A modular chassis system for electric vehicle applications

Abstract

A modular chassis system for electric tractor-trailer applications, comprising: a chassis comprising a front axle socket, a middle battery socket, and a rear axle socket; wherein the front axle socket comprises a front wheel assembly socket for receiving at least one integrated front wheel unit; wherein the rear axle socket comprises at least one rear wheel assembly socket for receiving at least one integrated rear wheel unit; and wherein the middle battery socket comprises a battery socket for receiving an interchangeable battery structural assembly with battery modules.

Description

[0001] A MODULAR CHASSIS SYSTEM FOR ELECTRIC VEHICLE APPLICATIONS

[0002] TECHNICAL FIELD

[0003] The present invention relates to a modular chassis system for electric vehicle applications.

[0004] BACKGROUND

[0005] Electric and hybrid drivetrains are increasingly adopted in the commercial trucking sector as industries seek to reduce emissions, operating costs, and reliance on conventional fuel. Despite the growing interest in electrified transport, current chassis systems for tractor-trailers often lack the flexibility and standardization necessary to accommodate a wide variety of drivetrain configurations and power requirements.

[0006] In particular, many known systems are designed for specific axle layouts (e.g., 4x2 or 6x2) and cannot be readily adapted to meet diverse operational needs such as off-road mobility, heavier payloads, or configurations requiring additional traction (e.g., 4x4 or 6x4). Efforts to retrofit or upgrade these platforms typically involve extensive structural modifications, which in turn lead to higher engineering costs, longer downtime, and more complex maintenance procedures. Furthermore, existing chassis often feature battery assemblies that are permanently integrated and cumbersome to replace or upgrade. This not only restricts the potential to introduce new battery technologies but also impedes rapid servicing and reconfiguration for different range or load requirements.

[0007] Additionally, known tractor-trailer chassis systems may lack an effective modular approach to integrating drive units, wheels, and advanced suspension components. As a result, fleet operators face significant hurdles when attempting to customize torque output, suspension responses, and power distribution for varying terrains, weather conditions, or cargo profiles. The inability to quickly swap, scale, or service propulsion and suspension modules translates into inefficiencies and higher life-cycle costs.

[0008] Therefore, there remains a need for a modular chassis system that allows for simple, standardized replacement of wheel assemblies, drive units, and battery modules. Such a system would facilitate rapid reconfiguration between different axle and traction layouts (e.g., 4x4, 6x4), address evolving energy-storage technologies, and streamline maintenance processes. The present invention provides a solution to these issues by enabling a robust yet adaptable foundation for next-generation tractor-trailer platforms.SUMMARY OF THE INVENTION

[0009] The present modular chassis system provides significant benefits for electric vehicles, such as passenger cars, but mostly for tractor-trailer applications across a wide range of configurations, including 4x2, 6x2, 4x4, and 6x4. By employing standardized sockets and interchangeable wheel units, the system allows a single platform to be adapted to different drivetrain requirements, giving fleet operators the flexibility to respond to varying off-road conditions, payload capacities, and emission targets. A central feature of this design is an integrated drive unit that works seamlessly with both mechanical and electric drive systems, as well as advanced suspension assemblies, to deliver efficient power distribution to all wheels. In demanding tractor-trailer contexts, such flexibility translates into improved traction, stability, and ride quality, especially when operating under heavy loads or on uneven terrain.

[0010] Because the drive units are modular, they can be easily exchanged to convert a vehicle from, for example, a 4x2 to a 4x4 or 6x4 setup, making it possible to tailor the chassis to specific usage profiles without major structural overhauls. The system also includes self-adjusting torque mechanisms that optimize power delivery in real time, ensuring that each wheel receives the torque it needs for optimal performance and safety, even in adverse weather or challenging off-road conditions. Furthermore, the integration of advanced suspension features helps mitigate stress on the chassis and reduces wear, allowing for better load distribution and vehicle handling over extended operational lifespans.

[0011] Alongside these mechanical advantages, the system’s modular design facilitates efficient maintenance and lower downtime, since worn or outdated modules can be replaced individually rather than requiring a complete overhaul. This design approach also supports the addition of hybrid or fully electric drive technologies, leading to reduced fuel consumption and fewer emissions in long-haul or heavy-duty operations. An integrated electronic control unit coordinates power management, braking systems, and torque distribution, enhancing overall stability and safety. These features collectively enable the chassis to accommodate a wide range of weight classes, trailer types, and operational requirements without compromising performance.

