Independent suspension system with dual parallel trailing arms and a high-mounted upper control arm

Abstract

A vehicle with one or more wheels includes an independent suspension system for at least one wheel. The suspension system includes a suspension subassembly with an upright, a pair of trailing arms, a pair of lower control arms, and an upper control arm partially disposed above the wheel. The upright may support an electric hub motor for the wheel. The pair of trailing arms impose kinematic constraints that cause the suspension system to kinematically behave in a similar manner as a solid axle suspension system. The suspension system may include a pair of suspension subassemblies for two wheels (e.g., the rear wheels of the vehicle). The arrangement of the trailing arms, the lower control arms, and the upper control arm in each suspension subassembly allows for a relatively larger-sized cabin and, simultaneously, a lower ride height by allowing the cabin to include space between the two wheels.

Description

Attorney Docket No. INGO-044WO01INDEPENDENT SUSPENSION SYSTEM WITH DUAL PARALLEL TRAILING ARMS AND A HIGH-MOUNTED UPPER CONTROL ARMCROSS-REFERENCE TO RELATED APPLICATION(S) (0001] This application claims the priority benefit, under 35 U.S.C. 119(e), of U.S. Application No. 63 / 770,336, filed March 11, 2025 and entitled, “INDEPENDENT SUSPENSION SYSTEM WITH DUAL PARALLEL TRAILING ARMS AND A HIGH-MOUNTED UPPER CONTROL ARM,” which is incorporated herein by reference in its entirety.BACKGROUND(0002] A wheeled vehicle typically includes a suspension system that connects the body of the vehicle, which contains passengers and / or cargo, to the wheels of the vehicle. The suspension system allows relative movement between the body and the wheels, in part, to improve ride quality by reducing the transfer of undesirable motion of the wheels caused by irregularities in the road (e.g., bumps, potholes) to the body. Additionally, the suspension system improves traction by maintaining regular contact between the wheels and the road. Conventional suspension systems generally include various components, such as linkages, springs, shock absorbers, wheels, and / or the like, arranged in various ways to provide certain kinematic characteristics.(0003] One example of a conventional suspension system is a live axle suspension system (also referred to herein as a solid axle suspension system). FIG. 1 A shows a vehicle 10a with a live axle suspension system 20a and a pair of wheels 28 (e.g., the rear wheels of a vehicle) coupled to the suspension system 20a. As shown, the wheels 28 are directly coupled together via a beam 24. As a result, the wheels 28 are kinematically coupled together such that a change in camber of one wheel 28 causes a change in camber of the other wheel 28. The beam 24 further supports elements to transfer mechanical power from the engine to the wheels, such as a differential 12 and axles to each wheel 28. The beam 24 is connected to the body 11 via springs 22 and dampers 23 and its movement relative to the body 11 is typically constrained by various linkages 21. When a torque is applied to rotate the wheel 28, a corresponding reactive torque is thus transmitted to the beam 24 via the differential 12 and thereafter to the body 11 via the springs 22, dampers 23, and / or linkages 21 coupled to the beam 24. Conventional live axle suspension systems are typically simple, easy to maintain, and inexpensive, but often increase unsprung weight, which can have adverse effects on ride quality and traction.(0004] Another example of a conventional suspension system is an independent suspension system. FIG. IB shows a vehicle 10b with an independent suspension system 20b and a pair ofAttorney Docket No. INGO-044WO01wheels 28 coupled to the suspension system 20b. As shown, each wheel 28 is connected directly to the body 11, e.g., a subframe of the body 11, via respective springs 22, dampers 23, linkages 21, and / or the like. Thus, each wheel 28 in the independent suspension system 20b can move independently. To facilitate independent motion of each wheel 28, some elements that transfer mechanical power from the engine to the wheels 28 are mounted directly to the body 11, such as the differential 12. When a torque is applied to rotate a wheel 28, a corresponding reactive torque is thus transmitted directly to the body 11 without passing through the springs 22, dampers 23, linkages 21, or other components of the independent suspension system 20b connecting the wheel 28 to the body 11. Compared to a live axle suspension system, an independent suspension system can provide better ride quality and / or traction, in part, because each wheel can more readily accommodate irregularities for the portion of the road in contact with the wheels without causing any unnecessary changes in camber of any other wheels. However, conventional independent suspension systems are typically more complex, difficult to maintain, and expensive compared to live axle suspension systems.

[0005] The foregoing suspension systems are often used in both electric vehicles and vehicles with an internal combustion engine. This is because conventional electrical vehicles often include electric motor(s) mounted directly to the body of the vehicle. The electric motor(s) transmit mechanical power to the wheels using a drivetrain that typically includes components also found in vehicles with internal combustion engines, such as a driveshaft, or a differential. Thus, the suspension systems of conventional electric vehicles are often similar in design to the suspension systems used in vehicles with an internal combustion engine.SUMMARY

[0006] The development of high efficiency, compact electric motors in recent years has led to several advances in the design of electric vehicles. In particular, some car manufacturers have begun incorporating a hub motor (also referred to as an “in-wheel motor”) into electric vehicles where an electric motor is directly integrated into a wheel. During operation, the hub motor generates and applies a torque to rotate the wheel and moves together with the wheel relative to the body of the vehicle as the suspension system is actuated.

[0007] Compared to conventional electric vehicles where the electric motors are mounted to the body, the incorporation of one or multiple hub motors into an electric vehicle eliminates several components found in conventional drivetrains, such as a transmission, a driveshaft, and a differential. Additionally, the hub motor is typically a compact assembly partially disposedAttorney Docket No. INGO-044WO01within the rim of the wheel. Thus, electric vehicles with hub motors can provide car manufacturers and designers more freedom to place various components and subsystems around the vehicle. In one example, this freedom can be used to increase the size of the cabin to accommodate more passengers and / or cargo without increasing the overall size of the vehicle or the ride height of the vehicle.

[0008] However, car manufacturers have yet to produce electric vehicles with hub motors that have larger cabins at relatively low ride heights. This is due, in part, to space constraints on the cabin imposed by conventional suspension systems, particularly rear suspension systems, which are typically located between the passenger compartment and the rear trunk of a vehicle. In conventional vehicles, the cabin is either disposed entirely above the topmost portion of a rear suspension system or the floor is contoured in shape such that the portion of the cabin near the rear wheels is disposed entirely above the topmost portion of a rear suspension system (e.g., above the upper control arms of a rear suspension system). In both cases, the size of the cabin and / or the ride height are adversely affected by the rear suspension system.

[0009] Additionally, a hub motor is similar to a differential in the sense that the hub motor and the differential both deliver mechanical power to a wheel. Since the hub motor is mounted to the wheel, the hub motor directly receives a corresponding reactive torque and the reactive torque is transmitted to the body via the various components of the suspension system connecting the hub motor and the wheel to the body (e.g., springs, dampers, linkages, and / or the like). Accordingly, a solid axle suspension system is sometimes used in electric vehicles with hub motors for at least the rear wheels given the similar manner in which the reactive torque is transmitted from the wheel to the body. The beam in the solid axle suspension system is typically disposed between the wheels and thus further limits the space available for the cabin near and between the wheels.

[0010] The present disclosure is thus directed to various inventive embodiments of an independent suspension system (also referred to herein as a “suspension system”) for an electric vehicle with hub motors that kinematically behaves similar to a solid axle suspension system while providing space for the cabin between the wheels supported by the suspension system. The suspension system may include suspension subassemblies for each wheel. Each suspension subassembly may be coupled to the body of the vehicle and be capable of moving independently from other suspension subassemblies. Each suspension subassembly may include a pair of lower control arms disposed below the body, a pair of trailing arms to receive a reactive torque corresponding to the torque applied by the hub motor to the wheel, and an upper control arm extending away from the body such that at least one surface of an uprightAttorney Docket No. INGO-044WO01or, in some instances, the hub motor is closer to a center plane of the vehicle than the upper control arm.

[0011] In one example embodiment, a vehicle includes: a body defining a cabin; a first wheel; a first electric hub motor directly coupled to the first wheel and configured to apply a first torque to rotate the first wheel; a second wheel; a second electric hub motor directly coupled to the second wheel and configured to apply a second torque to rotate the second wheel; and an independent suspension system to couple the first electric hub motor and the second electric hub motor to the body, the independent suspension system defining a horizontal plane intersecting a topmost portion of the independent suspension system, wherein the cabin includes a portion located between the first wheel and the second wheel and below the horizontal plane.

[0012] The independent suspension system may include an upper control arm that includes the topmost portion of the independent suspension system. The independent suspension system may include a first suspension subassembly to couple the first electric hub motor to the body where the first suspension subassembly includes a first upper control arm having a first end coupled to the first electric hub motor and a second end coupled to the body, the first upper control arm being positioned such that a portion of the first upper control arm is disposed directly above the first wheel. The first suspension subassembly may include a first upright to support the first electric hub motor and the first wheel and a mounting arm coupled to the first upper control arm via a pivot joint and securely coupled to the first upright such that the pivot joint is disposed directly above the first wheel. The mounting arm may have a curved shape. The first suspension subassembly may include a first upright to support the first electric hub motor and the first wheel, wherein the first upper control arm is positioned such that at least one surface of the first upright is closer to a center plane of the vehicle than any portion of the first upper control arm. The first upper control arm may be positioned such that at least one surface of the first electric hub motor is closer to the center plane of the vehicle than any portion of the first upper control arm. The independent suspension system may include a first suspension subassembly to couple the first electric hub motor to the body, the first suspension subassembly including a first upper control arm having a first end coupled to the first electric hub motor and a second end coupled to the body, the first upper control arm including the topmost portion of the independent suspension system.

