A vehicle comprising a suspension assembly for a propulsion battery

Abstract

A vehicle (2) is disclosed comprising a chassis (4), an electric propulsion system (10) configured to provide motive power to the vehicle (2), a propulsion battery (b1, b2) configured to provide electricity to the electric propulsion system (10), and a suspension assembly (s1, s2, s3). The propulsion battery (b1, b2) is suspended relative to the chassis (4) via the suspension assembly (s1, s2, s3). The suspension assembly (s1, s2, s3) comprises one or more pneumatic actuators (a1 - a5) each controllable to regulate relative movement between the propulsion battery (b1, b2) and the chassis (4).

Description

[0001] A VEHICLE COMPRISING A SUSPENSION ASSEMBLY FOR A PROPULSION BATTERY

[0002] TECHNICAL FIELD

[0003] The present disclosure relates to a vehicle comprising a chassis, an electric propulsion system configured to provide motive power to the vehicle, and a propulsion battery configured to provide electricity to the electric propulsion system.

[0004] BACKGROUND

[0005] The use of electric drive in vehicles offers numerous advantages, particularly concerning local emissions. Such vehicles comprise one or more electric propulsion motors configured to provide motive power to the vehicle. These vehicles can be categorized into pure electric vehicles and hybrid electric vehicles. Pure electric vehicles, sometimes referred to as battery electric vehicles, only-electric vehicles, and all-electric vehicles, comprise a pure electric powertrain and comprise no internal combustion engine, and therefore produce no emissions in the place where they are used.

[0006] Hybrid electric vehicles, on the other hand, utilize two or more distinct types of power sources, such as an internal combustion engine and an electric propulsion system. This combination enhances energy efficiency, especially given the lower efficiency of internal combustion engines at lower power output levels. Additionally, some hybrid electric vehicles can operate in pure electric mode when desired, such as when operating in certain areas.

[0007] In both pure electric and hybrid electric vehicles, electricity is typically stored in a number of propulsion batteries, each comprising several rechargeable battery cells. Various types of battery cells are used, such as lithium-ion battery cells, lithium polymer battery cells, lithium iron phosphate battery cells, as well as other types of rechargeable battery cells. Multiple propulsion batteries are often necessary to ensure sufficient operational range, system voltage, and power, particularly for heavier vehicles.

[0008] Propulsion batteries are sensitive and expensive components of at least partially electric vehicles. Vibration and transfer of shock are harmful to propulsion batteries for several reasons. Firstly, continuous exposure to vibration can lead to the physical wear and tear of the battery components. This includes the potential loosening of connections, damage to the battery cells, and the eventual breakdown of the battery's structure. Such wear and tear can compromise the performance and reliability of the propulsion battery. Additionally, the transfer of shock, especially during impacts or rough driving conditions, can cause immediate damage to the battery cells. This can result in reduced capacity, shortened battery life, and even the risk of overheating, which can be dangerous.

[0009] Moreover, both vibration and shock can negatively affect the internal chemical processes within the battery cells. Continuous vibration and shocks can lead to physical stress and mechanical damage inside the cells, which can disrupt the uniformity of the electrode materials and electrolyte distribution. This disruption can impair the electrochemical reactions that occur during charging and discharging, reducing the efficiency and capacity of the battery. Additionally, mechanical stress can create internal short circuits or other failures, further compromising the battery's performance and safety.

[0010] SUMMARY

[0011] It is an object of the present invention to overcome, or at least alleviate, at least some of the above-mentioned problems and drawbacks. The object is achieved by the subject-matter of the appended independent claim(s).

[0012] According to a first aspect of the present disclosure, the object is achieved by a vehicle comprising a chassis, an electric propulsion system configured to provide motive power to the vehicle, a propulsion battery configured to provide electricity to the electric propulsion system, and a suspension assembly. The propulsion battery is suspended relative to the chassis via the suspension assembly. The suspension assembly comprises one or more pneumatic actuators each controllable to regulate relative movement between the propulsion battery and the chassis.

[0013] Thereby, conditions are provided for efficiently reducing the transfer of vibration and shock from the chassis to the propulsion battery of the vehicle during operation thereof. This is because the propulsion battery is suspended relative to the chassis via the suspension assembly, which comprises the one or more pneumatic actuators each controllable to regulate relative movement between the propulsion battery and the chassis. Accordingly, by controlling operation of the one or more pneumatic actuators, vibration and shock from the chassis to the propulsion battery can be efficiently dampened / attenuated.

[0014] As a further result, wear, tear, and damage to parts of the propulsion battery, such as battery cells of the propulsion battery, can be efficiently prevented thereby providing conditions for ensuring capacity, performance, safety, and longevity of the propulsion battery. Accordingly, a vehicle is provided overcoming, or at least alleviating, at least some of the above-mentioned problems and drawbacks. As a result, the above-mentioned object is achieved.

[0015] Optionally, the vehicle comprises a sensor assembly and a control arrangement, wherein the control arrangement is configured to control operation of the one or more pneumatic actuators based on data from the sensor assembly. Thereby, a vehicle is provided having conditions for performing an active control of the one or more pneumatic actuators based on the data from the sensor assembly. As a result, wear, tear, and damage to parts of the propulsion battery can be efficiently prevented, thereby providing conditions for ensuring capacity, performance, safety, and longevity of the propulsion battery.

[0016] Optionally, the sensor assembly is configured to provide data indicative of at least one of acceleration of the propulsion battery, acceleration of the chassis, and relative movement between the propulsion battery and the chassis. Thereby, a vehicle is provided capable of performing an accurate active control of the one or more pneumatic actuators. As a result, wear, tear, and damage to parts of the propulsion battery can be efficiently prevented, thereby providing conditions for ensuring capacity, performance, safety, and longevity of the propulsion battery.

[0017] Optionally, the control arrangement is configured to control operation of the one or more pneumatic actuators to limit the transfer of vibrations and shock from the chassis to the propulsion battery. Thereby, conditions are provided for efficiently dampening / attenuating the transfer of vibration and shock from the chassis to the propulsion battery. As a result, improved conditions are provided for preventing wear, tear, and damage to parts of the propulsion battery.