[0012] The aforementioned features are provided by a modular chassis system for electric tractor-trailer applications, comprising: a chassis comprising a front axle socket, a middle battery socket and a rear axle socket; wherein the front axle socket comprises a front wheel assembly socket for receiving at least one integrated front wheel unit; wherein the rear axle socket comprises at least one rear wheel assembly socket for receiving at least one integratedrear wheel unit; and wherein the middle battery socket comprises a battery socket for receiving an interchangeable battery structural assembly with battery modules.

[0013] In a preferred embodiment, the wheel unit comprises two mirror-image modules. Each module includes a mounting frame configured with fastening points for secure attachment to a vehicle chassis, an electric drive unit to supply torque, a wheel assembly and tire assembly, a suspension system for controlled wheel motion, a drive shaft transmitting power from the electric drive unit to the wheel, a damping system to absorb road impacts. This arrangement provides a standardized architecture for easy integration across light-duty to heavy-duty EV platforms, thereby reducing design complexity and manufacturing costs.

[0014] In a preferred embodiment, the damping system in the above-described wheel unit is implemented either as an air spring or a coil spring. Such flexibility allows vehicle manufacturers to select a damping solution based on specific load, ride comfort, and handling requirements, thereby ensuring optimal performance for diverse commercial and industrial applications.

[0015] In another preferred embodiment, the mounting frame is formed with multiple bolt patterns or mounting hole arrangements, enabling compatibility with various vehicle chassis designs. This configuration provides the advantage of accommodating different chassis geometries without requiring a fundamental redesign of the suspension module, thus streamlining production and reducing inventory complexity. As a mounting frame, a part of one of rigid components can be used, for example a part of the electric drive unit, for example an outer housing of a gearbox.

[0016] In a further preferred embodiment, the wheel unit is equipped with a modular control interface that communicates with the electric drive unit and integrates seamlessly with existing vehicle-level control systems. Therefore, it is possible to achieve consistent control logic and straightforward connectivity across different EV models, leading to simpler diagnostics and faster software updates.

[0017] In yet another preferred embodiment, the wheel unit incorporates integrated sensors for monitoring parameters such as wheel speed, ride height, and damping pressures, transmitting this data to a central vehicle controller. Such real-time data acquisition allows immediate feedback for adaptive control strategies, improving vehicle safety, handling, and overall efficiency.

[0018] In an additional preferred embodiment, braking components are integrated with the wheel assembly. This allows for a compact and cohesive design where drivetrain, suspension, andbraking elements operate in harmony, thereby facilitating maintenance and reducing the footprint of the overall assembly.

[0019] In a further preferred embodiment, the electric drive unit of the wheel unit incorporates a regenerative braking system to capture energy during deceleration. Hence, it becomes possible to enhance vehicle efficiency by recovering otherwise lost energy, contributing to extended driving range and reduced operating costs.

[0020] In another preferred embodiment, a thermal management system is integrated into the electric drive unit, which may include liquid cooling channels or passive heat dissipation fins within or attached to the mounting frame. Such a thermal management configuration provides effective heat regulation under demanding conditions, thereby improving performance and extending component lifespans.

[0021] In yet another preferred embodiment, embedded sensors are provided within the wheel unit to measure parameters such as temperature or coolant flow, enabling real-time transmission of data to a central vehicle controller for thermal management. This enables proactive system monitoring and control adjustments to prevent overheating, thus improving reliability and reducing downtime.

[0022] Various types of the damping systems and suspension systems can be employed, such as a double wishbone suspension described in detail herein, depending on the type of the vehicle and required loads, for example by changing spring types and wishbone types.

[0023] In a preferred embodiment, the battery structural assembly comprises a first attachment interface and a second attachment interface, each including a plate configured to mount onto a vehicle chassis or frame; a plurality of guiding elements arranged between the first and second attachment interfaces that define respective alignment channels for receiving a plurality of battery modules; and a quick-release mechanism configured to releasably secure the first and second attachment interfaces to the propulsion system. This configuration provides a straightforward means of installing or removing the entire battery assembly quickly, minimizing downtime and simplifying maintenance procedures.