[0013] When the first electric hub motor applies the first torque to rotate the first wheel, the first torque may cause a first reactive torque to be applied to the first electric hub motor; and the independent suspension system may include a first suspension subassembly to couple theAttorney Docket No. INGO-044WO01first electric hub motor to the body, the first suspension subassembly including a pair of trailing arms configured to receive the first reactive torque from the first electric hub motor. The independent suspension system may include a first suspension subassembly to couple the first electric hub motor to the body, the first suspension subassembly including a first upright to support the first electric hub motor and the first wheel; a first trailing arm coupled to the first upright via a first pivot j oint and directly coupled to the body; and a second trailing arm coupled to the first upright via a second pivot joint and directly coupled to the body. The first trailing arm and the second trailing arm may be aligned parallel. The first trailing arm and the second trailing arm may not be aligned parallel. The first trailing arm may have a first longitudinal axis at a first angle with respect to a horizontal axis; the second trailing arm may have a second longitudinal axis at a second angle with respect to the horizontal axis; and the first angle and the second angle may each range from about -30 degrees to about 30 degrees.

[0014] The first suspension subassembly may include at least one lower control arm coupled to the first electric hub motor and a bottom portion of the body such that a portion of the at least one lower control is disposed directly underneath the portion of the cabin located between the first wheel and the second wheel. The at least one lower control arm may include a first lower control arm and a second lower control arm. At least one of the first lower control arm or the second lower control arm may include an adjustable toe link. The first suspension subassembly may include a spring-damper coupled to the first electric hub motor and the body. The spring-damper may be a MacPherson strut. The independent suspension system may include a second suspension subassembly to couple the second electric hub motor to the body, the second suspension subassembly being a mirror image of the first suspension subassembly.

[0015] The portion of the cabin located between the first wheel and the second wheel may have a width greater than or equal to a width of a standard-sized pallet. The portion of the cabin located between the first wheel and the second wheel may have a width ranging from about 40 inches to about 78 inches. The width may range from about 40 inches to about 48 inches. The portion of the cabin located between the first wheel and the second wheel may have a height ranging from about 8 inches to about 64 inches. The height may range from about 12 inches to about 36 inches. The portion of the cabin located between the first wheel and the second wheel may have a length ranging from about 10 inches to about 200 inches. The length may range from about 10 inches to about 100 inches. The vehicle may have a ride height corresponding to a distance from a bottom portion of the body to a ground supporting the first wheel and the second wheel, the ride height ranging from about 5 inches to about 10 inches. The first electric hub motor may include a spindle, a rotor coupled to the spindle, a first stator rotatably coupledAttorney Docket No. INGO-044WO01to the spindle; a second stator rotatably coupled to the spindle, and a linkage mechanism to kinematically couple the first stator to the second stator.

[0016] In another example embodiment, a vehicle, includes: a body defining a cabin; a wheel; an electric hub motor directly coupled to the wheel and configured to apply a torque to rotate the wheel, the torque causing a reactive torque to be applied to the electric hub motor; and an independent suspension system to couple the electric hub motor to the body. The independent suspension system includes: an upright to support the electric hub motor and the wheel; an upper control arm coupled to the upright and the body, the upper control arm being arranged such that a portion of the upper control arm is disposed directly above the wheel; a first trailing arm coupled to the upright and the body; and a second trailing arm coupled to the upright and the body, wherein the first trailing arm and the second trailing arm are configured to receive the reactive torque from the electric hub motor.

[0017] The wheel may be a rear wheel of the vehicle. The upper control arm may be coupled to the upright via a pivot joint, the pivot joint being disposed directly above the wheel. The independent suspension system may include a mounting arm securely coupled to the upright and coupled to the upper control arm via the pivot joint, the mounting arm having a curved shape. The upper control arm may be positioned such that at least one surface of the upright is closer to a center plane of the vehicle than any portion of the upper control arm. The upper control arm may be positioned such that at least one surface of the electric hub motor is closer to the center plane of the vehicle than any portion of the upper control arm. The first trailing arm and the second trailing arm may be aligned parallel. The first trailing arm and the second trailing arm may not be aligned parallel. The first trailing arm may have a first longitudinal axis at a first angle with respect to a horizontal axis, the second trailing arm may have a second longitudinal axis at a second angle with respect to the horizontal axis, and the first angle and the second angle may each range from about -30 degrees to about 30 degrees. The independent suspension system may include a first lower control arm coupled to the upright and the body such that a portion of the first lower control arm is disposed directly underneath the cabin, and a second lower control arm coupled to the upright and the body such that a portion of the second lower control arm is disposed directly underneath the cabin. At least one of the first lower control arm or the second lower control arm may include an adjustable toe link. The independent suspension system may include a spring-damper coupled to the upright and the body. The spring-damper may be a MacPherson strut. The wheel may be a first wheel, the electric hub motor may be a first electric hub motor, the upright, the upper control arm, the first trailing arm, and the second trailing arm together may form a first suspension subassembly,Attorney Docket No. INGO-044WO01the vehicle may further include a second wheel and a second electric hub motor directly coupled to the second wheel and configured to apply a torque to rotate the second wheel, the independent suspension system may further include a second suspension subassembly to couple the second electric hub motor to the body where the second suspension subassembly being a mirror image of the first suspension subassembly, and the cabin may include a portion located between the first suspension subassembly and the second suspension subassembly. (0018] The portion of the cabin located between the first suspension subassembly and the second suspension subassembly may have a width greater than or equal to a width of a standardsized pallet. The portion of the cabin located between the first suspension subassembly and the second suspension subassembly may have a width ranging from about 40 inches to about 78 inches. The portion of the cabin located between the first suspension subassembly and the second suspension subassembly may have a height ranging from about 8 inches to about 64 inches. The portion of the cabin located between the first suspension subassembly and the second suspension subassembly may have a length ranging from about 10 inches to about 200 inches. The vehicle may have a ride height corresponding to a distance from a bottom portion of the body to a ground supporting the first wheel and the second wheel, the ride height ranging from about 5 inches to about 10 inches.(0019] The electric hub motor may include a spindle, a rotor coupled to the spindle, a first stator rotatably coupled to the spindle, a second stator rotatably coupled to the spindle, and a linkage mechanism to kinematically couple the first stator to the second stator.(0020] In yet another example embodiment, a vehicle includes: a body defining a cabin; a wheel; an electric hub motor directly coupled to the wheel and configured to apply a torque to rotate the wheel; and an independent suspension system to couple the electric hub motor to the body. The independent suspension system includes: an upper control arm coupled to the electric hub motor and the body, the upper control arm being arranged such that a portion of the upper control arm is disposed directly above the wheel; a first trailing arm directly coupled to the electric hub motor and the body; a second trailing arm coupled to the electric hub motor and the body, the second trailing arm being arranged parallel with respect to the first trailing arm; a first lower control arm coupled to the electric hub motor and the body such that a portion of the first lower control arm is disposed directly underneath the cabin; and a second lower control arm coupled to the electric hub motor and the body such that a portion of the second lower control arm is disposed directly underneath the cabin.(0021] The wheel may be a rear wheel of the vehicle. The upper control arm may be positioned such that at least one surface of the electric hub motor is closer to a center plane of the vehicleAttorney Docket No. INGO-044WO01than any portion of the upper control arm. At least one of the first lower control arm or the second lower control arm may include an adjustable toe link. The independent suspension system may further include a spring-damper coupled to the electric hub motor and the body. The electric hub motor may include a spindle, a rotor coupled to the spindle, a first stator rotatably coupled to the spindle, a second stator rotatably coupled to the spindle, and a linkage mechanism to kinematically couple the first stator to the second stator.(0022] It should be appreciated that all combinations of the foregoing concepts and additional concepts discussed in greater detail below (provided such concepts are not mutually inconsistent) are contemplated as being part of the inventive subject matter disclosed herein. In particular, all combinations of claimed subject matter appearing at the end of this disclosure are contemplated as being part of the inventive subject matter disclosed herein. It should also be appreciated that terminology explicitly employed herein that also may appear in any disclosure incorporated by reference should be accorded a meaning most consistent with the particular concepts disclosed herein.BRIEF DESCRIPTION OF THE DRAWINGS(0023] The skilled artisan will understand that the drawings primarily are for illustrative purposes and are not intended to limit the scope of the inventive subject matter described herein. The drawings are not necessarily to scale; in some instances, various aspects of the inventive subject matter disclosed herein may be shown exaggerated or enlarged in the drawings to facilitate an understanding of different features. In the drawings, like reference characters generally refer to like features (e.g., functionally similar and / or structurally similar elements).(0024] FIG. 1 A shows a vehicle with a conventional live axle suspension system.(0025] FIG. IB shows a vehicle with a conventional independent suspension system.(0026] FIG. 2A shows a top view of a vehicle with hub motors and an example independent suspension system.(0027] FIG. 2B shows a rear cutaway view of the vehicle of FIG. 2 A that includes a portion of the cabin and the independent suspension system.(0028] FIG. 2C shows a rear view of a suspension subassembly in the independent suspension system of FIG. 2B and a wheel coupled to the suspension subassembly.(0029] FIG. 3A shows a top, rear, right-side perspective view of the suspension subassembly of FIG. 2C.Attorney Docket No. INGO-044WO01

[0030] FIG. 3B shows a top, rear, left-side perspective view of the suspension subassembly of FIG. 3 A.

[0031] FIG. 3C shows a bottom, front, left-side perspective view of the suspension subassembly of FIG. 3 A.

[0032] FIG. 3D shows a rear view of the suspension subassembly of FIG. 3 A.

[0033] FIG. 3E shows a front view of the suspension subassembly of FIG. 3 A.

