FIELD

This invention relates to a wheel assembly for an electric vehicle. In particular, the invention is described with reference to a wheel assembly in an electrically powered road vehicle which has a hub integral with an electrical motor and a stub axle, and the wheel assembly is mounted to a suspension upright of the vehicle via the stub axle.

BACKGROUND

Conventional wheel assemblies for internal combustion engine vehicles typically have a hub and disc rotatably mounted on a stub axle (spindle) carried by an upright connected to the suspension of the vehicle. The wheel which carries a tyre, is typically removably mounted to threaded fasteners protruding from the hub and secured thereto by nuts. The bearings of the wheel assembly are on the hub side of the assembly, and the brakes and their associated conduits that provide hydraulic or pneumatic fluid for their actuation are external of the disc, taking up considerable space.

Initially, electric vehicles followed the lead of internal combustion engine vehicles, and many electric vehicle designs followed what occurred with conventional vehicles.

Electric vehicle wheel assemblies where the electric motor is disposed within the wheel, have been known for many years. For example, US3,055,448(Fagel) dating back to the early I960’ s, discloses an electric motor axle assembly for heavy vehicles. In this assembly a hub-less rim and tyre assembly can be removed from the hub motor assembly for tyre service. The assembly has a long axial length of a gearbox, motor and motor commutation that is not suited to a steerable assembly and is mounted in a fixed arrangement as part of a solid axle. The hub-less wheel arrangement is needed due to the length of the assembly. The commutator within the assembly converts the DC input power to alternating current for the rotating motor. The DC power is supplied within the axle assembly and a DC connector with a screw terminal is made within the diameter of the inner wheel bearing to allow for servicing of the motor unit. Because of this internally disposed screw terminal, and the electrical cable fixed thereto, this arrangement does not allow for ease of separation of the wheel from the motor. Furthermore, this arrangement has no means for providing movement of the electrical cabling relative to the assembly due to suspension travel. US5,327,034 (Couture et al.) dating back to the 1990’s, discloses a wheel motor assembly for an electric vehicle with the control electronics included within the assembly. The inclusion of electronics within the wheel exposes a sensitive electronics assembly to extreme vibration and adds weight to the wheel. Providing the electronics within the assembly is a way of addressing the difficulty of supplying power cabling to the motor with a vehicle mounted motor controller, but at an elevated risk of damaging the sensitive electronics assembly. It discloses cabling that is routed down the centre of the stub axle inside of the wheel bearings and uncontrolled cabling leaving the upright into the suspension assembly. The routing of the cable in this manner limits the cross section available for the cabling and restricts the format of the connector. The cabling departs the upright at a significant distance from the steering axis (as shown in Fig 1), exposing the cable to both significant rotation and translation when used in a steering assembly. The cable assembly in this arrangement is delicate, not suited to a vehicle having challenging steering applications, and is prone to difficulty of sealing the cable bundle.

US2010/0163323 (Pickholz) discloses a compact electric wheel motor assembly for electric vehicles arranged with a McPherson strut suspension assembly. The assembly is suitable for a steerable wheel and the McPherson strut unit is used to carry the supply cables away from the motor assembly. However, this disclosure does not address the twist and translation of the cables which would potentially cause damage and failure thereof. The cables are not easily separated from the assembly and are shown to be continuous from the motor into the suspension assembly through a non-rotational pathway. To address the lack of separation, the wheel rim and tyre is a hub-less assembly capable of being removed to service the tyre. As seen in Fig. 4, the wires 38 must be pulled through the upright 22 to remove the motor, which is the conventional way in the prior art. This wire arrangement is prone to failure, and it is difficult to service and maintain such an assembly.

US2014/0125205 (Landfors et al.) discloses a wheel motor assembly for heavy vehicles. The assembly contains a gearbox, motor, control equipment, disc brake and a hub-less rim and tyre assembly for tyre service. As shown in Fig. 7, the DC supply cables 62 are supplied as a continuous cable via the central shaft within the constraint of the wheel bearings of the machine to the control equipment which then supplies AC to the electric machine. The path of the DC supply cables from the hub to the suspension unit is not detailed in this prior art. However, providing continuous cable via the central shaft within the constraint of the wheel bearings means the assembly is difficult to service and maintain.

