HORIZONTAL DAMPER FOR A SUSPENSION ASSEMBLY OF AN ELECTRIFYED VEHICLE

Abstract

The suspension system may include an axle operatively coupled to a vehicle frame, an electric motor operatively coupled to the axle for propelling the vehicle, one or more wheels operatively coupled to the axle, at least one vertical damper extending substantially perpendicular to a driving surface and operatively coupled to the frame and axle, and a horizontal damper extending substantially parallel to the driving surface. A first distal end of the horizontal damper may be operatively coupled to the frame, and a second distal end of the horizontal damper may be operatively coupled to the electric motor.

Description

AREA OF TECHNOLOGY

[0001] Exemplary embodiments generally relate to suspension assembly components and in particular to a horizontal damper for an electric vehicle. GENERAL STATE OF THE ART

[0002] Electric motors in an electrified vehicle increase the weight on one axle. Uneven road surfaces can cause axle vibrations. Therefore, the addition of an electric motor can result in a modal response on one axle of an electric vehicle. This modal response can cause additional vehicle vibrations. Consequently, limiting the modal response on one axle of an electrified vehicle may be desirable to improve operator comfort. BRIEF SUMMARY OF SOME EXAMPLES

[0003] According to an exemplary embodiment, a vehicle suspension system may be provided. The suspension system may include an axle operatively coupled to a vehicle frame, an electric motor operatively coupled to the axle for propelling the vehicle, one or more wheels operatively coupled to the axle, one or more vertical dampers extending substantially perpendicular to a driving surface and operatively coupled to the frame and axle, and a horizontal damper extending substantially parallel to the driving surface. A first distal end of the horizontal damper may be operatively coupled to the frame, and a second distal end of the horizontal damper may be operatively coupled to the electric motor or the axle.

[0004] In another exemplary embodiment, a suspension damper assembly may be provided for a vehicle. The suspension damper assembly may include a horizontal damper operatively coupled to a frame and an electric motor of the vehicle, and one or more vertical dampers operatively coupled to the frame and an axle of the vehicle. The electric motor may be operatively coupled to the axle to propel the vehicle, and the axle may be operatively coupled to the frame and one or more wheels. The one or more vertical dampers may extend substantially perpendicular to a driving surface, and the horizontal damper may extend substantially parallel to the driving surface. A first distal end of the horizontal damper may be operatively coupled to the frame, and a second distal end of the horizontal damper may be operatively coupled to the electric motor or the axle. BRIEF DESCRIPTION OF THE MULTIPLE VIEWS OF THE DRAWING(S)

[0005] Having thus described the invention in general terms, reference is now made to the attached drawings, which are not necessarily drawn to scale and in which the following applies: Fig. Figure 1 shows a block diagram of a suspension assembly for a vehicle according to an exemplary embodiment; Fig. 2, the Fig. 2A, Fig. 2B and Fig. 2C includes, illustrates top views of a suspension assembly according to exemplary embodiments; and Fig. Figure 3 shows a side view of a suspension assembly according to an exemplary embodiment. DETAILED DESCRIPTION

[0006] Some exemplary embodiments are now described in more detail below with reference to the accompanying drawings, which depict some, but not all, of the exemplary embodiments. In fact, the examples described and illustrated in this document should not be construed as limiting the scope, applicability, or configuration of the present disclosure. Rather, these exemplary embodiments are provided to enable this disclosure to meet applicable requirements. The same reference numerals refer throughout to the same elements. Furthermore, the expression "or," as used in this document, is to be interpreted as a logical operator that evaluates to true if one or more of its operators are true.As used in this document, functional coupling is understood to mean a direct or indirect connection which in any case enables a functional connection between components that are functionally coupled to each other.

[0007] Some exemplary embodiments described in this document can resolve the problems described above. In this regard, for example, some embodiments can provide a horizontal damper to reduce modal response and vibrations within a vehicle. As a result, the addition of the horizontal damper can increase operator comfort.

[0008] Fig. Figure 1 illustrates a block diagram of a suspension assembly 100 for a vehicle 110 according to an exemplary embodiment. As shown in Fig. As can be seen in Figure 1, the vehicle 110 may in some cases include a frame 120. In an exemplary embodiment, the frame 120 may be a chassis or body of the vehicle 110. In some cases, the chassis or frame 120 may support and form the basic structure of the vehicle 110. In an exemplary embodiment, the chassis and frame may be formed from one or more cast bogies, and a suspension damper may be operatively coupled to the chassis or frame 120 to assist in operatively coupling a brake assembly 160 and / or a wheel assembly 150 to the chassis or frame 120. The vehicle 110 may include an axle 130.

