SUSPENSION FOR AN ELECTRIC VEHICLE

The present invention relates to a vehicle having at least one wheel, and a group of components.

Background of the invention

In the motor vehicle industry the process towards fully electric or hybrid vehicles is in full progress. Particular attention is being paid to the distance that can be reached with the electric drive without stopping to recharge. However, the distance that can be reliably reached is still less than that with a conventional vehicle with an internal combustion engine.

It is, therefore, an object of the present invention to provide means which allow to overcome the problems known from the state of the art and to increase the distance that can be reached with the electric drive before recharging is necessary.

The object is achieved by the subject matter of the independent claim. Preferred embodiments and preferred features are specified in the dependent claims and the following description.

Summary of the invention

The object is solved according the invention in that a vehicle having:

- at least one wheel, wherein a specific axis can be defined which coincides at least for a for- ward-driving mode of the vehicle with the at least one wheel’s center axis, and

- a group of components, the group of components comprising:

- a suspension system, or parts thereof, which is attributed or attributable to the at least one wheel, and

- a powertrain, or parts thereof, which is operatively connected to the at least one wheel, wherein (i) a specific plane extending horizontally across the vehicle and comprising the specific axis can be defined and (ii) a coordinate axis extending within the specific plane perpendicular to the specific axis in a direction from the specific axis away from the center of the vehicle and having its origin where it crosses the specific axis can be defined, wherein when a projection of all components of a selection of one or more of the components comprised by the group of components on the specific plane is evaluated, each point of the projection has a position on the specific plane with a particular value on the defined coordinate axis, and wherein at least one first point of the projection has a position with a maximal value on the defined coordinate axis among all points of the projection, and at least one second point of the projection has a position with a minimal value on the defined coordinate axis among all points of the projection, wherein the maximal value and the minimal value both are positive values, or the maximal value is a positive value and the minimal value is a negative value and the absolute value of the maximal value is larger than the absolute value of the minimal value, wherein the minimal value is -300 mm or more, is proposed.

It is, thus, the surprising finding that a relocation of components of the suspension systems and/or the powertrains in such a way that they no longer protrude into or are no longer arranged in the wheelbase, or only to a lesser extent, is possible, without loss of safety and comfort. At the same time this re-design of the arrangement allows that in fully or partly electric-driven vehicles additional space is provided in an area of the wheelbase in the proximity of the specific axis which in turn allows to accommodate a larger battery in the vehicle and/or to reduce the size, such as the length, of the vehicle, hence, its weight.

The increased battery size allows more energy for the same vehicle dimensions, hence, an increased driving range. It is also possible to keep the same battery size but to redistribute the vehicle’s geometry to shorten the vehicle, with a lower cabin and vehicle height and/or shorter vehicle length and lower weight, with additional range opportunity from lower weight. It is also possible to decrease the battery height, while keeping the battery energy constant, with a lower cabin and vehicle height. This may lead to better vehicle dynamics, with additional range opportunity from lower aero drag. These aspects alone or in combination allow to increase the distance which can be traveled by the vehicle until the battery needs to be recharged.

In that a selection of components (or parts thereof) to be projected is made, the extension of the components (or parts thereof) can be designed in line with the proposed approach.

Preferably, the minimal value is -250 mm or more than -250 mm, -200 mm or more than -200 mm, -150 mm or more than -150 mm, -100 mm or more than -100 mm, -50 mm or more than - 50 mm, 0 mm or more than 0 mm, 50 mm or more than 50 mm, 100 mm or more than 100 mm or 200 mm or more than 200 mm. Preferably, the maximal value is 800 mm or less, 500 mm or less, 200 mm or less, 0 mm or less, -50 mm or less or -100 mm or less.

Preferably, if in this application a specific axis is addressed (be it for a front wheel or for a rear wheel, respectively, for a forward-driving mode of the vehicle), it has an extension perpendicular to the direction of lateral extension of the vehicle.

Preferably, the wheelbase of the vehicle is the space between a first specific axis which is defined for a front wheel and a second specific axis which is defined for a rear wheel. The specific axis defined for a front wheel or front wheels can be described as the front axle axis of the vehicle. The specific axis defined for a rear wheel or rear wheels can be described as the rear axle axis of the vehicle.