In more recent times, electric powered vehicles are typically provided with wheel assemblies having integral electric motors that suit the configuration, and shape and size of those wheel assemblies. Typically, each wheel assembly is steerable by an electrically powered steering device associated therewith. One such arrangement is the Protean 360-degree corner module that is used with an urban autonomous mobility pod as shown at https://www.proteanelectric.com/360-degree-corner-module-acc elerates-revolution-in- urban-mobility/ . This corner module has the steering, suspension, motor, and pneumatic rideheight adjustment in a single unit. A mobility pod fitted with four of these corner modules is capable of tight space manoeuvring capabilities. However a disadvantage of the wheel assembly of the Protean 360-degree comer module, is that the conduits that carry electrical power to the motor and sensing wires are mounted external of a suspension upright and lead into the hub of the electric motor. This adds complexity to mounting and removal of the wheel to the suspension upright.

Electromechanical braking systems are inherently bulky and difficult to package with a direct drive wheel motor. Additionally, an electromechanical braking unit typically requires both power and a control system to function, and if either is lost then the brake cannot function.

For electrically powered autonomous vehicles to be widely accepted, they must be able to have significant range and payload capabilities for both passengers and delivery of goods. With increased range and payload, all the vehicle’s motive devices, including the electric drive motors and braking system, must have a certain level of robustness and redundancy, and they should able to be readily maintained and serviced.

One such arrangement, which has a wheel assembly including the electric drive motor and braking system is described in our International Patent Publication No. WO 2022/082271 entitled “A wheel assembly for an electric vehicle”. In this wheel assembly the electric motor within the hub must be provided with power and sensing cabling via electrical conduits operably connected to the batteries and control units on the platform (chassis) side of the vehicle, and the braking unit must be provided with air via a pneumatic conduit also operably connected to an air supply also on the platform (chassis) side. However, unlike that of the earlier mentioned prior art “Protean 360-degree corner module”, it would be advantageous to not have conduits leading externally from the upright to the wheel.

In the abovementioned International Patent Publication No. WO 2022/082271, a wheel assembly is described where an electric motor is integrated into the wheel/rim structure with a pneumatically actuated braking unit disposed internally within the wheel. This provides a significant weight and packaging envelope. A major disadvantage in this configuration is that the motor is then part of the wheel assembly linked to the tyre, and as such the motor must now be removed to change a tyre. The power cables and any associated sensor wiring for the motor, as well as the pneumatic supply to the brake unit would then have to be removed with the tyre, making disconnection necessary.

In consideration of the above, an embodiment of the present invention aims to provide a wheel assembly comprising a hub integral with an electrical motor which seeks to ameliorate at least one of the disadvantages of the prior art.

SUMMARY

In a first aspect the present invention consists in a wheel assembly for an electrical vehicle, said wheel assembly comprising: a hub integral with an electrical motor; a stub axle with a free end; and bearings, said wheel assembly operably and removably mounted to a suspension upright of said electrical vehicle, and at least a first utility conduit passes through said stub axle to interconnect with a respective second utility conduit within said suspension upright, characterised in that said suspension upright has a bore therein with an internally disposed mounting face opposed to an open end thereof, said mounting face at substantially right angles to the axis of rotation of said wheel assembly and when said wheel assembly is operably mounted to said suspension upright, said stub axle is introduced via said open end of said bore to be disposed therein, and removable fasteners within said suspension upright extend substantially parallel to the axis of rotation of said wheel assembly via first apertures in said mounting face to engage with respective second apertures in the free end of said stub axle, and said first utility conduit interconnects with said respective second utility conduit at the interface between said free end of said stub axle and said mounting face. Preferably in one arrangement interconnection at said interface is by abutment between said stub axle and said mounting face and said separable connection between said first utility conduit and said second utility conduit at said interface is by a blind mate connector.

Preferably said bearings comprise an inboard bearing and an outboard bearing and said path of said first utility conduit in said stub axle is external to the peripheral diameter of said inboard wheel bearing.

Preferably in a second arrangement said at least first utility conduit and said respective second utility conduit are electrical cables.

Preferably said electrical cables are for powering said electric motor from at least one battery on said electric vehicle remote from said wheel assembly.

Alternatively said electrical cables are for controlling the electric motor via signals from at least one control unit on said electric vehicle remote from said wheel assembly.