[0024] In a preferred embodiment, the guiding elements are guiding rails, wherein each of the battery modules is insertable and removable by sliding along the guiding rails. This allows for a smoother and more reliable alignment of modules, thereby reducing the likelihood of connection errors or misalignment during module swaps.

[0025] In another preferred embodiment, the quick-release mechanism comprises spring-biased latches and corresponding pins that engage upon alignment. Such a mechanism makes itpossible to attach or detach the battery assembly without specialized tools, simplifying field operations and reducing service times.

[0026] In yet another preferred embodiment, the structural assembly further comprises at least one mechanical safety interlock operably connected to a high-voltage isolation circuit, wherein the mechanical safety interlock prevents detachment of the assembly unless the battery modules are de-energized. This feature ensures safe handling and protects operators from high-voltage hazards during battery swaps or maintenance.

[0027] In a further preferred embodiment, at least one of the plates comprises access panels or compartments that provide direct access to high-voltage terminals, low-voltage control connectors, and diagnostic ports of each battery module. Therefore, it is possible for technicians to perform diagnostic checks and connect or disconnect modules rapidly, expediting troubleshooting and repairs.

[0028] In another preferred embodiment, a shock-absorbing interface is disposed between each battery module and the guiding rails, the shock-absorbing interface being configured to reduce vibration and impact loads transmitted to the battery modules. Such a configuration provides enhanced module protection, thereby improving overall battery reliability and lifespan in demanding operating environments.

[0029] The invention, in another aspect, also pertains to a battery electric propulsion system, comprising a chassis having mounting rails and the above-described structural assembly secured to the mounting rails via the quick-release mechanism. This allows the structural assembly to be integrated seamlessly into the vehicle design, enabling quick changes of entire battery packs or modules for enhanced operational flexibility.

[0030] In another preferred aspect of the invention, a method is provided for reconfiguring energy storage in a battery electric propulsion system comprising the structural assembly of any of the preceding paragraphs. The method involves determining a revised capacity requirement, releasing the structural assembly by disengaging the quick-release mechanism, removing or adding at least one battery module, reattaching the plate and securing all modules within the guiding rails, and finally mounting the reconfigured assembly back onto the propulsion system. This allows fleet operators or vehicle owners to rapidly adapt the vehicle’s energy capacity to evolving operational demands, thereby optimizing performance, reducing costs, and minimizing downtime.

[0031] These and other features, aspects and advantages of the invention will become better understood with reference to the following drawings, descriptions and claims.BRIEF DESCRIPTION OF DRAWINGS

[0032] The invention will be described in detail with reference to example embodiments shown in the drawings, wherein:

[0033] Figs. 1 A-1C show a first embodiment of the modular chassis system;

[0034] Fig. 2 shows a second embodiment of the modular chassis system;

[0035] Fig. 3 shows a third embodiment of the modular chassis system;

[0036] Fig. 4 shows a fourth embodiment of the modular chassis system;

[0037] Figs. 5A-5C show an embodiment of a wheel unit in a perspective view, an exploded view from the back and a cross-sectional view from the back, respectively;

[0038] Figs. 6 shows a perspective view of an embodiment of a battery structural assembly. Fig. 7A shows an enlarged view of a quick-release mechanism used to secure the battery structural assembly.

[0039] Fig. 7B shows an exploded view of the quick-release mechanism’s components.

[0040] DETAILED DESCRIPTION

[0041] The following detailed description is of the best currently contemplated modes of carrying out the invention. The description is not to be taken in a limiting sense, but is made merely for the purpose of illustrating the general principles of the invention.

[0042] Figs. 1A-1C show the modular chassis system 10 of a first type. The modular chassis system 10 comprises a front axle socket 12 with a front wheel unit 20 mounted therein, a middle battery socket 13 with a battery structural assembly 30 mounted therein and a rear axle socket 14 with a rear wheel unit 40 mounted therein.

