EP4665637A1 - Plateforme modulaire de support structural pour véhicule - Google Patents

Plateforme modulaire de support structural pour véhicule

Info

Publication number
EP4665637A1
EP4665637A1 EP24720289.8A EP24720289A EP4665637A1 EP 4665637 A1 EP4665637 A1 EP 4665637A1 EP 24720289 A EP24720289 A EP 24720289A EP 4665637 A1 EP4665637 A1 EP 4665637A1
Authority
EP
European Patent Office
Prior art keywords
module
structural support
previous
attachment
modular platform
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP24720289.8A
Other languages
German (de)
English (en)
Inventor
José Roque Correia de Oliveira e Silva
Raúl Filipe MATOS SILVA
João Pedro MOREIRA DIAS ANTUNES
Pedro Miguel De Azinheira Reguenga
João Nuno OLIVEIRA DA ANUNCIAÇÃO
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ceiia Centro de Engenharia e Desenvolvimento Associacao
Original Assignee
Ceiia Centro de Engenharia e Desenvolvimento Associacao
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ceiia Centro de Engenharia e Desenvolvimento Associacao filed Critical Ceiia Centro de Engenharia e Desenvolvimento Associacao
Publication of EP4665637A1 publication Critical patent/EP4665637A1/fr
Pending legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D63/00—Motor vehicles or trailers not otherwise provided for
    • B62D63/02—Motor vehicles
    • B62D63/025—Modular vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D27/00—Connections between superstructure or understructure sub-units
    • B62D27/02—Connections between superstructure or understructure sub-units rigid
    • B62D27/026—Connections by glue bonding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D27/00—Connections between superstructure or understructure sub-units
    • B62D27/06—Connections between superstructure or understructure sub-units readily releasable
    • B62D27/065—Connections between superstructure or understructure sub-units readily releasable using screwthread
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D65/00—Designing, manufacturing, e.g. assembling, facilitating disassembly, or structurally modifying motor vehicles or trailers, not otherwise provided for
    • B62D65/02—Joining sub-units or components to, or positioning sub-units or components with respect to, body shell or other sub-units or components
    • B62D65/04—Joining preassembled modular units composed of sub-units performing diverse functions, e.g. engine and bonnet