[0018] Optionally, the sensor assembly comprises one or more accelerometers. Thereby, reliable data indicating acceleration of at least one of the chassis and the propulsion battery can be obtained in a simple and cost-effective manner. Data indicating acceleration of at least one of the chassis and the propulsion battery can also indicate relative movement between the propulsion battery and the chassis because the propulsion battery is suspended relative to the chassis via the suspension assembly.

[0019] Optionally, at least one accelerometer of the one or more accelerometers is fixedly arranged to the chassis. Thereby, the sensor assembly can provide data indicating the acceleration of the chassis, i.e. , the rate of change of movement of the chassis, which can be used by the control arrangement to determine movement and vibration of the chassis and thereby also relative movement between the propulsion battery and the chassis. Accordingly, by controlling operation of the one or more pneumatic actuators based on this data, vibration and shock from the chassis to the propulsion battery can be efficiently dampened / attenuated.

[0020] Optionally, at least one accelerometer of the one or more accelerometers is fixedly arranged to the propulsion battery. Thereby, the sensor assembly can provide data indicating the acceleration of the propulsion battery, i.e., the rate of change of movement of the propulsion battery. Accordingly, by controlling operation of the one or more pneumatic actuators based on this data, vibration and shock transferred from the chassis to the propulsion battery can be efficiently dampened / attenuated.

[0021] Optionally, the sensor assembly comprises a first and a second accelerometer each fixedly arranged to the propulsion battery, and wherein the second accelerometer is arranged at a distance from the first accelerometer with respect to a first direction. Thereby, the sensor assembly is capable of monitoring movement and vibration of the propulsion battery along more than one dimension. In more detail, since the sensor assembly comprises the first and second accelerometers each fixedly arranged to the propulsion battery, and wherein the second accelerometer is arranged at a distance from the first accelerometer, the data from the sensor assembly can indicate both linear acceleration and rotational acceleration of the propulsion battery. In other words, this setup enables the detection of both translational motion and rotational motion of the propulsion battery and hence a more comprehensive picture of the dynamic behaviour of the propulsion battery. Obviously, by basing the control of the one or more pneumatic actuators on this data, improved conditions are provided for efficiently dampening / attenuating movement and vibration of the propulsion battery.

[0022] Optionally, the one or more pneumatic actuators comprises a first and a second actuator, and wherein the second actuator is arranged a distance from the first actuator with respect to the first direction. Thereby, a suspension assembly is provided capable of efficiently dampening / attenuating rotational acceleration of the propulsion battery as well as linear acceleration of the propulsion battery.

[0023] Optionally, the suspension assembly comprises a pneumatic control system controllable to regulate a feeding pressure supplied to the one or more pneumatic actuators, and wherein the control arrangement is configured to control operation of the one or more pneumatic actuators by controlling the pneumatic control system. Thereby, an efficient control of the one or more pneumatic actuators can be ensured so as to dampen / attenuate movement and vibration of the propulsion battery.

[0024] Optionally, the vehicle comprises a pneumatic wheel brake system and an air pressure source, and wherein the pneumatic wheel brake system and the one or more pneumatic actuators are configured to operate using compressed air from the air pressure source. Thereby, the suspension assembly according to embodiments herein can be implemented in a simple and cost-efficient manner in vehicles comprising pneumatic wheel brake systems.

[0025] Optionally, the suspension assembly comprises one or more resilient members being separate from the one or more pneumatic actuators, and wherein the propulsion battery is structurally supported relative to the chassis via the one or more resilient members and the one or more pneumatic actuators of the suspension assembly. Thereby, a resilient suspension of the propulsion battery relative to the chassis can be ensured, while the one or more pneumatic actuators can be utilized to efficiently dampen / attenuate relative movement between the propulsion battery and the chassis.

[0026] Optionally, the propulsion battery is structurally supported relative to the chassis purely via the one or more pneumatic actuators of the suspension assembly. Thereby, the one or more pneumatic actuators can be utilized as spring members to provide a resilient suspension of the propulsion battery relative to the chassis and can be utilized to efficiently dampen / attenuate relative movement between the propulsion battery and the chassis.

[0027] Optionally, the vehicle is a heavy wheeled vehicle, such as a truck or a bus. Thereby, a heavy wheeled vehicle is provided having at least some of the above-mentioned advantages.

[0028] Further features of, and advantages with, the present invention will become apparent when studying the appended claims and the following detailed description.

[0029] BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Various aspects of the present disclosure, including its particular features and advantages, will be readily understood from the example embodiments discussed in the following detailed description and the accompanying drawings, in which:

[0031] Fig. 1 schematically illustrates a vehicle according to some embodiments,

[0032] Fig. 2 schematically illustrates a first propulsion battery and a portion of a chassis of the vehicle illustrated in Fig. 1 , Fig. 3 schematically illustrates a second propulsion battery and a portion of the chassis of the vehicle depicted in Fig. 1, and

[0033] Fig. 4 schematically illustrates the first propulsion battery and the portion of the chassis of the vehicle depicted in Fig. 1, wherein the vehicle comprises a suspension assembly according to some further embodiments.

[0034] DETAILED DESCRIPTION

[0035] Aspects of the present disclosure will now be described more fully. Like reference signs refer to like elements throughout. Well-known functions or constructions will not necessarily be described in detail for brevity and / or clarity.

[0036] Fig. 1 schematically illustrates a vehicle 2 according to some embodiments. According to the illustrated embodiments, the vehicle 2 is a truck, i.e. , a type of heavy wheeled vehicle, as well as a type of heavy commercial vehicle. According to further embodiments, the vehicle 2, as referred to herein, may be another type of heavy or lighter type of manned or unmanned vehicle for land-based propulsion such as a lorry, a bus, a construction vehicle, a tractor, a dumper, a forestry machinery, a military vehicle, a car, or the like.