It is noted that the group of components is preferably specified with respect to components attributed to a particular wheel, such as a front wheel or a rear wheel and/or to a pair of front wheels or rear wheels.

A vehicle may have more than one such group of components. For example, the vehicle may have a group of components located at and/or assigned to each wheel and/or a pair of wheels. For each group of components an individual selection of components might be defined and a respective projection of the components of the respective selection might be evaluated. Of course, for each evaluated projection, the specified limitations apply. Of course, the components of the individual selections may be different, partly the same or completely the same among the different selections.

Alternatively or in addition it might be preferred that the wheel is a front wheel or a rear wheel.

Alternatively or in addition it might be preferred that the suspension system comprises a plurality of links, especially a trailing link, a leading link, a side link, a toe link and/or one or more upper links, wherein preferably each link comprises one or more, preferably at least two, cinematic coupling points.

The suspension system can be a five link suspension.

A side link might be a side load link or a side stiffness link.

It is noted that these parts of the suspension system are typically distributed around the specific axis within or close to the wheelspace. It is, therefore, preferred to arrange them in such a way so that additional space capable of accommodating the battery is freed.

Preferably, a cinematic coupling point of a link allows to couple the respective link to another part of the vehicle in an articulating manner. Therefore, a link typically has two cinematic coupling points. Of course, a coupling point might have a volumetric extension. A coupling point might be realized in form of a bushing.

Alternatively or in addition it might be preferred that the suspension system comprises a damper, especially a co-axial damper, and/or a spring.

The bottom of the damper might be mount fixed to a knuckle or to the side link. The damper might be positioned towards the vehicle’s center relative to the specific axis.

The bottom of the co-axial damper might be mount fixed to a knuckle or the leading link. The coaxial damper, especially along with the spring, might be positioned away from the vehicle’s center relative to the specific axis.

The spring might be designed as an air spring or a coil spring. The spring might be designed as a large spring or as a low spring.

Alternatively or in addition it might be preferred that the spring and the damper are arranged on opposite sides of the specific axis and/or the co-axial damper is arranged at least in part within the spring.

Alternatively or in addition it might be preferred that the powertrain comprises a motor, especially an electric motor. The powertrain can comprise an output shaft operatively connected with the motor. The motor and the output shaft can be arranged within the powertrain.

It is noted that these parts of the suspension system are typically distributed around the specific axis within or close to the wheelspace. It is, therefore, preferred to arrange them in such a way so that additional space capable of accommodating the battery is freed. Alternatively or in addition it might be preferred that the motor is arranged offset to the specific axis and offset to an output shaft axis and/or the motor is operatively coupled indirectly with the output shaft by means of a driveline, preferably having ratio options. The output shaft can operatively couple the motor with the corresponding wheel or wheels.

It has been found that such a configuration allows to free additional space around the specific axis and/or in the wheelbase. This comes with the above-mentioned possibilities to increase the size of the battery and/or to reduce the overall size of the vehicle, hence, its weight which in every case increases the vehicle’s range.

The output shaft may be directly or indirectly coupled with the respective wheel or wheels to which the powertrain is attributed. This way, the motor is indirectly coupled to the respective wheel or wheels.

It is preferred that the powertrain has a modular configuration. In this case first modules of the powertrain may be arranged around the specific axis in a concentric manner and second modules of the powertrain may be located offset to the specific axis and/or around an auxiliary center axis.

If the motor is located offset, its diameter can be reduced. This is because there is no need that the output shaft extends through the motor. A narrower powertrain at the output axis also allows to lengthen the sideshafts, for improved CV joint driveline efficiency as a result of smaller angles at the CV joints.

The motor of the powertrain might in this regard be attributed to the second modules.

The motor might be an electric motor.

The powertrain may comprise at least one motor, such as an electric motor, at least one drive line, which may have ratio options, a two-speed module, at least one output shaft, especially with, preferably one or two, output flanges, and/or a differential.

The two-speed module and the motor may have a common center axis, which preferably is offset to the specific axis. The common center axis and the specific axis might be parallel.

The center axis of each of the first modules may be parallel to the specific axis and/or the center axis of each of the second modules may be parallel to the specific axis.

The motor and/or the two-speed module may be defined as being first modules. Hence, the motor and/or the two-speed module may be arranged offset to the specific axis. The output shaft and/or the differential may be defined as being second modules. Hence, the output shaft and/or the differential may be arranged coaxial with the specific axis.