[0009] In some cases, the vehicle 110 can be an electrified vehicle, and the axle 130 can be an e-axle. An electrified vehicle can be a fully electric vehicle or a hybrid vehicle. In an exemplary embodiment, the hybrid vehicle can be a plug-in hybrid vehicle. The axle 130 can include an electric motor 140, which can be operatively coupled to the axle 130. In some cases, the electric motor 140 can drive the vehicle 110 by driving the axle 130. A battery of the vehicle 110 can supply power to the electric motor 140. The electric motor 140 can drive the axle using power from the battery via a transmission. The transmission can be located within the electric motor 140. In an exemplary embodiment, the axle 130 can be a front axle and / or a rear axle of the vehicle 110.In some cases, only the rear axle can be axle 130 and only the rear axle can contain an electric motor 140.

[0010] In some embodiments, the axle 130 can be operatively coupled to a wheel assembly 150 and a brake assembly 160. In some cases, the wheel assembly 150 can include a tire and a wheel rim and can be operatively coupled to the brake assembly 160 and the axle 130. The brake assembly 160 can include a brake rotor and other brake assembly components that help to stop or slow down the vehicle 110 and, in particular, the wheel assembly 150. In an exemplary embodiment, the axle 130 can have a separate wheel assembly and a separate brake assembly at each distal end of the axle 130. In some embodiments, the brake assembly 160 can be operatively coupled to the axle 130 via the wheel assembly 150. In an exemplary embodiment, the brake assembly 160 can be operatively coupled directly to the axle 130. In some embodiments, the wheel assembly 150 can be operatively coupled to the axle 130 via the brake assembly 160.

[0011] In some embodiments, the suspension assembly 100 may include a vertical damper 170. In some cases, the vertical damper 170 may be one or more vertical dampers. For example, the vehicle 110 may include one instance of the vertical damper 170 on a first side of the vehicle 110 and another instance of the vertical damper 170 on a second side of the vehicle 110, also known as a staggered shock absorber arrangement. In an exemplary embodiment, the horizontal damper 180 may be paired with two vertical dampers, both located in front of a centerline of the axle 130. In some cases, the horizontal damper 180 may be paired with two vertical dampers, both located behind a centerline of the axle 130. In an exemplary embodiment, the vertical damper 170 may be operatively coupled to the frame 120 and the axle 130 of the vehicle 110.The vertical damper 170 can absorb or dampen the compression and rebound of the frame 120 and axle 130 while the vehicle 110 is in motion. The vertical damper 170 can be described as and / or be a vertical shock absorber, a strut, or any other suspension element capable of damping the vehicle 110. The vertical damper 170 can be positioned at an angle between 70 degrees and 110 degrees relative to the driving surface on which the vehicle 110 is traveling.

[0012] In an exemplary embodiment, the suspension assembly 100 may include a horizontal damper 180. The horizontal damper 180 may be a similar type of damper to, or even an identical type of damper to, the vertical damper 170. In some cases, the horizontal damper 180 may be a shock absorber or any other type of damper capable of limiting vibrations and / or oscillations within the vehicle 110. For example, depending on the type of vehicle 110 or the desired damping control, the horizontal damper 180 may be a monotube shock absorber, a twin-tube shock absorber, or a bellows shock absorber. In some cases, the horizontal damper 180 and the vertical damper 170 may be active, semi-active, or passive dampers. In an exemplary embodiment, the active or semi-active dampers may utilize measurements from a sensor suite of the vehicle 110 to adjust the dampers.

