 54, 55, 56, 57, and 58, may be operated interchangeably over their specific high-efficiency range of bi-directional speed, torque and power commands to minimize energy loss and maintain high degree of overall system efficiency while system 10 is operating in either charge depleting (CD) or charge sustaining (CS) mode of operation.

[0195] The power outputs of four geared power-transmissions 65, 66, 67 and 68 are coupled directly to each corresponding driveshaft 71, 72, 73 and 74 of the vehicle since no differentials are necessary in the electric AWD propulsion and steering of system 10.

[0196] Controller 100 that runs and operates System 10 is connected to all eight bi-directional DC-DC converters 41, 42, 43, 44, 45, 46, 47 and 48 by control lines 15, 17. In one embodiment, control lines 15, 17 may include a real or virtual communication data link that conveys the voltage commands to the respective bi-directional DC-DC converters 21, 22, 23, 24, 25, 26, 27 and 28. Through appropriate control of switches in the front bi-directional DC-DC converters 21, 22, controller 100 is configured to boost voltage of first energy storage unit 14 to higher voltage and to supply the higher voltage to DC bus 31, 32 during the various modes of propulsion. Likewise, through appropriate control of switches in the front bi-directional DC-DC converters 23, 24, controller 100 is configured to boost voltage of first energy storage unit 14 to higher voltage and to supply the higher voltage to DC bus 31, 32 during various modes of propulsion. In the same way, through appropriate control of the switches in the rear bi-directional DC-DC converters 25, 26 controller 100 is configured to boost voltage of second energy storage unit 16 to higher voltage and to supply the higher voltage to DC bus 33, 34 during various modes of propulsion. Likewise, through appropriate control of the switches in the rear bi-directional DC-DC converters 27, 28 controller 100 is configured to boost voltage of second energy storage unit 16 to higher voltage and to supply the higher voltage to DC bus 33, 34 during the various modes of propulsion.

[0197] Additionally, during charging or during regenerative mode of operation, controller 100 is configured to control switching bi-directional DC-DC converters 21, 22, 23 and 24 in the front of the vehicle; and bi-directional DC-DC converters 25, 26, 27 and 28 in the rear of the vehicle to buck voltage of DC bus 31, 32 in the front and DC bus 33, 34 in the rear and supply the bucked voltage to the respective first and second energy storage units 14, 16.

[0198] To fit this integrated all-wheel electric propulsion and steering in any vehicle, system 10 may be implemented in infinite configurations. The variables may include the number and design of the electro-mechanical devices, the power and torque rating, and the design of the algorithm inside the logic data base of controller 100. System 10, as depict in FIG. 5, is configured to operate with eight electro-mechanical devices that are divided into four identical pairs. Each pair may comprise of similar construction, design, torque and power output. During any driving mode, controller 100 is configured to operate at least one electro-mechanical pair. Therefore, front electro-mechanical pairs 51, 54 and/or 52, 53; and rear electro-mechanical pairs 55, 58 and/or 56, 57 or any combination thereof, may be actuated simultaneously at the same time. However, since electro-mechanical pair are always installed on opposite sides of the vehicle, to maintain balanced propulsion, controller 100 may operate a specific pair of electro-mechanical devices at the same time, but may elect to, and maintain diverse torque and speed (RPM) between the two electro-mechanical devices in turning modes and in slippery roads or in any other driving conditions that such diversion of the same torque and RPM is required.

[0199] In all propulsion and steering modes, controller 100 is coupled individually to all four DC to AC voltage inverters 41, 42, 43 and 44 in the front of the vehicle through control lines 49. Controller 100 is also configured to control the half phase modules of the front DC to AC voltage inverters 41, 42, 43 and 44 to convert the DC voltage on DC bus 31, 32 to AC voltage for supply individually to each electro-mechanical device 51, 52, 53 and 54, as part of the front propulsion. Starting propulsion from zero, changing speed in acceleration or deceleration, controller 100 may increase or decrease the voltage and increase or decrease the frequency modulation in selected DC to AC inverters 41 42, 43 and 44, through lines 49, with which the revolutionsin electro-mechanical devices 51, 54 or 52 and 53, or in all four electro-mechanical devices togetherare boosting or bucking to increase or decrease the speed of the vehicle.

[0200] Similar operation takes place through control line 50. Controller 100 is configured to control the half phase modules of the rear DC to AC voltage inverters 45 46, 47 and 48 to convert the DC voltage on DC bus 33, 34 to AC voltage for supply to electro-mechanical devices 55, 56, 57 and 58 as part of the rear propulsion. Starting propulsion from zero, changing speed to acceleration or deceleration, controller 100 may increase or decrease the voltage and increase or decrease the frequency modulation in selected DC to AC inverters 45, 46, 47 and 48, through lines 50, with which the revolutionsin electro-mechanical devices 55, and 58 or in electro-mechanical devices 56, and 57 or all four electro-mechanical devices togetherare boosting or bucking to increase or decrease the speed of the vehicle. DC to AC inverters, and electro-mechanical devices may be different in size and specifications. Nevertheless, controller 100 MO does not change thus, it may be programmed to fit all kind of specifications.