[0037] The vehicle 2 comprises a chassis 4 and an electric propulsion system 10. The electric propulsion system 10 is configured to provide motive power to the vehicle 2. According to the illustrated embodiments, the vehicle 2 is a wheeled vehicle comprising a number of wheels 27, 27’. According to the embodiments illustrated in Fig. 1 , the vehicle 2 comprises two driven wheels 27 which constitute rear-wheels of the vehicle 2. The vehicle 2 further comprises two non-driven wheels 27’, which according to the illustrated embodiments constitute front-wheels of the vehicle 2. In other words, in these embodiments, the electric propulsion system 10 is configured to provide motive power to the vehicle 2 via the driven wheels 27 of the vehicle 2. However, according to further embodiments, the vehicle 2 may comprise another configuration of driven and non-driven wheels.

[0038] In Fig. 1 , the vehicle 2 is illustrated as positioned in an intended use position on a flat surface 51 supporting the vehicle 2. As seen in Fig. 1 , the number of wheels 27, 27’ of the vehicle 2 is configured to abut against the flat surface 51 when the vehicle 2 is positioned in the intended use position thereon. Moreover, in Fig. 1, a forward moving direction fd and a reverse moving direction rd of the vehicle 2 are indicated. The reverse moving direction rd of the vehicle 2 is opposite to the forward moving direction fd of the vehicle 2. Furthermore, in Fig. 1 , a longitudinal direction Id of the vehicle 2 is indicated. The longitudinal direction Id of the vehicle 2 is parallel to each of the forward moving direction fd and the reverse moving direction rd of the vehicle 2. Moreover, the longitudinal direction Id of the vehicle 2 is parallel to a flat surface 51 when the vehicle 2 is positioned in the intended use position thereon.

[0039] Furthermore, a vertical direction vd of the vehicle 2 is indicated in Fig. 1. The vertical direction vd of the vehicle 2 is perpendicular to the longitudinal direction Id of the vehicle 2. Moreover, the vertical direction vd of the vehicle 2 coincides with a local gravity vector when the flat surface 51 supporting the vehicle 2 is a horizontal surface.

[0040] The number of wheels 27, 27’ of the vehicle 2 is supported relative to the chassis 4 via wheel axles. According to some embodiments, the vehicle 2 may comprise a wheel suspension system resiliently suspending the wheels 27, 27’ of the vehicle 2 relative to the chassis 4. The chassis 4 of the vehicle 2 serves as a structural framework that supports other components and systems of the vehicle 2, such as the electric propulsion system 10 and a cab 45 of the vehicle 2.

[0041] That is, as is seen in Fig. 1 , according to the illustrated embodiments, the vehicle 2 comprises a cab 45 which is resiliently suspended relative to the chassis 4. The cab 45 accommodates a driver environment 55 of the vehicle 2. The term "driver environment 55” refers to the area within the vehicle 2 where a driver operates and controls the vehicle 2. The driver environment 55 typically includes the driver's seat, steering wheel, pedals, dashboard, and other control interfaces and displays that the driver may use to manage the functions of the vehicle 2.

[0042] The chassis 4 of the vehicle 2 may comprise two elongated frame beams. A direction of elongation of each of the two elongated frame beams may be substantially parallel to the longitudinal direction Id of the vehicle 2. In this context, the wording “substantially parallel to”, as used herein, may encompass that the angle between the objects referred to is less than 10 degrees, or is less than 7 degrees. The two elongated frame beams may be attached to each other via a number of cross members. These cross members may provide additional structural support and rigidity, ensuring that the frame beams maintain their alignment and can withstand the stresses encountered during vehicle operation. The chassis 4 may moreover comprise a number of subframes each arranged to support a structure, component, or system relative to at least one frame beam of the two elongated frame beams.

[0043] As indicated in Fig. 1 , the vehicle 2 comprises wheel brakes w1 , w2 controllable to brake the vehicle 2. The wheel brakes w1 , w2 are comprised in a wheel brake system ws of the vehicle 2. The wheel brakes w1 , w2 are controllable to brake the vehicle 2 by braking rotation of the wheels 27’, 27 of the vehicle 2. The wheel brakes w1 , w2 may comprise friction brake arrangements, such as drum brakes, disc brakes, or a combination thereof. Drum brakes normally comprise a cylinder-shaped part called a brake drum and a set of shoes or pads controllable to be pressed against the cylinder-shaped part to create friction therebetween for braking rotation of the wheels. Disc brakes normally comprise a disc and a set of pads controllable to be pressed against the disc to create friction therebetween for braking rotation of the wheels.

[0044] According to the illustrated embodiments, the wheel brake system ws is a pneumatic wheel brake system ws. However, according to further embodiments, the vehicle 2 may comprise another type of wheel brake system ws. The operation principle of a pneumatic wheel brake system ws of a vehicle 2 involves using compressed air from an air pressure source to apply pressure to a brake mechanism at each wheel brake w1, w2. The brake mechanism may comprise a brake chamber, a diaphragm arranged inside the brake chamber, and a push rod operably connected to the diaphragm. The push rod may in turn be connected to brake shoes or pads such that these shoes or pads can be pressed against the brake drum or disc by regulating the pressure in the brake chamber, thereby creating friction that slows down rotation of the wheel w1 , w2 to brake the vehicle 2.

[0045] The electric propulsion system 10 comprises an electric propulsion machine 5 and a transmission 3. The electric propulsion machine 5 is configured to provide motive power to the vehicle 2 via the transmission 3. In the embodiments illustrated in Fig. 1 , the electric propulsion system 10 is depicted as comprising one electric propulsion machine 5. However, the electric propulsion system 10 may comprise more than one electric propulsion machine 5, wherein each electric propulsion machine 5 is configured to provide motive power to the vehicle 2.