[0013] The horizontal damper 180 can be operatively coupled to the electric motor 140. In one exemplary embodiment, the horizontal damper 180 can be operatively coupled to the axle 130 only via the electric motor 140. In some cases, the horizontal damper 180 can be operatively coupled to other components of the vehicle 110, including directly to the axle 130 and / or the frame 120. For example, in the case of a "banjo"-style axle, the structure of the axle 130 can be positioned behind the electric motor 140, so that the axle 130 can be the primary mounting point for the horizontal damper 180 instead of the electric motor 140. The horizontal damper 180 can be operatively coupled to a variety of different locations on the axle 130. The horizontal damper 180 can be operatively coupled to the axis 130 on both lateral sides of the electric motor 140.In some cases, the horizontal damper 180 can be mounted on the upper side of the axle 130 furthest from the road surface, on the lower side of the axle 130 closest to the road surface, or at any other location along the axle 130 that maintains the function of the horizontal damper 180. In one exemplary embodiment, the horizontal damper 180 can be oriented either forward or rearward. For example, the orientation of the horizontal damper 180 can be reversed depending on other components and the necessary installation requirements, and still maintain the expected damping ratio. The horizontal damper 180 can be positioned at an angle between ±20 degrees at a normal or typical ground clearance of the vehicle 110.A normal or typical ground clearance of the vehicle can be the ground clearance of vehicle 110 while it is in a stationary state (i.e. constant speed, constant rate of change of vehicle speed, flat driving surface, smooth driving surface, parked, etc.) and while vehicle 110 is not on a vehicle lifting device.

[0014] In some cases, the vehicle 110 may include a leaf spring 190. In an exemplary embodiment, the leaf spring 190 may be one of several sets of leaf springs. For example, at least two sets of leaf springs 190 may be arranged at each end of the axle 130 of the vehicle 110. The leaf spring 190 may assist the suspension assembly in limiting vibrations and oscillations of the vehicle 110 during operation. In some cases, the horizontal damper 180 may complement the leaf spring 190 to limit vibrations and oscillations of the vehicle 110, or in particular of the axle 130 and the electric motor 140. For example, the horizontal damper 180 may further dampen oscillations of the electric motor 140 or oscillations of the axle 130 resulting from the electric motor 140.In an exemplary embodiment, the leaf spring 190 can be operatively coupled between the frame 120 and the axle 130, and the horizontal damper 180 can be operatively coupled between the frame 120 and the electric motor 140.

[0015] Fig. Figure 2A illustrates a top view of a suspension assembly according to an exemplary embodiment. Fig. Figure 3 illustrates a side view of a suspension assembly without the frame 120 shown, according to an exemplary embodiment. As in Fig. As shown in Figure 2A, the frame 120 of the vehicle 110 can include two longitudinal support elements extending along a longitudinal length of the vehicle 110. In some cases, the two longitudinal support elements can include a left longitudinal support element 221, which may be located on the left side of the vehicle 110, and a right longitudinal support element 222, which may be located on the right side of the vehicle 110. The left longitudinal support element 221 and the right longitudinal support element 222 can be substantially parallel to each other and parallel to a longitudinal centerline 111 of the vehicle 110. In an exemplary embodiment, the axle 130 can be operatively coupled to the vehicle 110 via the two longitudinal support elements. In some cases, the axle 130 can be operatively coupled directly to the two longitudinal support elements, or the axle 130 can be operatively coupled to the two longitudinal support elements via a bracket or other coupling mechanism.In one exemplary embodiment, the horizontal damper 180 can be arranged between the left longitudinal support element 221 and the right longitudinal support element 222. In some cases, the horizontal damper 180 can be substantially parallel to the left longitudinal support element 221 and the right longitudinal support element 222.

[0016] In an exemplary embodiment, the frame 120 may further include a transverse element 223. The transverse element 223 may be substantially parallel to the axis 130. In some cases, the transverse element 223 may be located closer to the rear of the vehicle 110 than the axis 130. In an exemplary embodiment, the transverse element 223 may be substantially perpendicular to the left longitudinal support element 221 and the right longitudinal support element 222. Substantially parallel may be defined as deviating from parallel by less than 10 degrees. In some cases, substantially parallel and substantially perpendicular may be defined as deviating from parallel and perpendicular, respectively, by less than 20 degrees.

[0017] In an exemplary embodiment, the axle 130 can include a wheel assembly 150 at each distal end of the axle 130. In some cases, each distal end of the axle 130 can include a brake assembly 160 (in Fig. (2 not shown). In some cases, the vehicle 110 may include a leaf spring 190 arranged between the wheel assembly 150 and at least one of the two longitudinal support elements. The leaf spring 190 may include a plurality of individual leaf springs operatively coupled together or to one another by a variety of coupling mechanisms, including, but not limited to, brackets, bolts, connecting links, or any other coupling mechanisms to fasten the plurality of leaf springs together. The leaf spring 190 may be operatively coupled to the frame 120 via at least one of the two longitudinal support elements. In some cases, the leaf spring 190 may be operatively coupled to the frame 120 by the same coupling mechanism that allows the plurality of individual leaf springs to be operatively coupled.