[0034] FIG. 3F shows a right-side view of the suspension subassembly of FIG. 3 A.

[0035] FIG. 3G shows a left-side view of the suspension subassembly of FIG. 3 A.

[0036] FIG. 3H shows a top view of the suspension subassembly of FIG. 3 A.

[0037] FIG. 31 shows a bottom view of the suspension subassembly of FIG. 3 A.

[0038] FIG. 4 A shows a front view of the independent suspension system of FIG. 2 A in a first configuration where the wheels are located at their highest allowable vertical position.

[0039] FIG. 4B shows a front view of the independent suspension system of FIG. 2A in a second configuration where the wheels are located at an intermediate vertical position.

[0040] FIG. 4C shows a front view of the independent suspension system of FIG. 2 A in a third configuration where the wheels are located at their lowest allowable vertical position.

[0041] FIG. 4D shows a right-side view of one suspension subassembly in the independent suspension system of FIG. 4A.

[0042] FIG. 4E shows a right-side view of one suspension subassembly in the independent suspension system of FIG. 4B.

[0043] FIG. 4F shows a right-side view of one suspension subassembly in the independent suspension system of FIG. 4C.

[0044] FIG. 5 A shows a right-side view of an example hub motor.

[0045] FIG. 5B shows a left-side view of the hub motor of FIG. 5 A.DETAILED DESCRIPTION

[0046] Following below are more detailed descriptions of various concepts related to, and embodiments of, an independent suspension system for an electric vehicle, e.g., with hub motors. It should be appreciated that various concepts introduced above and discussed in greater detail below may be implemented in multiple ways. Examples of specific implementations and applications are provided primarily for illustrative purposes so as to enable those skilled in the art to practice the implementations and alternatives apparent to those skilled in the art.Attorney Docket No. INGO-044WO01

[0047] The figures and example implementations described below are not meant to limit the scope of the present implementations to a single embodiment. Other implementations are possible by way of interchange of some or all of the described or illustrated elements. Moreover, where certain elements of the disclosed example implementations may be partially or fully implemented using known components, in some instances only those portions of such known components that are necessary for an understanding of the present implementations are described, and detailed descriptions of other portions of such known components are omitted so as not to obscure the present implementations.|0048| In the discussion below, various examples of inventive suspension systems are provided, wherein a given example or set of examples showcases a hub motor, an upright, a body of a vehicle defining a cabin, a suspension subassembly, an upper control arm, a lower control arm, a trailing arm, and a spring-damper. It should be appreciated that one or more features discussed in connection with a given example of a suspension system may be employed in other respective examples of suspension systems according to the present disclosure, such that the various features disclosed herein may be readily combined in a given suspension system according to the present disclosure (provided that respective features are not mutually inconsistent).|0049| Certain parameters and dimensions of the suspension system are described herein using the terms “approximately,” “about,” “substantially,” and / or “similar.” As used herein, the terms “approximately,” “about,” “substantially,” and / or “similar” indicates that each of the described dimensions or features is not a strict boundary or parameter and does not exclude functionally similar variations therefrom. Unless context or the description indicates otherwise, the use of the terms “approximately,” “about,” “substantially,” and / or “similar” in connection with a numerical parameter indicates that the numerical parameter includes variations that, using mathematical and industrial principles accepted in the art (e.g., rounding, measurement or other systematic errors, manufacturing tolerances, etc.), would not vary the least significant digit.1. A Vehicle with an Example Independent Suspension System

[0050] FIGS. 2A-2C show an electric vehicle 100 (also referred to herein as a vehicle 100) with hub motors 280 and an example independent suspension system 200 (also referred to herein as a suspension system 200). As shown in FIG. 2A, the vehicle 100 includes a body 110 that defines a cabin 112, which is an interior space of the vehicle 100 that may contain, for example, a driver, one or more passenger(s), and / or cargo. The geometry and the size of the cabin 112 may thus depend on the various components forming the body 110, such as a roof,Attorney Docket No. INGO-044WO01windows, doors, pillars, and a platform forming the floor. FIG. 2A further shows the vehicle 100 may include a pair of rear wheels 282a and a pair of front wheels 282b. The wheels 282a and 282b may each include a rim and a tire mounted on the rim. Generally, one or more wheels of the vehicle 100 (e.g., the wheels 282a and / or 282b) may support a hub motor. In this example, each of the rear wheels 282a supports a hub motor 280. In some embodiments, the front wheels 282b may not be driven, e.g., by a hub motor. Thus, the hub motors 280 provide rear-wheel drive. In some embodiments, each of the front wheels 282b may support a hub motor (e.g., the hub motor 280) in combination with the hub motors 280 in the rear wheels 282a to provide all-wheel drive. In other example vehicles, only the front wheels 282b may support respective hub motors to provide front-wheel drive, such as in a forklift. It should also be appreciated that the vehicle 100 is a non-limiting example and that the suspension system 200 and, in particular, the suspension subassemblies 201 and 202 may be readily implemented in other types of vehicles, such as vehicles with one wheel, two wheels, or three wheels, or vehicles with five or more wheels.

[0051] In this example, the suspension system 200 is implemented as a rear suspension system and includes suspension subassemblies 201 and 202 supporting respective rear wheels 282a (not shown in FIG. 2B). As shown, the suspension subassemblies 201 and 202 may not be directly coupled together, e.g., via a beam as in a live axle suspension system. Instead, the suspension subassemblies 201 and 202 may each be separately coupled to a portion of the body 110 (e.g., a subframe, a unibody). In this manner, the suspension subassemblies 201 and 202 may allow respective rear wheels 282a to move independently with respect to each other. The suspension subassemblies 201 and 202 may generally include the same components. For example, FIG. 2B shows the suspension subassemblies 201 and 202 may be assembled in such a way that the suspension subassembly 202 is a mirror image of the suspension subassembly 201 about the center plane 190 of the vehicle 100. The suspension subassemblies 201 and 202 may further be offset from the center plane 190 by the same or similar distance.[00521 In FIG. 2A, the front wheels 282b are steerable and may be supported by a conventional independent suspension system, such as a suspension system that includes a double wishbone or a MacPherson strut. More generally, the suspension systems disclosed herein may support any wheels of a vehicle. Although the suspension systems disclosed herein are shown supporting a wheel with a hub motor, it is also possible for the suspension systems disclosed herein to support a wheel without a hub motor. Additionally, the suspension system 200 is shown supporting two rear wheels 282b via respective suspension subassemblies 201 and 202. More generally, the suspension systems disclosed herein may encompass one suspensionAttorney Docket No. INGO-044WO01subassembly or multiple suspension subassemblies (i.e., two or more suspension subassemblies) supporting one or multiple corresponding wheels.

[0053] For instance, in another non-limiting example, a vehicle may include one or more wheels where a first wheel of the one or more wheels is coupled to a body via a suspension subassembly as disclosed herein (e.g., the suspension subassemblies 201 or 202). The first wheel may include a hub motor. The first wheel may not include a hub motor, i.e., the wheel is passive in terms of providing propulsion to facilitate movement of the vehicle. Each wheel of the vehicle may be coupled to the body via a corresponding suspension subassembly (e.g., the suspension subassemblies 201 or 202). Each wheel of the vehicle may further include a hub motor. Some wheels (e.g., a second wheel, a third wheel, a fourth wheel, a fifth wheel, and so on) may be coupled to the body via a suspension system different from the suspension subassembly for the first wheel. The suspension system for these wheels may include an independent suspension system (e.g., the suspension system includes a double wishbone or a MacPherson strut), or a live axle suspension system.

[0054] The suspension system 200 may be designed, in part, to facilitate a relatively larger-sized cabin 112 while maintaining a relatively low ride height. This may be accomplished by the suspension system 200 allowing the cabin 112 to extend between the rear wheels 282a. For example, FIG. 2B shows the cabin 112 may include a portion 113 disposed between the suspension subassemblies 201 and 202. The portion 113 of the cabin 112 may be defined, in part, by the surfaces 114a, 114b, and 114c of the body 110. The surface 114a may form part of the floor of the cabin 112. In some embodiments, the floor of the cabin 112 may be a flat, horizontal plane that includes the surface 114a of the portion 113. The surfaces 114b and 114c may form the sides of the portion 113 of the cabin 112. As shown, the portion 113 may have a height, H, a width, W, and a length, L. The vehicle 100 may further have a ride height, Hr. Following below are several example ranges and values for each of the foregoing dimensions ( / / , W, L, and Hr). It should be appreciated that any combination of dimensional ranges and values for these dimensions (H, W, L, and Hr) are contemplated herein.

