CN1608013A - Vehicle body interchangeability - Google Patents

Abstract

A method is provided for modifying the functionality and aesthetic characteristics of a vehicle. The method includes removing a first body from a vehicle chassis, wherein the first body and vehicle chassis form a first type of vehicle. A second body is then attached to the vehicle chassis without subjecting the second body to significant value-added manufacturing processes. The second body and vehicle chassis form a second type of vehicle different from the first type of vehicle and having different functionality and aesthetic characteristics. The bodies and chassis comply with a standardized body/chassis interface system which enables such interchangeability of bodies on a single chassis, or on a family of chassis.

Description

body interchangeability

Cross References to Related Applications

This application claims the benefit of US Provisional Patent Applications 60/314,501 and 60/337,994, filed August 23, 2001 and December 7, 2001.

technical field

The present invention relates to a method of body interchange in which a vehicle chassis is provided with a common interface system which can interface with any one of a plurality of different interchangeable bodies having different body types.

Background technique

Mobility, the ability to move from one place to another or rapidly from one state to another, has been one of the ultimate goals of mankind since recorded history. Cars may have done more than any other technological advance to help humanity achieve this goal. Since its inception, societies across the globe have undergone dramatic changes in lifestyles that are directly related to the percentage of the population that owns a motor vehicle.

Prior art automobiles and light trucks include a body that functions to accommodate and protect passengers and their belongings. The body is connected to a variety of mechanical, electrical and structural components that combine with the body to form a fully functional vehicle. The nature of the prior art connections between body and vehicle component parts can lead to certain inefficiencies in vehicle design, manufacture and use. Three characteristics of prior art body connections that contribute significantly to these inefficiencies are the number of connections, the mechanical properties of many of these connections, and the location of these connections on the body and component parts.

In the prior art, there are a large number of connections between the body and component parts. During vehicle assembly, each connection includes at least one assembly step; therefore, it is desirable to reduce the number of connections in order to improve assembly efficiency. Connections between prior art body parts and prior art vehicle component parts include multiple load-bearing connectors for physically fastening the body to other parts, such as bolts and brackets; Data is transmitted from power generating components to the body and from sensors monitoring the condition of component parts; mechanical control linkages such as steering columns, throttle cables and transmission selectors; and ductwork and hoses that carry fluids, such as from The HVAC unit delivers heated and cooled air to the vehicle body for passenger comfort.

Many connections in the prior art, especially those carrying control signals, are mechanical linkages. For example, to control the direction of the vehicle, the driver sends control signals to the steering system through the steering column. Since different driver positions in different vehicles require different mechanical connection sizes and packaging, the mechanical linkage section becomes ineffective. As a result, new or different bodies often cannot use off-the-shelf components and linkages. Component parts that are used for one body configuration are generally not suitable for other body configurations. Also, if the manufacturer changes the body design, it needs to change the design of the mechanical linkages and components connected to it. Design changes in linkages and components require modifications to the machining methods and tooling used to produce linkages and components.

The location of the connections on the body and component parts of the prior art can also lead to ineffective situations. In prior art body-frame architectures, the connection locations on the body are typically not exposed to the outside of the body and are remote from corresponding connections on the component sections; therefore, long connectors such as wiring harnesses and cables must be routed from the component sections. through the body. The body of a fully assembled prior art vehicle is entangled with the component parts and connecting means, making separation of the body from its component parts difficult, if not impossible, and labor intensive. The use of long connectors increases the number of assembly steps required to connect the vehicle to its components.

Furthermore, prior art vehicles typically have a combustion engine whose height accounts for a substantial proportion of the overall vehicle height. Accordingly, prior art body designs have an engine compartment that occupies approximately the front (or sometimes rear) third of the body length. Compatibility between the engine and the body requires that the engine should fit within the engine compartment of the body without physical interference of parts. Moreover, the compatibility between the chassis and the body of the prior art with the internal combustion engine also requires that the body has the nacelle positioned so as to avoid physical interference of parts. For example, a body with a rear-located nacelle is not compatible with a chassis with a front-located engine.

Contents of the invention

A self-contained chassis has essentially all the mechanical, electrical and structural component parts for a fully functioning vehicle, including at least one energy conversion system, suspension and wheels, a steering system and a braking system. There is a simplified, preferably standardized interface between the chassis and the connecting parts, to which bodies of various designs can be connected. X-ray control technology was used to remove mechanical control linkages.

Accordingly, the amount of time and resources required to design and manufacture a new body is reduced. The body design only needs to conform to the chassis' simple connection interface, without redesigning or modifying expensive components.

In addition, multiple body configurations share a common chassis, enabling economies of scale for key mechanical, electrical, and structural components.

Exposed and unobstructed connection components increase manufacturing efficiency, since the connection of the body to the chassis requires only the engagement of the connection component with a corresponding mating connection component on the body.

Vehicle owners can increase the functionality of their vehicles at a lower cost than is possible with the prior art, since the vehicle owner only needs to purchase a single chassis that can be fitted with multiple body styles.

According to the invention there is provided a method for modifying the functional and aesthetic characteristics of a vehicle. The method comprises the steps of: A) detaching a first body from a vehicle chassis, wherein the first body and chassis form a first type of vehicle; and B) attaching a second body to the chassis without causing the second body to Subsequent to a manufacturing process of significantly increasing price, the second body and chassis form a vehicle of a second type that differs from the vehicle of the first type and has different functional and aesthetic characteristics.

The method may also include purchasing, exchanging, ditching, or storing the user's first vehicle body. In addition, an inventory of body parts that are selectively engageable with the chassis may also be maintained. Preferably, the inventory includes at least two body styles engageable with the chassis selected from the group consisting of sedan, pickup truck, convertible, coupe, wagon, station wagon, sport vehicle or other transport vehicle types.

Chassis owners could be offered club membership where they pay for selective access to body stock. Club membership enables the owner to order, reserve, lease, lease or exchange bodywork as desired. The owner may be an individual end user of the vehicle platform and body, a group user, a car rental company, and the like.

The first body may be returned to inventory and a third party may be permitted to obtain the first body from inventory for attachment to another chassis owned by the third party.

The first body can be detached and the second body attached at a location convenient to the owner of the chassis, such as on the owner's driveway. Alternatively, the disassembly and connection steps are carried out in a professional body exchange service station.

Preferably, the chassis will comprise: a structural frame; a suspension system mounted on the frame; at least three wheels connected to the suspension system; an energy conversion system connected to at least one of the wheels and being steerable by wire; and a brake-by-wire system mounted relative to the frame and operatively connected to at least one of the wheels.

The above objects, features, advantages and other objects, features and advantages of the present invention can be clearly understood by reading the following detailed description of the best mode for carrying out the invention in conjunction with the accompanying drawings.

Description of drawings

Fig. 1 is a schematic perspective view of a vehicle rolling platform according to an embodiment of the present invention;

Fig. 2 is a schematic top view of the vehicle rolling platform shown in Fig. 1;

Figure 3 is a schematic bottom view of the vehicle rolling platform shown in Figures 1 and 2;

Fig. 4 is a schematic side view of a connection scheme between a car body pod and a rolling platform according to the present invention, which is used in the embodiments of Figs. 1-3;

Fig. 5 is a schematic diagram of a connection scheme between a car body pod and a rolling platform, wherein car body pods of different configurations can be connected to the same rolling platform;

Figure 6 is a schematic illustration of a steering system for use with the rolling platform and body pod shown in Figure 4;

Figure 7 is a schematic illustration of an alternative steering system for the rolling platform and body pod of Figure 4;

Figure 8 is a schematic illustration of a braking system for use with the rolling platform and body pod of Figure 4;

Figure 9 is a schematic illustration of an alternative braking system for use with the rolling platform and body pod of Figure 4;

Figure 10 is a schematic illustration of an energy conversion system for use with the rolling platform and body pod of Figure 4;

Figure 11 is a schematic diagram of an alternative energy conversion system for use with the rolling platform and body pod of Figure 4;

Figure 12 is a schematic illustration of a suspension system for use with the rolling platform of Figures 1-5;

Figure 13 is a schematic illustration of an alternative suspension system for use with the rolled platform and body pod of Figure 4;

14 is a schematic illustration of a chassis computer and chassis sensors for use with the rolling platform and body pod of FIG. 4;

Figure 15 is a schematic diagram of the main control unit and a suspension system, braking system, steering system and energy conversion system used with the rolling platform and body pod of Figure 4;

Figure 16 is a perspective view of a shelled rolling platform according to yet another embodiment of the present invention;

17 is a perspective view of a shelled rolling platform according to another embodiment of the present invention;

Figure 18 is a schematic side view of a rolling platform with an energy conversion system including an internal combustion engine and an oil tank;

Figure 19 is a schematic side view of a rolling platform with a mechanical steering linkage and passenger seat accessory coupling in accordance with another embodiment of the present invention;

Figures 20 and 20a show a partially exploded perspective schematic diagram of a rolling platform according to another embodiment of the present invention in a connection scheme with the car body pod. This rolling platform has multiple Electrical connectors mated with mating electrical connectors;

21 is a schematic perspective view of a shelled rolling platform having a movable control input device according to another embodiment of the present invention;

22 is a schematic diagram of a vehicle body selection group, showing a perspective view of a vehicle according to various aspects of the present invention;

Fig. 23 is a process diagram showing a body list and a chassis with a detachable body according to the present invention;

Figure 24 is a process diagram showing the manufacturing operations of the body and chassis;

Figure 25 is a flow diagram illustrating long-term interchangeability of bodies on a single chassis, and including software and hardware upgrades;

Figure 26 is a schematic diagram of a business process according to the present invention; and

Figure 27 is a schematic diagram of another business process according to the present invention.

