Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
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ENGINE CONFIGURATION FOR MASS TRANSIT VEHICLE
This invention relates to a vehicle, such as a mass transit bus, and
particularly to an engine configuration for the vehicle including the
location,
arrangement and support of various components of the engine for convenience of
operation and maintenance.
BACKGROUND OF THE INVENTION
The present invention is particularly but not exclusively directed to a
system which uses drive communication components which are generally known as
a"series hybrid" in which an internal combustion engine is associated with an
electric generator such that operation of the engine is used to generate
electric
power rather than to provide direct power transmission to the vehide. The
electriCal
power is transmitted to an eiectric motor separate from the engine and
connected to
the ground wheels of the bus for driving the ground wheels and thus propelling
the
bus. Battery packs are provided for storing energy from the generator and from
re-
generated braking energy.
Another type of hybrid drive is the parallel hybrid in which the engine
has a direct mechanical connection through a transmission to the drive wheels
but is
assisted by a motor/generator in parallel to the engine.
However the present invention is not wholly concemed with the series
hybrid drive system but can also be used in conjunction with conventional
drive
systems having an internal combustion engine In which the drive communication
is
component comprises a power transmission which communicates power from the
engine through a mechanical or hydraulic linkage to the vehicle wheels.
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Hybrid power vehicles have been proposed for many years but have
recently received added attention in view of significant energy savings and
reduction
in emissions.
One example of a series hybrid system of this type proposed by
Lockheed Martin and entitled HybridriveT"' propulsion system is described in a
brochure published by that company.
Another example is described in a paper issued by ISE Research
Corporation of San Diego Califomia which describes initial trials using a
drive
system of this type.
In addition the components for the system including an engine control
system, an electric generator for driving by the intemal combustion engine, an
eieotric drive motor and electric control systems has been developed by
Allison
Electric Drives which is a division of General Motors. These components
therefore
are available commen;ially but the arrangement, mounting and location of the
elements in the vehicle is the responsibility and function of the vehicle
manufacturer,
bearing in mind the framing arrangements, structural elements and final drive
components of the vehicle that they intend to manufacture.
One aspect of the present invention is therefore Concerned with the
layout, mounting and support of the various engine components for a vehicle
and
primariiy for a transit bus.
The engine components either of the conventional construction or of
the hybrid construction are conventionally mounted in the rear engine
compartment
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of the bus so that they are accessible under rear cover for service.
Conventionally
the engine components are mounted on frame elements forming rigid components
of
the structure of the vehicle so that the installation of the engine components
is
carried out by installing one at a time within the engine compartment thus
building up
the complete engine structure on the vehicle itself.
Generally the frame of the vehicle includes two longitudinal frame
beams spaced either side of the centre line of the vehicle and at the rear the
beams
include a coupling section inclined downwardly and rearwardly so that the
portions of
the beams on which the engine component sit are at a height downwardly from
the
frame beams forwardly of that point which pass over the rear axle. Various
transverse members and tabs are provided on the beams so as to provide support
for the various components of the engine as they are installed.
This method of installation In which the engine components are
installed separately within the engine compartment has become widely adopted
in
the industry.
An alternative arrangement for mounting the engine components Is to
provide an entirely separate subframe assembly which can be Installed into the
engine compartment with the components already attached to the frame and
carried
thereby. This arrangement of course has the advantage that the engine
components can be assembled separately from the vehicle in an area which can
allow increased accessibility therefore allowing easier and faster work by the
installers.
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However this arrangement hps the disadvantage that the frame itseff
oarrying the engine components must be a self supporting frame with sufficient
strength and rigidity to carry the components while they are transferred from
the
installation location into the engine oompartment. This arrangement therefore
increases the framing components required and provides excess strength and
duplication of strengthening elements thus signific:antly increasing the
weight and
complexity of the total frame structure. This technique has therefore been
generally
abandoned in recent manufacturing systems, bearing in mind the high priority
in
current manufacturing techniques for minimizing cost and complexity by
eliminating
duplication.
SUMMARY OF THE INVENTION
It is one object of the present invention, therefore, to provide an
improved layout and mounting of engine components for a vehicle to improve
ergonomics and operation efficiency.