[0055] As shown, the portion 113 of the cabin 112 may be disposed below a horizontal plane 290 that intersects the topmost portion of the suspension system 200 (e.g., the topmost portion of the upper control arm 222 in this example). In contrast, conventional vehicles typically do not have a cabin that extends below a corresponding horizontal plane intersecting the topmost portion of a rear suspension system. The extent that portion 113 extends below the plane 290 may be limited by the location of lower control arms in the suspension subassemblies 201 and 202 (e.g., the lower control arms 240 and 242). In FIG. 2B, the lower control arms 240 and 242Attorney Docket No. INGO-044WO01may define a horizontal plane 294 that corresponds to the lowest location for the floor of the cabin 112 with the floor (i.e., the surface 114a) disposed directly above the lower control arms 240 and 242. Thus, the lower control arms 240 and 242 may impose a lower bound on the ride height of the vehicle 100.}0056| Herein, the ride height is defined as the distance between the lowest sprung portion of the vehicle 100, such as the lowest bottom surface of the body 110, and a horizontally flat surface supporting the vehicle 100, such as the ground. The ride height may be measured when, for example, the vehicle 100 is stationary, the vehicle 100 has no occupants and / or cargo, each tire is filled according to its manufacturer-recommended air pressure, each tire is cold (e.g., the tire has remained stationary for several hours), and / or the vehicle 100 is in an environment where the ambient temperature and / or ambient pressure is regulated. As an example, FIG. 2C shows the ride height, Hr, may be defined as the distance between the ground supporting the wheel 282a and the lowest point where the suspension subassembly 201 connects to the body 110 (e.g., the pivot joint 241 of the lower control arm 240). In one non-limiting example, the ride height of the vehicle 100 may range from about 3 inches to about 15 inches, including all sub-ranges and values in between. In another non-limiting example, the ride height of the vehicle 100 may range from about 5 inches to about 10 inches, including all sub-ranges and values in between. In yet another non-limiting example, the ride height of the vehicle 100 may range from about 5 inches to about 7 inches, including all sub-ranges and values in between. In yet another non-limiting example, the ride height of the vehicle 100 may be equal to about 3 inches, about 4 inches, about 5 inches, about 6 inches, about 7 inches, about 8 inches, about 9 inches, or about 10 inches.(0057] The height, H, of the portion 113 of the cabin 112 may correspond to the distance between the planes 290 and 294. It should be appreciated that overall height of the cabin 112 is larger than the height, H. In one non-limiting example, the height, H, of the portion 113 may range from about 8 inches to about 64 inches, including all sub-ranges and values in between. In another non -limiting example, the height, H, of the portion 113 may range from about 12 inches to about 48 inches, including all sub-ranges and values in between. In yet another nonlimiting example, the height, H, of the portion 113 may range from about 12 inches to about 36 inches, including all sub-ranges and values in between. In yet another non-limiting example, the height, H, of the portion 113 may be equal to about 8 inches, about 12 inches, about 16 inches, about 20 inches, about 24 inches, about 28 inches, about 32 inches, about 36 inches, about 40 inches, about 44 inches, about 48 inches, about 52 inches, about 56 inches, about 60 inches, or about 64 inches.Attorney Docket No. INGO-044WO01

[0058] The width, W, of the portion 113 of the cabin 112 may correspond to the horizontal distance separating the surfaces 114b and 114c. In one non-limiting example, the width, W, of the portion 113 may range from about 35 inches to about 100 inches, including all sub-ranges and values in between. In another non-limiting example, the width, W, may range from about 40 inches to about 78 inches, including all sub-ranges and values in between. In yet another non-limiting example, the width, W, may range from about 40 inches to about 48 inches, including all values and sub-ranges in between. In yet another non-limiting example, the width, W, may be equal to about 35 inches, about 40 inches, about 45 inches, about 50 inches, about 55 inches, about 60 inches, about 65 inches, about 70 inches, about 75 inches, about 80 inches, about 85 inches, about 90 inches, about 95 inches, or about 100 inches. In one example, the portion 113 may generally be sufficiently large such that one or more rear passenger seats may be disposed between the wheels 282a. In another example, the portion 113 may be sufficiently large to accommodate a standard-sized pallet (40 inches by 48 inches). For example, the pallet may be placed horizontally onto the surface 114a such that at least portion of the pallet fits between the surfaces 114b and 114c.(0059] In some embodiments, the portion 113 may define the narrowest portion of the cabin 112. In one example, the width, W, may remain the same along the length of the cabin 112, e.g., from the rear end of the vehicle 100 to the front end of the vehicle 100. Said another way, the length, L, of the portion 113 may be substantially equal to the length of the vehicle 100. In another example, the width, W, may correspond to the narrowest portion of the cabin 112 (e.g., near the rear wheels 282b) and other portions of the cabin 112 may have a larger width. Said another way, the length, L, of the portion 113 may only span a portion of the cabin 112. For instance, the length, L, of the portion 113 may be equal to the diameter of the wheel 282a (including the rim and the tire). In one non-limiting example, the length, L, of the portion 113 may range from about 10 inches to about 200 inches, including all sub-ranges and values in between. In another non-limiting example, the length, L, of the portion 113 may range from about 10 inches to about 100 inches, including all sub-ranges and values in between. In yet another non-limiting example, the length, L, of the portion 113 may range from about 10 inches to about 50 inches, including all sub-ranges and values in between. In yet another non-limiting example, the length, L, may be equal to about 10 inches, about 20 inches, about 30 inches, about 40 inches, about 50 inches, about 60 inches, about 70 inches, about 80 inches, about 90 inches, about 100 inches, about 110 inches, about 120 inches, about 130 inches, about 140 inches, about 150 inches, about 160 inches, about 170 inches, about 180 inches, about 190 inches, or about 200 inches.Attorney Docket No. INGO-044WO01

[0060] The term “about,” when used to describe the dimensions of the vehicle 100 and, in particular, the cabin 112, is intended to cover variations that may arise during manufacture and assembly of the vehicle 100. For example, “about 10 inches” may correspond to the following dimensional ranges: 9.9 inches to 10.1 inches (+ / - 1% tolerance), 9.92 inches to 10.08 inches (+ / - 0.8% tolerance), 9.94 inches to 10.06 inches (+ / - 0.6% tolerance), 9.96 inches to 10.04 inches (+ / - 0.4% tolerance), 9.98 inches to 10.02 inches (+ / - 0.2% tolerance), including all values and sub-ranges in between.

[0061] The portion 113 of the cabin 112 may be formed, in part, by arranging the components in respective suspension subassemblies 201 and 202 in such a way that they do not intrude into the space occupied by the portion 113 as is common in conventional vehicles. Said another way, the suspension system 200 may be arranged such that the springs, dampers, and linkages in the suspension system 200 that are disposed between the horizontal planes 290 and 294 do not intrude into the space occupied by the portion 113. Instead, the innermost portion of the suspension system 200 (i.e., the portion of the suspension system 200 disposed closest to the center plane 190) located between the planes 290 and 294 may correspond to respective sides 212 of the upright 210 in the suspension subassemblies 201 and 202. Said another way, the sides 212 in the suspension subassemblies 201 and 202 may limit the width, W, of the portion 113 of the cabin 112.

[0062] For example, each of the suspension subassemblies 201 and 202 includes an upper control arm 222 to couple the upright 210 to the body 110. In conventional suspension systems, the upper control arm is typically disposed closer to the center plane of the body than the upright. In contrast, the upper control arm 222 is positioned above the upright 210 such that at least one surface of the upright 210 is closer to the center plane 190 than any portion of the upper control arm 222. FIG. 2C shows a vertical plane 291 that intersects a surface of the side 212 of the upright 210, which is shown to be closer to the center plane 190 than any portion of the upper control arm 222 including the pivot joint 223 that couples the upper control arm 222 to the body 110. This arrangement is facilitated, in part, by the upright 210 including a mounting arm 220 that positions at least a portion of the upper control arm 222 directly above and over a portion of the wheel 282a as shown in FIG. 2C. For instance, the portion of the mounting arm 220 joined to the upper control 222 via the pivot joint 221 is disposed above the wheel 282a.

[0063] The upright 210 in the suspension subassemblies 201 and 202 may also serve as a housing to support and / or contain the hub motor 280. In particular, the upright 210 may support a spindle (not shown) to facilitate rotation of the wheel 282a about a rotation axis 292. The hubAttorney Docket No. INGO-044WO01motor 280 may be mounted, at least in part, to the spindle. The hub motor 280 may include an electric motor, such as a radial flux motor, or an axial flux motor, that generates mechanical power to drive the wheel 282a.

[0064] Generally, the primary drawback in vehicles with a hub motor is an increase in the unsprung weight of the vehicle since the hub motor is not supported by the suspension system. A higher unsprung weight generally has an adverse effect on the ride quality and / or the traction of the vehicle. To counteract these adverse effects, some hub motors have recently been developed to include a built-in actuator to actuate an active suspension system.

[0065] In one example, a hub motor may include an electric motor with at least two stators that are rotatable about a spindle. The hub motor may further include a rotor that is either rotatable about a spindle or rotates together with the spindle. The stators may each apply a torque to a rotor to facilitate rotation of the rotor and, by extension, a wheel connected to the rotor (e.g., the wheel 282a). Additionally, each stator may be rotatable about the spindle and coupled together via a linkage mechanism. When reactive torques are applied to one or both stators, the stators may rotate, thus actuating the linkage mechanism such that the electric motor moves (e.g., translates) along a desired path relative to the body of the vehicle. In this manner, the linkage mechanism may kinematically couple one stator to the other stator.[00661 FIGS. 5 A and 5B show a non-limiting example of a hub motor 280. The hub motor 280 may include a rotor (not shown) mounted to a spindle 324. The motor 280 may further include a stator 322 and a stator 323 rotatably coupled to the spindle 324 and disposed on opposing sides of the rotor. As shown, the stator 322 and the stator 323 may each be coupled to respective housings that together form a substantially enclosed cavity to contain the rotor while still allowing rotational motion between the stator 322 and stator 323. The stator 322 may further be coupled to the stator 323 via a linkage mechanism. For example, the linkage mechanism may include a link 345a that couples the stator 322 to an arm 344. The linkage mechanism may further include a link 345b that couples the stator 323 to another arm 344. The arms 344, in turn, may be joined to a torsion bar 343. The torsion bar 343 may rotate relative to a support structure 350 about a rotation axis corresponding to a centerline axis of the torsion bar 343. The torsion bar 344 may be disposed within an opening in the support structure 350 that allows the torsion bar 344 to rotate while constraining translation and rotation of the torsion bar along other axes.