[0043] All embodiments of Figs. 1A-1C have a double-motor front wheel unit 20. The embodiments differ by the battery structural assemblies, wherein the battery structural assembly shown in Fig. 1 A has only 1 / 4 active battery modules, the battery of Fig. IB has 1 / 2 active battery modules and the battery assembly of Fig. 1C has all active battery modules. The embodiment of Fig. 1A has a rear wheel unit 40 which is a free axle, the embodiment of Fig. IB has a rear wheel unit 40 with two electric motors and the embodiment of Fig. 1C has a rear wheel unit 40 with a single electric motor. This embodiment exemplifies that the same modular chassis system 10 can house various types of integrated front wheel units, battery structural assemblies and rear wheel units, depending on desired application of the vehicle.

[0044] Fig. 2 shows a second embodiment of the modular chassis system 10, which differs from the one shown in Figs. 1A-1B in that it has a larger (longer) middle battery socket 13 and adouble rear axle socket 14. The double rear axle socket can house two integrated rear wheel units 40, i.e. two axles - in the present embodiment, two free axles.

[0045] Figs. 3 and 4 show a third and a fourth embodiment of the modular chassis system 10, which differ from the one shown in Fig. 2 by the size of the middle battery socket 13 - the third embodiment has a shorter battery socket 13, while the fourth embodiment has a longer battery socket 13.

[0046] As shown in the embodiments of Figs. 2-4, the battery sockets 13 do not need to be fully occupied by the battery assemblies 30.

[0047] Various types of wheel units 20, 40 can be mounted in the front axle socket 12 and the rear axle socket 14. For sake of clarity, an example wheel unit 200 will be presented in Figs.

[0048] 5A-5C. This embodiment is designed to be adapted for various electric vehicle platforms, ranging from personal cars, via light-duty trucks to heavy-duty trucks, by utilizing standardized components and interfaces. In particular, the assembly may be implemented across diverse battery electric truck (BET) classes, from low-duty (LD) to heavy-duty (HD), by scaling the same architectural principles for different payload capacities.

[0049] The wheel unit 200 comprises a pair of modules - a left module 210L and a right module 21 OR, to be fitted at each side of the vehicle chassis. Each module comprises a mounting frame 211 that can be fabricated from high-strength steel, aluminum alloy, or a composite material, depending on the desired weight and durability requirements. The mounting frame includes multiple bolt patterns or mounting holes 218, enabling direct attachment to different types of electric vehicle chassis. By varying the location of these mounting points, manufacturers can account for differences in chassis size and design without altering the core geometry of the suspension system. In some embodiments, this mounting frame 211 may be positioned relatively low on the chassis to improve the vehicle’s center of gravity, thereby enhancing handling and stability under both loaded and unloaded conditions.

[0050] Integrated with mounting frame 211 is an electric drive unit (EDU) 212, which converts electrical power from the vehicle’s battery into mechanical torque. This EDU may be provided in multiple power or torque variants, yet housed within the same external structure to maintain a uniform attachment interface. This EDU may also integrate a lubrication system and a thermal management system — such as liquid cooling channels or passive heat dissipation fins — to regulate operating temperature during heavy-duty cycles or sustained high-torque demands. Furthermore, a regenerative braking system can be included to recover energy during vehicle deceleration, enhancing overall efficiency.Torque generated by the EDU 212 is transmitted to the wheel assembly 213 via a drive shaft 216. The wheel assembly supports a tire assembly 214 that can be selected according to the application’s load requirements. The interface between the drive shaft 216 and the wheel assembly 213 typically incorporates constant velocity joints, allowing the suspension to move vertically and pivot for steering without imposing undue stress on the drivetrain components. Other types of drive shafts can be used as well. In some embodiments, quick-access mechanisms allow the EDU 212 or major drivetrain parts to be serviced or replaced independently, thus reducing vehicle downtime.

[0051] Preferably, the suspension system 215 is a double wishbone design, which provides a stable, controllable geometry for wheel movement, thus offering adequate handling for various applications. Each wishbone arm is pivotally connected to the mounting frame 211, with the geometry set to manage camber and caster angles for optimized tire contact and reduced wear. In heavier-duty applications, these wishbones may be reinforced to accommodate higher loads while maintaining the same general shape and attachment points. This approach enables a single suspension architecture to be scaled for light-duty, medium-duty, and heavy-duty applications without redesigning the entire assembly.