The drive line may be coupled, preferably directly or indirectly, to at least one first module of the powertrain and/or to at least one component of the powertrain arranged coaxial with the specific axis and, preferably directly or indirectly, to at least one second module of the powertrain and/or to at least one component of the powertrain arranged offset to the specific axis. Especially the drive line may be coupled directly or indirectly to the motor and directly or indirectly to the output shaft.

For example, a respective powertrain layout, especially with a single electric motor, may allow for modular configuration with single or two-speed driveline, and several options for side-to-side torque management (e.g. a vehicle yaw control).

The modules, such as the first modules, may comprise a differential with several options, such as: open, LSD, eLSD, torque-overlay. Alternatively, two separate clutches and no differential may be used.

For example, it might be preferred that wider and greater diameter elements are located offset from the output axis of the powertrain. This might be achieved in that these elements are located higher in the vehicle towards the rear to allow space for the links positioned offset per se, such as the leading link at the rear axis. This powertrain topology raised at the rear (i.e. not within the wheelbase) also allows space for an aerodynamic diffuser to optimize underbody aerodynamics.

Alternatively or in addition it might be preferred that the wheel is a rear wheel and the suspension system is a suspension system of that rear wheel.

Alternatively or in addition it might be preferred that the selection of one or more of the components comprised by the group of components comprises the leading link, especially its cinematic coupling points, and the side link, especially its cinematic coupling points.

It is the astonishing finding that particularly an adapted positioning and course of the links of the suspension system is possible. This offers the possibility of achieving a significant gain in space. In one embodiment the at least one wheel is a rear wheel and the leading link is located outside the wheelbase and/or is made compatible with the respective powertrain at this location by locating the powertrain elements not needed at the output axis in a higher position in the vehicle and/or out of the wheelbase.

For example, wider and/or greater diameter elements offset from the output axis, located higher in the vehicle also allow space for the leading link inboard hard point. Optionally a powertrain topology which raises at the rear (and not within the wheelbase) may be used. This also allows space for an aerodynamic diffuser to optimize underbody aerodynamics.

In one embodiment, there is no trailing link for the suspension system of the rear wheel. Indeed, the trailing links might then be replaced by the leading link (which typically is missing in conventionally suspension systems of rear wheels). The leading link might be the relocated trailing link dedicated to longitudinal compliance, to a position outside the wheel base. This way, the link can still act to generate longitudinal compliance, acting in compression (leading link) instead of traction (trailing link).

Preferably, the leading link acts in compression and is located away from the vehicle’s center relative to the specific axis (the wheel center). This allows to free additional space in the wheelbase which might then be use to accommodate a larger battery.

Although space can be freed in that the trailing link of the rear suspension is relocated so as to form a leading link, the suspension force balance can still be achieved in that the side stiffness link is moved slightly towards the vehicle’s center and preferably substantially parallel to the specific axis.

In one embodiment it might be preferred that the selection consists of the named components.

In one embodiment it might be preferred that the selection comprises or consists of the leading link and the side link.

Alternatively or in addition it might be preferred that all points of the projection of the leading link, especially its cinematic coupling points, have a position on the specific plane with a positive value on the defined coordinate axis, and/or that all points of the projection of the side link, especially its cinematic coupling points, have a position on the specific plane with a negative value on the defined coordinate axis. A respective arrangement of the links has been found particularly beneficial. This is because, a force balance for the respective links can be achieved while at the same time also improving the space which is freed due to the described arrangement of the links.

Alternatively or in addition it might be preferred that the wheel is a front wheel and the suspension system is a suspension system of that front wheel.

Alternatively or in addition it might be preferred that the selection of one or more of the components comprised by the group of components comprises the trailing link, especially its cinematic coupling points, and the side link, especially its cinematic coupling points.

It is the astonishing finding that particularly an adapted positioning and course of the links of the suspension system is possible. This offers the possibility of achieving a significant gain in space.

In one embodiment the at least one wheel is a front wheel and the trailing link is located outside the wheelbase and/or is made compatible with the respective powertrain at this location by locating the powertrain elements not needed at the output axis in a higher position in the vehicle and/or out of the wheelbase.

For example, wider and/or greater diameter elements offset from the output axis, located higher in the vehicle also allow space for the trailing link inboard hard point.