[0067] Further examples of electric motors that provide multiple mechanical outputs, e.g., to rotate a wheel and / or actuate a suspension system, which may be implemented into the suspension subassemblies and / or vehicles disclosed herein, can be found in U.S. Patent No.Attorney Docket No. INGO-044WO0112,054,021 (referred to hereafter as the ’021 patent), filed on June 2, 2021, and entitled, “A MULTI-INPUT, MULTI-OUTPUT ACTUATOR AND ASSEMBLIES USING SAME,” and U.S. Patent No. 11,411,450 (referred to hereafter as the ’450 patent), filed on December 15, 2020, and entitled, “A Sealed Axial Flux Motor With Integrated Cooling.”2. An Example Suspension Subassembly

[0068] FIGS. 3A-3I show several additional views of the suspension subassembly 201. The following description of the suspension subassembly 201 is generally applicable to the suspension subassembly 202. In other words, the suspension subassembly 202 may incorporate one or more of the same features and / or components as the suspension subassembly 201. For brevity, repeated discussion of the features and / or components of the suspension subassembly 202 are not provided below unless indicated otherwise.

[0069] As shown, the suspension subassembly 201 may include the upright 210 (also sometimes referred to as a knuckle 210). The upright 210 may generally provide support for the hub motor 280 and the wheel 282a. For example, the upright 210 may include openings 214 and 216 disposed on opposing sides of the upright 210 to support a spindle (not shown). The spindle, in turn, supports the wheel 282a. The hub motor 280 may include components mounted directly to the upright 210 or the spindle. The upright 210 may support the wheel 282a such that the suspension subassembly 201 operates as a rolling element even without the presence of the hub motor 280. In other words, the suspension subassembly 201 does not rely on the hub motor 280 to provide structural support, for example, to the wheel 282a or any other component in the suspension subassembly 201. In this manner, mechanical loads transferred from the road to the vehicle may not transmit through the hub motor 280. Instead, these mechanical loads may only transmit through the upright 210.

[0070] In one non-limiting example, the hub motor 280 may include a housing and at least one stator rigidly coupled to the upright 210 (i.e., the housing and the stator(s) are unable to move relative to the upright 210). The hub motor 280 may further include a rotor either rigidly coupled to the spindle (i.e., the rotor is unable to move relative to the spindle) or rotatable about the spindle. The wheel 282a may be either rigidly coupled to the spindle or the rotor depending on whether the spindle rotates together with the rotor. In another non-limiting example, the hub motor 280 may be based on the electric motors shown in FIGS. 5A and 5B, or disclosed in the ’021 patent or the ’450 patent. For instance, the hub motor 280 may include a pair of stators that are rotatable about the spindle and coupled together via a linkage mechanism. The linkage mechanism may include, for example, a torsion bar. The upright 210 may include openingsAttorney Docket No. INGO-044WO01215 and 217 disposed on opposing sides of the upright 210 to support the torsion bar in the hub motor. The stators may further be rotatable about the spindle. Thus, in this example, the stators may be movable (e.g., rotatable) with respect to the upright 210.

[0071] The upright 210 may also serve as a bridge to connect the hub motor 280 and the wheel 282a to the body 110 of the vehicle 100. For example, the upright 210 may provide multiple connection points for linkages, springs, and / or dampers that couple the upright 210 to the body 110. The number and placement of mounting points on the upright 210 may depend, in part, on the desired kinematic characteristics of the suspension subassembly 201. In one non-limiting example, the suspension subassembly 201 shown in FIG. 3A may include five linkages (e.g., an upper control arm 222, a lower control arm 240, a lower control arm 242, and trailing arms 230 and 232) and one spring-damper (e.g., a MacPherson strut 250) that are each directly coupled to the upright 210 and the body 110. More generally, the suspension systems disclosed herein may include more than one spring and / or damper.

[0072] The upper control arm 222 and the lower control arms 240 and 242 may generally allow the wheel 282a and the hub motor 280 to move vertically with respect to the body 110 while constraining lateral movement. Lateral movement may include translational movement along a horizontal axis parallel to the rotation axis 292 of the wheel and / or translational movement along a horizontal axis parallel to the center plane 190. As described in Section 1, the upper control arm 222 may be mounted to the upright 210 via a mounting arm 220. The mounting arm 220 may be securely coupled to the upright 210, e.g., via one or more bolt fasteners. One end of the upper control arm 222 may be coupled to the mounting arm 220 via a pivot joint 221 and the other end of the upper control arm 222 may be coupled to the body 110 via the pivot joint 223. The pivot joint 221 may be, for example, a ball joint. The pivot joint 223 may be, for example, a suspension bush. The mounting arm 220 may position the pivot joint 221 outboard (i.e., away from the center plane 190) with respect to the side 212. As shown in FIG. 2C, the pivot joint 221 may be disposed above the wheel 282a. As a result, the side 212 may be closer to the center plane 190 than any portion of the upper control arm 222. In some embodiments, the hub motor 280 may include a surface (e.g., a surface closest to the center plane 190) closer to the center plane 190 than any portion of the upper control arm 222.

[0073] The mounting arm 220 may have a curved shape with a curvature that is the same or similar to the curved profile of the wheel 282a as shown in FIG. 2C. For example, referring again to FIG. 2C, the mounting arm 220 may have a straight portion 224a oriented vertically or substantially vertical and a straight portion 224b oriented horizontally or substantially horizontal. The straight portion 224b may be joined to the straight portion 224a via a roundAttorney Docket No. INGO-044WO01corner portion 224c. The corner portion 224c may include a concave lower surface, which is aligned with a convex comer portion 283 of the wheel 282a. As a result, the curvature of the mounting arm 220 may have a center of curvature located in close proximity to the wheel 282a. In some embodiments, the center of curvature is on or within the profile of the wheel 282a in FIG. 2C.

[0074] The lower control arms 240 and 242 may be mounted directly to the upright 210 and extend from the upright 210 towards the center plane 190 for attachment to the body 110. Specifically, the lower control arm 240 may be directly coupled to the upright 210 via a pivot joint 245 and directly coupled to the body 110 via a pivot joint 241. The pivot joints 241 and 245 may each be, for example, a suspension bush. The lower control arm 242 may include a linkage 242a coupled to a linkage 242b via a toe link adjustment mechanism 244. The linkage 242a may be directly coupled to the body 110 via a pivot joint 243. The linkage 242b may be directly coupled to the upright 210 via a pivot joint 247. The pivot joints 243 and 247 may each be, for example, a suspension bush. The toe link adjustment mechanism 244 may include, for example, a threaded rod and a nut to adjust the overall length of the lower control arm 242. By changing the length of the lower control arm 242, the distance between the pivot joints 243 and 247 may be changed, thus altering the toe angle of the wheel 282a. The pivot joints 241 and 243 may be disposed directly underneath a portion of the cabin 112. This may be accomplished, for example, by the lower control arms 240 and 242 being coupled to a bottom portion of the body 110.

[0075] The suspension system 200 may further include a pair of trailing arms 230 and 232. Trailing arms are typically included in suspension systems where the mechanical power delivered to a wheel generates a reactive torque that is not directly applied to the body, such as in a live axle suspension system or, more generally, a solid axle suspension system (see, for example, the suspension system 20a in FIG. 1 A). In contrast, independent suspension systems do not typically include trailing arms because the reactive torque is applied directly to the body, e.g., via a differential directly mounted to the body (see, for example, the suspension system 20b in FIG. IB).

[0076] As described above, the suspension system 200 is an independent suspension system. The suspension system 200 includes suspension subassemblies 201 and 202 that allow each wheel 282a to move independently with respect to each other. However, unlike conventional independent suspension systems for vehicles where the elements that transfer mechanical power are directly mounted to the body, each wheel 282a in the vehicle 100 includes a hub motor 280 to deliver mechanical power directly to the wheel 282a. In this manner, the hubAttorney Docket No. INGO-044WO01motor 280 is kinematically similar to a differential supported by a beam in a live axle suspension system in the sense that the hub motor 280, which is not directly mounted to the body 110, directly receives a reactive torque when a torque is applied to rotate the wheel 282a. Thus, the trailing arms 230 and 232 in the suspension system 200 provide kinematic constraints to compensate the reactive torque applied to the hub motor 280 in a similar manner as the trailing arms used in conventional solid axle suspension systems. For example, the trailing arms 230 and 232 may appreciably reduce or, in some instances, prevent rotation of the hub motor 280 and the upright 210 when the reactive torque is applied to the hub motor 280.|0077| The trailing arm 230 may be directly coupled to the body 110 via a pivot joint 231 and directly to the upright 210 via a pivot joint 235. Each of the pivot joints 231 and 235 may be, for example, a suspension bush. Similarly, the trailing arm 232 may be directly coupled to the body 110 via a pivot joint 233 and directly to the upright 210 via a pivot joint 237. Each of the pivot joints 233 and 237 may be, for example, a suspension bush.(0078] The trailing arms 230 and 232 may generally impose several kinematic constraints on the upright 210 and, by extension, the hub motor 280 and the wheel 282a. For example, the trailing arms 230 and 232 limit or, in some instances, prevent the upright 210 and the hub motor 280 from rotating about a horizontal axis (e.g., the rotation axis 292 of the wheel 282a) in response to a reactive torque applied to the hub motor 280 and / or the upright 210 when the hub motor 280 applies a torque to rotate the wheel 282a. In another example, the trailing arms 230 and 232 may limit or, in some instances, prevent translational movement of the upright 210 and the hub motor 280 along a horizontal axis parallel to the center plane 190 (i.e., an axis spanning the length of the vehicle 100).(0079] In yet another example, the trailing arms 230 and 232 may decouple the pitch of the body 110 from other kinematic behavior during operation, such as suspension precession. Pitch may include, for example, anti-dive and anti-squat motion of the body 110 when the vehicle 100 brakes and accelerates, respectively. Pitch is typically caused by excessive vertical motion of the upright 210 with respect to the body 110. The trailing arms 230 and 232 may provide a way to adjust and control the pitch of the body 110 without affecting other kinematic behavior. In this manner, the pitch motion under braking or acceleration may provide a smoother ride and / or greater dynamic stability when the wheel 282a encounters a bump in the road. In some applications, it may be desirable for the suspension system 200 to allow little to no pitch and instead rely upon an active suspension system (e.g., the hub motor with a built-in actuator from the ’021 patent) to compensate for the pitch of the body 110 during operation of the vehicle 100. This may be accomplished by the trailing arms 230 and 232 limiting the vertical travel ofAttorney Docket No. INGO-044WO01the upright 210 with respect to the body 110. For example, the vertical travel of the upright 210 may range from about 6 inches to about 12 inches, including all sub-ranges and values in between. In another example, the vertical travel of the upright 210 may be equal to about 6 inches, about 7 inches, about 8 inches, about 9 inches, about 10 inches, about 11 inches, or about 12 inches.