Definitions

  • the present application describes a structural support modular platform for a vehicle.
  • any vehicle needs a fundamental and strong core.
  • the platform is at the core of the know-how of any automaker, notwithstanding the different conceptions they may have over it. Despite the considered differences, the platform is generally seen as an ensemble composed by its underbody (general structure), and by the systems that it integrates. These systems generally contribute to the mechanical properties of the car, as the suspension or the powertrain, but can differ.
  • any platform design needs a systematic approach, in compliance with previous defined constraints. From the distinct development of each part to the combined and integrated development of different systems, a systematic and holistic approach is needed to achieve a real optimisation.
  • This project aims to develop a vehicle platform that can foster the conception of different electric and autonomous vehicles. It starts based in an automotive platform, but it can be applied in other vehicles than commercial cars.
  • the proposed platform should stand as an important infrastructure for the smart cities of the future, and not as mere new means of transportation.
  • the developed product primarily targets the quadricycle and microcar market (Cat. L6/L7), and in this particular segment, the applicant is not aware of vehicles that are born from a platform, much less a modular and adaptable platform.
  • the present invention describes a structural support modular platform for a vehicle characterized by comprising a front module, a central module and a rear module, wherein the front module is mechanically coupled to a frontal portion of the central module, and the rear module is mechanically coupled to a rear portion of the central module.
  • the central module, the front module and the rear module comprise customizable height, depth and width.
  • the front module and the rear module comprise at least one of a set of an autonomous function, motorization, suspension, wheels, braking, steering, cooling or handling systems.
  • the central module comprises a battery pack that provides electric energy to the vehicle, and structural and mechanical coupling means and components.
  • the front module comprises a modular arrangement of mechanical coupled elements composed of at least a main front crash management system coupled to a front portion of the module, a radiator support, a first side multi-material structure, a second side multi-material structure, a frontal reinforcing structure, mechanical means of attachment of the first side multi-material structure, mechanical means of attachment of the second side multi-material structure and a chariot.
  • the rear module comprises a modular arrangement of mechanical coupled elements composed of at least a rear crash management system, a first side casted structure, a second side casted structure a rear reinforcing structure, a chariot, a mechanical means of attachment of the second side casted structure, a mechanical means of attachment of the first side casted structure and a cross beam.
  • the front module is mechanically coupled to a frontal portion of the central module at least by the mechanical means of attachment of the first side multi-material structure and by the mechanical means of attachment of the second side multimaterial structure located in a rear position of said front module facing the front portion of the central module (102), and the rear module is mechanically coupled to the rear portion of the central module at least by the mechanical means of attachment of the second side casted structure and by the mechanical means of attachment of the first side casted structure located in a front position of said rear module facing the rear portion of the central module.
  • the front module comprises on each side at least a set of two wheels supported by independent axles which are mechanically adapted to the first side multi-material structure and the second side multi-material structure.
  • the rear module comprises on each side at least a set of two wheels supported by fixed axle or by independent axles which are mechanically adapted to the first side casted structure and the second side casted structure.
  • each independent axle comprises an independent motorized unit to transfer independent movement to the wheels.
  • each independent axle is mechanically configured to enable 90 degrees of movement to the wheels with regard to a vertical plane.
  • the mechanical means of attachment or the mechanical coupling comprise at least one of a set of threaded holes, bolts, fittings or adhesive bonding areas.
  • the present application describes a structural support modular platform for a vehicle.
  • the developed platform allows the integration of multiple features in a fully open approach, making it possible to be used for different purposes. Being highly customisable, it aims to provide additional technical solutions to the present-day vehicle platforms which are proprietary in nature, and which offer little customisation or design flexibility.
  • the disclosed invention enables to save time and money in product development, as the major concerns for vehicles distributors will be placed in the upper cell possibilities and services.
  • BEVs battery electric vehicles
  • CO2 direct pollutants
  • Connectivity has also become a key product feature incorporated into almost every key aspect of our day life, with researchers estimating an existing 50 million loT devices installed worldwide nowadays, many of them being installed in our vehicles. More than moving us from point A to B, it is important to change the way the world moves, and loT is needed to ensure consumers' needs and feelings of being connected all time.
  • the vehicles comprising the developed platform will be enabled with fully connectivity to cover different third-party services, depending on the different use cases. All the updates are conceived to be done "over the air”, to deploy new features faster, and operations will be cloud-based as well.
  • a continuous monitoring of the performant state of the vehicle, and therefore of the platform can provide important feedback for the next batch of developing platforms. This permanent connectivity between vehicles will allow to share the operational knowledge based on different usages and services that will deployed in latter development stages.
  • the vehicle learnings, using data collection, or machine decision strategies, in each use case can be reused for other complementary use cases or even for all use cases.