[0018] In one exemplary embodiment, the electric motor 140 can be directly coupled to the axle 130. For example, the axle 130 can be coupled to the electric motor 140 via an axle housing that is directly part of the electric motor 140. The axle housing can be part of the electric motor housing. In some cases, the axle 130 can consist of two separate axles connected via a differential. In one exemplary embodiment, the two separate axles can be connected via the differential within the axle housing. The electric motor 140 can be offset from a lateral axis 231 of the axle 130. In some cases, the lateral axis 231 is a central axis of the axle 130 along the horizontal length of the vehicle 110. In one exemplary embodiment, the electric motor 140 can also be centered along the lateral axis 231. Fig. 2B and Fig. Figure 2C illustrates top views of a suspension assembly according to additional exemplary embodiments. As shown in Fig. 2B and Fig. As shown in Figure 2C, the horizontal damper 180 can be directly coupled to the axis 130. The horizontal damper 180 can be coupled to the axis 130 laterally next to the electric motor 140 or, in some cases, behind the electric motor 140 (i.e., in the case of a "banjo" style axis).

[0019] In some cases, the vertical damper 170 and the horizontal damper 180 can be operatively coupled to the vehicle 110 via a bushing 271. For example, each of the vertical dampers 170 and the horizontal damper 180 can have a bushing 271 at each of its distal ends. Each bushing 271 can be operatively coupled to an assembly 272. In some cases, the assembly 272 can include one or more mounting plates and a fastener. In an exemplary embodiment, the bushing 271 can be operatively coupled to and / or secured to the assembly 272 via the fastener. In some cases, the fastener can be a rod, a bolt, a pin, or a screw, and the one or more mounting plates can be threaded.In an exemplary embodiment, the one or more mounting plates of the assembly 272 can be a pair of mounting plates, with the bushing 271 being operatively coupled between the pair of mounting plates via the fastening element. In some cases, the fastening element can further include a cap or nut to help secure the bushing 271 to the assembly 272. In an exemplary embodiment, the vertical damper 170 and the horizontal damper 180 can be operatively coupled to the vehicle 110 via a variety of coupling mechanisms, including, but not limited to, a ball joint, a swivel connector, or any other coupling mechanism that does not restrict the damper functionality.

[0020] In some cases, the vertical damper 170 can be operatively coupled directly to the frame 120 and the axle 130 via the mounting assembly 272. For example, a distal end of the vertical damper 170 can be operatively coupled to a mounting assembly 272 located on an inner side of at least one of the two longitudinal support elements. The inner side of the at least one of the two longitudinal support elements can be the side closest to the longitudinal centerline 111 of the vehicle 110. The other distal end of the vertical damper 170 can be operatively coupled via the mounting assembly 272 to a forward-facing or rearward-facing side of the axle 130. In an exemplary embodiment, the axle 130 can include both a forward-facing mounting assembly 273 and a rearward-facing mounting assembly 274 to ensure simple assembly for different suspension configurations.For example, in some cases, a vertical damper 170 located on the left side of the vehicle 110 can be positioned in front of the axle 130, thus utilizing the forward-facing mounting assembly 273. A vertical damper 170 located on the right side of the vehicle 110 can be positioned behind the axle 130, thus utilizing the rearward-facing mounting assembly 274. The position of the vertical damper 170, utilizing either the forward-facing mounting assembly 273 or the rearward-facing mounting assembly 274, can provide flexibility for the vehicle assembly and add two-handed functionality to the axle 130.

[0021] In an exemplary embodiment, the horizontal damper 180 can have a first distal end 281 with a first bushing 282 and a second distal end 283 with a second bushing 284. In some cases, the first distal end 281 of the horizontal damper 180 can be operatively coupled to the frame 120. For example, the first distal end 281 can be operatively coupled via the first bushing 282 to an assembly 272, which is arranged on the transverse element 223 of the frame 120. In an exemplary embodiment, the second distal end 283 of the horizontal damper 180 can be operatively coupled to the electric motor 140 and thus to the axle 130. For example, in some cases the second distal end 283 can be operatively coupled via the second socket 284 to an assembly 272 which is arranged on a first surface of the electric motor 140.The first surface 341 of the electric motor 140 can be a surface of the electric motor 140 that is located furthest from the driving surface on which the vehicle 110 is driving.