Preferably in a third arrangement said wheel assembly comprises at least one pneumatically actuated brake unit disposed within said wheel assembly and said at least first utility conduit and said respective second utility conduit are pneumatic conduits for delivering air to said braking unit from an air supply disposed on said electric vehicle remote from said wheel assembly.

Preferably a solenoid valve for actuating said pneumatically actuated brake unit is disposed within said suspension upright.

Preferably said outboard bearing and said inboard bearing are both rolling bearings and said inboard bearing having a diameter smaller than said outboard bearing.

Preferably said inboard bearing having a diameter substantially smaller than said outboard bearing and said first apertures disposed on said mounting face of said suspension upright are disposed within the inner diameter of said outboard bearing.

Preferably said suspension upright has a housing internally configured to receive at least a portion of said second utility conduit as a spiral loop.

Preferably said suspension upright is supported by a suspension arm, and said suspension arm comprises at least one hollow portion, and said second utility conduit passes through said hollow portion of said suspension arm and into said suspension upright. Preferably said suspension arm comprises a primary arm and a secondary smaller arm pivotally attached to said primary arm and said at least one hollow portion is disposed within said secondary smaller arm.

Preferably said secondary smaller arm has limited pivotal movement during the steering of said wheel assembly.

Preferably at least a portion of a controller for controlling said motor is integral with said suspension upright.

Preferably said motor has a rotary element position sensor disposed thereon and said orientation of said rotary element position sensor is maintained relative to the housing of said hub by said brake unit when said wheel assembly is removed from said suspension upright.

In a second aspect the present invention consists in a steerable wheel and tyre assembly for an electrical vehicle, said wheel and tyre assembly for use adjacent to a respective motor, said wheel and tyre having a hub with bearings, said hub is either integral with said motor or removably attached to said motor, said wheel and tyre assembly operably and removably mounted to a suspension upright of said electrical vehicle, and at least a first utility conduit passes through said stub axle to interconnect with a respective second utility conduit within said suspension upright, characterised in that said suspension upright has a bore therein with an internally disposed mounting face opposed to an open end thereof, said mounting face at substantially right angles to the axis of rotation of said wheel assembly and when said wheel assembly is operably mounted to said suspension upright, said stub axle is introduced via said open end of said bore to be disposed therein, and removable fasteners within said suspension upright extend substantially parallel to the axis of rotation of said wheel assembly via first apertures in said mounting face to engage with respective second apertures in the free end of said stub axle, and said first utility conduit interconnects with said respective second utility conduit at the interface between said free end of said stub axle and said mounting face.

Preferably interconnection at said interface is by abutment between said stub axle and said mounting face and said separable connection between said first utility conduit and said second utility conduit at said interface is by a blind mate connector.

Preferably said bearings comprise an inboard bearing and an outboard bearing and said path of said first utility conduit in said stub axle is external to the peripheral diameter of said inboard wheel bearing. Preferably in one arrangement said at least first utility conduit and said respective second utility conduit are electrical cables.

Preferably said electrical cables are for powering said electric motor from at least one battery on said electric vehicle remote from said wheel assembly.

Alternatively said electrical cables are for controlling the electric motor via signals from at least one control unit on said electric vehicle remote from said wheel assembly.

Preferably in another arrangement said wheel assembly comprises at least one pneumatically actuated brake unit disposed within said wheel assembly and said at least first utility conduit and said respective second utility conduit are pneumatic conduits for delivering air to said braking unit from an air supply disposed on said electric vehicle remote from said wheel assembly.

Preferably a solenoid valve for actuating said pneumatically actuated brake unit is disposed within said suspension upright.

Preferably said outboard bearing and said inboard bearing are both rolling bearings and said inboard bearing having a diameter substantially smaller than said outboard bearing.

Preferably said inboard bearing having a diameter substantially smaller than said outboard bearing and said first apertures disposed on said mounting face of said suspension upright are disposed within the inner diameter of said outboard bearing.

BRIEF DESCRIPTION OF THE DRAWINGS

Further disclosure, objects, advantages, and aspects of the present invention may be better understood by those skilled in the relevant art by reference to the following description of preferred embodiments taken in conjunction with the accompanying drawings, which are given by way of illustration only and thus not limitative of the present invention, and in which:

Fig. 1 is a perspective view of an embodiment of an electric road vehicle having a platform carrying a removable modular pod, the platform having a plurality of wheels in accordance with the present invention.