  • This data collection refresh is performed, for example, with updates regarding Firmware Over-The-Air (FOTA) technologies to ensure the connectivity of the vehicle, and therefore, of the platform.
  • FOTA Firmware Over-The-Air
  • the platform was developed to ensure the fulfilment of all driving requirements, such as acceleration, handling or control, and particularly, autonomous driving vehicles specs, ensuring that everyone occupant in the vehicle, can behave as a simple passenger, while still ensuring the stringent safety demands.
  • the created platform is developed to receive mechanical and manual functions as well when manual driving is to be offered.
  • the platform was developed to offer a unique level of versatility, as it will contain the entire vehicle's drivetrain within a low profile closed structure.
  • Features such as range, suspension, top speed can all be tailored to suit overall vehicle's intended purpose.
  • the platform is versatile enough to accept different configurations within the same purpose.
  • easy adaptation is possible by adding or removing components specially designed for the requirements.
  • different configurations may require motorisation on the front or rear axle or both: so the platform (mainly the front and rear module) is designed for such possible adaptation.
  • different options will be possible either to manned and unmanned vehicles, and solutions for the upper cell will be tailored on demand.
  • the concept behind the current development is to provide a wider coverage of an array of applications, such as smart logistics, industrial cargo situations, off-road robotics and others.
  • nominal structure which in dimensional terms is the optimal case from the point of view of structural efficiency for all the final structures developed.
  • the modules comprised in the platform can be adjusted in height, depth, width, and contain vehicle's vital functions, such as, autonomous functions, motorization, suspension, braking, cooling and handling.
  • vehicle's vital functions such as, autonomous functions, motorization, suspension, braking, cooling and handling.
  • the platform is flexible in both width and length.
  • some use cases may need add-on structures that will increase its overall stiffness and performance, being its structural design prepared to receive such additional elements. If the configuration is smaller than this nominal structure, whether between tracks or axles, there is the alternative of ballast association (structure with over-engineering).
  • the herein disclosed platform may diverge between a small urban car application, a mini truck, a minibus or a cargo vehicle. Additionally, it is prepared to comply with high agility vehicle requirements, such as outdoor urban AGVs and robotics applications.
  • Fig. 1 - illustrates an assembled view of the proposed modular vehicle platform (100).
  • Fig. 2 - illustrates an upper view) of the proposed modular vehicle platform (100).
  • Fig. 3 - illustrates an oblique view of the proposed modular vehicle platform (100).
  • Fig. 4 - illustrates a side exploded view of the proposed modular vehicle platform (100) with wheels where it is possible to identify the front module (101), the central module (102) and the rear module (103).
  • Fig. 5 - illustrates a side exploded view perspective of the disassembled modular vehicle platform (100) without the wheels, where it is possible to identify the front module (101), the central module (102) and the rear module (103).
  • Fig. 6 - illustrates an oblique perspective view of the front module (101), where it is possible to identify a main front crash management system (1011), a radiator support (1012), a cross beam (1013), a first side multi-material structure (1014), a second side multi-material structure (1015), a frontal reinforcing structure (1016) and the mechanical means of attachment of the first side multi-material structure (10141).
  • Fig. 7 - illustrates an exploded oblique perspective view of the front module (101), where it is possible to identify a main front crash management system (1011), a radiator support (1012), a cross beam (1013), a first side multi-material structure (1014), a second side multi-material structure (1015), a frontal reinforcing structure (1016), the mechanical means of attachment of the first side multimaterial structure (10141), the mechanical means of attachment of the second side multi-material structure (10151) and the chariot (1017).
  • Fig. 8 - illustrates an oblique perspective view of the central module (102).
  • Fig. 9 - illustrates an exploded oblique perspective view of the central module (102).
  • Fig. 10 - illustrates an oblique perspective view of the rear module (103), where it is possible to identify a main rear crash management system (1031), a first side casted structure (1032), a second side casted structure (1033), a rear reinforcing structure (1034), the chariot (1035), the mechanical means of attachment of the second side casted structure (10331) and the mechanical means of attachment of the first side casted structure (10321).
  • Fig. 11 - illustrates an exploded oblique perspective view of the rear module (103), where it is possible to identify a main rear crash management system (1031), a first side casted structure (1032), a second side casted structure (1033), a rear reinforcing structure (1034), the chariot (1035), the mechanical means of attachment of the second side casted structure (10331) and a cross beam (1036).
  • a main rear crash management system (1031) a first side casted structure (1032), a second side casted structure (1033), a rear reinforcing structure (1034), the chariot (1035), the mechanical means of attachment of the second side casted structure (10331) and a cross beam (1036).
  • Fig. 12 - illustrates a side exploded view perspective of the disassembled modular vehicle platform (100) without the wheels, where it is possible to identify the front module (101), the central module (102) and the mechanical means of attachment of the first side multi-material structure (10141).
  • Fig. 13 - illustrates a side exploded view perspective of the disassembled modular vehicle platform (100) without the wheels, where it is possible to identify the rear module (103), the central module (102) and the mechanical means of attachment of the second side casted structure (10331).
  • Fig. 14 - illustrates a perspective view of the proposed coupling system, i.e., the mechanical means of attachment of the first side multi-material structure (10141), between the front module (101) and the central module (102).