[0201] In a regenerative [charge sustaining] mode, controller 100 is configured to control DC to AC voltage inverters 41, 42, 43 and 44 in front of the vehicle through control lines 49 to invert an AC voltage received from its corresponding electro-mechanical devices 51, 52, 53 and 54 into a DC voltage to be supplied to DC bus 31, 32. Similar condition of operation takes place through control line 50 in the rear of the vehicle, which may contain the same configuration as the front of the vehicle.

[0202] As part of the operation of controller 100, the controller may receive feedback from plurality of sensors, or transmit control commands to other components within the propulsion and steering operation. In this instance of system 10, controller 100 receives via control line [not shown], specific feedback from voltage sensors 35, 36 coupled in parallel to DC bus 31, 32; and from energy storage unit sensor 30 via control line 18. Controller 100 also receives via control line [not shown], specific feedback from voltage sensors 37, 38 coupled in parallel to DC bus 33, 34; and from energy storage unit sensor 40 via control line 19.

[0203] The Ultimate All-Wheel Electronic Steering

[0204] The steering portion of system 10 is configured to be incorporated into various embodiment, in miscellaneous types of vehicles, including but not limited to, automobiles, light-duty trucks, delivery trucks, buses, semi-trailers, commercial and industrial vehicles such as mining and construction equipment, marine craft, aircraft, off-road vehicles, material transport vehicles and personal carrier vehicles.

[0205] According to the embodiment of the present invention, at some point during vehicle steeringas pre-programmed in the data basecontroller 100 may apply various speeds to the left- and/or the right-side wheels; and concomitant, activate all four steering electro-mechanical devices, to position each wheel facing the turning center, which is the central part of this integrated propulsion and steering disclosure, as depicted in FIG. 27.

[0206] To achieve the precise steering maneuverwhich is to steer and propel all 4-wheels at the same timethe following steering steps must be fulfilled: [0207] (i) Electro-mechanical propulsion devices should operate most of the time in their optimal range of operation. [0208] (ii) The EV propulsion should be integrated in the vehicle steering, for better efficiency, stability, and much better handling. Integration of propulsion and steering will also dispose of power steering gears, and redundant mechanical unnecessary items, to improved efficiency and save production cost. [0209] (iii) During low-speed steering, all four wheels may be positioned perpendicular to the turning-circle center to get rid of wheel dragging (see FIG. 27), depending on the velocity of the EV. [0210] (iv) In velocities above 35 mph, the rear-wheels may be positioned at the same direction as the front wheels, not necessarily the same angle. The exact rear-wheels angle may be determined with empirical testing since it depends on the vehicle's wheelbase, the distance between the left-side and right-side wheels, the vehicle weight, center of gravity, and use of the vehicle; and [0211] (v) In multi-wheel vehicles, AW-steering will stabilize the vehicle and improve efficiency to a greater extent than light duty vehicles. When changing the steering angle of the steered front axle, the longitudinal axis of the vehicle must be taken into consideration and stored in the controller's data base, to provide individual, and accurate forced angle for each steerable wheel in the back of the trailer. This will also comply with NHTSA's new FMVSS 136 for semi-trailer and certain buses with GVWR of 26,000 Lb. [about 12,000 Kg], which will reduce untripped-rollovers, and mitigates severe understeer or oversteer conditions that usually leads to loss of control.

[0212] Steering a vehicle begins when the driver or the AV (AV) ECU elects to change the direction of the vehicle. FIGS. 28, and 29 depicts two distinctive configurations of driver's steering-sensor 90 [in FIG. 5] as part of the steering-wheel. The only moving part of the steering-sensor is pointer 94a that is permanently fixed to the steering-wheel's column 91a [shown in cross-section] and is moving whenever the steering-wheel changes position. Therefore, whenever the driver turns the steering-wheel, column 91a causes pointer 94a to slide on leaflets 92a until the driver stops the steering-wheel's movement and pointer 94a is having continuous contact with a specific leaflet, which represents the driver's desired angle to where the vehicle should be steered. In AV, if there is no steering wheel, the ECU may move pointer 94a with a stepping-motor whenever the ECU elects to steer the AV. Pointer 94a may also be configured with an upper sliding contact 97a, and a lower sliding contact 98a that may be connected to each other by electronic means. The lower sliding contact 98a is in continuous contact with sliding ring 95a connected to controller 100 by electronic means to create closed-loop circuit in the following sequence: steering-sensor 90specific leaflet 92aupper-pointer contact 97alower-pointer contact 98acontroller 100wheel steering-motor 116 [in FIG. 32]wheel-position sensor 115back to controller 100. When the pointer's upper contact stops over specific leaflet, it closes through the lower contact an electronic circuit with controller 100. This specific close-circuit is recognized by controller 100 as pre-programmed leaflet No. n. For example, turning the steering wheel to leaflet No. 26 on the right side of steering sensor 90 means the driver or the autonomous ECU sent a command by electronic means to controller 100 to turn the vehicle to 26, which meansthe specific contacted leaflet is the steering angle the driver or the AV ECU elected to take.