[0046] Moreover, according to the illustrated embodiments, the vehicle 2 is a pure electric vehicle comprising the electric propulsion machine 5 as the only means of providing motive power to the vehicle 2 and no internal combustion engine. However, according to further embodiments, the vehicle 2 may be a so called hybrid electric vehicle comprising an internal combustion engine in addition to the electric propulsion machine 5 for providing motive power to the vehicle 2. According to such embodiments, the internal combustion engine may be a diesel engine, i.e. a type of compression ignition engine, or an Otto engine with a sparkignition device, wherein the Otto engine is configured to run on petrol, alcohol, a gaseous fuel, or combinations thereof. According to the illustrated embodiments, the vehicle 2 comprises two propulsion batteries b1, b2 each configured to provide electricity to the electric propulsion system 10. In some places herein, these propulsion batteries b1, b2 are referred to as a first propulsion battery b1 and a second propulsion battery b2. According to further embodiments, the vehicle 2 may comprise another number of propulsion batteries b1 , b2, such as one propulsion battery b1, b2, or a number of propulsion batteries within the range of 3 - 18, or 3 - 12.

[0047] According to embodiments herein, each propulsion battery b1, b2 of the vehicle 2 has a nominal voltage within the so-called Voltage Class B, usually abbreviated VCB, namely a nominal voltage equal to, or higher than, 60 volts. Moreover, each propulsion battery b1 , b2 of the vehicle 2 comprises a number of rechargeable battery cells, such as lithium-ion battery cells, lithium polymer battery cells, lithium iron phosphate battery cells, or the like. The number of rechargeable battery cells may be arranged in modules, wherein each propulsion battery b1, b2 may comprise a number of modules. Moreover, each propulsion battery b1, b2 may comprise a temperature regulating system, for example comprising coolant ducts for conducting coolant, such as a mixture between water and glycol, through various parts of the propulsion battery b1, b2. Furthermore, each propulsion battery b1, b2 of the vehicle 2 may be embodied as a battery pack. Therefore, the wording propulsion battery, as used herein, may be replaced with the wording battery pack, propulsion battery pack, or the like.

[0048] According to the embodiments illustrated in Fig. 1, the first propulsion battery b1 is arranged on top of the chassis 4 with respect to the vertical direction vd of the vehicle 2 and behind the cab 45 of the vehicle 2 with respect to the forward moving direction fd of the vehicle 2. Moreover, according to the embodiments illustrated in Fig. 1, the second propulsion battery b2 is arranged at a side of the chassis 4 with respect to a lateral direction of the vehicle 2. The lateral direction of the vehicle 2 is perpendicular to each of the longitudinal direction Id of the vehicle 2 and the vertical direction vd of the vehicle 2.

[0049] Fig. 2 schematically illustrates the first propulsion battery b1 and a portion of the chassis 4 of the vehicle 2 illustrated in Fig. 1. Below, simultaneous reference is made to Fig. 1 and Fig. 2, if not indicated otherwise. In Fig. 2, the first propulsion battery b1 is illustrated as seen in a direction parallel to the longitudinal direction Id of the vehicle 2. Moreover, in Fig. 2, the lateral direction la of the vehicle 2 is indicated. As mentioned, the lateral direction la of the vehicle 2 is perpendicular to each of the longitudinal direction Id and the vertical direction vd of the vehicle 2. The vehicle 2 comprises a suspension assembly s1. The first propulsion battery b1 is suspended relative to the chassis 4 via the suspension assembly s1. In several places below, the first propulsion battery b1 is simply referred to as “the propulsion battery b1”. Likewise, the suspension assembly s1 depicted in Fig. 2 may be referred to as a first suspension assembly s1 but is in several places below simply referred to as the suspension assembly s1. The suspension assembly s1 may also be referred to as a battery suspension assembly s1 , a first battery suspension assembly s1 , or the like. As seen in Fig. 2, the suspension assembly s1 comprises one or more pneumatic actuators a1, a2. As is further explained herein, each pneumatic actuator a1 , a2 is controllable to regulate relative movement between the propulsion battery b1 and the chassis 4.

[0050] According to the embodiments illustrated in Fig. 2, the suspension assembly s1 is illustrated as comprising two pneumatic actuators a1, a2. In some places herein, these are referred to as a first pneumatic actuator a1 and a second pneumatic actuator a2. According to further embodiments, the suspension assembly s1 may comprise another number of pneumatic actuators a1, a2, such as one or a number between 3 - 8. According to some embodiments, the suspension assembly s1 may comprise four pneumatic actuators a1, a2, wherein each of the four pneumatic actuators a1 , a2 may be arranged at a corner of the propulsion battery b1.

[0051] According to the embodiments illustrated in Fig. 2, the suspension assembly s1 comprises one or more resilient members r1, r2 being separate from the one or more pneumatic actuators a1, a2, and wherein the propulsion battery b1 is structurally supported relative to the chassis 4 via the one or more resilient members r1, r2 and the one or more pneumatic actuators a1, a2 of the suspension assembly s1.

[0052] According to the illustrated embodiments, the one or more resilient members r1 , r2 are depicted as coil springs. However, according to further embodiments, at least one of the one or more resilient members r1, r2 may be another type of resilient member, such as a leaf spring, a torsion bar, a rubber bushing, or the like. Moreover, according to the embodiments depicted in Fig. 2, the suspension assembly s1 is illustrated as comprising two resilient members r1 , r2. However, the suspension assembly s1 may comprise another number of resilient members r1, r2, such as one resilient member, or three or more resilient members. According to some embodiments, the suspension assembly s1 may comprise four resilient members r1 , r2, wherein each of the four resilient members r1 , r2 may be arranged at a corner of the propulsion battery b1. According to the embodiments depicted in Fig. 2, the suspension assembly s1 comprises a pneumatic control system 20 controllable to regulate a feeding pressure supplied to the one or more pneumatic actuators a1 , a2. The pneumatic control system 20 may comprise pressure regulators, control valves, solenoid valves, directional control valves, flow control valves, pressure sensors, lubricators, and the like components.