[0022] In an exemplary embodiment, the horizontal damper 180 can be arranged closer to a longitudinal centerline 111 of the vehicle 110 than the vertical damper 170. In some cases, a centrally arranged horizontal damper 180 can help to limit vibrations of the axle 130 without the need for multiple horizontal dampers. In an exemplary embodiment, the axle 130, the electric motor 140, and the second distal end 283 of the horizontal damper 180 can each be arranged along a vertically extending reference line 301 that is substantially perpendicular to the driving surface. Aligning the axle 130, the electric motor 140, and the second distal end 283 of the horizontal damper 180 can enable optimization of a modal response 310 and a reduction in vibration, since the alignment allows the damping to be centralized.In particular, the centralized alignment of the components along the entire vertically extending reference line 301 can help to limit the effect of the modal response 310 as a consequence of the mass of the electric motor 140. In some cases, the modal response 310 can be represented by the vibrations of the electric motor 140 about the axis 130 as well as vibrations of the axis 130 itself. The vehicle 110 can cause the modal response 310 by driving over bumps and rough surfaces. This alignment can reduce the time it takes for the modal response 310 to dissipate, as the damping is now present during the generation of the modal response 310. In some cases, positioning the horizontal damper 180 closer to the longitudinal centerline 111 can increase the modal response 310 and the vibration reduction across its wider distribution between the distal ends of the axis 130.

[0023] In some cases, the second distal end 283 of the horizontal damper 180 can further center itself along the lateral axis 231 of the axis 130 when it is operatively coupled to the electric motor 140. Thus, the location of the second distal end 283 of the horizontal damper 180 can be closer to the point of generation of the modal response 310 and to the location of the object to be damped (e.g., the axis 130).

[0024] In an exemplary embodiment, the second distal end 283 of the horizontal damper 180 can pivot. For example, the operative coupling of the mounting assembly 272 and the second bushing 284 of the second distal end 283 can allow the horizontal damper 180 to pivot about a horizontal axis of the axis 130. In some cases, the horizontal axis of the horizontal damper 180 can pivot about the lateral axis 231 of the axis 130. Pivoting the horizontal damper 180 about a horizontal axis of the axis 130 can assist in damping the axis 130. The pivoting of the horizontal damper 180 can be enabled by the type of fastener that operatively couples the second bushing 284 and the mounting assembly 272.

[0025] In one exemplary embodiment, the horizontal damper 180 can be offset from the longitudinal centerline 111 of the vehicle 110. In some cases, the electric motor 140 can also be offset from the longitudinal centerline 111 of the vehicle 110. The horizontal damper 180 can also be offset from the longitudinal center 141 of the electric motor 140. The offset position of the horizontal damper 180 and the electric motor 140 can improve the ease of assembly for the suspension assembly 100 of the vehicle 110. The offset position of the horizontal damper 180 and the electric motor 140 can also provide space for other vehicle underbody components. In some cases, the offset of the horizontal damper 180 from the longitudinal centerline 111 of the vehicle 110 can be up to 2 feet, and the offset of the horizontal damper 180 from the longitudinal center 141 of the electric motor 140 can be up to 2 feet.

[0026] In one exemplary embodiment, the vertical damper 170 and the horizontal damper 180 can be substantially perpendicular to each other. In some cases, the vertical damper 170 may not be substantially perpendicular, and the horizontal damper 180 may not be substantially parallel to the road surface. In one exemplary embodiment, the leaf spring 190 may consist of at least two sets of leaf springs separated by a component of the frame 120 or the wheel assembly 150. In some cases, a first leaf spring 191 may be located closer to the axle 130, and a second leaf spring 192 may be located further away from the axle 130.