[0213] FIG. 28 is configured by way of sensor-neuron layout, following human's physiology; one sensor-cell, one neuron transmitting electronic information directly to the [controller] brain. The benefit of such set-up is to ensure that if one sensor cell stops functioning, the neighboring cells [leaflet] is within range to cover-up for the failing cell by transmitting the information to the brain. The subject steering sensor similarity to human's sensor-neuron configuration is an integral part of system 10 and is shown in detail in FIG. 28, which comprises of thirty contact leaflets 92aR with individual direct wire 93aR connection to controller 100 from the right half of the steering sensor; and thirty contact leaflets 92aL with individual direct wire 93aL connection to controller 100 from the left half of the steering sensor.

[0214] If one contact leaflet is defective, broken, disconnected or malfunctioning, controller 100 may be programmed to utilize the last and/or the next leaflet readingwhich may be just 1 difference between the leafletsto keep the wheel within safe range of only 1.66% error; and activate specific warning signal to alert the driver of the malfunctioning leaflet. This fail-assist maneuver complies with NHTSA's fail operational systems for steering.

[0215] The steering-sensor configuration in FIG. 29 is simpler and inexpensive to manufacture. The resistors are connected in series and each resistor may have the same or different resistance. Therefore, steering-sensor in FIG. 29 is configured as add-on resistance. Controller 100 recognizes a specific leaflet, i.e. specific steering angle by the resistance in the circuit, which is the sum of the resistors added from the top [resistance zero] to leaflet n where pointer contact 97b stopes. However, according to Ohm's law, resistance is the ratio between voltage and current, then in fluctuations of voltage or current within system 10, controller 100 reading may be somehow different than what it was set for. Additional deficiency is the resistors being connected in series. Any malfunction of a single resistor will cause brake-down of the left or right side of the sensor after the broken resistor. Therefore, steering-sensor 90 as configured in FIG. 28emulating human physiologyis much more reliable than any other configuration available.

[0216] In the embodiment of system 10, steering-sensor 90, comprises of sixty leaflets, thirty for the right turns, and thirty for the left turns. Each leaflet represents a specific angle [in degrees], which is pre-programmed in the data base of controller 100. However, in different configurations, a leaflet may represent any angle; and the number of leaflets on each side of the steering sensor may be elected to fit specific vehicle's applications.

[0217] The Integration of the Propulsion with the Steering

[0218] The integration of the propulsion into the steering process begins when the driver moves the steering-wheel to a position other than 0. In AVs, it begins when the ECU initiates a specific turning mode. As a part of system 10, the vehicles schematics in FIGS. 26 and 27 are configured with 120 wheel-base, with 60 distance between the front-wheels; with 60 between the rear-wheels; and tire circumference of 88. When the driver for instance, gradually moves the steering-wheel to leaflet 30 to make a 90 turn at 30 mph, controller 100 may keep the electro-mechanical propulsion devices on the front-right and rear-right wheels at 30 mph.

[0219] FIG. 27 also indicates that the distance to center of turning-circle for both left wheels is about 50% greater [14.6] than the distance to center of turning-circle for both right-wheels [10], the left wheels has to travel longer distanceat the same time period as the right wheelsto make a perfect turn. Controller 100 may gradually move-up the electro-mechanical devices speed on the left side of the vehicle from 30 mph in straight-forward driving, to 43.6 mph (see FIGS. 30 and 31); or translate the speed into measured revolutions at a 30 front-right wheel angelto gradually make a 90 direction-change to the rightthe right-wheels will need 2.1477 revolutions, while the left wheels 3.1230 revolutions, to make a perfect turn without assistance of EPS (see FIG. 31). This perfectly calculated electronic AW propulsion and steering is impossible to pull off with typical mechanical means.

[0220] Gradually turning steering sensor 90 [in FIGS. 4 and 27] to number 30 leaflet [30].sup.2, triggers an initial input of steering information. Controller 100 utilizes multi-objective optimization algorithm to simultaneously determine each individual wheel's steering angle and speed [angular revolutions]. The intricated process takes the following steps: [0221] (i) Controller 100 (in FIG. 5) actuates the front-right electro-mechanical steering device 111b in steering assembly 110b to gradually bring the front-right wheel to 30. Controller 100 continuously receives electronic information from wheel-position sensor 115b about the changing position of the right-front wheel. When wheel-position sensor 115b informs controller 100 that the right front wheel reached the angle of 30; controller 100 stops electro-mechanical steering device 111b. .sup.20 to 180 is always the right-side; and 181 to 360 is always the left side.