In one embodiment, there is no leading link for the suspension system of the front wheel. Indeed, the leading link might then be replaced by the trailing link (which typically is missing in conventionally suspension systems of front wheels). The trailing link might be the relocated leading link dedicated to longitudinal compliance, to a position outside the wheel base. This way, the link can still act to generate longitudinal compliance, acting in traction (trailing link) instead of compression (leading link).

Preferably, the trailing link acts in traction and is located away from the vehicle’s center relative to the specific axis (the wheel center). This allows to free additional space in the wheelbase which might then be use to accommodate a larger battery.

Although space can be freed in that the leading link of the front suspension is relocated so as to form a trailing link, the suspension force balance can still be achieved in that the side stiffness link is moved slightly towards the vehicle’s center and preferably substantially parallel to the specific axis.

In one embodiment it might be preferred that the selection consists of the named components. In one embodiment it might be preferred that the selection comprises or consists of the trailing link and the side link.

Alternatively or in addition it might be preferred that all points of the projection of the trailing link, especially its cinematic coupling points, have a position on the specific plane with a positive value on the defined coordinate axis, and/or that all points of the projection of the side link, especially its cinematic coupling points, have a position on the specific plane with a negative value on the defined coordinate axis.

A respective arrangement of the links has been found particularly beneficial. This is because, a force balance for the respective links can be achieved while at the same time also improving the space which is freed due to the described arrangement of the links.

Alternatively or in addition it might be preferred that the absolute value of the minimal value is 100 mm or less and more than 0 mm.

Preferably, the absolute value of the minimal value is 90 mm or less, 80 mm or less, 70 mm or less, 60 mm or less or 50 mm or less.

Preferably, the absolute value of the minimal value is 10 mm or more, 20 mm or more, 30 mm or more, 40 mm or more, 50 mm or more, 60 mm or more, 70 mm or more or 80 mm or more.

In one embodiment, the absolute value of the minimal value is between 0 mm and 100 mm, preferably between 30 mm and 100 mm, preferably between 30 mm and 80 mm.

Alternatively or in addition it might be preferred that the absolute value of the maximal value is 200 mm or more and 450 mm or less.

Preferably, the absolute value of the maximal value is 250 mm or more, 300 mm or more, 350 mm or more or 400 mm or more.

Preferably, the absolute value of the maximal value is 400 mm or less, 350 mm or less, 300 mm or less or 250 mm or less.

In one embodiment, the absolute value of the maximal value is between 200 mm and 450 mm, preferably between 200 mm and 300 mm or between 300 mm and 450 mm.

Alternatively or in addition it might be preferred that the absolute value of the ratio of the maximal value and the minimal value is (a) 3 or more, (b) 50 or less and/or (c) between 3 and 50. A respective choice of the values allows for efficient separation of the directions of the forces coming from the wheel,

The stated values might be regarded as the distances from the wheel center of the inboard kinematic point of the lower suspension links.

Preferably, the absolute value of the ratio is 5 or more, 10 or more, 20 or more, 30 or more or 40 or more.

Preferably, the absolute value of the ratio is 40 or less, 30 or less, 20 or less, 10 or less or 5 or less.

Preferably, the absolute value of the ratio is between 3 and 25, such as between 3 and 15 or between 15 and 25, or between 25 and 50, such as between 25 and 40 or between 40 and 50.

These values and ratios are particularly preferred for suspension systems at both, the rear and the front.

Alternatively or in addition it might be preferred that the selection of one or more of the components comprised by the group of components comprises the damper and/or the spring of the suspension system.

It is the astonishing finding that particularly an adapted positioning and course of the damper and the spring of the suspension system is possible and offers the possibility of achieving a significant gain in space.

The damper and the toe link (especially in case of the rear axis) might be both arranged within the wheelbase or both outside the wheelbase or the toe link is arranged within the wheelbase and the damper is arranged outside the wheelbase. At the rear, the toe link preferably may also have the function of rear-steer actuator, with the actuation hardware designed within the length of the toe link.