Detailed ways

Referring to FIG. 1 , an automotive chassis 10 , also referred to as a "rolling platform", includes a structural frame 11 according to the present invention. The structural frame 11 depicted in FIG. 1 comprises a series of interconnected structural elements comprising a "sandwich" configuration comprising upper and lower structural elements 12 and 14 . Elements 12 and 14 are substantially rigid tubular (or optionally solid) members extending longitudinally between front and rear axle regions 16 , 18 and outboard of similar elements 20 , 22 . The front and rear ends of the elements 12,14 are beveled inwardly, extend towards the elements 20,22 and join them before entering the shaft regions 16,18. A plurality of vertical and angled structural elements extend between elements 12, 14, 20 and 22 for added strength and rigidity. Similar to the elements 12, 14, 20 and 22 extending along the left side of the rolling platform 10, a set of structural elements 26, 28, 30 and 32 extend along the right side thereof.

Lateral structural elements 34, 36 extend between elements 20, 30 and 22, 32 closer to the front axle region 16 respectively, and lateral structural elements 38, 40 extend closer to the rear axle region 18 respectively between elements 20, 30 and 22, 32. Extend between 22,32, have so just determined a middle chassis space. The rear and front of the front axle region 16 are defined in and around structural elements 43, 44, while the sides are defined by structural elements 46, 48 which may be elements 20, 22, 30 , The extended part of 32 or be connected with it. In front of the front axle area, a front space is defined between element 44 and elements 50 , 52 . The rear axle area 18 is defined in the rear and in the front by structural elements 53, 54 and around them, while the sides are defined by structural elements 56, 58 which may be elements 20, 22, 30 , The extended part of 32 or be connected with it. Aft of the front axle area, a rear space is defined between element 54 and elements 60 , 62 . Additionally, if required to house an energy conversion system, the rear axle area 18 or rear volume may be elevated relative to the remainder of the structural frame 11 and the frame may include other elements to enclose and protect the energy conversion system. The frame defines a number of open spaces between the aforementioned elements. Those of ordinary skill in the art to which this invention pertains will be aware of materials and fastening methods suitable for use in such structural framing. For example, the structural elements may be tubular, made of aluminum, and welded to other structural elements at their corresponding connections.

The structural frame 11 provides a rigid structure, an energy conversion system 67, energy storage system 69, suspension system 71 and wheels 73, 75, 77, 79 (each with a tire 80), steering system 81 and brakes System 83 is mounted on this rigid structure, as shown in FIGS. 1-3, and this rigid structure is adapted to support an attached vehicle body 85, as shown in FIG. Those of ordinary skill in the art to which the present invention pertains will appreciate that the structural frame 11 may take many different forms other than the cage-like structure of the embodiment illustrated in FIGS. 1-3. For example, the structural frame 11 may be a conventional automobile frame having two or more longitudinal structural members spaced apart from each other and having two or more spaced apart and connected at its ends to two The longitudinal structural elements all remain connected to the transverse structural elements. Alternatively, the structural frame may take the form of a "belly pan" in which integral track and beam members are formed from sheet metal or other suitable material, and other members are formed to house the various system components. The structural frame may also be integrally formed with various chassis components.

Referring to FIG. 2 , a body connection interface 87 is defined as the sum of all body connection components, that is, the sum of the connection elements used to form the body and chassis 10 into operational cooperation. The preferred embodiment body attachment assembly includes a plurality of load bearing body retaining couplers 89 and a single electrical connector 91 mounted on the structural frame 11 .

As shown in FIG. 4 , the load-bearing body retaining coupler 89 is engageable with a mating attachment coupler 93 on the body 85 , which functions to physically secure the body 85 to the chassis 10 . Those of ordinary skill in the art to which the present invention pertains will appreciate that a variety of fastening and locking elements can be used and are within the scope of the claimed invention. The load bearing body retaining coupling 89 is preferably releasably engageable with a mating coupling, but non-releasably engaging couplings, such as welded flanges or riveted surfaces, may also be used within the scope of the claimed invention. Auxiliary fastening elements can be used together with the load bearing body retaining coupling 89 as a lock. Load bearing surfaces on the chassis 10 without locking or fastening features may be used with the load bearing body retaining coupler 89 to facilitate supporting the weight of the attached body 85 . In a preferred embodiment, the load bearing body retaining coupler 89 comprises a support bracket with bolt holes. Rubber anti-vibration pads (not shown) on the support brackets dampen vibrations transmitted between the body and chassis. In addition, hard anti-vibration pads can be used for body holding couplings.

The electrical connector 91 is engageable with a mating electrical connector 95 on the vehicle body 85 . The electrical connector 91 in the preferred embodiment can perform multiple functions, or a selected combination thereof. First, the electrical connector 91 may function as a power connector, ie, it is adapted to transmit power generated by components on the chassis 10 to the body 85 or other non-chassis targets. Second, the electrical connector 91 may function as a control signal receiver, ie, adapted to transmit control signals from non-chassis sources to controlled systems, including energy conversion systems, steering systems, and braking systems. Third, the electrical connector 91 can function as a feedback signal conduit through which the vehicle driver can obtain a feedback signal. Fourth, the electrical connector 91 can function as an external programming interface through which software containing algorithms and data can be communicated for use by the controlled system. Fifth, the electrical connector can function as an information conduit through which sensory and other information is available to the vehicle driver. Accordingly, the electrical connector 91 may function as a communication and energy "umbilical" port through which all communications between the chassis 10 and the attached body 85 are carried. An electrical connector includes means adapted to maintain one or more electrical wires in operative connection with other electrical wires. The wires may be spaced apart to avoid any one wire causing signal interference in another wire that is in operative connection with an electrical connector, or for any reason where it is undesirable for the wires to be near each other.

If a single electrical connector is not required to perform multiple functions, for example, if a bulky wiring harness is required, or if the transfer of energy would cause interference with control signals, then the body connection interface 87 can include multiple electrical connectors that can interface with multiple mating electrical connectors on the body 85. The electrical connectors 91 are joined by the connectors, wherein different connectors perform different functions. The function performed by the mating electrical connector 95 is matched with the function of the electrical connector engaged with it, for example, when mated with a control signal receiver, it acts as a control signal transmitter.

Referring again to Figures 1-3, energy conversion system 67, energy storage system 69, steering system 81, and braking system 83 are arranged on chassis 10 in such a way that the overall vertical height of chassis 10 is minimized and a substantially horizontal chassis is maintained Top surface 96. The surface of an object is an imaginary surface along the contour of the object facing and directly exposed in a particular direction. Thus, the chassis top surface 96 is an imaginary surface that follows the upwardly facing and exposed contour of the chassis frame 11 and the systems mounted therein. The mating body has a corresponding underbody 97 , which is an imaginary surface along the downwardly facing and exposed contour of the body 85 , as shown in FIG. 4 .

Referring again to Figures 1-3, the height of the structural frame 11 is defined as the vertical distance between its highest point (top of structural element 20) and lowest point (bottom of structural element 22). In a preferred embodiment, the structural frame height is approximately 11 inches. To achieve a substantially horizontal chassis top surface 96, the energy conversion system 67, energy storage system 69, steering system 81, and braking system 83 are located throughout the open space and are configured to be mounted on the structural frame 11 in such a way that the energy No part of the conversion system 67 , energy storage system 69 , steering system 81 or braking system 83 extends above the structural frame 11 by more than 50% of the height of the structural frame 11 , or above the top of any tire 80 . The substantially horizontal chassis top surface 96 allows the attached body 85 to have a passenger area extending the length of the chassis, as opposed to prior art bodies having an engine compartment for accommodating a vertically protruding internal combustion engine .

Most powertrain loads are evenly distributed between the front and rear of the chassis, so the overall vehicle's center of gravity is low without reducing ground clearance, improving handling while withstanding rollover forces.