[0222] Simultaneously, the front-right wheel speed may be reduced, remain unchanged or increased (see FIGS. 27, 30 and 31). [0223] (ii) The same steering procedure follows when controller 100 actuates the front-left electro-mechanical steering device 111b in steering assembly 110a to gradually bring the front-left wheel to 20.1. Controller 100 then continuously receives electronic information about the changing position of the left-front wheel from wheel-position sensor 115a. When wheel-position sensor 115a informs controller 100 that the left-front wheel reached the angle of 20; controller 100 stops electro-mechanical steering device 115a.

[0224] Simultaneously, the front-left wheel speedin case where the front-right wheel's speed remains unchangedwill be gradually increased to 43.6 mph to make a perfect turn without a standard EPS (see FIGS. 27, 30 and 31). [0225] (iii) Controller 100 actuates the rear-right electro-mechanical steering device 111d in steering assembly 110d to gradually bring the rear-right wheel to 330. Controller 100 then continuously receives electronic information about the changing position of the right-rear wheel from wheel-position sensor 115d. When wheel-position sensor 115d informs controller 100 that the right rear wheel reached the angle of 330; controller 100 stops electro-mechanical steering device 111d.

[0226] Simultaneously, the rear-right wheel speed may be reduced, remain unchanged or increased. It usually matches the front-right wheel's speed (see FIGS. 27, 30 and 31). [0227] (iv) The same procedure follows when controller 100 actuates the left-rear electro-mechanical steering device 111c in steering assembly 110c to gradually bring the rear-left wheel to 340. Controller 100 then continuously receives electronic information about the changing position of the left-rear wheel from wheel-position sensor 115c. When wheel-position sensor 115c informs controller 100 that the right-rear wheel reached the angle of 340; controller 100 stops electro-mechanical steering device 111c.

[0228] Simultaneously, the rear-left wheel speedin case where the front-right wheel's speed remains unchangedwill be gradually increased to 43.6 mph to match the front-left wheel speed (see FIGS. 27, 30 and 31).

[0229] Since at 30 steering the right wheels' turning center has only a radius of about 10, a 43.6 mph or even 30 mph velocity is not realistic because it may knock the vehicle off balance. While the relationship between speed and turning angle could be empirically determined for each vehicle or calculated by using wheel-base measurements, weight distribution and center of gravity; in the model of 43.6/30 mph turn, the controller is configured to execute control logic stored in a data base associated with the stability of the vehicle. Controller 100 can determine the highest permissible speed at 30 turning mode that will keep the vehicle's velocity below the speed that might endanger the vehicle stability. The program stored in Controller 100 may allow the driver to make the 30 turn safely, yet, only in permissible speed; no matter how hard the driver pushes the accelerator-pedal.

[0230] Beside the safety issue, without the overturn prevention system, drivers would nervously apply the braking-system, trying to stabilize the vehicle and in the process drive down efficiency. In view of stability benefitswhile the propulsion system is involved in the steering processa vehicle could easily manage lateral acceleration of 0.07 g in 30 turning mode without to apply the braking system. The same applies to AVs because every time brake pads are applied; it cuts down in the vehicle efficiency.

[0231] Steering assemblies as depicted in FIGS. 32 and 33, although differently configured, are maintaining similar MO. Steering assemblies 110a, 110b in the front of the vehicle, and steering assemblies 110c, 110d in the rear of the vehicle may differ in their electro-mechanical configurations. The front steering configuration 110a, 110b in FIG. 5, may be equipped with more powerful fast acting electro-mechanical devices than the rear assembly 110c, 110d to act instantly in response to any steering commands from controller 100. The choice of electro-mechanical devices 111 for the front wheels can be any device, from DC motors, three phase AC motors, DC brush-less motor or any other design of electro-mechanical device.

[0232] To push or pull the wheels to the proper angle, system 10 embodiment utilizes ball-screw 112 as a device for converting electro-mechanical rotation of the electro-mechanical device 111 into linear motion of the outer tie rods 113. To minimize friction in ball-screw 112, bearing balls 114 are captured between the nut 118 and the screw-threads. Since controller 100 determines how far the outer tie rod 113 needs to travel to bring the wheel to the desired angle, electro-mechanical device 111 turns the ball-screw 112 and applies axial force through outer tie rod 113 directly to the modified into wheel-position sensorouter tie rod end 115. Rotor 116 in the electro-mechanical device rotates a shaft that is configured with direct gear 117, or with toothed belt drive wheel [not shown], or with chain drive [not shown] or with any other form of power transmission to nut 118, which rotates and moves ball-screw 112 forward and backwards.