The damper and a tie rod of the steering rack (especially in case of the front axis) might be both arranged within the wheelbase or both outside the wheelbase or the tie rod is arranged within the wheelbase and the damper is arranged outside the wheelbase. It is preferable to locate the rack outside the wheelbase, in front of the front powertrain. Here also having the electric motor offset from the output axis, and/or higher, may provide space to locate the rack outside the wheelbase and away from the lowest position, protecting the steering from damage from below (e.g. rocks, ramps, etc.). This allows for optimized freeing of additional space.

In one embodiment it might be preferred that the selection consists of the named components.

In one embodiment it might be preferred that the selection comprises or consists of the damper and/or the spring of the suspension system. In another embodiment it might be preferred that the selection comprises or consists of the damper, the spring, the trailing link, the leading link and/or the side link.

Alternatively or in addition it might be preferred that the minimal value is -200 mm or more and/or -10 mm or less.

Preferably, the minimal value is -170 mm or more, -150 mm or less, -130 mm or more, -100 mm or more, -70 mm or more, -50 mm or more or -30 mm or more.

Preferably, the minimal value is -30 mm or less, -50 mm or less, -80 mm or less, -100 mm or less, -130 mm or less, -150 mm or less, -170 mm or less or -190 mm or less.

In one embodiment, the minimal value is between -10 mm and -200 mm, preferably between - 10 mm and -100 mm or between -100 mm and -200 mm, preferably between -130 mm and -180 mm.

Alternatively or in addition it might be preferred that the selection of one or more of the components comprised by the group of components comprises the co-axial damper and the spring.

It is the astonishing finding that particularly an adapted positioning and course of the co-axial damper and the spring of the suspension system is possible and offers the possibility of achieving a significant gain in space.

In one embodiment it might be preferred that the selection consists of the named components.

In one embodiment it might be preferred that the selection comprises or consists of the co-axial damper and the spring of the suspension system. In another embodiment it might be preferred that the selection comprises or consists of the co-axial damper, the spring, the trailing link, the leading link and/or the side link.

Alternatively or in addition it might be preferred that all points of a projection of the toe link, especially its cinematic coupling points, on the specific plane have a position on the specific plane with a negative value on the defined coordinate axis. Although this might limit the gain in additional space, it nevertheless turned out that a respective positioning of the toe link lead to an improved overall stability while at the same time still additional space can be freed.

Alternatively or in addition it might be preferred that the minimal position value of the points is - 190 mm or more and/or -50 mm or less.

Preferably, the minimal value is -170 mm or more, -150 mm or more, -130 mm or more, -100 mm or more -70 mm or more.

Preferably, the minimal value is -70 mm or less, -80 mm or less, -100 mm or less, -130 mm or less, -150 mm or less or -170 mm or less.

In one embodiment, the minimal value is between -50 mm and -190 mm, preferably between - 10 mm and -100 mm or between -100 mm and -200 mm, preferably between -130 mm and -180 mm.

Alternatively or in addition it might be preferred that all points of a projection of the upper link, especially its cinematic coupling points, on the specific plane have a position on the specific plane with a value on the defined coordinate axis, wherein the minimal position value of the points is -100 mm or more and/or 0 mm or less.

Preferably, the minimal value is -80 mm or more, -70 mm or more, -50 mm or more, -30 mm or more or -10 mm or more.

Preferably, the minimal value is -10 mm or less, -30 mm or less, -40 mm or less, -60 mm or less, -70 mm or less or -90 mm or less.

In one embodiment, the minimal value is between 0 mm and -100 mm, preferably between -10 mm and -50 mm or between -50 mm and -100 mm.

Alternatively or in addition it might be preferred that the wheel is a front wheel and the powertrain is a powertrain of at least that front wheel.

Alternatively or in addition it might be preferred that the wheel is a rear wheel and the powertrain is a powertrain of at least that rear wheel.

Alternatively or in addition it might be preferred that the selection of one or more of the components comprised by the group of components comprises the powertrain and/or the motor of the powertrain. It is the astonishing finding that particularly an adapted positioning and course of the powertrain, especially its motor, is possible and offers the possibility of achieving a significant gain in space.

Especially in combination with an adapted positioning of a suspension system, the adapted powertrain is highly beneficial. This is because removal of the space used by the suspension within the wheelbase (e.g. for the rear suspension system: providing a leading link located behind the wheel center) is made compatible with the powertrain, by locating the powertrain elements not needed at the output axis in a higher position in the vehicle and/or outside the wheelspace.