  • the structural support modular platform (100) disclosed herein is intended for vehicle application, and, like supported throughout the illustrations, it is meant to provide a modular solution, adaptable to all sorts of vehicles, and which provides the overall lower support structure of a vehicle where the wheels are installed, as well as the battery, autonomous functions, motorizations, ECU's, sensors, suspensions, wheels, braking, steering, cooling or handling systems.
  • the platform (100) is composed of three main modules: front
  • the components that make part of the front (101) and rear (103) modules are mainly structural, suspension, steering, braking, engine and transmission components.
  • the central module (102) comprises the battery pack that powers the vehicle, electronic control and structural components. The flexibility is not given by the modular platform (100) alone.
  • the modules composing it are flexible themselves, admitting changes in length, width, and height, to cover different use cases and needs.
  • the overall platform (100) length depends, mainly, on the central module
  • the vehicle platform can be adapted and assembled with motorized front and rear modules which allow total traction on all 4 wheels, or still, if the final purpose of the vehicle platform is long transport vehicles, as for example passenger transport, it can have a central module (102) with greater length and/or width.
  • this fourth proposed module replaces in a particular way the front and rear modules.
  • the fourth module presents a different configuration with regard to previous modules since it is composed by suspension / steering / motorization.
  • the design of the functional systems of this fourth module allows the vehicle to park at 90° and have 360° rotation capacity on a vertical axis.
  • the big key differentiating factor is the fact that this fourth module allows the simultaneous integrated installation on each vehicle wheel of an independent set of suspension plus steering plus motorization which allows to obtain the above- mentioned rotating capabilities.
  • the front module (101) is designed to crush at a specific rate to absorb energy. It contains a main Crash Management System (CMS) (1011), as well as other elements that distribute the generated impact forces.
  • CMS Crash Management System
  • the crash management system (1011) is a structural element designed to deform in a controlled manner to absorb the impact energy in the event of an accident. It can have different levels of integration with the main frame of the frontal module (1011), but generally consists of a front crossbeam connected to two longitudinal boxes - crash boxes - which in turn interface with the rest of the frontal module (101) frame by means of plates. In the event of contact by accident, these components work together to absorb and redirect the impact loads in a controlled manner.
  • the front module (101) also integrates a cooling platform system (1012), which is mainly a radiator operating as an integral part of the cooling system of the batteries that provide energy to the vehicle.
  • the two main structures of this front module, the CMS (1011) and the cooling platform system (1012), are common in all the available configurations.
  • the modularity characteristics are well present in this module (101), which integrates at least one of a motorization, suspension, traction and steering, depending on the use cases. More specifically, the fundamental elements of the front module (101) are the CMS (1011), the suspension, the steering, and the brake system, while the optional elements are the Cooling system (1012) and motorization.
  • the steel elements that interact with the suspension points may be adapted to the type of suspension in use.
  • this front module (101) of the platform is developed to receive different traction options. New structures could then be added in the most demanding situations, as a secondary CMS structure. Since the position of the main CMS (1011) is regulated, the secondary CMS structure is normally installed at a lower elevation and longitudinally further back than the main CMS (1011). Its function is to improve the absorption and redistribution of impact energy in the event of an accident.
  • the suspension points can also be adapted, as the aluminum core parts can change in length to receive a second steering axle if needed.
  • the two main elements of this front module (101) are the represented multi-material structures (1014, 1015) that anchor the remaining elements and create the interface with the central module.
  • the core of the front module (101), a carry-over part, is an aluminum based extruded profile, while the remaining parts of said front module are steel based. In other embodiments of the invention, these profiles are extended to receive the additional elements.
  • a cross beam (1013) is mechanically fixed/screwed to the main structures of the module (101), to provide additional strength against lateral impacts.
  • the CMS (1011) is a welded aluminum structure, based on extruded profiles, and it is the first element to absorb energy in a frontal impact situation. It is screwed in the front faces of the two main structures.
  • the chariot (1017) is a steel structure, welded and built with rectangular tubes. It serves as an anchorage for the lower suspension points and additional structures of said module (101).
  • the central module (102) plays a decisive role in platform flexibility. This is the module that may suffer the greater constructive variations, depending on the final use cases of the vehicle where to apply.
  • the central module (102) is composed by constructive structural elements and by the battery pack therein incorporated, which can be disposed inside of said structure of the central module (102) and can be removed by a lower access therein enclosed.
  • the construction method of the central module (102) is based on the use of extruded components which, in the case of long wheelbase applications, can be easily sized. It will allow changes in length, width and height, this later by adding add-on structures.
  • the minimum value for height of the lateral metallic profiles is based in trends for more efficient battery packs. Major use cases will have the battery pack placed in this central section.
  • the platform is flexible enough to free this central space. Additionally, the main elements anchoring future upper cells will be mostly placed on it. Besides that, the battery pack is designed to be accommodated in this module (102), namely in the specified nominal use case (BE).