[0052] Between the mounting frame 211 and the double wishbone arms, a damping system 217 is installed. Although this embodiment illustrates an air spring, the invention also contemplates alternative damper types, such as coil springs or a hybrid coil-and-air arrangement. The choice of damping system can depend on factors such as vehicle load capacity, desired ride comfort, or on-the-fly adjustability. Air springs, for instance, permit rapid modulation of ride height to accommodate heavy payloads or uneven road surfaces, while coil springs might be preferred for simpler, lighter- weight applications. In either case, the damping system 217 may include high-strength or corrosion-resistant materials to ensure long-lasting performance under varying operational conditions.

[0053] The wheel unit may be steered or non-steered.

[0054] For vehicles requiring steering, a steering arrangement couples the modules on opposite sides of the chassis. In a basic design, a mechanical tie rod links the steering knuckles attached to each wheel assembly 213, ensuring synchronized turning angles. In a more advanced approach, the steering arrangement can be implemented as a steer-by-wire system, where the driver’s steering input is relayed electronically to actuators controlling the wheel assemblies independently. The invention’s standardized geometry permits either steering configuration to be adopted without altering fundamental module mounts or suspensions, making it possible to produce both steerable and non-steerable axle configurations (both front and back) within thesame product family. A single wheel actuator and drive by wire functionality can be used to steer each wheel individually.

[0055] In addition to mechanical integration, the modules may include standardized electrical connectors for power and signal lines, facilitating straightforward integration with an electric vehicle’s wiring harness. This includes high-voltage cables for the EDU 212, low-voltage sensor lines for wheel speed or ride height measurements, and communication links to the central vehicle control unit. In certain embodiments, additional sensors can measure the drive unit’s temperature or coolant flow (if liquid-cooled), enabling advanced thermal management strategies and real-time diagnostics. These electrical and data interfaces also allow for integration with advanced driver-assistance systems (ADAS) or other vehicle control modules, supporting features such as active stability control or torque vectoring.

[0056] In some embodiments, especially those intended for heavy-duty use, the mounting frame 211 and wishbones 215 may be constructed with reinforced cross-sections to support higher loads while preserving the same general shape and attachment points. Such scaling ensures that manufacturers can cover a wider range of vehicle classes by maintaining a single set of design principles, thereby reducing production and supply chain complexity. As a result, fleet operators and service technicians benefit from a standardized platform that simplifies training, spare parts management, and maintenance procedures. The modular nature of this universal wheel unit 200 also facilitates future updates to motor technologies or control electronics without necessitating significant changes to the axle or chassis design, thus providing a robust and adaptable solution for electrified vehicle platforms.

[0057] Furthermore, various types of battery structural assemblies 30 can be mounted in the middle battery socket 13. For sake of clarity, an example embodiment of a quick-exchange battery structural assembly 300 will be shown in Figs. 6, 7A and 7B. In this embodiment, the structural assembly 300 supports and houses a plurality of battery modules 330 in a manner that allows for quick installation, removal, or reconfiguration. As described in further detail below, the assembly 300 is designed to provide both mechanical stability and ease of access, ensuring that battery modules 330 can be rapidly serviced, replaced, or upgraded when necessary.

[0058] The structural assembly 300 includes two attachment interfaces 301, 302 arranged at opposite ends. Each attachment interface 301, 302 has a form of a plate 311 oriented substantially perpendicular to the longitudinal axes of the battery modules 330. These plates 311 are configured to mount onto corresponding mounting rails 321 see below secured to the battery socket 13. The plates 311 may also serve as protective barriers for the battery modules330, shielding them from external impact or environmental contaminants. Additionally, each plate 311 can include a matrix of openings 312, giving easy access to high-voltage terminals, low-voltage control connectors, coolant fluid ports, and integrated diagnostic ports of each battery module 330. This arrangement streamlines maintenance tasks and reduces the likelihood of connection errors.

[0059] Each battery module 330 is generally shaped as an elongated box, extending between the two attachment interfaces 301, 302. Battery modules 330 are dimensioned so that they fit precisely into guiding rails 313 (described below) that hold and align the modules in place. Beyond housing the internal battery cells, each battery module 330 includes appropriate connectors at least at one end for both power and data signals. The modules 330 themselves are robust enough to act as structural cross-beams once secured in position, thereby enhancing the overall rigidity of the assembly 300 and reducing the need for additional support members. In some embodiments, the modules 330 may include integrated cooling channels or heat-exchange surfaces to maintain optimal operating temperatures and ensure effective thermal management.