Especially at the rear, in the case of large powertrains, as well as in the case of a two-motor configuration, clashing of the suspension geometry with the volume of the powertrain can be avoided if the suspension system and the powertrain is designed in line with the proposed approach.

In one embodiment it might be preferred that the selection consists of the named components.

In one embodiment it might be preferred that the selection comprises or consists of the powertrain and/or the motor of the powertrain. In another embodiment it might be preferred that the selection comprises or consists of the powertrain, the motor of the powertrain, the damper, the co-axial damper, the spring, the trailing link, the leading link and/or the side link.

Alternatively or in addition it might be preferred that the distance between the two sideshaft flanges (one for each driving wheel) of the motor has a width of between 150 mm and 550 mm and/or a diameter of the powertrain housing encasing the elements on the output axis is between 150 mm and 300 mm.

This allows for a narrow width and small diameters at the output axis. Such a design may also be compatible with link aligned with side loads.

Alternatively or in addition it might be preferred that only portions of the components of the selection, which portions are arranged within a certain volume domain are considered for the projection.

This allows that only space which actually might be used for accommodating the battery is taken into account for the projection. Indeed, especially the lower suspension elements are located mostly within the vehicle’s wheelbase. Hence, these parts of the respective suspension system are more critical than higher suspension elements. Or in other words, portions of components or parts thereof which are not present in the volume are ignored for the assessment of the projection. This is beneficial, because such components would not allow to free any additional space suitable for accommodating a larger battery.

Alternatively or in addition it might be preferred that the volume domain is the volume below the specific plane.

Alternatively or in addition it might be preferred that the vehicle comprises at least one space for receiving a battery capable of energizing at least one of the at least one motor, wherein preferably the space is located within the wheelbase of the vehicle.

Alternatively or in addition it might be preferred that the vehicle is an electric vehicle or a hybrid vehicle.

Brief description of the drawings

For a better understanding of embodiments of the invention and to show how the same may be carried into effect, reference will now be made, purely by way of example, to the accompanying drawings in which like numerals designate corresponding elements or sections throughout.

In the accompanying drawings:

Fig. 1 shows a schematic cross-sectional view of a conventional vehicle;

Fig. 2 shows a portion of Fig. 1 with parts of a conventional suspension system and powertrain;

Fig. 3 shows a schematic cross-sectional view similar to that in Fig. 2 with a suspension system and a powertrain designed according to the invention;

Fig. 4 shows a schematic cross-sectional view of a conventional powertrain;

Fig. 5 shows a schematic cross-sectional view of a revised powertrain according to the invention;

Fig. 6 shows a schematic side view of a rear part of the vehicle of Fig. 3;

Fig. 7 shows a schematic cross-sectional view of the entire vehicle of Fig. 3; and

Figs. 8-11 show schematic side views of rear parts of further vehicles according to the invention. Detailed description of the drawings

Various examples of embodiments of the present invention will be explained in more detail by virtue of the following embodiments illustrated in the figures and/or described below.

Fig. 1 shows a schematic cross-sectional view of a conventional vehicle 1. The cross-sectional view is within a plane extending horizontally. The vehicle has a forward driving direction R.

The vehicle 1 has four wheels 3 and each wheel is associated with a suspension system 5.

The vehicle has two powertrains 7. One powertrain 7 is operatively connected to the two front wheels and the other powertrain 7 is operatively connected to the two rear wheels. For a for- ward-driving mode of the vehicle 1 , a specific axis can be defined for the front wheels and the rear wheels, respectively. In this respect, a specific axis L1 can be defined for a front wheel 3 which coincides with the front wheel’s center axis (if the front wheel is such that the vehicle 1 is in a forward-driving mode) and a specific axis L2 can be defined for a rear wheel 3 which coincides with the rear wheel’s center axis (if the rear wheel is such that the vehicle 1 is in a for- ward-driving mode). Indeed, the two front wheels and the two rear wheels, respectively, have the same specific axis. The specific axis L1 and the specific axis L2 are perpendicular to the vehicle centerline, which extends in a direction along the lateral extension (main extension) of the vehicle 1 . The vehicle 1 has also a battery 9 which is accommodated within a space of the vehicle’s 1 chassis within the wheelbase, i.e. between the specific axis L1 (defined with respect to the front wheel(s)) and the specific axis L2 (defined with respect to the rear wheel(s)) in Fig. 1.