[0027] In an exemplary embodiment, all components of the set of dampers and springs (i.e., the vertical damper 170, the horizontal damper 180, the first leaf spring 191, and the second leaf spring 192) can assist in reducing the modal response 310 and the vibrations within the vehicle 110 and the axle 130. The set of dampers and springs can aim to reduce the modal response 310 and vibrations by decreasing the time required for the axle 130 and the electric motor 140 to reach a steady state after the vehicle 110 has generated the modal response 310 by driving over a bump or rough surface. In some cases, the set of dampers and springs, and in particular the horizontal damper 180, may be adjusted to rapidly reduce the minor modal response rather than completely damping a large instance of modal response 310 (e.g., under terrain conditions).In an exemplary embodiment, the set of dampers and springs can be adjusted in the direction of reducing a large instance of the modal reaction 310, which is frequently present under the terrain conditions.

[0028] In some cases, the damping coefficient of the horizontal damper 180 can be adjusted based on the desired type of reduction of the modal response 310 and the vibrations. In an exemplary embodiment, the horizontal damper 180 can have a variable damping coefficient or a preset damping coefficient based on the vehicle classification.

[0029] A vehicle suspension system can therefore be provided. The suspension system can include an axle operatively coupled to a vehicle frame, an electric motor operatively coupled to the axle to propel the vehicle, one or more wheels operatively coupled to the axle, one or more vertical dampers extending substantially perpendicular to a driving surface and operatively coupled to the frame and axle, and a horizontal damper extending substantially parallel to the driving surface. A first distal end of the horizontal damper can be operatively coupled to the frame, and a second distal end of the horizontal damper can be operatively coupled to the electric motor or the axle.

[0030] The suspension system of a vehicle of some embodiments may include additional features, modifications, extensions, and / or the like to accomplish further tasks or to improve the performance of the suspension system. These additional features, modifications, extensions, and / or the like may be added in any combination. The following is a list of various additional features, modifications, and extensions, each of which may be added individually or in any combination. For example, the first distal end may be operatively coupled to the frame via a first bushing, and the second distal end may be operatively coupled to the electric motor via a second bushing, which is directly operatively coupled to a first surface of the electric motor. The first surface of the electric motor may be the surface of the electric motor located furthest from the driving surface.In one exemplary embodiment, the second distal end can be operatively coupled to the second bushing via a pin to allow the horizontal damper to pivot about a horizontal axis. In some cases, the first distal end can be operatively coupled to a transverse member of the frame via the first bushing, and the transverse member can be substantially parallel to the axis. In one exemplary embodiment, the electric motor, the second distal end, and the axis can each be arranged along a vertically extending reference line that is substantially perpendicular to the driving surface. In some cases, the vehicle can include a longitudinal centerline, and the horizontal damper can be arranged closer to the longitudinal centerline than the one or more vertical dampers.In one exemplary embodiment, the vehicle frame may include two longitudinal support elements arranged parallel to the longitudinal centerline, and the horizontal damper may be located between these two support elements. In some cases, the second distal end may be mounted on the electric motor at a location centered along a lateral axis of the axle. In one exemplary embodiment, the axle may be a rear axle, and the horizontal damper may extend rearward from the rear axle. In some cases, the horizontal damper may be offset from both a longitudinal center of the vehicle and a longitudinal center of the electric motor.

[0031] A suspension damper assembly for a vehicle in an exemplary embodiment may be provided. The suspension damper assembly may include a horizontal damper operatively coupled to a frame and an electric motor of the vehicle, and one or more vertical dampers operatively coupled to the frame and an axle of the vehicle. The electric motor may be operatively coupled to the axle to propel the vehicle, and the axle may be operatively coupled to the frame and one or more wheels. The one or more vertical dampers may extend substantially perpendicular to a driving surface, and the horizontal damper may extend substantially parallel to the driving surface. A first distal end of the horizontal damper may be operatively coupled to the frame, and a second distal end of the horizontal damper may be operatively coupled to the electric motor or the axle.

[0032] Many modifications and other embodiments of the inventions set forth in this document will be apparent to a person skilled in the art in the field to which these inventions belong, given the teachings presented in the preceding descriptions and the accompanying drawings. It is therefore understood that the inventions are not limited to the specific embodiments disclosed and that modifications and other embodiments are included within the scope of the appended claims. Furthermore, it is understood that, although the preceding descriptions and the accompanying drawings describe exemplary embodiments within the framework of certain exemplary combinations of elements and / or functions, different combinations of elements and / or functions can be provided by alternative embodiments without deviating from the scope of the appended claims.In this respect, other combinations of elements and / or functions than those expressly described above are also considered, as may be set forth in some of the appended claims. Where advantages, benefits, or solutions to difficulties are described in this document, it is understood that such advantages, benefits, and / or solutions may be applicable to some embodiments, but not necessarily to all embodiments. Thus, all advantages, benefits, or solutions described in this document should not be considered critical, necessary, or essential for all embodiments or for the subject matter claimed in this document. Although specific terms are used in this document, they are used only in their general and descriptive sense and not for the purpose of limitation.