[0053] According to the embodiments illustrated in Fig. 2, the vehicle 2 comprises a control arrangement 21 configured to control operation of the one or more pneumatic actuators a1 , a2. In more detail, according to these embodiments, the control arrangement 21 is configured to control operation of the one or more pneumatic actuators a1, a2 by controlling the pneumatic control system 20. This may encompass that the control arrangement 21 is configured to control operation of one or more of pressure regulators, control valves, solenoid valves, directional control valves, flow control valves, and the like components of the pneumatic control system 20.

[0054] Moreover, as schematically depicted in Fig. 2, according to these embodiments, the vehicle 2 comprises an air pressure source 13, and wherein the pneumatic wheel brake system ws and the one or more pneumatic actuators a1 - a5 are configured to operate using compressed air from the air pressure source 13. The air pressure source 13, as referred to herein, may comprise an air compressor and an air pressure reservoir, such as a pressure tank, wherein the air compressor is configured to compress ambient air to the air pressure reservoir.

[0055] According to the embodiments illustrated in Fig. 2, the vehicle 2 comprises a sensor assembly Sa1. The sensor assembly Sa1 depicted in Fig. 2 may also be referred to as a first sensor assembly Sa1 but is below simply referred to as the sensor assembly Sa1 for reasons of brevity. As is further explained herein, the sensor assembly Sa1, as referred to herein, is configured to provide data indicative of at least one of acceleration of the propulsion battery b1 , acceleration of the chassis 4, and relative movement between the propulsion battery b1 , b2 and the chassis 4. In the embodiments depicted in Fig. 2, the sensor assembly Sa1 comprises a number of accelerometers ac1 , ac2, ac4.

[0056] In more detail, according to the embodiments illustrated in Fig. 2, the sensor assembly Sa1 comprises a first and a second accelerometer ac1 , ac2 each fixedly arranged to the propulsion battery b1. The feature that an accelerometer ac1, ac2 is fixedly arranged to the propulsion battery b1 means that the accelerometer ac1, ac2 is attached to, and moves with, the propulsion battery b1. It implies that the accelerometer ac1 , ac2 does not move independently of the propulsion battery b1 but instead remains in a constant position relative to the propulsion battery b1.

[0057] As depicted in Fig. 2, the second accelerometer ac2 is arranged at a distance di 1 from the first accelerometer ac1 with respect to a first direction d1. In Fig. 2, the first direction d1 is parallel to the lateral direction la of the vehicle 2. However, the first direction d1 , as referred to herein, may be parallel to another direction of the vehicle 2, such as the longitudinal direction Id of the vehicle 2, the vertical direction vd of the vehicle 2, or any direction between the lateral direction la, the longitudinal direction Id, and the vertical direction vd of the vehicle 2. Moreover, according to further embodiments, the sensor assembly Sa1 may comprise another number of accelerometers ac1, ac2 fixedly arranged to the propulsion battery b1 than two, such as one accelerometer ac1, ac2 or three or more accelerometers ac1, ac2.

[0058] By fixedly arranging two or more accelerometers ac1, ac2 to the propulsion battery b1 at a distance di1 from each other, the two or more accelerometers ac1, ac2 can provide data indicative of both linear acceleration and rotational acceleration of the propulsion battery b1. In other words, such a setup of accelerometers ac1, ac2 enables the detection of both translational motion and rotational motion of the propulsion battery b1 and hence provides conditions for obtaining a more comprehensive picture of the dynamic behaviour of the propulsion battery b1 as compared to the use of one accelerometer fixedly arranged to the propulsion battery b1.

[0059] Moreover, according to the embodiments illustrated in Fig. 2, the sensor assembly Sa1 comprises one accelerometer ac4 fixedly arranged to the chassis 4. The feature that an accelerometer ac4 is fixedly arranged to the chassis 4 means that the accelerometer ac4 is attached to, and moves with, the chassis 4. It implies that the accelerometer ac4 does not move independently of the chassis 4 but instead remains in a constant position relative to the chassis 4.

[0060] An accelerometer ac1, ac2, ac4 is a device that measures acceleration, which is the rate of change of velocity of an object. An accelerometer ac1, ac2, ac4 can detect changes in speed as well as the direction of the change in speed. An accelerometer ac1, ac2, ac4 typically works using one of several principles, such as capacitive, piezoelectric, or microelectromechanical systems (MEMS) technology. In a capacitive accelerometer, changes in acceleration cause a small mass inside the device to move, altering the capacitance between it and a fixed plate. This change in capacitance is converted into an electrical signal that can be measured and interpreted as acceleration. In piezoelectric accelerometers, acceleration forces cause a crystal to generate an electrical charge proportional to the force applied. MEMS accelerometers use microfabricated components to detect acceleration through the displacement of tiny structures within the device.

[0061] By fixedly arranging at least one accelerometer ac4 to the chassis 4 and at least one accelerometer ac1 , ac2 to the propulsion battery b1, the sensor assembly Sa1 can provide data giving a clear and direct indication of acceleration of the propulsion battery b1, acceleration of the chassis 4, as well as relative movement between the propulsion battery b1 and the chassis 4.

[0062] However, the data indicative of at least one of acceleration of the propulsion battery b1, acceleration of the chassis 4, and relative movement between the propulsion battery b1 and the chassis 4, as referred to herein, may be obtained in another manner. For example, the sensor assembly Sa1 , as referred to herein, may comprise one or more other types of components than accelerometers ac1, ac2, ac4. Purely as examples, such one or more other types of components may comprise gyroscopes for measuring angular velocity, magnetometers for detecting magnetic field orientation, and / or strain gauges for measuring deformation or strain.