It is apparent from the illustration shown in Fig. 1 that the dimensions of the battery 9 are limited by the extension of the suspension systems 5 and the extension of the powertrains 7. The less parts of the suspension systems 5 and the powertrains 7 are located within or protrude into the hatched area 11 in Fig. 1 , the more space is available for accommodating a larger battery 9. Alternatively or in addition, also the size of the vehicle 1 can be reduced, e.g. the length and/or the height of the vehicle might be reduced.

Fig. 2 shows a portion of Fig. 1 with detailed parts of the conventional suspension for illustration purposes. Both, the suspension system 5 and the powertrain 7 are projected onto the cross- sectional plane shown in Fig. 1. To be more precise, the suspension system 5 of the rear right wheel 3 comprises a trailing link 13 and a side link 15. These links along with the powertrain 7 are projected onto the drawing plane. It is possible to define a coordinate axis X extending within the drawing plane of Fig. 2 perpendicular to the specific axis L2 in a direction from the specific axis away from the center of the vehicle 1 and having its origin where it crosses the specific axis L2.

Apparently, all points of the projection of the trailing link 13 have a position on the drawing plane with a negative value on axis X. Likewise, all points of the projection of the side link 15 have a position on the drawing plane with a positive value on axis X.

The side link 15 is located on the opposite side of the specific axis L2 in Fig. 2. The trailing link 13 (its projection) extends to a large degree within area 11 . The absolute value of the minimal position value of a point of the trailing link’s 13 projection is larger than the absolute value of the maximal position value of a point of the side link’s 15 projection.

Such a configuration is adverse because in this case the area 11 can be used for accommodating the battery 9 only with restrictions.

Fig. 3 shows a schematic cross-sectional view similar to that in Fig. 2. However, the suspension system 5 and the powertrain 7 is designed according to the invention.

First, with respect to the suspension system 5 shown in Fig. 3.

Compared to the embodiment shown in Fig. 2, the trailing link 13 has been removed and replaced by a leading link 17. As a consequence, and as can be taken from Fig. 3, all points of the projection of the leading link 17, especially its cinematic coupling points (see the dot-like elements illustrating the coupling points), have a position on the drawing plane (which here resembles the specific plane) with a positive value on coordinate axis X. In other words, the leading link 17 has a projection on the drawing plane which is entirely on the side of the specific axis L2 opposite the battery 9.

The side link 19 has, compared to the conventional situation shown in Fig. 2, moved towards the vehicle’s center. The side link 19 is on the same side as the battery 9 with respect to the specific axis L2. Hence, all points of the projection of the side link 19, especially its cinematic coupling points (again, see the dot-like elements illustrating the coupling points), have a position on the drawing plane with a negative value on coordinate axis X.

The absolute value of the minimal position value of a point of the side link’s 19 projection is smaller than the absolute value of the maximal position value of a point of the leading link’s 17 projection. The absolute value of the ratio of the maximal value and the minimal value is between 3 and 50. For example, the maximal value is 450 mm and the minimal value is -100 mm. In this case, the absolute value of the ratio would be 4.5.

It is to be noted that the specific axis L1 and the specific axis L2 (which, however, is not visible in the portion shown in Fig. 3) both are within a cross-sectional plane of the vehicle 1 within which the drawing plane of Fig. 3 lies. Hence, the drawing plane of Fig. 3 is a plane extending horizontally across the vehicle 1 and is as such a definable specific plane.

Second, with respect to the powertrain 7 shown in Fig. 3.

Fig. 4 shows a schematic cross-sectional view of a conventional powertrain 7. The powertrain 7 comprises an electric motor 21 , a driveline 23 and a differential 25. All these components are arranged in a concentrical manner around output shaft 27, which in turn is coupled directly or indirectly to the respective front or rear wheels via the output flanges 29. Note that the output shaft’s 27 centerline 31 is identical to the respective specific axis L1 / L2 in the illustration shown.

Fig. 5 shows a schematic cross-sectional view of a revised powertrain 7 according to the invention which is used as powertrain 7 in the vehicle 1 shown in Fig. 3.

Here, the electric motor 21 is located offset to the output shaft 27 and is arranged in a concentrical manner around another centerline. The electric motor 21 is coupled with the output shaft 27 by driveline 23. Optionally, there might be also provided a two-speed module 33.