[0233] System 10 is configured with four-wheel-position-sensors 115 attached to each wheel's steering knuckle-arm to accomplish the same function as a mechanical tie-rod end, yet, at the same time the sensor monitors, and transmits by electronic means the precise wheel-position to controller 100. FIG. 32 depicts a wheel-position sensor in four different views for better perceive the sensor's usefulness. A depicts a central cross-section with the outer tie rod; B is a view from the top of the sensor; C is also a center cross-section but is 90 to A cross-section; and D is a view from the bottom. If the tie rod end is not a practical location for a wheel-position sensor, an alternative design of linear wheel-position sensor may be installed on the outer tie rod. The change in length of the outer tie rod may be utilized as scale for the wheel's angle.

[0234] A wheel-position sensor may in fact be configured as a miniature version of steering sensor 90 and may also be constructed that way. Pointer 121 is fixed to the axle of the center-gear 120, which is in tight contact with the teeth of a side-gear 124 and said side-gear teeth are in tight contact with teeth molded inside the wheel-position sensor housing 115. When the nut 118 rotates; the outer tie rod 113 is following the axial movement of screw 112 to the left or the right, triggering a change in the angle between outer tie rod 113 and knuckle steering arm 126, which is proportional to the change in the wheel's angle, i.e. to 0. The proximate result is rotation of cylinder 125 inside wheel-position sensor's housing 115, triggers the movement of the toothed area 123, molded inside the wheel-position sensor housing, which initiates the following chain reaction: movement of toothed area 123 rotates toothed side-gear 124, which rotates center-gear 120, which causes the movement of pointer 121, that sends by electronic means the change of position information to controller 100.

[0235] In situations where any of the wheel-position sensors is totally out-of-order, controller 100 may be programmed to apply the reading of the opposite side wheel-position sensor to the defective side to keep the vehicle in relatively safe driving conditions and notify the driver by electronic means about the location and the cause of the malfunction. In AVs, a flushing-light and a buzzer will make the passengers aware of the malfunctioning device. This fail-assist maneuver complies with NHTSA's fail operational systems for steering. FIG. 31 depicts the revolution differences between the left and the right side of the vehicle, at the right wheel's angle. The difference is usually very small above 50 mph.

[0236] The myth that mechanical propulsion and steering is safer than electric propulsion and steering is no longer factual. It was vastly demonstrated supra that digital controls can monitor, calculate and actuate EV's aggregates in milliseconds, giving rise to precision in propulsion and steering, which translates also into safety; including but not limited to, electronic malfunction warning systemsas described in the steering section [0110] above-which correct defects by electronic means, and notifying the driver/owner of AV that the vehicle has malfunction that needs repair. Mechanical components brake because of defective materials installed during manufacturing; due to material wear and tear and/or deficient or lack of maintenance results in malfunctions that are not monitored because mechanical propulsion and steering system lack the electronic monitoring systems to inform the driver that the tie rod end is going to brake at the next 90 turn or that speeding at 40 mph in a 90 turn will cause a roll-over.

[0237] Integrated Propulsion & Steering for Heavy-Duty Vehicles

[0238] Heavy-duty trucks and semi-trailers are widely used for transportation of goods due to their low operation cost; and, since the world population is moving into cities, public transportation is expected to increase dramatically leading to increased number of buses for city and inter-cities transportation. So far, inherent to these class of vehicles, only electrificationin particular with this disclosurewill solve the vehicles' two paramount nuisances and complications they trigger off: [0239] (i) massive pollution of CO.sub.2 and NO.sub.x that triggers health detriments to living organisms, and diminishes the green-house gases in the atmosphere; and [0240] (ii) extremely poor maneuverability. Drivers are shortcoming when they have to steer their heavy-duty trucks, buses and semi-trailers inside an urban areas to deliver goods or transport passengers.

[0241] The future semi-trailer's business is projected to be autonomous; well, the only way to bring about autonomous mobility for semi-trailers is propulsion and steering with digitized electronic means while the energy source could be batteries or fuel-cells, both of which provide electric power from different starting points. Traditional diesel engines in buses, heavy-duty and semi-trucks should be abandoned. FIG. 7 demonstrates the overall limitations of diesel engines. The operational level of torque in at 25-32 RPM, and the highest level of power is at 33-40 RPM, which justified the engineering of 10 to 18 gears transmissions to move very heavy load from zero to 60 mph within a 10-15 RPM window of effective diesel engine torque and power. The result, semi-trailers need more than 60 seconds, and the driver's double-clutch hard labor to get from zero to 60 mph, while electric semi-trailer manage to do the same in less than 20 seconds, fully loaded.