Fig. 2 is an is an upper perspective view of the platform of the vehicle shown in Fig. 1.

Fig 3 is an inner perspective view of one of the wheels of the electric road vehicle shown in Fig. 1. Fig. 4 is a cross-sectional partial perspective view of the wheel shown in figure 3.

Fig. 5 is a suspension assembly for mounting the wheel of Fig. 3 to the electric vehicle of Fig. 1

Fig. 6 is a perspective view of the wheel of Fig 3 mounted to suspension assembly of Fig. 5.

Fig 7. is a perspective view of the wheel and suspension assembly of Fig. 6 with the wheel removed from the suspension assembly.

Fig. 8 is a cross-sectional partial perspective view of the wheel and suspension assembly shown in Fig. 7.

Figs. 9(a) and 9(b) are upper perspective views of the suspension upright and lower linkage arm of the suspension assembly of Fig. 5, shown alone, as the suspension upright is pivoted relative to the lower linkage arm.

Figs. 10(a) and 10(b) are side perspective views of the suspension upright and lower linkage arm of Figs 9(a) and 9(b).

Figs. 11(a) and 11(b) are plan views of lower linkage arm shown in Figs 9(a) and 9(b) with the suspension upright omitted.

Figs. 12(a) and 12(b) are perspective views of lower linkage arm shown in Figs 11(a) and 11 (b).

Figs. 13 is a pneumatic circuit diagram for operation of two of the brake units in an opposed “wheel assembly” pair.

Fig. 14 is a cross-sectional partial perspective view of a second embodiment of a steerable wheel and tyre assembly in accordance with the present invention.

DETAILED DESCRIPTION

Prior to describing the embodiments of the invention, it should be noted that a “steerable wheel assembly” is one where the steering function maybe “active” or “passive”. An active controlled steering system might be an operator controlled steering rack, or a computer- controlled servo system. A passively steered wheel assembly might contain a suspension linkage that provides compliance or geometry to allow favourable rotation of the wheel assembly by a limited angle during cornering or under bump loads.

Figs. 1 to 13 depict an embodiment of a modular self-contained steerable wheel assembly 3 and associated suspension assembly 130, for use in a low-profile wheeled platform frame 1 for an electrically powered road vehicle 10. Low profile wheeled platform frame 1, hereinafter referred to as a “platform”, forms part of a modular vehicle system, and road vehicle 10 is preferably an autonomous or semi-autonomous road vehicle. The steerable wheel assembly 3, has an active steering function by means of a computer-controlled servo system.

Modular self-contained steerable wheel assembly 3, will hereinafter be referred to as “wheel 3”.

Platform 1 substantially carries all the mechanical, electrical, and structural componentry necessary for fully functional road vehicle 10, including the drive and steering system, and the braking system.

Platform 1 carries a removable modular pod 2 which operably engages therewith. Modular pod 2 may be one of many different pods to suit different commercial, industrial and passenger transportation applications.

Platform 1 has a body made of a two piece (upper and lower) sealed enclosure. In this embodiment platform 1 is approximately 3.4 metres long, and about 1.48 metres wide and is about 0.75 metres high and capable of carrying a payload of about 1000 kg. Preferably platform 1 has a weight of less than 500kg. Where modular pod 2 has a typical height of about 1.25 metres, and it is fitted to platform 1, the height of road vehicle 1 would be about 2 metres.

Platform 1 has four wheels (wheels assemblies) 3, namely two pairs of wheels. The first pair of wheels 3 are disposed on opposed sides of platform 1 near one end 6a thereof, and the second pair of wheels 3 are disposed on opposed sides of platform 1 near the other end 6b thereof. Each wheel 3 is driven by an independent electric motor 4 associated therewith.

Platform 1 is symmetric in shape and configuration, about its central longitudinal plane L lying on a longitudinal axis thereof, and its central transverse plane T lying on a transverse axis thereof, which is orthogonal thereto. As a result of this symmetric shape and configuration, opposed first and second ends 6a, 6b of platform 1 about transverse plane T appear the same, as do opposed first and second sides 7a, 7b about longitudinal plane L.