Referring again to FIG. 4 , the preferred embodiment of the rolling platform 10 is adapted such that the underbody surface 97 of the mating body 85 is positioned against the top surface 96 of the chassis to facilitate engagement with the rolling platform 10 . The body attachment parts have a predetermined spatial relationship with respect to each other and are placed in an exposed and unobstructed position sufficiently so that when there are mating attachment parts (mating attachment coupler 93 and When the body 85 of a mating electrical connector 95) is sufficiently positioned relative to the chassis top surface 96 of the chassis 10 of the present invention, the mating connectors are adjacent and readily engageable with corresponding body connectors, as illustrated in FIG. Within the scope of the invention, if the protective layer can be removed or recycled, the body connection part with a protective layer is exposed and unhindered.

Each body connection part has a predetermined spatial relationship with respect to every other body connection part, which can be expressed, for example, as a vector. If the vector used to describe the spatial relationship between a body connection part and other body connection parts to be joined is also used to describe the spatial relationship between a corresponding mating connection part and other mating connection parts to be joined, then the body connection Parts and mating connection parts have the same predetermined spatial relationship. For example, the spatial relationship can be determined as follows: a first vehicle body connecting part is Ax+By apart from a reference point distance; a second vehicle body connecting part is Cx+Dy apart from the reference point distance; a third vehicle body connecting part is apart from the reference point The reference point distance is Ex+Fy; and so on. Corresponding mating attachment components in the same predetermined spatial relationship are spaced in a mirror image relationship in the underbody, as shown in FIGS. 4 and 5 . A protective layer (not shown) may be used to protect any body attachment components.

When the body 85 is sufficiently positioned relative to the chassis 10 of the present invention, the body attachment members and mating attachment members are preferably adjacent to each other without a change in position; however, it is within the scope of the present invention that the body attachment members may be within a predetermined spatial relationship relative to each other to accommodate construction tolerances and other assembly issues. For example, an electrical connector may be positioned on and in operative connection with a signal transmission cable. The cable is secured relative to the structural frame six inches from the electrical connector. The electrical connector will thus be movable within six inches of the fixed point on the cable. A body attachment member is considered adjacent to a mating attachment member if one or both are movable within a predetermined spatial relationship so as to contact each other.

Referring to FIG. 5 , the body connection interface within the claimed scope of the present invention enables the chassis 10 to be compatible with different types of bodies 85, 85', 85" having substantially different designs. The bodies 85, 85', 85" have a common The base 98, the matching connection coupler 93 and the matching electrical connector 95 are in the same predetermined spatial relationship with each other as the predetermined spatial relationship between the vehicle body connection parts on the vehicle body connection interface 87, by connecting the vehicle body 85, 85', 85" The bodies 85 , 85 ′, 85 ″ can each be mated to the chassis 10 with proper positioning relative to the chassis 10 so that each mating connection coupler 93 is adjacent to the carrier body retaining coupler 89 and the mating electrical connector 95 is adjacent to the electrical connector 91 . According to a preferred embodiment of the present invention, all bodies and chassis conform to this common, standard interface system, thereby enabling a range of different body types and styles to be connected to a single chassis design. The substantially horizontal chassis top surface 96 also facilitates compatibility of the rolling platform 10 with a variety of differently configured body styles. In the preferred embodiment, the universal mount 98 functions as a body structural unit and forms the underbody 97 . Figure 5 schematically depicts a car 85, a van 85' and a pick-up truck 85" all having a common base 98.

The body connection parts are preferably sufficiently exposed on the chassis surface so as to be easily connected to the mating connection parts on the matching body. Similarly, a mating attachment member on a mating body is sufficiently exposed on the body surface to facilitate attachment to a body attachment member on the vehicle chassis. In a preferred embodiment of the invention, the body attachment member is located on or above the top surface of the chassis to facilitate engagement with a mating attachment member located on or below the underside of the vehicle body.

using a connecting device to engage or operatively connect a body connecting part with a remote mating connecting part where the body does not have a mating connection part in the same predetermined spatial relationship as a body connecting part on the vehicle chassis, This is also within the scope of the claims of the present invention. For example, a cable with two connectors can be used, one of which is engageable with an electrical connector on the vehicle body connection interface and the other connector is engageable with a mating connector on a mating vehicle body to interface with the An electrical connector and a mating connector form an operative connection.

The bodies 85, 85', 85" schematically shown in Fig. 5 use all the body connection parts on the vehicle chassis 10. However, within the scope of the claims of the present invention, the chassis may have body connection parts There are more body attachment parts than are actually mated to a body. For example, a chassis has ten load-bearing body retaining couplers and can be connected to a body that only engages five of the ten load-bearing body retaining couplers. Cooperate. This configuration is particularly useful when the connected body and chassis are different in size. For example, the matching body can be smaller than the chassis. Similarly, within the scope of the claims of the present invention, the body can be modular so that separate body parts It can be separately connected to the vehicle chassis through the carrier body retaining coupler.

The body may have more mating attachment parts than can be engaged with the body attachment parts of a particular chassis. This structural arrangement can be used to enable a particular body to mate with multiple chassis each having different predetermined spatial relationships in their body attachment parts.

The load-carrying body keeps the coupler 89 and the electrical connector 91 preferably releasably engaged without damaging the attached body 85 or chassis 10, thereby enabling the removal of the body 85 from the chassis 10 and the installation of a different body on the chassis 10 85', 85".

In a preferred embodiment, the body connection interface 87 is characterized by the absence of any mechanical control signal transmission linkages and any couplings for connecting the mechanical control signal transmission linkages. Mechanical control linkages, such as steering columns, limit the compatibility between chassis and bodywork of different configurations.

Referring again to Figure 1, a steering system 81 is housed in the front axle region 16 and is operatively connected to the front wheels 73, 75, preferably responsive to non-mechanical control signals. In a preferred embodiment, the steering system 81 is drive-by-wire. A drive-by-wire system is characterized in that control signals are transmitted in electrical form. Within the scope of the present invention, a drive-by-wire system or controllable drive-by-wire system includes a control signal receiver adapted to receive control signals in electrical form through a control signal receiver on the vehicle body attachment interface 87, and then act in accordance with the electrical control signals. responsive system.

Referring again to FIG. 6 , the steer-by-wire system 81 of the preferred embodiment includes a steering control unit 98 and a steering actuator 99 . Sensors 100 are located on chassis 10 and transmit sensor signals 101 containing information about the state or condition of chassis 10 and its component systems. The sensors 100 may include position sensors, speed sensors, acceleration sensors, pressure sensors, force and torque sensors, flow meters, temperature sensors, and the like. The steering control unit 98 receives and processes the sensor signal 101 from the sensor 100 and the electrical steering control signal 102 from the electrical connector 91 and then generates a steering actuator control signal 103 according to a stored algorithm. The control unit generally comprises a microprocessor, ROM and RAM and appropriate input and output circuits of known type for receiving various input signals and outputting various control commands to the actuators. Sensor signals 101 may include yaw rate, lateral acceleration, wheel angular velocity, steering rod force, steering angle, chassis speed, and the like.

A steering actuator 99 is operatively connected to the front wheels 73 , 75 and is adapted to adjust the steering angle of the front wheels 73 , 75 in response to a steering actuator control signal 103 . An actuator in a drive-by-wire system converts an electrical control signal into a mechanical action or otherwise affects system behavior in response to an electrical control signal. Examples of actuators that may be used in a drive-by-wire system include electromechanical actuators such as servo motors, moving and turning solenoids, magneto-rheological actuators, electro-hydraulic actuators, and electro-rheological actuators. Those of ordinary skill in the art to which this invention pertains will recognize and understand the mechanism for adjusting the steering angle. In the preferred embodiment, steering actuator 99 is an electric motor adapted to adjust a mechanical steering rack.

Referring again to FIG. 6 , the preferred embodiment of the chassis 10 is adapted to be steerable by any compatible source of electrical steering control signal 102 connected to the electrical connector 91 . The steering converter 104 shown in FIG. 6 is located on the attached vehicle body 85 and is connected to the mating electrical connector 95 . The converter converts the vehicle operator's mechanical control signals to non-mechanical control signals. When a drive-by-wire system is used, the converter converts the mechanical control signal into an electrical control signal usable by the drive-by-wire system. The operator of the vehicle inputs control signals in mechanical form by turning a steering wheel, depressing pedals, pressing buttons, and the like. Transducers use sensors, usually position and force sensors, to convert mechanical inputs into electrical signals. In a preferred embodiment, a +/- 20 degree slide mechanism is utilized for driver input and an optical encoder is utilized to read input rotation.

The mating electrical connector 95 is connected with the electrical connector 91 of the vehicle body connection interface 87 . A steering converter 104 converts a mechanical steering control signal 105 initiated by the vehicle operator into an electrical steering control signal 102 which is transmitted to the steering control unit 98 via the electrical connector 91 . In the preferred embodiment, steering control unit 98 generates steering feedback signal 106 for the driver and transmits steering feedback signal 106 through electrical connector 91. A number of sensors 100 are used to monitor the linear distance of the steering rack movement and the vehicle speed. This information is processed by steering control unit 98 according to stored algorithms to generate steering feedback signal 106 . A torque control motor is operatively connected to the slide mechanism for receiving steering feedback signal 106 and driving in a direction opposite to the driver's mechanical input.