[0242] Current electric semi-trucks need numerous improvements to be economic viable, and profitable. It is not sufficient to just replace the diesel engine with four electro-motors and propel the same traditional rear-wheels of the tractor; or lower the tractor nose for better coefficient of drag, and continue to steer with the same traditional, mechanical system where only two front-wheels of the tractor are steering a 58-feet long vehicle. Interpreting system 10 as depict in FIG. 5; then FIG. 38 could be the basic set-up of a propulsion and steering aggregate in the front 2-wheels of the semi-tractor, and a combination of two pairs of electro-mechanical devices, without the steering gears since the four or eight wheels of the tractor in the rear are practically in the middle of the semi-trailer, facing the center of turning in about 90. This design concept may be applied to buses, heavy-duty trucks and semi-trailers by propelling and steering all, or less than all wheels with multiple and diverse electro-mechanical devices as depict in FIGS. 12-13 and 35-37 with the option to integrate in the steering process. FIG. 38 is a design of six, diverse electro-mechanical devices; some has coupling and de-coupling gears, and some does not; some has electro-mechanical devices that are steerable; and some does not. All these combinationswhich are not available in diesel buses or semi-trailersare to achieve: (i) superior efficiency; (ii) longer range; (iii) uniform distribution of propulsion power and weight along a 58-feet long vehicle; (iv) remarkable maneuverability; (v) zero NO.sub.x pollution, and reduction in CO.sub.2 [electricity production in power plants emits much lower CO.sub.2]; (vi) reduction in battery-pack seize and cost; and (vii) lower manufacturing cost.

[0243] FIG. 39 is a design of four electro-mechanical devices that may be installed at the two rear-axles of a semi-trailer, equipped with dog-clutches to be de-coupled to save energy whenever their contribution to propulsion is not required; and All 4 or 8-wheels may be steerable

[0244] Steering an articulated vehicle, with only the front two-wheels is a massive obstacle not only to the semi-driver, but also to all other drivers on the road as presented in FIG. 34. The driver needs 33-feet lane-widthwhich is almost three driving-lanesto make a 90 turn. To program an autonomous semi-truck to steer a 58 and longer articulated vehicle with only two steerable wheels in the very front, is absolutely mission impossible. Evolutionthough it may seem inconsequential to automotive engineersprovided the very primitive caterpillar-worm a controlled mobility in every segment of the body, for a reason; because, with two front-legs, the worm would not be able to move the rest of his body. The eventual deduction is that power distribution in long vehiclesparticularly in articulated vehicleswill rehabilitate the traditional, ill engineered semi-trucks maneuverability fortiori, when multiple electro-mechanical devices along the vehicle are integrated in the propulsion and the steering process.

[0245] Low-speed multi-wheel vehicle's maneuverability was always a problem in resolving the amount of space required by the vehicle to make a turn as depicted in FIG. 34. One of the principal issues in fitting this disclosure in articulated vehicles, such as the one displayed in FIG. 34, is to reduce the maneuvering space, e.g., to minimize the width of the lane a semi-trailer will occupy while making the turn. Because, different articulation angles follow different curve radii; and the ratio between the minimum inner radius and the maximum outer radius [swept path] the vehicle uses during maneuvering, can be significantly larger than the width of the vehicle combination. Therefore, the trailer's two rear-axles has to be steered. FIG. 40 demonstrate the remarkable reduction in the outer radii, and reduction in articulation angle when the trailer's rear axles' wheels are steerable. The optimal setting is when the tandems center in the trailer is following exactly the same curve as the center front tractor axle (see dotted line in FIG. 40). It is obvious that the best way to achieve this goal is to steer the trailer's rear wheels to provide the trailer's center of tandems the capacity to match the curve radii of the tractor's front axle.

[0246] When the rear-axles are steered and propelled; this disclosure's design for heavy-duty and articulated vehicles will eventually provide much better result than just improve steering when propulsion is integrated in the steering process: [0247] (i) It will result in dramatic improvement in vehicles maneuverability at low and high speeds, minimize off-tracking and a total swept path width, and overall, much better stability at any speed range because individual propulsion of each wheel causes equal power distribution along 58 feet long tractor and trailer. [0248] (ii) In low-speed steering modes, aligning the rear wheels of the trailerat 90 to turning center (see FIG. 40) will reduce the C.sub.rr [Coefficient of rolling resistance]. Tires in traditional semi-trailer are dragged in lateral and longitudinal directions and are exposed to shear forces, leading to repeatedly tires blow-up, and to rise in maintenance cost. Steering the wheels will dramatically reduce tire wear and the maintenance budget. [0249] (iii) 58 Semi-trucks are much longer than cars, then the radii to the turning-center would be much longer, developing smaller speed differences between the left and the right wheels than is noticeable in passenger cars. Rear-wheel propulsion and steering will dramatically increase tire-grip on the road; and put a stop to the trailer when the tractor stops, which is a very common accident in semi-trailers. [0250] (iv) Propelling the left and the right side of the tractor and the trailers wheels in different speed will perfect stability, ease maneuverability, and would eliminate the need of power-steering system altogether; and [0251] (v) Like in system 10, the controller, or the autonomous semi-trailer's ECU may de-couple specific electro-mechanical devices when sufficient kinetic energy was built upespecially in highway driving, which is more than 90% of semi-trucks drivingto save battery energy, which results in extended driving range. [0252] (vi) After evaluating the driver's desired steering angle, and the topographic GPS data, the controller may be programmed to calculate the specific propulsion power to each wheel, while calculating the steer-angle of all wheels. Then, compute which of the 10 electro-mechanical devices are to be utilized to propel; and in what angle each wheel will be steered in every point and time of mobility; which is much more sophisticated task than in 4-wheel passenger car, yet it is much closer to what evolution created in billions of years to make it the ultimate mobility.