[0080] The kinematic constraints imposed by the trailing arms 230 and 232 on the upright 210 may generally depend on the alignment of the trailing arms 230 and 232 to each other and other portions of the vehicle 100. As shown in FIGS. 3H and 31, the trailing arm 230 may have a longitudinal axis 295a and the trailing arm 232 may have a longitudinal axis 295b. FIG. 3F shows the projections of the longitudinal axes 295a and 295b onto a vertical plane aligned parallel to the center plane 190, which are represented as axes 293a and 293b, respectively. As shown in FIG. 3F, the axis 293a may be oriented at an angle @i relative to a horizontal axis and the axis 293b may be oriented at an angle @2 relative to a horizontal axis. The kinematic constraints may be adjusted by adjusting the angles @1 and / or @2. Generally, the angles @1 and @2 may be positive (i.e., the pivot joints 231 and 233 are at higher vertical positions than the pivot joints 235 and 237, respectively) or negative (i.e., the pivot joints 231 and 233 are at lower vertical positions than the pivot joints 235 and 237, respectively). In one example, the angles @1 and @2 may each range from about -30 degrees to about 30 degrees, including all values and sub-ranges in between. In another example, the angles @1 and @2 may each be equal to about -30 degrees, about -25 degrees, about -20 degrees, about -15 degrees, about -10 degrees, about -5 degrees, about 0 degrees, about 5 degrees, about 10 degrees, about 15 degrees, about 20 degrees, about 25 degrees, or about 30 degrees.[00811 The term “about,” when used to describe the angles @1 and @2 of the trailing arms 230 and 232, respectively, is intended to cover variations that may arise during manufacture and assembly of the vehicle 100. For example, “about 10 degrees” may correspond to the following dimensional ranges: 9.9 degrees to 10.1 degrees (+ / - 1% tolerance), 9.92 degrees to 10.08 degrees (+ / - 0.8% tolerance), 9.94 degrees to 10.06 degrees (+ / - 0.6% tolerance), 9.96 degrees to 10.04 degrees (+ / - 0.4% tolerance), 9.98 degrees to 10.02 degrees (+ / - 0.2% tolerance), including all values and sub-ranges in between.

[0082] In one non-limiting example, the axes 293a and 293b may be aligned parallel (i.e., the angles @1 and @2 are equal) and, hence, the trailing arms 230 and 232 may be aligned parallel. This arrangement may generally lower the location of the effective pivot axis (also referred to as a virtual pivot axis) for the wheel 282a. The pivot axis may be an axis about which theAttorney Docket No. INGO-044WO01upright 210, the hub motor 280, and the wheel 282a move about as the wheel 282a moves with respect to the body 110. For example, the pivot axis may be a horizontal axis aligned parallel to the rotation axis 292 disposed near or below the road supporting the vehicle 100. In this example, the kinematic constraints may further be adjusted by increasing or decreasing the angles @i and 02.

[0083] In another non-limiting example, the axes 293a and 293b may not be parallel (i.e., the angles @1 and @2 are different) and, hence, the trailing arms 230 an 232 may not be aligned parallel. This arrangement provides a way, for example, to raise the location of the effective pivot axis if desired. If the axes 293a and 293b are not parallel, binding may occur if rotation of the trailing arms 230 and 232 is excessive. Accordingly, rotation of the trailing arms 230 and 232 may be kept small to reduce or, in some instances, avoid binding.

[0084] The suspension subassembly 201 may further include a spring-damper 250 directly coupled to the upright 210 via a pivot joint 251 and the body 110 via a joint 253. The pivot joint 251 may be, for example, a suspension bush. In one non-limiting example, the springdamper 250 may be a MacPherson strut as shown in FIGS. 3A-3I. More generally, the suspension subassembly 201 may include a shock absorber and a spring coupled to the upright 210 and the body 110.

[0085] It should be appreciated that, generally, the pivot joints of the suspension subassemblies disclosed herein (e.g., the pivot joints 221, 223, 231, 233, 235, 237, 241, 243, 245, 247, 251, and / or 253) may any type of pivot joint commonly used in a wheeled vehicle including, but not limited to, a suspension bush, a ball joint, and the like.3. Example Motion of the Suspension System

[0086] FIGS. 4A-4F show the suspension system 200 in several different positions. Specifically, FIGS. 4A and 4D show the suspension system 200 where the wheels 282a are positioned at their highest vertical position (hereafter referred to as the suspension system 200’). FIGS. 4B and 4E show the suspension system 200 where the wheels 282a are positioned between their highest and lowest vertical positions (hereafter referred to as the suspension system 200”). FIGS. 4C and 4F show the suspension system 200 where the wheels 282a are positioned at their lowest vertical position (hereafter referred to as the suspension system 200’”). For reference, the wheels 282a are shown in contact with a ground plane 10 representing, for example, the road. Also, the white circles indicate the locations on the body 110 where the arms and the spring-dampers of the suspension subassemblies 201 and 202 are attached.Attorney Docket No. INGO-044WO014. Conclusion

[0087] All parameters, dimensions, materials, and configurations described herein are meant to be exemplary and the actual parameters, dimensions, materials, and / or configurations will depend upon the specific application or applications for which the inventive teachings is / are used. It is to be understood that the foregoing embodiments are presented primarily by way of example and that, within the scope of the appended claims and equivalents thereto, inventive embodiments may be practiced otherwise than as specifically described and claimed. Inventive embodiments of the present disclosure are directed to each individual feature, system, article, material, kit, and / or method described herein.

[0088] In addition, any combination of two or more such features, systems, articles, materials, kits, and / or methods, if such features, systems, articles, materials, kits, and / or methods are not mutually inconsistent, is included within the inventive scope of the present disclosure. Other substitutions, modifications, changes, and omissions may be made in the design, operating conditions and arrangement of respective elements of the exemplary implementations without departing from the scope of the present disclosure. The use of a numerical range does not preclude equivalents that fall outside the range that fulfill the same function, in the same way, to produce the same result.

[0089] Also, various inventive concepts may be embodied as one or more methods, of which at least one example has been provided. The acts performed as part of the method may in some instances be ordered in different ways. Accordingly, in some inventive implementations, respective acts of a given method may be performed in an order different than specifically illustrated, which may include performing some acts simultaneously (even if such acts are shown as sequential acts in illustrative embodiments).

[0090] All publications, patent applications, patents, and other references mentioned herein are incorporated by reference in their entirety.

[0091] All definitions, as defined and used herein, should be understood to control over dictionary definitions, definitions in documents incorporated by reference, and / or ordinary meanings of the defined terms.

[0092] The indefinite articles “a” and “an,” as used herein in the specification and in the claims, unless clearly indicated to the contrary, should be understood to mean “at least one.”

[0093] The phrase “and / or,” as used herein in the specification and in the claims, should be understood to mean “either or both” of the elements so conjoined, / .< ., elements that are conjunctively present in some cases and disjunctively present in other cases. Multiple elementsAttorney Docket No. INGO-044WO01listed with “and / or” should be construed in the same fashion, i.e. , “one or more” of the elements so conjoined. Other elements may optionally be present other than the elements specifically identified by the “and / or” clause, whether related or unrelated to those elements specifically identified. Thus, as a non-limiting example, a reference to “A and / or B”, when used in conjunction with open-ended language such as “comprising” can refer, in one embodiment, to A only (optionally including elements other than B); in another embodiment, to B only (optionally including elements other than A); in yet another embodiment, to both A and B (optionally including other elements); etc.|0094| As used herein in the specification and in the claims, “or” should be understood to have the same meaning as “and / or” as defined above. For example, when separating items in a list, “or” or “and / or” shall be interpreted as being inclusive, i.e., the inclusion of at least one, but also including more than one, of a number or list of elements, and, optionally, additional unlisted items. Only terms clearly indicated to the contrary, such as “only one of’ or “exactly one of,” or, when used in the claims, “consisting of,” will refer to the inclusion of exactly one element of a number or list of elements. In general, the term “or” as used herein shall only be interpreted as indicating exclusive alternatives (i.e. “one or the other but not both”) when preceded by terms of exclusivity, such as “either,” “one of,” “only one of,” or “exactly one of.” “Consisting essentially of,” when used in the claims, shall have its ordinary meaning as used in the field of patent law.