[0060] Between the plates 311 of the attachment interfaces 301, 302, a plurality of guiding rails 313 is arranged to create designated sockets or tracks for the battery modules 330. Alternatively, guiding elements other than the guiding rails can be used, such as stops, grooves, or similar alignment features to ensure correct positioning and prevent misalignment of the battery modules 330 during installation between the plates 311. In one embodiment, each guiding rail 313 is composed of an extruded metal profile with an open channel sized to receive the edges of the battery modules 330. The guiding rails 313 ensure proper alignment of each module 330 when slid into place and help distribute mechanical loads evenly across the structural assembly 300. Additionally, the guiding rails 313 and the modules 330 together form multiple crossbeams, increasing torsional and bending stiffness of the entire arrangement. Depending on the intended application, the guiding rails 313 may incorporate vibration-damping inserts or shockabsorbing coatings to reduce mechanical stress on the battery modules 330.

[0061] Along the top and bottom edges of each plate 311, a quick-release mechanism is provided for rapid attachment or detachment of the structural assembly 300 from the vehicle’s chassis or frame. As shown in the enlarged views of FIGS. 7A and 7B, each quick-release mechanism includes a mounting rail 321 secured to the vehicle chassis using bolts or other known fasteners. The mounting rail 321 contains a series of openings 322 sized to accommodate socket assemblies 323. Each socket assembly 323 houses a pivotable, spring-biased latch 324. Corresponding pins 314 are mounted on the plate 311 in positions matching the openings 322 along the mounting rail 321. In some embodiments, these latches 324 can be actuated byupgradeable automated actuators or sensors for hands-free operation, further reducing manual intervention.

[0062] Mechanical safety interlocks are integrated into the quick-release mechanism to prevent battery removal unless the circuit is de-energized. For example, a high-voltage isolation circuit may sense when the system is powered, inhibiting the release bar or automated actuator from disengaging the latches 324. Only when the control unit and the battery management systems (BMS) confirm that the modules are safe to handle will the mechanical interlock permit physical removal of the assembly 300. This ensures that operators are not exposed to live high-voltage terminals during module swaps.

[0063] In operation, an operator aligns the pins 314 on the plate 311 with the openings 322 in the mounting rail 321 and simply presses the plate 311 against the mounting rail 321 until each pin 314 is locked by the spring-biased latch 324. This press-and-lock design enables a secure, toolless attachment of the structural assembly 300. To remove the assembly 300, the operator or an automated mechanism biases the latches 324 out of engagement, for example by pulling on a dedicated release bar or triggering an electronic actuator connected to the socket assemblies 323, thereby freeing the pins 314. Once all pins 314 are disengaged (and only if the system is de-energized), the entire structural assembly 300 can be withdrawn for servicing, upgrade, or replacement.

[0064] The described quick-release mechanism and modular construction facilitate multiple variants of the structural assembly 300 to suit different power or energy requirements. In one variant (size S), only a fraction of the available volume between the plates 311 is occupied by battery modules 330, leaving space or blank inserts elsewhere to minimize weight and cost. In another variant (size M), additional battery modules 330 fill more of the available volume. In the largest variant (size XL), substantially the entire space is occupied by battery modules 330 to maximize energy capacity. Because of this docking interface versatility, the system can accommodate evolving battery technologies; for instance, new modules with higher energy densities can directly slot into existing rails without requiring major structural modifications.

[0065] Further enhancing the system’s adaptability, incremental upgrades can be performed by adding or removing modules independently. Fleet operators may start with a minimal number of modules (e.g., four modules for short routes) and later expand to a higher capacity (e.g., six or eight modules) as operational needs grow. Multiple battery modules can also be replaced simultaneously or on a rolling schedule, facilitating ongoing upgrades without significant vehicle downtime.As part of a holistic safety strategy, thermal management systems are integrated into both the battery modules and the structural assembly 300. These may include liquid-cooling channels, phase-change materials, or air-cooling passages. By proactively managing heat, the system reduces the risk of thermal runaway events and allows for higher discharge rates in demanding applications. Additionally, shock absorbers, gaskets, or thermal insulation layers can be fitted at the mating surfaces to reduce vibration and shield the modules from temperature extremes.