[0063] Furthermore, according to some embodiments, the sensor assembly Sa1, as referred to herein, may comprise a set of distance measuring sensors comprising at least one sensor fixedly arranged to the chassis 4 and at least one sensor fixedly arranged to the propulsion battery b1. Such distance measuring sensors may operate using radio waves, such as ultrawideband (UWB) sensors. Ultrawideband (UWB) sensors operate over a broad frequency range (3.1 to 10.6 GHz) and provide high-precision distance measurements. They use pulsed signals for Time of Flight (ToF) measurement, making them resistant to multipath effects and signal interference. In other words, such set of distance measuring sensors can provide accurate real time data indicating relative movement between the propulsion battery b1 and the chassis 4. Moreover, such set of distance measuring sensors can provide accurate real time data indicating acceleration of the propulsion battery b1 relative to the chassis 4. According to some embodiments, the sensor assembly Sa1 comprises the above mentioned set of distance measuring sensors and at least one accelerometer fixedly arranged to one of the chassis 4 and the propulsion battery b1. In this manner, the sensor assembly Sa1 can provide even more accurate data indicative of acceleration of the propulsion battery b1, acceleration of the chassis 4, and relative movement between the propulsion battery b1 and the chassis 4. Furthermore, according to some embodiments, the sensor assembly Sa1 may comprise one or more accelerometers ac1 , ac2, ac4 fixedly arranged to only one of the chassis 4 and the propulsion battery b1. Also in such embodiments, the data provided by the sensor assembly Sa1 is indicative of relative movement between the propulsion battery b1 and the chassis 4, as well as acceleration of the other of the chassis 4 and the propulsion battery b1 , because an acceleration / vibration of one of the chassis 4 and the propulsion battery b1 indicates a relative movement between the propulsion battery b1 and the chassis 4, as well as acceleration of the other of the chassis 4 and the propulsion battery b1 , because of the resilient suspension of the propulsion battery b1 relative to the chassis 4.

[0064] As understood from the above described, according to embodiments herein, the control arrangement 21 is configured to control operation of the one or more pneumatic actuators a1 , a2 based on data from the sensor assembly Sa1. The control arrangement 21 may be configured to control operation of the one or more pneumatic actuators a1, a2 to limit / dampen the transfer of vibrations and shock from the chassis 4 to the propulsion battery b1. Furthermore, the control arrangement 21 may be configured to control operation of the one or more pneumatic actuators a1, a2 to limit / dampen absolute acceleration of the propulsion battery b1.

[0065] The control performed by the control arrangement 21 may resemble the control performed by a control unit of an automotive pneumatic wheel suspension, i.e., a control striving to provide a smooth absolute movement pattern of the propulsion battery b1. Such a control may moreover be set to limit peak acceleration rates of the propulsion battery b1.

[0066] The control performed by the control arrangement 21 in order to limit / dampen the transfer of vibrations and shock from the chassis 4 to the propulsion battery b1 may e.g. comprise controlling the pneumatic actuators a1, a2 such that they counteract the relative movement between the chassis 4 and the propulsion battery b1. The control strategy may depend on the context, and may include e.g. proportional-integral-derivative (PID) control, adaptive control, or model predictive control. For example, by increasing the feed pressure to the pneumatic actuators a1, a2 the system will be more stiff which may be a good way of counteracting vibrations in low frequency regimes. In high frequency regimes a less stiff system may be better. In any case the feed pressure may be controlled dynamically based on the data from the sensor assembly Sa1 according to any control algorithm known in the art. According to the embodiments illustrated in Fig. 2, the second actuator a2 is arranged a distance di2 from the first actuator a1 with respect to the first direction d1. In this manner, a suspension assembly s1 is provided capable of controlling rotational motion of the propulsion battery b1. As understood from the above described, the control arrangement 21 may be configured to control operation of the first and second actuators a1, a2 based on the data from the first and second accelerometers ac1 , ac2, to limit / dampen rotational acceleration, as well as linear acceleration, of the propulsion battery b1.

[0067] Fig. 3 schematically illustrates the second propulsion battery b2 and a portion of the chassis 4 of the vehicle 2 depicted in Fig. 1. Below, simultaneous reference is made to Fig. 1 - Fig. 3, if not indicated otherwise. In Fig. 3, the second propulsion battery b2 is illustrated as seen in a direction parallel to the longitudinal direction Id of the vehicle 2. As mentioned, the second propulsion battery b2 is arranged at a side of the chassis 4 with respect to the lateral direction la of the vehicle 2.

[0068] The second propulsion battery b2 is suspended relative to the chassis 4 via a suspension assembly s2. The suspension assembly s2 is in some places below referred to as the second suspension assembly s2. The second suspension assembly s2 comprises a linkage mechanism 18’ comprising a linkage arm 18. The linkage arm 18 is pivotally connected to the chassis 4 around a pivot axis p1. The second suspension assembly s2 further comprises a pneumatic actuator a3 connected to the link arm 18 and to the chassis 4 via a support member 19. The pneumatic actuator a3 may also be referred to as a third pneumatic actuator a3 but is in the following simply referred to as the pneumatic actuator a3 for reasons of brevity and clarity.

[0069] The pneumatic actuator a3 is controllable to regulate relative movement between the second propulsion battery b2 and the chassis 4 by controlling the relative position / angle of the link arm 18 relative to the chassis 4. According to the embodiments illustrated in Fig. 3, the second suspension assembly s2 is illustrated as comprising one pneumatic actuator a3. However, the second suspension assembly s2 may comprise more than one pneumatic actuator a3.

[0070] Moreover, according to the embodiments illustrated in Fig. 3, the pneumatic actuator a3 is illustrated as supporting the full weight of the second propulsion battery b2. However, the second suspension assembly s2 may comprise one or more resilient members, such as one or more coil springs, leaf springs, torsion bars, and / or rubber bushings, each arranged to support at least part of the weight of the second propulsion battery b2. As understood from the above described, the second propulsion battery b2 is structurally supported relative to the chassis 4 via the second suspension assembly s2. According to further embodiments, the second suspension assembly s2 may comprise another type of structure than the linkage mechanism 18’ for structurally supporting the second propulsion battery b2 relative to the chassis 4.