The body of platform 1, has raised cavity portions 8a, 8b near each of opposed first and second ends 6a, 6b respectively, interconnected by a lower slimmer central portion 9. Raised cavity portions 8a, 8b contain the wheel-drive and control componentry of platform 1, as well as the pod connection componentry that interconnects platform 1 to modular pod 2. Raised cavity portions 8a, 8b like that of ends 6a, 6b and sides 7a, 7b are similarly shaped.

Preferably, platform 1 is bi-directional. When platform 1 is stationary, an external observer could not by simply looking at platform 1 discern (recognize) first and second ends 6a, 6b thereof as either fore or aft ends of platform 1. Rather, first and second ends 6a and 6b of platform 1 may operably and indiscemibly by the shape and configuration of platform 1, interchange as the lead (fore) end of platform 1.

Each wheel 3, as shown in Figs. 3 and 4 comprises an electric motor (and drive) 4 integrated into the wheel/rim structure. Unlike the prior art, where an electric motor is housed in a separate housing located in the hub, in this embodiment electric motor 4 is part of wheel hub 3a.

A suspension assembly 130 shown separately in Fig. 5, is for connecting wheel 3 to platform 1 of vehicle 10. Suspension assembly 130 comprises upper and lower linkage (suspension) arms 131 and 132. Suspension upright 95 is pivotally mounted and disposed between upper and lower linkage arms 131,132. The two ends 133 of lower linkage arm 132 and two ends 134 of upper linkage arm 131 are for pivotal attachment to platform 1. Suspension assembly 130 also has a shock absorber (damper) unit 135 connected at its lower end 135b to lower linkage arm 132, and whose upper end 135a is for attachment to platform 1.

As shown in Figs. 6 to 8, each wheel 3 is removably mounted to a respective suspension upright 95 of suspension assembly 130.

Electric motor 4 has a rotor backing iron 81 used to support the magnetic pole pieces of motor 4, attached to inside of rim 82.

Wheel 3 is also fitted with a self-actuating brake unit, namely a pneumatically actuated failsafe brake unit 90, hereinafter referred to as “brake unit 90”. Brake unit 90 is described in detail in International Patent Publication No. WO 2022/082271 entitled “A wheel assembly for an electric vehicle”. The mechanical actuating component and braking surface (brake pad) components of braking unit 90 are disposed within wheel 3.

As shown in Fig. 13, brake unit 90 of a wheel 3 is fluidally connected to solenoid valve 98 which is disposed within suspension upright 95 with an incoming air path (line) 97 from air supply 100. The air path 97 is attached to upright 95 and is internally routed to solenoid valve 98. Air supply tank 100, disposed on platform 1, receives air from air compressor 102 and provides pressurized air to air path 97. A regulator (not shown) might be installed in air supply path 97 to regulate the pressure of air supply tank 100. A fluid restrictor 99 in the pneumatic circuit of air path 97, avoids rapid onset of braking. Alternatively, fluid restrictor 99, may instead be a silencer or relief valve.

Not only does the air need to pass through solenoid 98 within upright 95 between air supply tank 100 on platform 1 and wheel 3 removably mounted to upright 95, but also there is a need for electrical cables to extend from suspension upright 95 to wheel 3. These electrical cables include a “power cable” to electric motor 4 from a battery pack (not shown) on platform 1, and a “sensor cable” from a control unit (not shown) also on platform 1, to a rotary position sensor 96 on wheel 3 used for the position and speed of wheel 3.

Wheel 3, with its integral motor 4 and braking unit 90 is modular, and is easily installed and removed from platform 1, thus making for ease of installation and removal for replacement, service, and repair.