[0066] While the invention has been described with respect to a limited number of embodiments, it will be appreciated that many variations, modifications and other applications of the invention may be made. Therefore, the claimed invention as recited in the claims that follow is not limited to the embodiments described herein.

Claims

CLAIMS1. A modular chassis system for electric tractor-trailer applications, comprising:a chassis comprising a front axle socket, a middle battery socket, and a rear axle socket; wherein the front axle socket comprises a front wheel assembly socket for receiving at least one integrated front wheel unit;wherein the rear axle socket comprises at least one rear wheel assembly socket for receiving at least one integrated rear wheel unit; andwherein the middle battery socket comprises a battery socket for receiving an interchangeable battery structural assembly with battery modules.

2. The modular chassis system of claim 1, wherein at least one of the integrated front wheel unit and the integrated rear wheel unit comprises:a pair of modules, each module comprising:a mounting frame,an electric drive unit fixed to the mounting frame,a wheel assembly,a tire assembly mounted on the wheel assembly,a suspension system connecting the wheel assembly with the mounting frame, a drive shaft connecting the wheel assembly with the electric drive unit, and a damping system connected between the mounting frame and the suspension system;wherein the mounting frame is provided with one or more mounting holes for attaching each module to the front axle socket or the rear axle socket, respectively.

3. The modular chassis system of claim 2, wherein the damping system is an air spring or a coil spring.

4. The modular chassis system of any of claims 2 to 3, wherein the mounting frame comprises a plurality of bolt patterns or mounting hole arrangements to accommodate a plurality of vehicle chassis designs.

5. The modular chassis system of any of claims 2 to 4, further comprising a modular control interface in communication with the electric drive unit, configured to integrate with existing vehicle-level control systems.

6. The modular chassis system of any of claims 2 to 5, further comprising integrated sensors for monitoring wheel speed, ride height, and damping pressures, wherein data from the sensors is communicated to a central vehicle controller.

7. The modular chassis system of any of claims 2 to 6, further comprising braking components integrated with the wheel assembly.

8. The modular chassis system of any of claims 2 to 7, wherein the electric drive unit includes a regenerative braking system for energy recovery during vehicle deceleration.

9. The modular chassis system of any of claims 2 to 8, further comprising a thermal management system integrated into the electric drive unit, the thermal management system including at least one of liquid cooling channels and passive heat dissipation fins formed in the mounting frame.

10. The modular chassis system of any of claims 2 to 9, further comprising embedded sensors, wherein sensor data is transmitted to a central vehicle controller for real-time thermal management.

11. The modular chassis system of any of claims 2 to 10, further comprising a steering arrangement.

12. The modular chassis system of claim 11, wherein the steering arrangement connects the suspension systems of both modules.

13. The modular chassis system of claim 11, wherein the steering arrangement steers each module individually.

14. The modular chassis system of any of claims 1 to 13, wherein the battery structural assembly comprises:15a first attachment interface and a second attachment interface, each including a plate configured to mount onto a chassis or frame;a plurality of guiding elements arranged between the first attachment interface and the second attachment interface, the guiding elements defining respective alignment channels for receiving a plurality of battery modules; anda quick-release mechanism configured to releasably secure the first and second attachment interfaces to the propulsion system.

15. The modular chassis system of claim 14, wherein the guiding elements are guiding rails, and each battery module is insertable and removable by sliding along the guiding rails.

16. The modular chassis system of any of claims 14 to 15, wherein the quick-release mechanism comprises spring-biased latches and corresponding pins that engage upon alignment.

17. The modular chassis system of any of claims 14 to 16, further comprising at least one mechanical safety interlock operably connected to a high-voltage isolation circuit, wherein the mechanical safety interlock prevents detachment of the battery structural assembly unless the battery modules are de-energized.

18. The modular chassis system of any of claims 14 to 17, wherein at least one of the plates comprises access panels or compartments that provide direct access to high-voltage terminals, low-voltage control connectors, and diagnostic ports of each battery module.

19. The modular chassis system of any of claims 14 to 18, further comprising a shock-absorbing interface disposed between each battery module and the guiding elements, the shock-absorbing interface being configured to reduce vibration and impact loads transmitted to the battery modules.

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