[0071] According to the embodiments illustrated in Fig. 3, the vehicle 2 comprises a sensor assembly Sa2 comprising one accelerometer ac3 fixedly arranged to the propulsion battery b2 and one accelerometer ac4’ fixedly arranged to the chassis 4 of the vehicle 2. The sensor assembly Sa2 depicted in Fig. 3 may also be referred to as a second sensor assembly Sa2 but is in the following referred to as a sensor assembly Sa2 for reasons of brevity and clarity. The control arrangement 21 is configured to control operation of the pneumatic actuator a3 based on data from the sensor assembly Sa2. In more detail, also in these embodiments, the control arrangement 21 is configured to control operation of the pneumatic actuator a3 by controlling the pneumatic control system 20.

[0072] The sensor assembly Sa2 according to the embodiments illustrated in Fig. 3 comprises the same type of accelerometers ac3, ac4’ as the accelerometers ac1 , ac2, ac4 according to the embodiments explained with reference to Fig. 2. However, the sensor assembly Sa2 depicted in Fig. 3 may comprise one or more other types of components than accelerometers ac3, ac4’ for obtaining data indicative of at least one of acceleration of the propulsion battery b2, acceleration of the chassis 4, and relative movement between the propulsion battery b2 and the chassis 4. Purely as examples, such one or more other types of components may comprise gyroscopes for measuring angular velocity, magnetometers for detecting magnetic field orientation, strain gauges for measuring deformation or strain, and a set of distance measuring sensors as explained with reference to Fig. 2 above.

[0073] Fig. 4 schematically illustrates the first propulsion battery b1 and the portion of the chassis 4 of the vehicle 2 depicted in Fig. 1 , wherein the vehicle 2 comprises a suspension assembly s3 according to some further embodiments. The suspension assembly s3 according to the embodiments illustrated in Fig. 4 may also be referred to as a third suspension assembly s3 but is in the following simply referred to as the suspension assembly s3 for reasons of brevity.

[0074] Also in Fig. 4, the first propulsion battery b1 is illustrated as seen in a direction parallel to the longitudinal direction Id of the vehicle 2. The suspension assembly s3 according to the embodiments illustrated in Fig. 4 comprises the same features, functions, and advantages as the suspension assembly s1 explained with reference to Fig. 2, with some differences pointed out below. The shared features, functions, and advantages are not further detailed below for reasons of brevity and clarity.

[0075] According to the embodiments illustrated in Fig. 4, the propulsion battery b1 is structurally supported relative to the chassis 4 purely via one or more pneumatic actuators a4, a5 of the suspension assembly s3. That is, as can be seen when comparing Fig. 4 and Fig. 2, according to the embodiments illustrated in Fig. 4, the suspension assembly s3 lacks the resilient members r1 , r2. Instead, the propulsion battery b1 is structurally supported relative to the chassis 4 purely via the pneumatic actuators a4, a5 of the suspension assembly s3. This means that the weight of the propulsion battery b1 is fully supported by the pneumatic actuators a4, a5 of the suspension assembly s3.

[0076] According to the embodiments illustrated in Fig. 2, the suspension assembly s3 is illustrated as comprising two pneumatic actuators a4, a5. In some places herein, these are referred to as a first pneumatic actuator a4 and a second pneumatic actuator a5. According to further embodiments, the suspension assembly s3 may comprise another number of pneumatic actuators a4, a5, such as one or a number between 3 - 8. According to some embodiments, the suspension assembly s3 may comprise four pneumatic actuators a4, a5, wherein each of the four pneumatic actuators a4, a5 may be arranged at a corner of the propulsion battery b1.

[0077] According to the embodiments illustrated in Fig. 4, the second actuator a5 is arranged a distance di2 from the first actuator a4 with respect to the first direction d1. The first direction d1 may be the same first direction d1 as explained with reference to Fig. 2. In this manner, a suspension assembly s3 is provided capable of controlling rotational motion of the propulsion battery b1. According to the embodiments illustrated in Fig. 4, the vehicle 2 comprises the same type of sensor assembly Sa1 as explained with reference to Fig. 2, wherein the control arrangement 21 is configured to control operation of the pneumatic actuators a4, a5 based on data from the sensor assembly Sa1.

[0078] The following is explained with simultaneous reference to Fig. 1 - Fig. 4. Since each suspension assembly s1, s2, s3 explained herein comprises one or more pneumatic actuators a1 - a5, the suspension assembly s1, s2, s3 may also be referred to as a pneumatic suspension assembly. The control arrangement 21 referred to herein may be comprised in the suspension assembly s1, s2, s3. As indicated above, the control arrangement 21 is configured to control operation of the pneumatic actuators a1 - a5 of the suspension assembly s1, s2, s3 based on data from the sensor assembly Sa1 , Sa2 so as to dampen / attenuate acceleration of the propulsion battery b1, b2. The control performed by the control arrangement 21 may be referred to as an active damping of the propulsion battery b1, b2. Likewise, the suspension assembly s1, s2, s3, referred to herein, may also be referred to as an active pneumatic suspension assembly s1, s2, s3 for a propulsion battery b1, b2 of a vehicle 2.

[0079] The control arrangement 21, as referred to herein, may comprise a computer which may take the form of substantially any suitable type of hardware or hardware / firmware device implemented using processing circuity such as, but not limited to, a processor, Central Processing Unit (CPU), a controller, an arithmetic logic unit (ALU), a digital signal processor, an Application Specific Integrated Circuit (ASIC), a circuit for digital signal processing (digital signal processor, DSP), a microcomputer, a field programmable gate array (FPGA), a System-on-Chip (SoC), a programmable logic unit, a microprocessor, an application-specific integrated circuit, or any other device capable of electronically performing operations in a defined manner, or other processing logic that may interpret and execute instructions. The herein utilised expression “computer” may represent a processing circuitry comprising a plurality of processing circuits, such as, e.g., any, some or all of the ones mentioned above.

[0080] The control arrangement 21 may further comprise a memory unit, wherein the computer may be connected to the memory unit, which may provide the computer with, for example, stored program code and / or stored data which the computer may need to enable it to do calculations. The computer may also be adapted to store partial or final results of calculations in the memory unit. The memory unit may comprise a physical device utilised to store data or programs, i.e. , sequences of instructions, on a temporary or permanent basis. According to some embodiments, the memory unit may comprise integrated circuits comprising silicon-based transistors. The memory unit may comprise e.g. a memory card, a flash memory, a USB memory, a hard disc, or another similar volatile or non-volatile storage unit for storing data such as e.g. ROM (Read-Only Memory), PROM (Programmable Read- Only Memory), EPROM (Erasable PROM), EEPROM (Electrically Erasable PROM), etc. in different embodiments.