Due to the relocation of the electric motor 21 , the extension d (output diameter of shaft) can, thus, be reduced for the powertrain 7 of Fig. 5 compared to the powertrain 7 shown in Fig. 4. The extension w (width) of the output shaft 27 can likewise be reduced.

For the situation shown in Fig. 3, a projection of the revised powertrain 7 on the drawing plane of Fig. 3 (i.e. on the specific plane) has a point on the drawing plane with a position which has a minimal value C and a point on the drawing plane with a position which has a maximal value D, respectively on the defined coordinate axis across all points of the projection. The minimal value C is a negative value and the maximal value D is a positive value.

Since the powertrain 7 is designed to be not symmetrical around the centerline 31 , hence, the specific axis L2, the absolute value of the maximal value D is larger than the absolute value of the minimal value C. This is the beneficial difference compared to the symmetric situation of the powertrain 7 shown in the conventional vehicle of Fig. 2.

Both measures, i.e. revising the suspension system 5 and revising the powertrain 7, allow to free additional space in area 11 and allow to avoid clashes between the suspension system 5 and the powertrain 7. This in turn allows to increase the size of the battery 9 and/or to decrease the size of the vehicle 1. This may lead to a significant improvement of range of the electric- driven vehicle 1.

Fig. 6 shows a schematic side view of a rear part of the vehicle of Fig. 3.

From Fig. 6 it can particularly be taken that the powertrain 7 comprises a narrow part with small diameter (reference sign 35) which is located around the shaft 27 and specific axis L2, and a wider part with greater diameter (reference sign 37) which is located offset to the shaft 27 and specific axis L2 in a direction away from the vehicle’s center (to the right in Fig. 6).

The leading link 17 converges with the aerodynamic diffusor profile 39.

Finally, Fig. 7 shows a schematic cross-sectional view of the entire vehicle 1 of Fig. 3. The cross-sectional view lies within a horizontal plane which comprises the specific axis L1 and the specific axis L2. Components of the suspension system 5 and the powertrain 7 are projected on the plane, which is a specific plane. Apparently, there is one powertrain 7 for the two front wheels and one powertrain 7 for the two rear wheels. Each powertrain 7 is designed as described with respect to Fig. 5. Furthermore, there is one suspension system 5 for each wheel 3. Each suspension system 5 is represented by its side link 19 and its trailing link 16 (for the front wheel) or its leading link 17 (for the rear wheel). From Fig. 7 the additional space available for accommodating a larger battery 9 is indicated by respective arrows.

It is, hence, apparent from Fig. 7 that the vehicle 1 has more than one group of components and for each wheel a projection of the attributed components might be individually evaluated.

Figs. 8-11 show schematic side views of rear parts of further vehicles according to the invention.

The vehicle 1 shown in Fig. 8 is similar to that shown in Fig. 6. However, the suspension system 5 further comprises a toe link 41 and an upper link 43.

The vehicle 1 shown in Fig. 9 is similar to that shown in Fig. 8. However, the suspension system 5 further comprises a damper 45 and a spring 47 which are located on opposite sides of the specific axis L2.

The vehicle 1 shown in Fig. 10 is similar to that shown in Fig. 9. However, the damper of the suspension system 5 is a co-axial damper 49 which is arranged at least in part within the spring 47. The vehicle 1 shown in Fig. 11 is similar to that shown in Fig. 10. However, the toe link 41 of the suspension system 5 is relocated away from the vehicle’s center onto the other side of the specific axis L2.

For all embodiments described with respect to Figs. 8-11 , the projection of the suspension system 5 and/or the powertrain 7 is in line with the inventive approach.

List of reference signs

1 Vehicle

3 Wheel

5 Suspension system

7 Powertrain

9 Battery

11 Area

13 Trailing link

15 Side link

16 Trailing link

17 Leading link

19 Side link

21 Electric motor

23 Driveline

25 Differential

27 Output shaft

29 Output flanges

31 Centerline

33 Two-speed module

35 Part

37 Part

39 Diffusor profile 41 Toe link

43 Upper link

45 Damper

47 Spring

49 Co-axial damper

A, B, C, D Position values d Extension

L1, L2 Specific axis

R direction w Extension

X Coordinate axis