Wheel (wheel assembly) 3 which includes hub 3a integral with electrical motor 4, has a stub axle 105 with a free end 106 and inboard and outboard bearings 140,141. Wheel assembly 3 is operably and removably mounted to suspension upright 95 with at least its first utility conduits, namely that of the pneumatic (fluid) conduit 110a and the electrical conduits (power and sensing conduits) 110b, passing through stub axle 105 to interconnect with respective second utility conduits, again pneumatic (fluid) conduit 120a and the electrical conduits (power and sensing conduits) 120b within suspension upright 95. In the pneumatic circuit shown in Fig. 13, the air path (line) 97 is via pneumatic (fluid) conduit 120a through suspension upright 95, and via pneumatic (fluid) conduit 110a through wheel hub 3a of wheel 3. The paths of first utility conduits 110a, 110b in stub axle 105 are external to the peripheral diameter of inboard wheel bearing 140. Suspension upright 95 has a bore 87 therein with an internally disposed mounting face 88 opposed to an open end 89 thereof, and when wheel assembly 3 is operably mounted to suspension upright 95, stub axle 105 is introduced via open end 89 of bore 87 to be disposed therein, and removable fasteners (not shown) within suspension upright 95 extend via first apertures 84 in mounting face 88 to engage with respective second apertures 83 in the free end 106 of stub axle 105. Apertures 84 within suspension upright 95 are oriented in a manner that the abovementioned removable fasteners extend substantially parallel to the axis of rotation of wheel assembly 3. Mounting face 88 is substantially at right angles to the axis of rotation of said wheel assembly 3, when wheel assembly 3 is mounted to suspension upright 95. First utility conduits 110a, 110b interconnect with respective second utility conduits 120a, 120b at an interface of free end 106 of stub axle 105 and mounting face 88. Preferably this interface between free end 106 of stub axle 105 and mounting face 88 is by abutment therebetween.

Sealing means (such as an O-ring or other seal) are provided at the interface between pneumatic (fluid) conduit 120a at mounting face 88 of suspension upright 95, and pneumatic (fluid) conduit 110a on stub axle 105 of wheel 3.

Electrical conduits (power and sensing conduits) 110b have “male projection” connectors at their free ends extending from stub axle 105, which interconnect with “female receiving” connectors of electrical conduits (power and sensing conduits) 120b on suspension upright 95. These male/female connectors are preferably conventional blind mate connectors used in power and sensing circuits.

As can be seen in Figs 4 and 8, inboard bearing 140 and an outboard bearing 141 of wheel 3 are roller bearings. Inboard bearing 140 having a diameter smaller than the diameter of outboard bearing 141. Preferably, the larger outboard bearing 141 has a load capacity and/or rating greater than that of the smaller diameter inboard bearing 141. First apertures 84 disposed on mounting face 88 of suspension upright 95, are disposed within the inner diameter of outboard bearing 141.

As wheel 3 and steering upright 95 are pivotally moved relative to platform 1 for steering purposes, there must be some play in conduits 120a, 120b. To allow for this, suspension assembly 130 is provided with several features to allow for this play. Firstly, conduits 120a and 120b are flexible conduits. Secondly, suspension upright 95 has a spiral conduit housing 115 disposed therein, as shown in Fig. 8, through which flexible conduits 120a, 120b pass through, and are substantially housed, with provision for an “amount of play”.

Thirdly, lower linkage arm 132 is made up of a primary arm 132a to which a secondary arm 132b is pivotally attached. For clarity and ease of reference Figs. 9(a) and 9(b) along with Figs 10(a) and 10(b) only show suspension upright 95 and lower linkage (suspension) arm 132. In these figures flexible second conduits 120a, 120b which extend from platform 1 run along and through lower linkage arm 132. The secondary arm 132b which is immediately below suspension upright 95 is hollow and allows for conduits 120a, 120b to pass therethrough and then into suspension upright 95.

Figs 11(a) and 11(b), along with Figs 12(a) and Figs 12(b) depict plan and perspective views of the lower arm 132 with the suspension upright 95 omitted. These views show that conduits 120a and 120b travel along primary arm 132a and then through secondary arm 132b. The limited pivotal movement of secondary arm 132b relative to primary arm 132a together with the provision of space to allow flexible conduits 120a and 120b to move within primary arm 132a and spiral conduit housing 115 within suspension upright 95, ensures these conduits can move with an “amount of play” as suspension upright 95 pivots along with wheel 3. This “amount of play” occurs whilst maintaining a level of protection to conduits 120a and 120b as they extend from platform 1 through to the interface with first conduits 110a and 110b within the wheel assembly 3. The limited “amount of play” for conduits of 120a and 120b is because of the combination of the spiral housing 115 within suspension upright 95, and the suspension arm shown Figs 11(a) and 11(b).