[0033] According to the present invention, a suspension system of a vehicle is provided, comprising: an axle operatively coupled to a frame of the vehicle; an electric motor operatively coupled to the axle to drive the vehicle; one or more wheels operatively coupled to the axle; one or more vertical dampers extending substantially perpendicular to a driving surface and operatively coupled to the frame and the axle; and a horizontal damper extending substantially parallel to the driving surface, wherein a first distal end of the horizontal damper is operatively coupled to the frame and wherein a second distal end of the horizontal damper is operatively coupled to the electric motor or the axle.

[0034] According to one embodiment, the first distal end is operatively coupled to the frame via a first bushing, the second distal end is operatively coupled to the electric motor via a second bushing which is directly operatively coupled to a first surface of the electric motor, and wherein the first surface of the electric motor is a surface of the electric motor which is located furthest from the driving surface.

[0035] According to one embodiment, the second distal end is operatively coupled to the second socket via a pin in order to allow the horizontal damper to pivot about a horizontal axis.

[0036] According to one embodiment, the first distal end is operatively coupled to a transverse element of the frame via the first bushing, wherein the transverse element is essentially parallel to the axis.

[0037] According to one embodiment, the electric motor, the second distal end and the axle are each arranged along a vertically extending reference line that is essentially perpendicular to the driving surface.

[0038] According to one embodiment, the vehicle has a longitudinal centerline, and the horizontal damper is arranged closer to the longitudinal centerline than the one or more vertical dampers.

[0039] According to one embodiment, the vehicle frame has two longitudinal support elements arranged parallel to the longitudinal centerline, and the horizontal damper is arranged between the two longitudinal support elements.

[0040] According to one embodiment, the second distal end is mounted at a point on the electric motor that is centered along a lateral axis of the axis.

[0041] According to one embodiment, the axle is a rear axle, and the horizontal damper extends from the rear axle to the rear.

[0042] According to one embodiment, the horizontal damper is offset from both a longitudinal center of the vehicle and a longitudinal center of the electric motor.

[0043] According to the present invention, a suspension damper assembly for a vehicle is provided, comprising: a horizontal damper operatively coupled to a frame and an electric motor of the vehicle; and one or more vertical dampers operatively coupled to the frame and an axle of the vehicle, wherein the electric motor is operatively coupled to the axle to drive the vehicle, wherein the axle is operatively coupled to the frame and one or more wheels, wherein the one or more dampers extend substantially perpendicular to a driving surface, wherein the horizontal damper extends substantially parallel to the driving surface, wherein a first distal end of the horizontal damper is operatively coupled to the frame and wherein a second distal end of the horizontal damper is operatively coupled to the electric motor or the axle.

[0044] According to one embodiment, the first distal end is operatively coupled to the frame via a first bushing, the second distal end is operatively coupled to the electric motor via a second bushing which is directly operatively coupled to a first surface of the electric motor, and wherein the first surface of the electric motor is a surface of the electric motor which is located furthest from the driving surface.

[0045] According to one embodiment, the second distal end is operatively coupled to the second socket via a pin in order to allow the horizontal damper to pivot about a horizontal axis.

[0046] According to one embodiment, the first distal end is operatively coupled to a transverse element of the frame via the first bushing, wherein the transverse element is essentially parallel to the axis.

[0047] According to one embodiment, the electric motor, the second distal end and the axle are each arranged along a vertically extending reference line that is essentially perpendicular to the driving surface.

[0048] According to one embodiment, the vehicle has a longitudinal centerline, and the horizontal damper is arranged closer to the longitudinal centerline than the one or more vertical dampers.

[0049] According to one embodiment, the vehicle frame has two longitudinal support elements arranged parallel to the longitudinal centerline, and the horizontal damper is arranged between the two longitudinal support elements.

[0050] According to one embodiment, the second distal end is mounted at a point on the electric motor that is centered along a lateral axis of the axis.

[0051] According to one embodiment, the axle is a rear axle, and the horizontal damper extends from the rear axle to the rear.