[0253] FIG. 35 is single electro-mechanical device with dog-clutch, manufactured with any specifications that could be installed in any heavy-duty trucks, buses or semi-trailers, usually with more than two axles to propel the vehicle with various, other electro-mechanical devices. FIG. 36 is the same design as FIG. 35; yet, it is manufactured with two electro-mechanical devices that could be installed in any heavy-duty trucks, usually with only two axles to propel the vehicle. FIG. 37 is a relatively large, single electro-mechanical device without dog-clutch. It may be manufactured with any specifications and could be installed in any light- or heavy-duty vehicles, buses or semi-trailers. It may be installed with steering gears [not shown]. This electro-mechanical device is designed to be the core propulsion that runs whenever the vehicle is in motion. The specifications of this electro-mechanical devices may be one-half plus 10% [these electro-mechanical devices are installed in pairs] the HP and torque required to propel the vehicle in 0 elevation, no wind and minimal road resistance.

[0254] The design of various electro-mechanical devices may secure that the vehicle never stops because power distribution among about various, and different electro-mechanical devices will eventually eliminate mechanical break-downs because, even though one or several electro-mechanical devices may malfunction, the rest will suffice to keep the vehicle running, which is a top priority, especially in the trucking industry to deliver goods on time. Utilizing induction motors will also eliminate the necessity of water-cooling system and overheating.

[0255] FIG. 38 displays a suggested design of six electro-mechanical devices for a semi-tractor. The front, single electro-mechanical devices pair are equipped with dog-clutches and are steerable. The middle single electro-mechanical devices pair are identical to the front ones and are equipped with dog-clutches, thus, they might have different specifications, and they are not steerable. The rear, single electro-mechanical devices, as depict in FIG. 37, have no dog-clutches and are not steerable.

[0256] FIG. 39 displays a suggested design of four electro-mechanical devices for the two rear-axles in the trailer. They might be designed with the same, or different specifications. However, all four electro-mechanical devices may be steerable and equipped with dog-clutches. The reason four electro-mechanical devices in the trailer are steerable and equipped with dog-clutches is because the two ends of the vehicle have to be steered, yet, the center of the articulated vehicle is perpendicular to turning center, and therefore the four tractor rear propulsion devices are not steered.

[0257] The design of the two, relatively large electro-mechanical devices in the rear of the tractor (see FIG. 38) is for a reason. Semi-trailers spent most of their driving at constant speed of 45-60 mph on the highways. The two fixed rear motors may be designed to move the fully loaded semi-trailer while all other electro-mechanical devices are decoupled, which will consume minimal amount of energy.

[0258] Manufacturing and maintenance cost computations is a very important issues when operating trucking business. Purchase price of a new, standard diesel eighteen-wheeler semi-tractor and trailer is about $170,000 where, standard tractor with diesel engine cost about $130,000; and standard trailer for 18-wheeler, cost about $40,000. Adding steerable rear-wheel system will cost at least additional $20,000; total $190,000. All estimates are on the low-side.

[0259] The same new tractor without diesel engine, transmission, drive-shafts and differentials; exhaust system; water-cooling system, pollution prevention system; power-steering system; starting system; alternator charging system; hydraulic-brakes system; and air-conditioning system will cost about $40,000. Then, the trailer $40,000, and a stripped tractor $40,000 will cost together about $80,000.

[0260] To manufacture eighteen-wheeler semi-tractor and trailer according to this disclosure, with electric integrated propulsion and steering, may include in general: (i) stripped tractor and trailer $80,000; (ii) 10 propulsion electro-mechanical devices; eight 50 HP induction-motors $960 [@ $120] and two 100 HP induction motors $1,000 [@ $500]; (iii) Adding; 6 dog-clutch mechanisms [4 induction motors, two in the tractor and two in the trailer may be connected to the wheels at all times] $1,800; (iv) six steering electro-mechanical devices $3,000 [@ $500]; (v) 10 DC to DC converters $1,000 [@ $100]; 10 DC to AC inverters $1,000 [@ $100]; (vi) digital system-controller with all wiring at $4,000; (vii) 10 electric-brake systems $2,000 [@ $200] brakes won't be as powerful as in semi-trailers with diesel-engine since regenerative braking by 10 induction motors will do most of the job and evenly distributed along the tractor and trailer; and (viii) air-conditioning system $1,800; total without the battery-pack is about $97,000$100,000.