Within the scope of the present invention, the drive-by-wire system can be used as an actuator directly connected to an electrical connector in the body connection interface. An alternative steer-by-wire system 81' within the scope of the claimed invention is schematically illustrated in Figure 7, wherein like reference numerals refer to like parts as in Figure 6 . A steering actuator 99 adapted to adjust the steering angle of the front wheels 73 , 75 is directly connected to the electrical connector 91 . In this embodiment, the steering control unit 98' and the steering converter 104 may be located on the vehicle body 85 to which it is attached. Steering converter 104 transmits electrical steering control signal 102 to steering control unit 98' which in turn transmits steering actuation control signal 103 to steering actuator 99 via electrical connector 91. The sensor 100 placed on the chassis 10 transmits the sensor signal 101 to the steering control unit 98' via the electrical connector 91 and the corresponding electrical connector 95.

Examples of steer-by-wire systems are described in the following U.S. patents: 6,176,341 issued January 23, 2001 to Delphi Technologies; 6,208,923 issued March 27, 2001 to Robert Bosch GmbH; April 17, 2001 6,219,604 issued to Robert Bosch GmbH; 6,318,494 issued to Delphi Technologies issued on November 20, 2001; 6,370,460 issued to Delphi Technologies issued on April 9, 2002 and awarded to TRW Fahrwerksysteme GmbH issued on May 28, 2002 & Co. KG's 6,394,218.

The steer-by-wire system described in U.S. Patent No. 6,176,341 includes: a position sensor for sensing the angular position of the road wheels, a manual steering wheel for controlling the direction of the road wheels, and a steering wheel sensor for sensing the position of the steering wheel , a steering wheel actuator for actuating the manual steering wheel, and a steering control unit for receiving the detected steering wheel position and the detected row wheel position and calculating the actuator control signal, the actuator control signal is preferably Ground includes a row wheel actuator control signal and a steering wheel actuator control signal that is a function of the difference between the detected row wheel position and the steering wheel position. The steering control unit operates the road wheel actuators to provide steering control of the road wheels in response to the road wheel actuator control signals. The steering control unit also manipulates the steering wheel actuator to provide feedback force actuation of the hand-held steering wheel in response to the steering wheel control signal. The road wheel actuator control signal and the steering wheel actuator control signal are preferably measured to compensate for differences in gear ratios between the steering wheel and the road wheel. Additionally, the road wheel actuator control signal and the steering wheel actuator control signal may each have a booster so that the road wheel actuator control signal actuates the road wheel with a force greater than the feedback force applied to the steering wheel .

The steer-by-wire system described in US Patent No. 6,176,341 preferably implements a two-position control loop, one for the road wheel and the other for the hand wheel. Position feedback from the steering wheel becomes a position command input for a row of wheel control loops, and position feedback from a wheel becomes a position command input for a steering wheel control loop. The steering wheel error signal is calculated from the difference between the steering wheel command input (steering wheel position feedback) and the steering wheel position. Actuation of the road wheels is initiated in response to the road wheel error signal to provide control over steering of the road wheels. The steering wheel error signal is calculated from the difference between the steering wheel position command (row wheel position feedback) and the steering wheel position. Actuation of the hand steering wheel is initiated in response to the steering wheel error signal to provide force feedback to the hand steering wheel.

The steering control unit of the '341 system can be configured as a single processor or as multiple processors, and can include a general-purpose microprocessor-based controller, which can include a commercially available off-the-shelf controller. An example of a controller is microcontroller No. 87C196A manufactured by Intel Corporation of Delaware. The steering control unit preferably includes a processor and memory for storing and processing software algorithms with a clock speed of 16 MHz, two optical encoder interfaces for reading position feedback from each actuator motor, one for PWM output for each motor driver, and a 5V regulator.

U.S. Patent No. 6,370,460 describes a steer-by-wire control system that includes a row of wheel units and a steering wheel unit that operate together to provide the desired steering control to the operator of the vehicle. A steering control unit is available to support the required signal processing. Signals from the steering wheel unit, sensors in the steering wheel unit, and vehicle speed may be used to calculate steering wheel actuator control signals for controlling vehicle direction and steering wheel torque commands for providing tactile feedback to the vehicle operator. Ackerman corrections can be used to adjust the left and right road wheel angles to correct for errors in the steering geometry to ensure that the wheels will travel about a common center of rotation.

Referring again to FIG. 1 , a braking system 83 is mounted on the structural frame 11 and is operatively connected to the wheels 73 , 75 , 77 , 79 . The braking system is adapted to react to non-mechanical control signals. In a preferred embodiment, the braking system 83 is by wire as schematically depicted in FIG. 8 , wherein like reference numerals refer to like components in FIGS. 6 and 7 . The sensor 100 transmits sensor signals 101 to a brake control unit 107 , which contain a state or situation about the chassis 10 and its component systems. The brake control unit 107 is connected to the electrical connector 91 and adapted to receive an electrical brake control signal 108 via the electrical connector 91 . The brake control unit 107 processes the sensor signal 101 and the electric brake control signal 108 and generates a brake actuator control signal 109 according to a stored algorithm. The brake control unit 107 then transmits brake actuator control signals 109 to the brake actuators 110 , 111 , 112 , 113 for reducing the angular velocity of the wheels 73 , 75 , 77 , 79 . One of ordinary skill in the art to which the present invention pertains will understand the manner in which the brake actuators 110, 111, 112, 113 act on the wheels 73, 75, 77, 79. Typically, an actuator causes contact between friction elements, such as between brake pads and a disc rotor. Optionally, an electric motor can act as the brake actuator in a positive feedback braking system.

The brake control unit 107 may also generate a brake feedback signal 114 for the driver and communicate the brake feedback signal 114 through the electrical connector 91 . In the preferred embodiment, the brake actuators 110, 111, 112, 113 apply force to the rotor on each wheel via a caliper. Some sensors 100 measure the force exerted on each caliper. The brake control unit 107 uses this information to ensure that forces are applied synchronously to each rotor.

Referring again to FIG. 8 , the preferred embodiment of the chassis 10 is adapted such that the braking system is responsive to any compatible source of electrical braking control signal 108 . Brake converter 115 may be located on attached vehicle body 85 and be connected to a mating electrical connector 95 coupled to electrical connector 91 . The brake converter 115 converts the mechanical brake control signal 116 activated by the driver of the vehicle into electrical form and transmits the electric brake control signal 106 to the brake control unit via the electrical connector 91 . In a preferred embodiment, brake converter 115 includes two handle-type components. The brake transducer 115 includes sensors for measuring the rate of applied pressure and the amount of pressure exerted on the handle-type member, thereby converting the mechanical brake control signal 116 into an electric brake control signal 108 . The brake control unit 107 processes the rate and amount of applied pressure to provide normal and emergency stops.

An alternative brake-by-wire system 83' within the scope of the claimed invention is depicted in Figure 9, wherein like reference numerals refer to like parts in Figures 6-8. The brake actuators 110 , 111 , 112 , 113 and the sensor 100 are directly connected to the electrical connector 91 . In this embodiment, a brake control unit 107' may be located on the vehicle body 85 to which it is attached. A brake converter 115 transmits the electric brake control signal 108 to the brake control unit 107', and then the brake control unit 107' transmits the brake actuator control signal 109 to the brake actuator through the electrical connector 91 110, 111, 112, 113.

Examples of brake-by-wire systems are described in the following US patents: 5,366,281 issued to General Motors Corporation on November 22, 2994; 5,823,636 to General Motors Corporation issued on October 20, 1998; 6,305,758 awarded to Delphi Technologies issued on March 21, 2002 and 6,390,565 awarded to Delphi Technologies issued on March 21, 2002.

The system described in US Patent No. 5,366,281 includes an input device for receiving a mechanical brake control signal, a brake actuator, and a control unit coupled to the input device and the brake actuator. The control unit receives brake commands or electric brake control signals from the input device and provides actuator commands or brake actuator control signals in order to control current and voltage of the brake actuators. When receiving a brake command from the input device for the first time, the control unit outputs a brake torque command to the brake actuator within a first predetermined period of time to send a maximum current to the actuator. After the first predetermined period, the control unit outputs a braking torque command to the braking brake for a second predetermined period to deliver a voltage to the actuator in response to the braking command and the first amplification factor. After a second predetermined period, the control unit outputs a braking torque command to the braking brake to source current to the actuator in response to the braking command and a second amplification factor, wherein the first amplification factor is greater than the second amplification factor and wherein Activation of braking is made in response to a braking input.