[0095] As used herein in the specification and in the claims, the phrase “at least one,” in reference to a list of one or more elements, should be understood to mean at least one element selected from any one or more of the elements in the list of elements, but not necessarily including at least one of each and every element specifically listed within the list of elements and not excluding any combinations of elements in the list of elements. This definition also allows that elements may optionally be present other than the elements specifically identified within the list of elements to which the phrase “at least one” refers, whether related or unrelated to those elements specifically identified. Thus, as a non-limiting example, “at least one of A and B” (or, equivalently, “at least one of A or B,” or, equivalently “at least one of A and / or B”) can refer, in one embodiment, to at least one, optionally including more than one, A, with no B present (and optionally including elements other than B); in another embodiment, to at least one, optionally including more than one, B, with no A present (and optionally including elements other than A); in yet another embodiment, to at least one, optionally including more than one, A, and at least one, optionally including more than one, B (and optionally including other elements); etc.Attorney Docket No. INGO-044WO01

[0096] In the claims, as well as in the specification above, all transitional phrases such as “comprising,” “including,” “carrying,” “having,” “containing,” “involving,” “holding,” “composed of,” and the like are to be understood to be open-ended, / .< ., to mean including but not limited to. Only the transitional phrases “consisting of’ and “consisting essentially of’ shall be closed or semi-closed transitional phrases, respectively, as set forth in the United States Patent Office Manual of Patent Examining Procedures, Section 2111.03.

Claims

Attorney Docket No. INGO-044WO01CLAIMS1. A vehicle, comprising:a body defining a cabin;a first wheel;a first electric hub motor directly coupled to the first wheel and configured to apply a first torque to rotate the first wheel;a second wheel;a second electric hub motor directly coupled to the second wheel and configured to apply a second torque to rotate the second wheel; andan independent suspension system to couple the first electric hub motor and the second electric hub motor to the body, the independent suspension system defining a horizontal plane intersecting a topmost portion of the independent suspension system, wherein the cabin includes a portion located between the first wheel and the second wheel and below the horizontal plane.

2. The vehicle of claim 1, wherein the independent suspension system comprises:an upper control arm that includes the topmost portion of the independent suspension system.

3. The vehicle of claim 1, wherein the independent suspension system comprises:a first suspension subassembly to couple the first electric hub motor to the body, the first suspension subassembly comprising:a first upper control arm having a first end coupled to the first electric hub motor and a second end coupled to the body, the first upper control arm being positioned such that a portion of the first upper control arm is disposed directly above the first wheel.

4. The vehicle of claim 3, wherein the first suspension subassembly further comprises:a first upright to support the first electric hub motor and the first wheel; and a mounting arm coupled to the first upper control arm via a pivot joint and securely coupled to the first upright, the pivot joint being disposed directly above the first wheel.

5. The vehicle of claim 4, wherein the mounting arm has a curved shape.Attorney Docket No. INGO-044WO016. The vehicle of claim 3, wherein the first suspension subassembly further comprises:a first upright to support the first electric hub motor and the first wheel, wherein the first upper control arm is positioned such that at least one surface of the first upright is closer to a center plane of the vehicle than any portion of the first upper control arm.

7. The vehicle of claim 6, wherein the first upper control arm is positioned such that at least one surface of the first electric hub motor is closer to the center plane of the vehicle than any portion of the first upper control arm.

8. The vehicle of claim 1, wherein the independent suspension system comprises:a first suspension subassembly to couple the first electric hub motor to the body, the first suspension subassembly comprising:a first upright to support the first electric hub motor and the first wheel; and a first upper control arm having a first end coupled to the first electric hub motor and a second end coupled to the body, the first upper control arm being positioned such that at least one surface of the first upright is closer to a center plane of the vehicle than any portion of the first upper control arm.

9. The vehicle of claim 8, wherein the first upper control arm is positioned such that at least one surface of the first electric hub motor is closer to the center plane of the vehicle than any portion of the first upper control arm.

10. The vehicle of claim 1, wherein:when the first electric hub motor applies the first torque to rotate the first wheel, the first torque causes a first reactive torque to be applied to the first electric hub motor; and the independent suspension system comprises:a first suspension subassembly to couple the first electric hub motor to the body, the first suspension subassembly comprising:a pair of trailing arms configured to receive the first reactive torque from the first electric hub motor.

11. The vehicle of claim 1, wherein the independent suspension system comprises:Attorney Docket No. INGO-044WO01a first suspension subassembly to couple the first electric hub motor to the body, the first suspension subassembly comprising:a first upright to support the first electric hub motor and the first wheel; a first trailing arm coupled to the first upright via a first pivot joint and directly coupled to the body; anda second trailing arm coupled to the first upright via a second pivot joint and directly coupled to the body.

12. The vehicle of claim 11, wherein the first trailing arm and the second trailing arm are aligned parallel.

13. The vehicle of claim 11, wherein the first trailing arm and the second trailing arm are not aligned parallel.

14. The vehicle of claim 11, wherein:the first trailing arm has a first longitudinal axis at a first angle with respect to a horizontal axis;the second trailing arm has a second longitudinal axis at a second angle with respect to the horizontal axis; andthe first angle and the second angle each range from about -30 degrees to about 30 degrees.

15. The vehicle as in one of claims 3-14, wherein the first suspension subassembly further comprises:at least one lower control arm coupled to the first electric hub motor and a bottom portion of the body such that a portion of the at least one lower control is disposed directly underneath the portion of the cabin located between the first wheel and the second wheel.

16. The vehicle of claim 15, wherein the at least one lower control arm comprises:a first lower control arm; anda second lower control arm.

17. The vehicle of claim 16, wherein at least one of the first lower control arm or the second lower control arm comprises an adjustable toe link.Attorney Docket No. INGO-044WO0118. The vehicle as in one of claims 3-14, wherein the first suspension subassembly further comprises:a spring-damper coupled to the first electric hub motor and the body.

19. The vehicle of claim 18, wherein the spring-damper is a MacPherson strut.

20. The vehicle as in one of claims 3-14, wherein the independent suspension system further comprises:a second suspension subassembly to couple the second electric hub motor to the body, the second suspension subassembly being a mirror image of the first suspension subassembly.

21. The vehicle as in one of claims 1-14, wherein the portion of the cabin located between the first wheel and the second wheel has a width greater than or equal to a width of a standard-sized pallet.

22. The vehicle as in one of claims 1-14, wherein the portion of the cabin located between the first wheel and the second wheel has a width ranging from about 40 inches to about 78 inches.

23. The vehicle of claim 22, wherein the width ranges from about 40 inches to about 48 inches.

24. The vehicle as in one of claims 1-14, wherein the portion of the cabin located between the first wheel and the second wheel has a height ranging from about 8 inches to about 64 inches.

25. The vehicle of claim 24, wherein the height ranges from about 12 inches to about 36 inches.

26. The vehicle as in one of claims 1-14, wherein the portion of the cabin located between the first wheel and the second wheel has a length ranging from about 10 inches to about 200 inches.Attorney Docket No. INGO-044WO0127. The vehicle of claim 26, wherein the length ranges from about 10 inches to about 100 inches.

28. The vehicle as in one of claims 1-14, wherein the vehicle has a ride height corresponding to a distance from a bottom portion of the body to a ground supporting the first wheel and the second wheel, the ride height ranging from about 5 inches to about 10 inches.

29. The vehicle as in one of claims 1-14, wherein:the portion of the cabin located between the first wheel and the second wheel has a width ranging from about 40 inches to about 48 inches; andthe vehicle has a ride height corresponding to a distance from a bottom portion of the body to a ground supporting the first wheel and the second wheel, the ride height ranging from about 5 inches to about 10 inches.

30. The vehicle of claim 29, wherein the portion of the cabin located between the first wheel and the second wheel has a height ranging from about 12 inches to about 36 inches.

31. The vehicle of claim 30, wherein the portion of the cabin located between the first wheel and the second wheel has a length ranging from about 10 inches to about 200 inches.

32. The vehicle as in one of claims 1-14, wherein the first electric hub motor comprises:a spindle;a rotor coupled to the spindle;a first stator rotatably coupled to the spindle;a second stator rotatably coupled to the spindle; anda linkage mechanism to kinematically couple the first stator to the second stator.

33. The vehicle of claim 1, wherein the independent suspension system comprises:a first suspension subassembly to couple the first electric hub motor to the body, the first suspension subassembly comprising:a first upper control arm having a first end coupled to the first electric hub motor and a second end coupled to the body, the first upper control arm including the topmost portion of the independent suspension system.Attorney Docket No. INGO-044WO0134. The vehicle of claim 33, wherein the first upper control arm is positioned such that a portion of the first upper control arm is disposed directly above the first wheel.

35. The vehicle as in claims 33 or 34, wherein the first suspension subassembly further comprises:a first upright to support the first electric hub motor and the first wheel; and a mounting arm coupled to the first upper control arm via a pivot joint and securely coupled to the first upright, the pivot joint being disposed directly above the first wheel.

36. The vehicle of claim 35, wherein the mounting arm has a curved shape.

37. The vehicle as in claims 35 or 36, wherein the first upper control arm is positioned such that at least one surface of the first upright is closer to a center plane of the vehicle than any portion of the first upper control arm.

38. The vehicle as in claims 33 or 34, wherein the first suspension subassembly further comprises:a first upright to support the first electric hub motor and the first wheel, wherein the first upper control arm is positioned such that at least one surface of the first upright is closer to a center plane of the vehicle than any portion of the first upper control arm.

39. The vehicle as in claims 37 or 38, wherein the first upper control arm is positioned such that at least one surface of the first electric hub motor is closer to the center plane of the vehicle than any portion of the first upper control arm.

40. The vehicle as in one of claims 33-39, wherein:when the first electric hub motor applies the first torque to rotate the first wheel, the first torque causes a first reactive torque to be applied to the first electric hub motor; and the first suspension subassembly further comprises:a pair of trailing arms configured to receive the first reactive torque from the first electric hub motor.