  • This central module (102) is mainly built with extruded aluminum profiles that can create closed structures with the least production costs, a premise in the whole platform development.
  • the platform (100) and its modules (101, 102, 103) are flexible enough to have it placed in different positions. Accordingly, alternative versions of this central section (102) do not consider the integration of the battery pack, to gain space for further accommodation of different functional elements, like access ramps. Additionally, the nominal case designed to receive batteries in the central module (102) may resort to the use of two represented profiles, being this need related with the height of the average battery packs, around 210 mm.
  • These add-on structures can go beyond it and can be either structural or functional, depending on the use cases.
  • These extruded profile structures are arranged longitudinally in the vehicle so that they can be resized depending on the vehicle platform application. More specifically, they can be recognized on the vehicle side rails where they serve as structural elements and additionally as side impact protection.
  • the main structure of this central module (102) is a welded construction of aluminum profiles, and generally integrates lateral impact energy absorbers, interfaces with both front and rear sections, and profiles to avoid wheels' progression. To enhance stiffness, reinforced and transversal beams are inserted in both top and down planes of the module (102). The structure is designed to receive add-on structures to attend the most demanding cases of uses.
  • the battery pack is bonded and riveted in a metal sheet, and the set is then attached to the main structure.
  • the battery pack has a clear space of 150 mm from the side beams. Beyond safety reasons, in case of lateral impacts, a safe area for wiring is created to avoid its exposure. Conversely, cases with less safety homologations, as industrial AGVs, could use this free space to increase the stored energy and the battery pack.
  • Alternative versions of the central module can free central space to allow different elements to be added, like access ramps. Variations of the proposed central module (number II) aim to answer these challenges.
  • the proposed version admits different aluminum profiles, but still a similar approach. Besides, technical windows are opened on these profiles, to receive different add-on structures.
  • the overall stiffness is given by two symmetrical and casted core structures (1032, 1033) which enable the suspension elements to be fixed thereto, just as on the front module. These elements are common in all the applications, and the remaining parts are flexible enough to hold many design options.
  • the rear structure (103) is designed to crush in a similar way as the front module (101).
  • the rear module (103) integrates the vehicle motorization and the electronic systems. Furthermore, it will also have a CMS (1031) to protect the vehicle against eventual rear impacts.
  • the front section rear one is prepared to easily receive the mentioned fourth module, if the use cases call for it.
  • the two main structures of this module (103) are built by means of casting techniques.
  • This module (103) integrates the motor, the electronic components and is structural elements, as well as rear suspension elements.
  • the mentioned electronic elements control either the motor or the battery.
  • the rear section also contains a transversal structure, cross beam (1036), that supports the electronic boxes. Concerning the chariot (1035), it will support the motor through the use of custom-made supporting arms.
  • the module (103) also admits a CMS structure (1031) to absorb energy of eventual impacts.
  • the two illustrated casted elements (1032, 1033) integrate the rear suspension points. Besides, they are the main components of this module (103), as all the remaining elements are connected to, at least, one of them. Equally relevant is the transversal reinforcing structure (1036) that is screwed to these two components.
  • the back CMS (1031) is screwed to the two casted (1032, 1033) elements.
  • the main function of the rear chariot (1035) is to sustain the motorization system, which is obtained through screwing the chariot (1035) to the casted parts (1032, 1033), and to the transversal structural element (1036) as well.
  • the interface between the chariot (1035) and the motor itself is made by means of three customized motor arms. Additional elements are attached to the reinforcing transversal structure (1036), to sustain the electronic elements needed to control either the motor or the battery.
  • the three modules of the platform, front, central and rear modules (101, 102, 103) are connected in interface areas, through different elements designed for this specific purpose. No welding is used in the interface between the three main modules, but instead, mechanical coupling elements.
  • the described interfaces vary, as the rear (103) and front (101) modules admit different construction techniques and assembly approaches which involve the use of "clean” joining processes where the use of mechanical fixings (screws) and adhesives as opposed to processes such as welding is paramount.
  • the rear interfaces (10321, 10331) are constructively simpler than front ones (10141, 10151), as they admit different structural approaches.
  • the front (101) and rear (103) modules are connected with the central module (102) by means of different techniques which may comprise additional perforated metal sheets added to the central module (102) to reinforce the connections with the diagonal beams that make part of this in this central module (102). All these elements are bonded and riveted, in the pre-defined locations, to give additional resistance to the modules' connections.
  • the overall platform (100) is prepared to receive several upper cells, giving rise to different vehicles.
  • the traditional commercial vehicle architecture based the development, but alternative architectures and options are available. Different classes of vehicles can be built, and even non classifiable options are possible.
  • the front and rear overhangs are variable, to cover different use situations .
  • the final operator user of the platform can act simultaneously as manufacturers, in a process called CoOriginal Equipment Manufacturer (OEM), that redefines the value of either products or services.
  • OEM CoOriginal Equipment Manufacturer
  • the operator will assemble its own upper cell of the vehicle, with all the technical support from the moving chassis guaranteed and run their services.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