[0052] According to one embodiment, the horizontal damper is offset from both a longitudinal center of the vehicle and a longitudinal center of the electric motor.

Claims

[1] Suspension system for a vehicle, wherein the suspension system comprises: an axle that is operatively coupled to a frame of the vehicle; an electric motor that is operatively coupled to the axle to propel the vehicle; one or more wheels that are operatively coupled to the axle; one or more vertical dampers extending essentially perpendicular to a driving surface and operatively coupled to the frame and axle; and a horizontal damper that extends essentially parallel to the driving surface, wherein a first distal end of the horizontal damper is operatively coupled to the frame and wherein a second distal end of the horizontal damper is operatively coupled to the electric motor or the axle. [2] Suspension system according to claim 1, wherein the first distal end is operatively coupled to the frame via a first bushing, the second distal end is operatively coupled to the electric motor via a second socket, which is directly coupled to a first surface of the electric motor and where the first surface of the electric motor is a surface of the electric motor that is located furthest from the driving surface. [3] Suspension system according to claim 2, wherein the second distal end is operatively coupled to the second bushing via a pin to enable pivoting of the horizontal damper about a horizontal axis. [4] Suspension system according to claim 2, wherein the first distal end is operatively coupled to a transverse element of the frame via the first bushing and wherein the transverse element is substantially parallel to the axis. [5] Suspension system according to claim 1, wherein the electric motor, the second distal end and the axle are each arranged along a vertically extending reference line which is substantially perpendicular to the driving surface. [6] Suspension system according to claim 1, wherein the vehicle has a longitudinal centerline, wherein the horizontal damper is arranged closer to the longitudinal centerline than the one or more vertical dampers and wherein the vehicle frame has two longitudinal support elements arranged parallel to the longitudinal centerline, and the horizontal damper is arranged between the two longitudinal support elements. [7] Suspension system according to claim 1, wherein the second distal end is mounted at a location on the electric motor which is centered along a lateral axis of the axis. [8] Suspension system according to claim 1, wherein the axle is a rear axle and the horizontal damper extends from the rear axle to the rear. [9] Suspension system according to claim 1, wherein the horizontal damper is offset from both a longitudinal center of the vehicle and a longitudinal center of the electric motor. [10] Suspension damper assembly for a vehicle, the suspension damper assembly comprising the following: a horizontal damper that is operatively coupled to a frame and an electric motor of the vehicle; and one or more vertical dampers that are operatively coupled to the frame and an axle of the vehicle, the electric motor is operatively coupled to the axle to drive the vehicle, where the axle is operatively coupled to the frame and one or more wheels, wherein one or more dampers extend essentially perpendicular to a driving surface, the horizontal damper extends essentially parallel to the driving surface, wherein a first distal end of the horizontal damper is operatively coupled to the frame and wherein a second distal end of the horizontal damper is operatively coupled to the electric motor or the axle. [11] Suspension damper assembly according to claim 10, wherein the first distal end is operatively coupled to the frame via a first bushing, the second distal end is operatively coupled to the electric motor via a second bushing which is directly operatively coupled to a first surface of the electric motor, wherein the first surface of the electric motor is a surface of the electric motor that is located furthest from the driving surface, wherein the second distal end is operatively coupled to the second bushing via a pin to allow pivoting of the horizontal damper about a horizontal axis, wherein the first distal end is operatively coupled to a transverse element of the frame via the first bushing and where the transverse element is essentially parallel to the axis. [12] Suspension damper assembly according to claim 10, wherein the electric motor, the second distal end and the axle are each arranged along a vertically extending reference line which is substantially perpendicular to the driving surface. [13] Suspension damper assembly according to claim 10, wherein the vehicle has a longitudinal centerline, wherein the horizontal damper is arranged closer to the longitudinal centerline than the one or more vertical dampers, wherein the frame of the vehicle has two longitudinal support elements arranged parallel to the longitudinal centerline, and the horizontal damper is arranged between the two longitudinal support elements. [14] Suspension damper assembly according to claim 10, wherein the second distal end is mounted at a location on the electric motor which is centered along a lateral axis of the axis. [15] Suspension damper assembly according to claim 10, wherein the axle is a rear axle and where the horizontal damper extends from the rear axle to the rear or where the horizontal damper is offset from both a longitudinal center of the vehicle and a longitudinal center of the electric motor.

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