41. The vehicle as in claims 33 or 34, wherein:Attorney Docket No. INGO-044WO01the first suspension subassembly further comprises:a first upright to support the first electric hub motor and the first wheel; a first trailing arm coupled to the first upright via a first pivot joint and directly coupled to the body; anda second trailing arm coupled to the first upright via a second pivot joint and directly coupled to the body.

42. The vehicle as in one of claims 35-39, wherein:the first suspension subassembly further comprises:a first trailing arm coupled to the first upright via a first pivot joint and directly coupled to the body; anda second trailing arm coupled to the first upright via a second pivot joint and directly coupled to the body.

43. The vehicle as in claims 41 or 42, wherein the first trailing arm and the second trailing arm are aligned parallel.

44. The vehicle as in claims 41 or 42, wherein the first trailing arm and the second trailing arm are not aligned parallel.

45. The vehicle as in one of claims 41-44, wherein:the first trailing arm has a first longitudinal axis at a first angle with respect to a horizontal axis;the second trailing arm has a second longitudinal axis at a second angle with respect to the horizontal axis; andthe first angle and the second angle each range from about -30 degrees to about 30 degrees.

46. The vehicle as in one of claims 33-45, wherein the first suspension subassembly further comprises:at least one lower control arm coupled to the first electric hub motor and a bottom portion of the body such that a portion of the at least one lower control arm is disposed directly underneath the portion of the cabin located between the first wheel and the second wheel.Attorney Docket No. INGO-044WO0147. The vehicle of claim 46, wherein the at least one lower control arm comprises:a first lower control arm; anda second lower control arm.

48. The vehicle of claim 47, wherein at least one of the first lower control arm or the second lower control arm comprises an adjustable toe link.

49. The vehicle as in one of claims 33-48, wherein the first suspension subassembly further comprises:a spring-damper coupled to the first electric hub motor and the body.

50. The vehicle of claim 49, wherein spring-damper is a MacPherson strut.

51. The vehicle as in one of claims 33-50, wherein the independent suspension system further comprises:a second suspension subassembly to couple the second electric hub motor to the body, the second suspension subassembly being a mirror image of the first suspension subassembly.

52. The vehicle as in one of claims 33-51, wherein the portion of the cabin located between the first wheel and the second wheel has a width greater than or equal to a width of a standard-sized pallet.

53. The vehicle as in one of claims 33-51, wherein the portion of the cabin located between the first wheel and the second wheel has a width ranging from about 40 inches to about 78 inches.

54. The vehicle of claim 53, wherein the width ranges from about 40 inches to about 48 inches.

55. The vehicle as in one of claims 33-54, wherein the portion of the cabin located between the first wheel and the second wheel has a height ranging from about 8 inches to about 64 inches.Attorney Docket No. INGO-044WO0156. The vehicle of claim 55, wherein the height ranges from about 12 inches to about 36 inches.

57. The vehicle as in one of claims 33-56, wherein the portion of the cabin located between the first wheel and the second wheel has a length ranging from about 10 inches to about 200 inches.

58. The vehicle of claim 57, wherein the length ranges from about 10 inches to about 100 inches.

59. The vehicle as in one of claims 33-58, wherein the vehicle has a ride height corresponding to a distance from a bottom portion of the body to a ground supporting the first wheel and the second wheel, the ride height ranging from about 5 inches to about 10 inches.

60. The vehicle as in one of claims 33-59, wherein the first electric hub motor comprises:a spindle;a rotor coupled to the spindle;a first stator rotatably coupled to the spindle;a second stator rotatably coupled to the spindle; anda linkage mechanism to kinematically couple the first stator to the second stator.

61. A vehicle, comprising:a body defining a cabin;a wheel;an electric hub motor directly coupled to the wheel and configured to apply a torque to rotate the wheel, the torque causing a reactive torque to be applied to the electric hub motor; andan independent suspension system to couple the electric hub motor to the body, the independent suspension system comprising:an upright to support the electric hub motor and the wheel;an upper control arm coupled to the upright and the body, the upper control arm being arranged such that a portion of the upper control arm is disposed directly above the wheel;a first trailing arm coupled to the upright and the body; andAttorney Docket No. INGO-044WO01a second trailing arm coupled to the upright and the body,wherein the first trailing arm and the second trailing arm are configured to receive the reactive torque from the electric hub motor.

62. The vehicle of claim 61, wherein the wheel is a rear wheel of the vehicle.

63. The vehicle of claim 61, wherein the upper control arm is coupled to the upright via a pivot joint, the pivot joint being disposed directly above the wheel.

64. The vehicle of claim 63, wherein the independent suspension system further comprises:a mounting arm securely coupled to the upright and coupled to the upper control arm via the pivot joint, the mounting arm having a curved shape.

65. The vehicle of claim 61, wherein the upper control arm is positioned such that at least one surface of the upright is closer to a center plane of the vehicle than any portion of the upper control arm.

66. The vehicle of claim 65, wherein the upper control arm is positioned such that at least one surface of the electric hub motor is closer to the center plane of the vehicle than any portion of the upper control arm.

67. The vehicle of claim 61, wherein the first trailing arm and the second trailing arm are aligned parallel.

68. The vehicle of claim 61, wherein the first trailing arm and the second trailing arm are not aligned parallel.

69. The vehicle of claim 61, wherein:the first trailing arm has a first longitudinal axis at a first angle with respect to a horizontal axis;the second trailing arm has a second longitudinal axis at a second angle with respect to the horizontal axis; andAttorney Docket No. INGO-044WO01the first angle and the second angle each range from about -30 degrees to about 30 degrees.

70. The vehicle of claim 61, wherein the independent suspension system further comprises:a first lower control arm coupled to the upright and the body such that a portion of the first lower control arm is disposed directly underneath the cabin; anda second lower control arm coupled to the upright and the body such that a portion of the second lower control arm is disposed directly underneath the cabin.

71. The vehicle of claim 70, wherein at least one of the first lower control arm or the second lower control arm comprises an adjustable toe link.

72. The vehicle of claim 61, wherein the independent suspension system further comprises:a spring-damper coupled to the upright and the body.

73. The vehicle of claim 72, wherein the spring-damper is a MacPherson strut.

74. The vehicle of claim 61, wherein:the wheel is a first wheel;the electric hub motor is a first electric hub motor;the upright, the upper control arm, the first trailing arm, and the second trailing arm together form a first suspension subassembly;the vehicle further comprises:a second wheel; anda second electric hub motor directly coupled to the second wheel and configured to apply a torque to rotate the second wheel;the independent suspension system further comprises:a second suspension subassembly to couple the second electric hub motor to the body, the second suspension subassembly being a mirror image of the first suspension subassembly; andthe cabin includes a portion located between the first suspension subassembly and the second suspension subassembly.Attorney Docket No. INGO-044WO0175. The vehicle of claim 74, wherein the portion of the cabin located between the first suspension subassembly and the second suspension subassembly has a width greater than or equal to a width of a standard-sized pallet.

76. The vehicle of claim 74, wherein the portion of the cabin located between the first suspension subassembly and the second suspension subassembly has a width ranging from about 40 inches to about 78 inches.

77. The vehicle of claim 74, wherein the portion of the cabin located between the first suspension subassembly and the second suspension subassembly has a height ranging from about 8 inches to about 64 inches.

78. The vehicle of claim 74, wherein the portion of the cabin located between the first suspension subassembly and the second suspension subassembly has a length ranging from about 10 inches to about 200 inches.

79. The vehicle of claim 74, wherein the vehicle has a ride height corresponding to a distance from a bottom portion of the body to a ground supporting the first wheel and the second wheel, the ride height ranging from about 5 inches to about 10 inches.

80. The vehicle as in one of claims 61-79, wherein the electric hub motor comprises:a spindle;a rotor coupled to the spindle;a first stator rotatably coupled to the spindle;a second stator rotatably coupled to the spindle; anda linkage mechanism to kinematically couple the first stator to the second stator.

81. A vehicle, comprising:a body defining a cabin;a wheel;an electric hub motor directly coupled to the wheel and configured to apply a torque to rotate the wheel; andAttorney Docket No. INGO-044WO01an independent suspension system to couple the electric hub motor to the body, the independent suspension system comprising:an upper control arm coupled to the electric hub motor and the body, the upper control arm being arranged such that a portion of the upper control arm is disposed directly above the wheel;a first trailing arm directly coupled to the electric hub motor and the body; a second trailing arm coupled to the electric hub motor and the body, the second trailing arm being arranged parallel with respect to the first trailing arm;a first lower control arm coupled to the electric hub motor and the body such that a portion of the first lower control arm is disposed directly underneath the cabin; anda second lower control arm coupled to the electric hub motor and the body such that a portion of the second lower control arm is disposed directly underneath the cabin.

82. The vehicle of claim 81, wherein the wheel is a rear wheel of the vehicle.

83. The vehicle of claim 81, wherein the upper control arm is positioned such that at least one surface of the electric hub motor is closer to a center plane of the vehicle than any portion of the upper control arm.

84. The vehicle of claim 81, wherein at least one of the first lower control arm or the second lower control arm comprises an adjustable toe link.

85. The vehicle of claim 81, wherein the independent suspension system further comprises:a spring-damper coupled to the electric hub motor and the body.

86. The vehicle as in one of claims 81-85, wherein the electric hub motor comprises: a spindle;a rotor coupled to the spindle;a first stator rotatably coupled to the spindle;a second stator rotatably coupled to the spindle; anda linkage mechanism to kinematically couple the first stator to the second stator.

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