[0261] Under previous considerations in [0026] at 17 supra, the battery-pack weight and cost [0028] at 18 have a decisive role in designing electric buses, heavy-duty trucks and semi-trailers. Using Tesla semi's specifications, it was computed supra that for 480 Km range the battery-pack will cost $47,000 in today's $100/kWh price, and $23,500 when kWh price will reach $50/kWh in 2024 (see FIG. 6). For 960 Km range a battery-pack will cost $94,000 in today's price of $100/kWh, and $47,000 when kWh price reaches $50/kWh in 2024. However, the subject integrated propulsion & steering disclosure is claiming to have at least 25% better efficiency than Tesla's. Interpolating the subject disclosure's energy-pack as E.sub.P=1.25 Km/kWh [Tesla's is about 1.02 Km/kWh] energy results to 480- and 960-Km range; then, equipped with the subject integrated propulsion and steering disclosure, loaded with maximum payload the semi-truck with 36,364 Kg, will consume 384 kWh, and 768 kWh respectively; and the battery-pack cost will be reduced to $38,400 and $76,800 with today's battery price of $100 kWh; and $19,200 to $38,400 when kWh price have reached $50 as depict in FIG. 6, respectively. The current price for a semi-trailer equipped with this disclosure is $138,400 and $176,800 in today's battery prices respectively; and further reduced to $119,200 and $138,400 respectively, which is much lower than semi-trailer with diesel engine.

[0262] Maintenance cost of a semi-trailer with this disclosure will be significantly lower than diesel semi-trailer. Average annual distance traveled by Class 8 diesel semi-trucks is about 75,000 miles; and the average efficiency is 6.5 miles per gallon, with yearly consumption of 75,000/6.5=11,540 gallons within a price of $3.90/gal, annual cost of fuel is about $45,000.

[0263] Semi-trailer with this disclosure and with the efficiency of 0.75 miles/kWh will consume 100,000 kWh to drive 75,000 miles; with $0.07/kWh commercial price of electricity=$7,000 and with 90% efficiency, annual fuel cost=$7,700, which is $37,300 less than semi-truck with diesel engine. 3-years just fuel savings will buy a new electric semi-trailer. The additional expenses with diesel semi-trucks, such as tires replacement, engine lubrication and maintenance, are not available in e-semi-trailers because induction-motors are practically maintenance-free. The battery-pack replacement is only due after about 5-years, depending on the charging methods.

[0264] The Modular E-Drive Concept in this Disclosure

[0265] The modularity in assembling components of this disclosure is another advantageous aspect that could ease fitting this disclosure in any vehicle type.

[0266] Attributable to Modularity of the Design, this disclosure further simplifies, and lowers manufacturing cost. FIGS. 12, 13, 14, 16, 28, 32, 33, 35 and 37 illustrates a design approach that subdivides systems into modules of various but similar electro-mechanical devices that may be manufactured in standardized size, yet designed with different ratings of power, torque, angular speed, and specific high efficiency range. Picking up the electro-mechanical devices in FIGS. 12 and 13 as standard manufacturing size of electro-mechanical propulsion devices for personal EVs; and electro-mechanical devices in FIGS. 13, 35 and 37 as standard manufacturing size of light- and heavy-duty trucks, buses and semi-trucks; then, infinite electro-mechanical devices' combinations of this disclosure's master system 10 as depict in FIG. 5 can be assembled in the same production line. Manufactured components with different specifications but with the same exact sizecould share a standardized shaft 62 [as depict in FIGS. 12 and 13] and accommodate infinite embodiment. FIGS. 12 and 13 represent two different systems that are assembled with the same procedure, having the same function, yet carrying different specifications.

[0267] FIG. 16, 17 represent a cross-section of the aggregate that is responsible for coupling and decoupling dog-clutches within configuration of FIGS. 12 and 13. The six holes in the periphery of the circle in said aggregate may represent the location where six long bolts may be inserted to hold tight all the components as seen in FIGS. 12 and 13; e.g. the coupling and decoupling aggregates; the electric motors with their dog-clutch disks; and the opposing, permanently fixedto the shared shaftdisks. All components are inserted by sliding them on the splines of the joint-shaft 62. Customization of power and torque in light duty and heavy-duty vehicles, is accomplished by first choosing the right length of joint-shaft 62, and then sliding-in additional electro-mechanical devices; or reducing the number of electro-mechanical devices; or replacing unwanted electro-mechanical devices; or replacing a defective one; the possibilities are endless.

[0268] It should be understood that in certain embodiment electronic controller may include conventional processing apparatus known in the art, and capable of executing pre-programmed instructions stored in associated memory, all performed in accordance with the functionality described herein. To the extent that the methods described herein are embodied in software, the resulting software may be stored in an associated memory where so described, may also constitute the means for performing such methods. Implementation of certain embodiment of the invention, where done so in software, would require no more than routine application of programming skills by one of ordinary skill in the art, in view of the foregoing enabling description. Such a controller be of the type having both ROM, RAM, a combination of non-volatile memory so that the software can be stored and yet allow storage and processing of dynamically produced data and/or signal