The brake-by-wire system described in U.S. Patent No. 6,390,565 provides motion sensors and force sensors in a brake transducer connected to a brake application input member, such as a brake pedal, and can also be used by providing a signal sent from a sensor to the first control unit in response to the travel or position of the brake apply input member and a signal sent from a sensor to the second control unit in response to the force applied to the brake apply input member Instead, redundancy in the sensor is provided. The first and second control units are connected by a bidirectional communication link whereby each controller can transmit one of the sensor signals it receives to the other control unit. In at least one of the control units, the linearized type signals are combined to generate first and second brake application command signals to the brake actuators. If any control unit cannot receive one of the sensor signals from the other control unit, it can still generate a brake actuator control signal based on the sensor signal supplied directly to it. In a preferred embodiment of the system, a control unit combines the linearized signals by selecting the largest magnitude.

Referring again to FIG. 1 , energy storage system 69 stores energy used to propel chassis 10 . For most applications, the stored energy is in chemical form. Examples of energy storage systems 69 include fuel tanks and batteries. In the embodiment shown in FIG. 1 , the energy storage system 69 includes two compressed gas cylinder storage tanks 121 (5000 psi, or 350 bars) mounted within the intermediate chassis space 41 and adapted to store compressed hydrogen. It may be necessary to use more than two compressed gas cylinder storage tanks to provide greater hydrogen storage capacity. As an alternative to the compressed gas cylinder storage tank 121, an alternative form of hydrogen storage, such as metal or chemical hydride, may be used. Hydrogen generation or hydrogen reforming methods may also be used.

The energy conversion system 67 converts the stored energy into mechanical energy for driving the chassis 10 through the energy storage system 69 . In the preferred embodiment depicted in FIG. 1 , the energy conversion system 67 includes a fuel cell stack 125 located in the rear axle region 18 and an electric traction motor 127 located in the front axle region 16 . The fuel cell stack 125 generates 94 kilowatts of power for continuous use.

The fuel cell stack 125 is operatively connected to the compressed gas storage tank 121 and the traction motor 127 . The fuel cell stack 125 converts chemical energy in the form of hydrogen from the compressed gas cylinder storage tank 121 into electrical energy, while the traction motor 127 converts the electrical energy into mechanical energy and applies the mechanical energy to turn the front wheels 73 , 75 . Optionally, fuel cell stack 125 and traction motor 127 are switched between front axle region 16 and rear axle region 18 . Optionally, the energy conversion system includes a battery pack (not shown) for use in hybrid combination with a fuel cell to improve chassis acceleration. Other areas provided between the structural members are used to accommodate other mechanisms and systems shown in FIGS. 2 and 3 for providing common functions of the automobile. Those of ordinary skill in the art to which the present invention pertains will appreciate that other energy conversion systems 67 may be used within the scope of the present invention.

The energy conversion system 67 is adapted to respond to non-mechanical control signals. The energy conversion system 67 in the preferred embodiment is controlled by wire, as shown in FIG. 10 . An energy conversion system control unit 128 is connected to its electrical connector 91 receiving electrical energy conversion system control signals 129 and to its sensor 100 receiving sensor signals 101 containing information about different chassis conditions. In the preferred embodiment, the information transmitted to the energy conversion system control unit 128 via the sensor signal 101 includes the speed of the chassis, the current applied, the rate of chassis acceleration and the motor shaft speed to ensure smooth starting and controlled acceleration. The energy conversion system control unit 128 is connected to an energy conversion system actuator 130, and transmits the energy conversion system actuator control signal 131 to the energy conversion system in response to the energy conversion system control signal 129 and the sensor signal 101 according to the stored algorithm actuator 130 . Energy conversion system actuators 130 act on the fuel cell stack 125 or traction motor 127 to regulate energy output. Those of ordinary skill in the art to which the present invention pertains will appreciate the various ways in which the energy conversion system actuator 130 can adjust the energy output of the energy conversion system. For example, a solenoid may alternately open and close a valve for regulating the flow of hydrogen gas to the fuel cell stack. Similarly, a compressor supplying oxygen (from air) to the fuel cell stack may function as an actuator by varying the amount of oxygen supplied to the fuel cell stack in response to a signal from the energy conversion system control unit.

The energy conversion system converter 132 may be located on the vehicle body 85 and connected to a mating electrical connector 95 that engages with the electrical connector 91 . The energy conversion system converter 132 is adapted to convert the mechanical energy conversion system control signal 133 into an electrical energy conversion system control signal 129 .

In another embodiment of the present invention, as shown schematically in FIG. 11 , wherein the same reference numerals refer to the same components in FIGS. , 75, 77, 79 at each. Optionally, wheel motors 135 may be provided on only the front wheels 73 , 75 or only on the rear wheels 77 , 79 . The use of wheel motors 135 reduces the height of chassis 10 compared to the use of traction motors and may therefore be desirable for some applications.

Referring again to FIG. 2 , a conventional heat exchanger 137 and fan system 139 are operatively connected to the fuel cell stack 125 to circulate coolant for heat dissipation, which is accommodated between the rear axle area 18 and the structural members 54 , 60 on the opening between. The heat exchanger 137 is angled to reduce its vertical face, but also extends slightly above the top of the elements 12, 26 (as shown in Figure 4) to provide adequate heat dissipation. Although the fuel cell stack 125, heat exchanger 137, and fan system 139 extend above the structural elements, the chassis height of the preferred embodiment is only about 15 inches ( 28 cm), its part extending into the space of the car body pod is relatively small. Optionally, the heat exchanger 137 is fully enclosed within the chassis structure with airflow channels (not shown).

Referring again to FIG. 1 , a suspension system 71 is mounted on the structural frame 11 and is connected to the four wheels 73 , 75 , 77 , 79 . Those of ordinary skill in the art to which the present invention pertains will understand the operation of suspension systems and will appreciate that a variety of suspension systems may be used within the scope of the claimed invention. The suspension system 71 of the preferred embodiment of the present invention is electronically controlled, as shown schematically in FIG. 12 .

Referring again to FIG. 12 , the behavior of the electronically controlled suspension system 71 in response to any given road input is determined by a suspension control unit 141 . Sensors 100 located on the chassis 10 monitor various conditions such as vehicle speed, wheel angular velocity, and the position of the wheels relative to the chassis 10 . The sensor 100 transmits a sensor signal 101 to a suspension control unit 141 . The suspension control unit 141 processes the sensor signals 101 and generates suspension actuator control signals 142 according to stored algorithms. The suspension control unit 141 transmits suspension actuator control signals 142 to the four suspension actuators 143 , 144 , 145 , 146 . Each suspension actuator 143, 144, 145, 146 is operatively connected to a wheel 73, 75, 77, 79 and determines, in whole or in part, the position of the wheel 73, 75, 77, 79 relative to the chassis 10 . The suspension actuator of the preferred embodiment is a variable force, real time controllable shock absorber. The suspension system 71 of the preferred embodiment is also adapted to make the chassis ride height adjustable. A separate actuator can be used to vary the ride height of the chassis.

In a preferred embodiment, the suspension control unit 141 is programmable and is connected to the electrical connector 91 of the body interface 87 . The vehicle user can thus change the characteristics of the suspension system 71 by reprogramming the suspension control unit 141 with the suspension system software 147 via the electrical connector 91 .

Within the scope of the claims of the present invention, an electronically controlled suspension system includes a suspension system without a suspension control unit located on the chassis 10 . Referring to FIG. 13 , where like reference numerals refer to like components in FIG. 12 , suspension actuators 143 , 144 , 145 , 146 and suspension sensor 100 are directly connected to electrical connector 91 . In such an embodiment, a suspension control unit 141' located on an attached vehicle body 85 can process the sensor signal 101 transmitted through the electrical connector 91 and then send the suspension actuator control signal 142 through the electrical connector 91 Transmitted to suspension actuators 143 , 144 , 145 , 146 .

Examples of electronically controlled suspension systems are described in the following US patents: 5,606,503 issued February 15, 1997 to General Motors; 5,609,353 issued March 11, 1997 to Ford Motor Company; 6,397,134 awarded to Delphi Technologies issued on the 28th.

An electronically controlled suspension system described in US Patent No. 6,397,134 provides improved suspension control through steering cross action. In particular, the system may sense vehicle lateral acceleration and vehicle steering angle and store first and second sets of enhanced suspensions for the vehicle's suspension actuators for each direction from the sensed vehicle lateral acceleration Actuator control signal. In response to the sensed vehicle lateral acceleration and the sensed vehicle steering angle, the system applies a first set of enhanced suspension actuators to the suspension actuators if the sensed steering angle is in the same direction as the sensed lateral acceleration. Additionally, the system applies a second set of enhanced suspension actuator control signals to the suspension actuators if the sensed steering angle is in the opposite direction to the sensed lateral acceleration.