La présente invention concerne une plateforme modulaire de support structural (100) destinée à un véhicule. La plateforme modulaire de support structural destinée à un véhicule est caractérisée en ce qu'elle comprend un module avant (101), un module central (102) et un module arrière (103), le module avant (101) étant couplé mécaniquement à une partie frontale du module central (102), et le module arrière (103) étant couplé mécaniquement à une partie arrière du module central (102).
EP24720289.8A 2023-03-24 2024-03-22 Plateforme modulaire de support structural pour véhicule Pending EP4665637A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
PT11856723 2023-03-24
PCT/IB2024/052767 WO2024201241A1 (fr) 2023-03-24 2024-03-22 Plateforme modulaire de support structural pour véhicule

Publications (1)

Publication Number Publication Date
EP4665637A1 true EP4665637A1 (fr) 2025-12-24

Family

ID=90811006

Family Applications (1)

Application Number Title Priority Date Filing Date
EP24720289.8A Pending EP4665637A1 (fr) 2023-03-24 2024-03-22 Plateforme modulaire de support structural pour véhicule

Country Status (2)

Country Link
EP (1) EP4665637A1 (fr)
WO (1) WO2024201241A1 (fr)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3809456C2 (de) * 1987-03-27 1995-06-14 Nissan Motor Fahrzeugaufbau und Verfahren zur Herstellung desselben
US12473044B2 (en) * 2020-07-01 2025-11-18 Magna International Inc. Modular vehicle structure
US11858571B2 (en) * 2021-04-28 2024-01-02 Ford Global Technologies, Llc Vehicle chassis with interchangeable performance packages and related methods
KR20220155849A (ko) * 2021-05-17 2022-11-24 현대자동차주식회사 전기차용 스케이트보드 플랫폼

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