The advantage of the abovementioned embodiment is that as first conduits 110a, 110b are extending internally of stub axle 105, to interconnect with second conduits 120a, 120b within suspension upright 95, then these conduits and their point of connection is not externally disposed. Furthermore, as these first conduits 110a, 110b interconnect with second conduits 120a and 120b at an interface of free end 106 of stub axle 105 with mounting face 88 of suspension upright 95, the connection and disconnection of these conduits occurs when wheel 3 is being fitted or removed from suspension upright 95. Preferably rotary element position sensor 96 disposed on motor 4 has its orientation maintained relative to the housing of wheel hub 3a by brake unit 90, when wheel 3 is removed from suspension upright 95.

As shown in Fig. 8, suspension upright 95 provides a space 138 for housing a printed circuit board or other type of control device (not shown) that receives and processes signals from sensors within wheel 3. It is advantageous to have such monitoring and processing of wheel control signals occurring as close as possible to wheel, with such printed circuit board or other type of control device being operably connected to control units (not shown) disposed on platform 1. This printed circuit board, or other type of control device, may have as its primary function the receiving and processing of signals from an angle sensor, Accelerometer/MU, temperature sensors and brake actuation control. As a secondary function, a printed circuit board (or other type of control device) may be used for process checking namely as a supervisor, that includes secondary temperature sensor processing for current sensors, secondary position sensors, pressure sensors to ensure wheel 3 is functioning as intended.

In the abovementioned embodiment, not only do conduits 110a, 110b, and 120a, 120b provide a protected cabling and pneumatic air supply extending from platform 1 to wheel 3, the compactness of suspension assembly 130 provides improved suspension geometry and improved placement of the external pivots of the suspension, and a reduced scrub radius. Furthermore, the arrangement described provides an increased diameter of motor 4, with minimal impact on the suspension geometry.

Whilst the abovementioned wheel 3 is described with use of an electric vehicle 10 having a platform 1 and modular pod 2, wheel 3 could be used on other not shown electric vehicles.

Preferably, the abovementioned embodiment of the present invention is designed such that the wheel assembly 3 and its incorporated brake unit 90 of vehicle 10, meets the functional safety ASIL D standard in accordance with ISO26262.

In the present embodiment wheel (wheel assembly) 3 is described as “modular self-contained”, which means that the whole wheel assembly 3 is removed and replaced, even when the wheel’s tyre requires replacement or repair. The removal and replacement of wheel assembly 3 from and to suspension upright 95, is relatively straightforward, as the disconnection and connection of the electrical and pneumatic conduits occurs at the interface between stub axle 105 of wheel assembly 3, and mounting face 88 of suspension upright 95, as part of the wheel assembly 3 removal and or replacement.

In an alternate second embodiment, the wheel assembly might easily be broken down so that the motor can readily be removed from wheel/tyre assembly. Fig. 14 depicts such a second embodiment of a wheel/ tyre assembly 153, having pneumatic brake 90 disposed internally therein, in a similar fashion to the wheel assembly 3 of the first embodiment. This wheel/tyre assembly 153 has a stub axle 155, like the stub axle 105 of the first embodiment, and has utility conduits, namely pneumatic conduit 110c and electrical conduit HOd passing through stub axle 155, capable of attachment to suspension upright 95 of the first embodiment, so that pneumatic conduit 110c and electrical conduit HOd on stub axle 155, can be interconnected with pneumatic conduit 120a and electrical conduit 120b on suspension upright 95. Pneumatic conduit 110c leading to pneumatic brake 90 within wheel tyre/assembly 153. For wheel/tyre assembly 153 to be removably attached to the housing of the motor (not shown), it is provided with wheel studs 157.

Wheel/tyre assembly 153 has two roller bearings, namely an inboard bearing 145 and an outboard bearing 146. Inboard bearing 145 having a diameter substantially smaller than the diameter of outboard bearing 146. Like that of the first embodiment, the larger outboard bearing 146 preferably has a load capacity and/or rating greater than that of the substantially smaller diameter inboard bearing 145. Wheel studs 157 are disposed within the inner diameter of outboard bearing 146.

Whilst the abovementioned embodiments are for active steerable wheel assemblies, it should be understood, that the present invention in other embodiments, may be directed to a passive steerable wheel assembly.

The “suspension arrangement” of the above described first embodiment may differ in alternative embodiments of the present invention. In such alternate suspension arrangements, the suspension upright 95 of the first embodiment, may be referred to as a “hub carrier” or a “knuckle”.

Throughout this specification and the claims which follow, unless the context requires otherwise, the word "comprise", and variations such as "comprises" and "comprising", will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.