A suspension control system used in a vehicle described in U.S. Patent No. 5,606,503 includes a suspended body, four unsuspended wheels, and four variable force actuators mounted between the wheels and the body, wherein each Four variable force actuators are located at each corner of the vehicle, along with a set of sensors that provide sensor signals representing body motion, wheel motion, vehicle speed, and ambient temperature. A microcomputer control unit included in the suspension control system includes: means for receiving sensor signals; means for determining the actuator required force of each actuator in response to the sensor signals; means for determining a first signal representing a first command maximum value; means for determining a second signal representing a second command maximum value in response to ambient temperature; and means for constraining the required force of the actuator to be no greater than the first means the lesser of the first and second command maximum values.

Conductive wires (not shown) are used in the preferred embodiment to transmit signals between the chassis 10 and the attached body 85, and between the converters, control units and actuators. Those of ordinary skill in the art to which the present invention pertains will appreciate that other non-mechanical means for sending and receiving signals between the chassis 10 and the attached body 85 and between the transducers, control units, and actuators can be used and remain within the scope of this disclosure. within the scope of the claimed invention. Other non-mechanical devices used to send and receive signals include radio waves and optical fibers.

In the preferred embodiment, the drive-by-wire system is networked, in part to reduce the number of dedicated wires connected to the electrical connector 91 . Those of ordinary skill in the art to which this invention pertains will be aware of various network devices and protocols, such as SAE J1850 and CAN ("Area Network Controller"), that may be used within the scope of the claimed invention. In a preferred embodiment of the invention, a TTP ("Time Triggered Protocol") network is used for communication management.

Some of the information collected by the sensors 100, such as chassis speed, fuel level, and system temperature and pressure, is useful to the vehicle operator in operating the chassis and detecting system malfunctions. As shown in FIG. 14 , the sensor 100 is connected to the electrical connector 91 through a chassis computer 153 . Information-containing sensor signals 101 are transmitted from the sensor 100 to a chassis computer 153 which processes the sensor signals 101 according to stored algorithms. The chassis computer 153 transmits the sensor signal 101 to the electrical connector 91 when the sensory information is found to be useful to the driver according to the stored algorithm. For example, when the operating temperature of the chassis 10 is too high, the sensor signal 101 containing temperature information is transmitted to the electrical connector 91 through the chassis computer 153 . A driver readable information interface 155 is connectable to the mating electrical connector 95 connected to the electrical connector 91 and displays the information contained in the sensor signal 101 . Driver-readable information interfaces include, but are not limited to, gauges, gauges, LED displays, and LCD displays. The chassis may also contain communication systems, such as antennas and telematics systems, operatively connected to electrical connectors in the body connection interface and adapted to transmit information to the connected body.

One control unit can provide multiple functions. For example, as shown in FIG. 15, a master control unit 159 may function as a steering control unit, a brake control unit, a suspension control unit, and an energy conversion system control unit.

Referring again to FIG. 15, the energy conversion system 67 is adapted to transmit electrical energy to an electrical connector 91 to provide electrical energy required by systems on the connected vehicle body, such as automatic opening and closing windows, power locks, entertainment systems, heating, Ventilation and air conditioning systems, etc. Optionally, if the energy storage system includes a battery, the battery may be connected to electrical connector 91 . In the preferred embodiment, the power conversion system 67 includes a fuel cell stack connected to an electrical connector 91 for generating electrical power.

Figure 16 shows a chassis 10 with a rigid cover or "shell" 161 and an electrical connector or coupler 91 that can be used as an umbilical port. The rigid cover layer 161 may be adapted to function as a vehicle floor, which is useful when the attached body 85 does not have a floor. A similarly equipped chassis 10 is shown in FIG. 17 with an optional vertical fuel cell stack 125 . The vertical fuel cell stack 125 protrudes significantly into the body pod space, which may be acceptable in some applications. Chassis 10 also includes a manual parking brake interface 162, which may be required in some applications and thus may optionally be used in other embodiments as well.

Figure 18 illustrates one embodiment of the present invention that may be beneficial in certain circumstances. The energy conversion system 67 includes an internal combustion engine 167 with horizontally opposed cylinders and a transmission 169 . Energy storage system 69 includes a fuel tank 171 .

FIG. 19 shows an embodiment of the invention in which the steering system 81 has a mechanically controlled linkage including a steering column 173 . A passenger seat attachment coupler 175 is located on the body attachment interface 87 to allow attachment of the passenger seat assembly to the chassis 10 .

Figures 20 and 20a show a chassis 10 and a body 85 within the scope of the present invention having a plurality of electrical connectors 91 and multiple mating connectors 95, respectively. For example, a first electrical connector 91 is operatively connected to the steering system and functions as a control signal receiver. A second electrical connector 91 is operatively connected to the brake system and functions as a control signal receiver. A third electrical connector 91 is operatively connected to the energy conversion system and functions as a control signal receiver. A fourth electrical connector 91 is operatively connected to the power conversion system and functions as a power connector. Four multi-wire inline connectors and mating connectors are used in the embodiment shown in Figures 20 and 20a. Figure 20a shows the assembly process for connecting the respective connectors 91,95.

Referring to Fig. 21, a further embodiment within the scope of the claimed invention is shown. The chassis 10 has a rigid cover 161 and a plurality of passenger seat connection couplers 175 . A control input device 177 operated by the driver includes a steering converter, a brake converter, and an energy conversion system converter, which are operatively connected to the steering system, braking system, and energy conversion system through wires 179 And can be moved to a different connection point.

The embodiment shown in Figure 21 enables bodies of different designs and configurations to be mated with one common chassis design. A body without a floor but with mating coupling couplings can be mated to the chassis 10 at the carrier body retaining coupling 89 . The passenger seat assembly can be connected to the passenger seat connection coupler 175 .

Figure 22 shows a series of body pods (aka bodies) 211-214 that may be used on a single chassis or rolling platform 215. Owners of the rolling platform 215 can adapt to seasonal changes or lifestyle changes by simply changing the body pod. The rolled platform includes the most durable hardware, meaning the body pod requires far less material and energy to produce than an entire vehicle.

Referring to Figure 23, the process of securing an optional body or body pod is shown. Body pods can be replaced at any time at the whim of the driver or on a scheduled basis according to the vehicle pod provider's guidelines. This aspect provides a business model for renting, leasing, exchanging or selling car bodies. The body swap method guarantees users the ability to detach and attach bodies quickly and easily. As mentioned earlier, it is only necessary to raise and lower the pod with a common mechanical and electrical interface. First, the driver ensures the safe use of the rolling chassis 241 and the car body pod 242 . A body pod service provider 245 maintains a catalog of body pods 246 that are either on site, specified in the instructions, or being used by other drivers and rotating among a group of drivers according to a schedule. Each body pod has a chip that can transmit parameters to the chassis in order to set fuel cell pack performance or engine performance to match the body pod, adjust suspension performance, adjust steering performance, and transmit other technical requirements.

Figure 24 shows the manufacturing process of the chassis or rolled platform and body pod. In conventional manufacturing, a car is built as a one-piece overall system. According to the invention, the rolling platform system is manufactured independently of the body pod. The rolling platform contains the main technical and mechanical content, which is shipped from a central manufacturing location to various locations around the world. Bodywork is manufactured at the same central location, or in a local environment to include local materials and match localized market needs.

Rolling platform engineering enables the body to be designed and produced independently. The manufacture and design of the bodywork can be carried out basically independently anywhere in the world to meet different user needs. Local manufacturers use locally available materials and are able to construct bodies according to local preferences. Unattached to the body, the rolling platform manufacturing process can be streamlined at major manufacturing plants around the world for shipment to the point of purchase. Designers have the ability to redesign the body without redesigning the entire vehicle.

According to the embodiment shown in FIG. 24, a factory 250 manufactures body pods in various body types or styles 251-253. The body pod is finished, or nearly finished, ready to interconnect with the rolled chassis. All body pod types 251-253 are designed to attach to a rolled chassis with common attachment points. A second factory 255 remote from factory 250, or the same factory, produces rolled chassis 256. Rolled chassis 256 each have a common attachment point for attachment to various body pods.

Referring to Fig. 25, there is shown a business process model in which the owner acquires a rolling chassis 220X for the year 220X through purchases such as purchase or lease, with or without financing. For example, a rolled chassis can be mortgaged for 20 years, where the cost is spread over the expected reasonable useful life of the unit. The term item includes certain software upgrades 221 and hardware/software upgrades 222 provided at no additional charge, and other upgrades 223 obtained by the owner/lessee (driver) for an additional charge at their option. After the 20-year time frame (or other period) is over, the original financing entity can own the rolled chassis without incurring any debt.

During the life of the rolled chassis, the vehicle can be used as its preferences or needs change. For example, one scenario is that the driver starts with a small, sleek body pod 226, then prepays for a utility pod 228, then prepays for a sport utility pod 230, a convertible body pod 232 and A station wagon body pod 234 is also available. Of course, the type of body pod chosen and the timing of the change are completely free.