[0081] The control arrangement 21 may be connected to components of the vehicle 2 for receiving and / or sending input and output signals. These input and output signals may comprise waveforms, pulses, or other attributes which the input signal receiving devices can detect as information and which can be converted to signals processable by the control arrangement 21. These signals may then be supplied to the computer. One or more output signal sending devices may be arranged to convert calculation results from the computer to output signals for conveying to other parts of the vehicle's control system and / or the component or components for which the signals are intended. Each of the connections to the respective components of the vehicle 2 for receiving and sending input and output signals may take the form of one or more from among a cable, a data bus, e.g. a CAN (controller area network) bus, a MOST (media orientated systems transport) bus or some other bus configuration, or a wireless connection.

[0082] In the embodiments illustrated, the vehicle 2 comprises a control arrangement 21 but might alternatively be implemented wholly or partly in two or more control arrangements, two or more control arrangements, or two or more control units.

[0083] It is to be understood that the foregoing is illustrative of various example embodiments and that the invention is defined only by the appended independent claims. A person skilled in the art will realize that the example embodiments may be modified, and that different features of the example embodiments may be combined to create embodiments other than those described herein, without departing from the scope of the present invention, as defined by the appended independent claims.

[0084] As used herein, the term "comprising" or "comprises" is open-ended, and includes one or more stated features, elements, steps, components, or functions but does not preclude the presence or addition of one or more other features, elements, steps, components, functions, or groups thereof.

Claims

CLAIMS1. A vehicle (2) comprising a chassis (4), an electric propulsion system (10) configured to provide motive power to the vehicle (2), a propulsion battery (b1, b2) configured to provide electricity to the electric propulsion system (10), and a suspension assembly (s1 , s2, s3), wherein the propulsion battery (b1, b2) is suspended relative to the chassis (4) via the suspension assembly (s1, s2, s3), and wherein the suspension assembly (s1, s2, s3) comprises one or more pneumatic actuators (a1 - a5) each controllable to regulate relative movement between the propulsion battery (b1, b2) and the chassis (4).

2. The vehicle (2) according to claim 1, wherein the vehicle (2) comprises a sensor assembly (Sa1 , Sa2) and a control arrangement (21), wherein the control arrangement is configured to control operation of the one or more pneumatic actuators (a1 - a5) based on data from the sensor assembly (Sa1 , Sa2).

3. The vehicle (2) according to claim 2, wherein the sensor assembly (Sa1, Sa2) is configured to provide data indicative of at least one of acceleration of the propulsion battery (b1, b2), acceleration of the chassis (4), and relative movement between the propulsion battery (b1, b2) and the chassis (4).

4. The vehicle (2) according to claim 2 or 3, wherein the control arrangement (21) is configured to control operation of the one or more pneumatic actuators (a1 - a5) to limit the transfer of vibrations from the chassis (4) to the propulsion battery (b1, b2).

5. The vehicle (2) according to any one of the claims 2 - 4, wherein the sensor assembly (Sa1, Sa2) comprises one or more accelerometers (ac1, ac2, ac3, ac4, ac4’).

6. The vehicle (2) according to claim 5, wherein at least one accelerometer (ac4, ac4’) of the one or more accelerometers (ac1, ac2, ac3, ac4, ac4’) is fixedly arranged to the chassis (4).

7. The vehicle (2) according to claim 5 or 6, wherein at least one accelerometer (ac1, ac2, ac3) of the one or more accelerometers (ac1 , ac2, ac3, ac4, ac4’) is fixedly arranged to the propulsion battery (b1, b2).

8. The vehicle (2) according to claim 7, wherein the sensor assembly (Sa1) comprises a first and a second accelerometer (ac1, ac2) each fixedly arranged to the propulsionbattery (b1), and wherein the second accelerometer (ac2) is arranged at a distance (di 1 ) from the first accelerometer (ac1) with respect to a first direction (d1).

9. The vehicle (2) according to claim 8, wherein the one or more pneumatic actuators (a1 - a5) comprises a first and a second actuator (a1 , a2, a4, a5), and wherein the second actuator (a2, a5) is arranged a distance (di2) from the first actuator (a1, a4) with respect to the first direction (d1).

10. The vehicle (2) according to any one of the claims 2 - 9, wherein the suspension assembly (s1, s2, s3) comprises a pneumatic control system (20) controllable to regulate a feeding pressure supplied to the one or more pneumatic actuators (a1 - a5), and wherein the control arrangement (21) is configured to control operation of the one or more pneumatic actuators (a1 - a5) by controlling the pneumatic control system (20).

11. The vehicle (2) according to any one of the preceding claims, wherein the vehicle (2) comprises a pneumatic wheel brake system (ws) and an air pressure source (13), and wherein the pneumatic wheel brake system (ws) and the one or more pneumatic actuators (a1 - a5) are configured to operate using compressed air from the air pressure source (13).

12. The vehicle (2) according to any one of the preceding claims, wherein the suspension assembly (s1) comprises one or more resilient members (r1, r2) being separate from the one or more pneumatic actuators (a1, a2), and wherein the propulsion battery (b1) is structurally supported relative to the chassis (4) via the one or more resilient members (r1, r2) and the one or more pneumatic actuators (a1, a2) of the suspension assembly (s1).

13. The vehicle (2) according to any one of the claims 1 - 11, wherein the propulsion battery (b1) is structurally supported relative to the chassis (4) purely via the one or more pneumatic actuators (a4, a5) of the suspension assembly (s3).

14. The vehicle (2) according to any one of the preceding claims, wherein the vehicle (2) is a heavy wheeled vehicle, such as a truck or a bus.

Images