Referring to Figure 26, a business process 260 is shown. First, a body interchangeable system is established (step 262) in which a standard body/chassis interface, such as the aforementioned interface 87, is designed so that any of a number of different body types can be connected to a single chassis design. The interchangeable system may be pre-established, in which case the remaining business process steps may be performed according to the pre-established interface system. Similarly, other steps of the business process described in FIG. 26 may be performed independently of the other process steps.

Once body interchangeability is established (step 262), the vehicle chassis and body can be manufactured using a standard body/chassis interface (steps 264 and 266). A chassis inventory and body inventory may then be maintained (steps 268 and 270). As shown, the body inventory may include sedans, pickup trucks, convertibles, sport utility vehicles, convertibles, coupes, station wagons, minivans, vans, and/or other transport vehicle types. Each body will conform to the standard body/chassis interface system so that it can be attached to any chassis conforming to the standard body/chassis interface system. Chassis inventory may consist of a single chassis design or a range of chassis designs conforming to a standard body/chassis interface system.

The chassis owner may then be granted permission (block 274) to own a chassis (step 272). The chassis owner may be an end user of the chassis (block 276), a car rental company (block 278), or the like. Alternatively, the chassis owner may be the lessee or lessor of the chassis. Thus, the "chassis owner" (block 274) may be considered a chassis holder.

The bodies from the body inventory may be sold, leased or leased to chassis owners (step 280). This body can be attached to the owner's chassis without modification (step 282).

As a result of the standard body/chassis interface system, chassis owners can choose additional bodies to attach to the chassis. The first body can be detached from the chassis and the newly selected body can then be attached to the chassis without modification (step 282). Such a body exchange may be performed at a dedicated garage (block 284), or at a location convenient to the chassis owner, such as on the owner's driveway (block 286). A replacement vehicle body can be requested via the Internet (block 287), or via other electronic means, via club membership, or directly contacting the party that maintains the stock.

Professional service units could be developed to allow body replacements remotely or in dedicated garages. Service stations can be mobile or stationary.

After the first body is removed, it can be purchased, exchanged, stored or discarded (step 288).

Optionally, the chassis owner may gain access to body stock through club membership (step 290). Club membership enables chassis owners to order, reserve, lease, lease, exchange and buy bodies as needed. Club memberships may be purchased or maintained through recurring membership payments.

Thanks to the simplicity of the standard body/chassis interface, vehicle chassis owners can also swap bodies themselves. Chassis owners can keep excess bodies in their own garage and exchange bodies using a system in the form of an overhead crane.

After the first body has been exchanged by the chassis owner into the body inventory, third party ownership of the first body may be granted (step 292).

Each of the above business process steps may be performed by a separate service unit, or all operations may be performed by one organization. For example, individual service units may offer a "swap top" service in which they deliver a replacement body to a convenient location for the user, such as the user's driveway or business premises. In this position, the user's body will be detached from the user's chassis, and a replacement body will be attached to the user's chassis. The removed body would then be returned to body stock, or attached to a different chassis.

Alternatively, the bodies could be exchanged between friends, relatives or club members. Service units can perform body swaps at convenient locations chosen by the user. In addition, the user may have multiple car bodies stored, and the exchange service unit will exchange the car bodies for the user at the stored location, such as the user's home.

In addition, the interior components of the vehicle body may be leased, leased, exchanged, or sold separately from the vehicle body structure. For example, seats, dashboards, electronics, etc. may be obtained separately from the body structure and then swapped to alter the vehicle interior. Additionally, body closures such as door panels, hood panels, tailgates, etc. may be obtained individually and subsequently exchanged to alter the vehicle interior. These individual components of the vehicle body can be delivered, exchanged for other parts, and installed in the user's vehicle through a replacement service.

Referring to Figure 27, a business process according to the present invention is schematically shown to represent variations in the combination of steps that may be performed by a particular business entity. As shown, business process 310 includes the step of manufacturing a chassis using a standard body/chassis interface (step 312 ), and the step of manufacturing a body using a standard body/chassis interface (step 314 ). The chassis may then be offered and permitted to be owned in the user transaction (step 316), and the body may similarly be offered and permitted to be owned in the user transaction (step 318).

A body (eg, "first body") may be provided or attached to the chassis (step 320). Thereafter, a body inventory may be maintained with the various body types available therein, and replacement bodies may be provided from inventory (step 322).

Once ordered, the replacement body (secondary body) may be shipped to the user (step 324). At a location selected by the user, the first body may be detached from the chassis (step 326) and a second or replacement body may be attached to the chassis (step 328). The second body has a different body form than the first body so as to form a different type of vehicle.

As noted above, the above combinations of method steps are exemplary only, and different business entities may perform various combinations of steps present in different embodiments, as described in the claims. Also, the various features shown and described according to the various embodiments of the invention shown can be combined with each other, as described in the claims.

Although the best mode for carrying out the present invention has been described in detail, those skilled in the art to which this invention pertains will appreciate that various alternative designs and embodiments for practicing the present invention are also described in the appended claims. within the range.

Claims (80)

CLAIMS 1. A method for modifying the functional and aesthetic characteristics of a vehicle comprising: removing the first body from the vehicle chassis, wherein the first body and chassis form a first type of vehicle; and attaching the second body to the chassis without subjecting the second body to a manufacturing process that significantly increases the price, wherein the second body and the chassis form a vehicle of a second type that is different from the vehicle of the first type and With different functional and aesthetic properties. 2. The method according to claim 1, wherein the chassis comprises: a structural frame; a suspension system mounted relative to the structural frame; at least three wheels rotatably mounted relative to the suspension system; an energy conversion system mounted relative to the structural frame and operably connected to at least one of the wheels and a brake-by-wire system mounted relative to the frame and operatively connected to at least one of the wheels. 3. The method of claim 1, further comprising purchasing, exchanging, discarding, or storing the first vehicle body. 4. The method of claim 1, further comprising maintaining an inventory of bodies selectively engageable with the chassis. 5. The method of claim 4, wherein the inventory includes body forms of at least three different variable designs and a plurality of body classes based on aesthetic or functional body classes, each form of body are optionally attached to the chassis. 6. The method of claim 5, wherein the inventory includes at least two chassis-engageable body styles selected from the group consisting of sedan, pick-up truck, convertible, coupe, convertible , station wagons, sport vehicles and other types of transport vehicles. 7. The method of claim 4, further comprising providing the chassis owner with club membership, wherein a fee is paid for selective access to body stock. 8. The method of claim 7, wherein club membership enables the owner to order, reserve, lease, lease or exchange bodywork as desired. 9. The method of claim 8, wherein the owner is an individual end user of the chassis and body. 10. The method of claim 7, wherein the owner is a corporate user of the chassis and body. 11. The method of claim 10, wherein the corporate user is a car rental company. 12. The method of claim 4, further comprising returning the first body to inventory. 13. The method of claim 12, further comprising permitting a third party to obtain the first body from inventory for attachment to another vehicle chassis owned by the third party. 14. The method of claim 1, wherein said detaching and coupling steps are performed at a location convenient to the chassis owner, such as on the chassis owner's driveway. 15. The method according to claim 1, characterized in that said demounting and connecting steps are carried out in a professional body exchange service station. 16. A method of remanufacturing a vehicle comprising: A first vehicle body connected to a chassis having wheels for driving a propulsion system for at least one wheel and a power source for the propulsion system; detaching the first body from the chassis by non-destructively disengaging the body retaining coupler and the control signal receiving electrical connector; and A second body is connected to the chassis at a connection interface by engaging the body retaining coupler and the control signal receiving electrical connector with the second body, wherein the second body is of a different body type than the first body. 17. The method of claim 16, further comprising maintaining an inventory of vehicle bodies having at least three different body styles of variable design and body categories based on aesthetics or functionality, each Both forms of bodywork are optionally attached to the chassis. 18. The method of claim 17, wherein the inventory includes at least two chassis-engageable body styles selected from the group consisting of sedan, pick-up truck, convertible, coupe, convertible , station wagons, sport vehicles and other types of transport vehicles. 19. The method of claim 17, further comprising offering club membership wherein a fee is paid for selective access to body inventory. 20. The method of claim 19, wherein club membership enables the user to order, reserve, lease, lease or exchange car bodies as desired. 21. The method of claim 20, wherein the user is an individual end user of the chassis and body. 22. The method according to claim 20, characterized in that the user is a corporate user of the chassis and body. 23. The method of claim 20, wherein the corporate user is a rental company. 24. The method of claim 16, wherein the step of attaching the second body to the chassis is performed without subjecting the attachment interface of the chassis or the second body to cost-increasing manufacturing operations. 25. The method of claim 16, wherein said detaching and attaching steps are performed at a location convenient to the owner of the chassis. 26. The method according to claim 16, characterized in that the steps of detaching and connecting are carried out in a professional body exchange service station. 27. A method of conducting a vehicle commercial transaction with a user, comprising: In the user's transaction, the user is allowed to own the vehicle chassis independently of the vehicle body, where the vehicle chassis includes: a structural frame; a suspension system mounted relative to the structural frame; at least three wheels rotatably mounted relative to the suspension system; an energy conversion system mounted relative to the structural frame and operably connected to at least one of the wheels and a brake-by-wire system mounted relative to the frame and operatively connected to at least one of the wheels; and In a user transaction the user is granted possession of the vehicle body for optional attachment to the vehicle chassis. 28. The method of claim 27, further comprising connecting the body to the chassis. 29. The method of claim 28, wherein at the chassis connection interface of the body facilitating attachment, the body is attached to the chassis without significant cost-increasing operations on the body. 30. The method of claim 27, wherein said step of granting possession of a vehicle body is performed in an exchange whereby a different vehicle body previously attached to said chassis is returned. 31. A method according to claim 27, characterized in that said step of granting possession of a vehicle body is carried out after a different vehicle body previously attached to said chassis has been removed. 32. The method of claim 31, further comprising purchasing, exchanging, dumping, or storing the different vehicle body of the user. 33. The method of claim 27, further comprising maintaining an inventory of bodies selectively coupled to the vehicle chassis. 34. The method of claim 33, wherein the inventory includes body forms having at least three different variable designs and a plurality of body classes based on aesthetic or functional body categories, each form of body are selectively connectable to the vehicle chassis. 35. The method of claim 34, wherein the inventory includes at least two chassis-engageable body styles selected from the group consisting of sedan, pick-up truck, convertible, coupe, convertible , station wagons, sport vehicles and other types of transport vehicles. 36. The method of claim 34, further comprising providing the user with club membership, wherein a fee is paid for selective access to body inventory. 37. The method of claim 36, wherein club membership enables the user to order, reserve, lease, lease or exchange car bodies as desired. 38. The method of claim 27, wherein the user is an individual end user of the chassis and body. 39. The method of claim 27, wherein the user is a chassis and body corporate user. 40. The method of claim 39, wherein the corporate user is a car rental company. 41. A method of conducting a vehicle commercial transaction with a user comprising: Promise to the user in the user transaction the license to own a vehicle chassis with a body connection interface, at least three wheels, a suspension system, a controllable energy conversion system, a controllable steering system, and a controllable braking system; Wherein the vehicle body connection interface includes a vehicle body connection part that can be engaged with a matching connection part, and the vehicle body connection part includes at least one vehicle body retaining coupler and at least one control signal receiving electrical connector; wherein the energy conversion system, the steering system and the braking system each operatively connected to a control signal receiving electrical connector; wherein the vehicle body connection components have a predetermined spatial relationship relative to each other, the spatial relationship being configured to enable any of a variety of different types of vehicle bodies to be connected to the chassis ;as well as Committing to the user a license to possess a vehicle body selected from an inventory of vehicle bodies each having a chassis connection interface comprising a mated chassis connection component comprising at least one chassis retaining coupler and at least one control For the signal transmission electrical connector, the chassis connection parts of each chassis connection interface have a matching predetermined spatial relationship with each other, which conforms to the predetermined spatial relationship of the body connection parts, so that each chassis connection part has a corresponding body connection part. 42. The method of claim 41, further comprising mating the vehicle chassis with the body. 43. The method of claim 41, further comprising purchasing, exchanging, dumping or storing the user's vehicle body. 44. The method of claim 41, further comprising maintaining said inventory. 45. The method of claim 41 wherein said inventory includes body forms with at least three different variable designs and a plurality of body classes based on aesthetic or functional body types, each form of body are optionally attached to the chassis. 46. The method of claim 45, wherein the inventory includes at least two chassis-engageable body styles selected from the group consisting of sedan, pick-up truck, convertible, coupe, convertible , station wagons, sport vehicles and other types of transport vehicles. 47. The method of claim 44, further comprising providing the user with club membership, wherein a fee is paid for selective access to body inventory. 48. The method of claim 47, wherein club membership enables the user to order, reserve, lease, lease or exchange car bodies as desired. 49. The method of claim 41 wherein the user is an individual end user of the chassis and body. 50. The method of claim 41, wherein the user is a chassis and body corporate user. 51. The method of claim 50, wherein the corporate user is a car rental company. 52. The method of claim 41 further comprising attaching the selected body to the chassis without subjecting either the body attachment interface or the chassis attachment interface to cost-increasing manufacturing operations. 53. The method of claim 52, further comprising granting possession of the chassis and body. 54. A method of manufacturing an automobile comprising: Manufacture multiple vehicle chassis; and Manufacture of multiple bodies with different body forms; each of said body and chassis conform to a common interface system wherein the mechanical and electrical connections of the body and chassis are mated to each other and are sufficiently aligned such that either of the bodies may mate with either of the chassis without modification chassis or body. 55. The method of claim 54 wherein the car bodies are of various designs and body classes based on aesthetics, form or function. 56. The method of claim 55, wherein the body styles include at least two classes selected from the group consisting of sedan, pickup truck, convertible, coupe, wagon, Station wagons, sport utility vehicles and other types of transport vehicles. 57. The method of claim 56, wherein said body forms include at least three categories selected from said group. 58. The method of claim 57, wherein said body forms include at least four categories selected from said group. 59. A method of conducting a commercial transaction for a vehicle comprising: Establish body interchange systems whereby a single vehicle chassis design can be attached to any of a number of bodies of different body styles; maintaining an inventory of interchangeable bodies exhibiting various body forms with differing appearance and functionality, each of said bodies being selectively connectable to a chassis embodying said single vehicle on either chassis of the design; and The user is promised permission to own an interchangeable body from an inventory of interchangeable bodies. 60. The method of claim 59, wherein the step of offering to possess includes selling, leasing, leasing or lending the interchangeable body to a user from an inventory of interchangeable bodies. 61. The method of claim 60, further comprising purchasing, exchanging, discarding, or storing the user's interchangeable vehicle body. 62. The method of claim 59, further comprising granting possession of the interchangeable body in an exchange thereby returning another interchangeable body that was previously granted possession. 63. The method of claim 59, further comprising attaching the interchangeable body to a user's chassis. 64. The method of claim 59, wherein the user is an end user of an interchangeable body and corresponding chassis. 65. The method of claim 59, wherein said single vehicle chassis design comprises: a structural frame; a suspension system mounted relative to the structural frame; at least three wheels rotatably mounted relative to the suspension system; an energy conversion system mounted relative to the structural frame and operably connected to at least one of the wheels and a brake-by-wire system mounted relative to the frame and operatively connected to at least one of the wheels; and a computer operatively connected to the energy conversion system and the brake-by-wire system. 66. The method of claim 59, further comprising detaching the body from the user's chassis and attaching a different body to the chassis at a location selected by the user, such as the user's driveway. 67. The method of claim 59, further comprising detaching the body from the user's chassis and attaching a different body to the chassis at a professional body exchange service station. 68. A method of modifying a vehicle comprising: deliver the replacement body to the user; detach the attached body from the user's chassis at a location selected by the user; and Attaches the replacement body to the user's chassis at said location. 69. The method of claim 68, wherein the location is in the user's driveway. 70. The method of claim 68, wherein each of the chassis and the body conforms to a standard body/chassis interface system, wherein connecting components on the body and chassis are arranged in a predetermined space relative to each other relationship to facilitate the connection of various types of bodywork to a single chassis design. 71. A method of modifying a user's vehicle comprising: Detach the attached body from the user's chassis at a location selected by the user; and Attach the various bodies to the user's chassis at said locations. 72. The method of claim 71, wherein the location is in the user's driveway. 73. The method of claim 71, further comprising delivering the different vehicle body to the location. 74. The method of claim 71, wherein each of the chassis and the body conforms to a standard body/chassis interface system, wherein connecting components on the body and chassis are arranged in predetermined spaces relative to each other relationships to facilitate the connection of various types of bodywork to a single chassis design or a series of chassis designs. 75. The method of claim 71, wherein a user owns the connected vehicle body and the different vehicle body. 76. The method of claim 71 wherein the user leases the chassis and the different bodywork. 77. The method of claim 71 wherein the user owns the chassis and leases the different body. 78. The method of claim 71, further comprising receiving a user request for the different vehicle body via the Internet. 79. The method of claim 71 wherein said different body is owned by a third party. 80. A method of manufacturing an automobile comprising: Manufacture multiple vehicle chassis; and manufacturing a plurality of bodies having at least three different body styles selected from the group consisting of sedan, light truck, convertible, coupe, wagon, station wagon, and sport vehicle; each of said body and chassis conform to a common interface system wherein the mechanical and electrical connections of the body and chassis are mated to each other and are sufficiently aligned such that either of the bodies may mate with either of the chassis without modification chassis or body.

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