According to a first aspect of the invention there is provided a:
According to a second aspect of the invention there is provided -a
combination comprising:
a vehicle having:
a vehicle body including structural members therein;
a plurality of ground wheels mounted on the vehicle body for carrying
the vehicle body in movement across the ground;
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an engine system including a,plurality of engine components for driving
at least two of the ground wheels for propulsion of the vehicle;
a sub-frame for carrying at least some of the engine components;
the sub-frame being arranged for readily releasable attachment to the
5 vehicle body so as to be carried on the vehide body during operation of the
vehicle
and being removable from the vehicle with the engine components thereon for
servicing of the engine components;
the sub-frame itself being incapable of supporting by itself at least one
of the engine components;
and a movable service dolly for supporting during servicing the sub-
frame with the engine components thereon, the dolly including:
first support elements for supporting the sub-frame;
and second support elements for supporting said at least one
component such that the dolly and the sub-frame co-operate to support all of
the
engine components during servicing.
Preferably the engine component which is carried on the dolly during
servicing and is attached to the body in use is attached to both the sub-frame
and
the vehicle body so as to receive support from both the sub-frame and the
vehicle
body in use. This ensures the proper location of the elements both during
assembly
and service on the dolly and when carried into installation in the vehicle
body.
Preferably the second support elements on the dofly for supporting the
component include adjustable jacks for adjusting the height of the component
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relative to the dolly. This allows the hejght to be adjusted as the sub-frame
is
brought into registration with the body to ensure that the connection to the
body can
be properly made before the dolly is withdrawn.
Preferably the dolly includes ground wheels by which the dolly can be
rolled and wherein the vehicle body is arranged such that the dolly and the
sub-
frame with the engine components thereon can be rolled into one end of the
body.
Preferably engine components include an engine, a radiator for cooling
the engine, a transmission and connections therebetween such that the
components
are sufficiently complete to operate on the sub-frame and dolly during
servicing.
Preferably the radiator is mounted on one side of the sub-frame for
location in an opening at one side of the vehicle body and wherein the
radiator is
ati:ached to the vehicle body at the opening. This ensures proper co-operation
between the radiator and the body at the opening to prevent rattie and to hold
the
radiator properly aligned with the opening.
Preferably the sub-frame is arranged for insertion into the vehicle body
from one end and wherein the transmission is mounted on a remote end of the
sub-
frame for insertion into the vehicle body beyond the engine and wherein a
remote
end of the transmission is mounted on the vehicle body.
Preferably the vehicle body includes two parallel longitudinal beams on
which the sub-frame is carried and wherein each beam includes an inwardly
projecting tab member onto which a mounting of the remote end of the
transmission
Is located. This allows the dolly to be located between the main beams and
moved
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into place without the dolly contacting or, interfering with the main beams as
the
components are transferred from the dolly to the main frame.
Preferably the engine components and the sub-frame are located at a
rear end of the vehicle and the transmission is arranged to drive a
differential of a
rear axle of the vehicle. This is a convenient and common arrangement suitable
for
transit vehicles but the same concepts can be used for a front mounted engine
or in
other types of vehicle.
Preferably the dolly is arranged such that the engine components
when supported on the dolly are at a height greater than when supported on the
vehicle body. This allows the engine components to be at a height convenient
for
servicing and to allow them to be wheeled into the engine bay of the vehicle
with the
vehicle raised or jacked to a convenient height to allow an operator to enter
the bay
to make the necessary connections
Preferably the sub-frame is arranged for mounting on the vehicle body
at one end of the vehicle body and wherein the sub-frame includes bumper
plates at
an outer end for carrying a bumper of the vehicle.
The above dolly and sub-frame arrangement can be used either with
conventional engine and transmission arrangements, where the transmission is
mechanical and/or hydraulic or with other arrangements such as so-called
hybrid
drive systems where in a series hybrid system the conventional mechanical
transmission is replaced by an electrical generator driven by the engine and a
motor
driven by electrical power from the generator and in a parallel hybrid system
the
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conventional mechanical transmission is r,eplaced by a transmission system
which
allows supply of power from or to an electric motor/generator.
BRIEF DESCRIPTION OF THE DRAWINGS
One embodiment of the Invention wiii now be described in conjunction
with the acoompanying drawings in which:
Figure 1 is an isometric view of a transit bus including a hybrid drive
arrangement including a number of separate engine components and support
cradle
for the components according to the present invention.
Figure 2 is a top plan view partly in phantom showing the engine and
cradle arrangement of Figure 1 mounted in the bus of Figure 1.
Figure 3 is a rear elevational view partly in phantom showing the
engine components and cradle arrangement of Figure 1 separate from the bus of
Figure 9 and carried on a dolly for servicing.
Figure 4 is a top plan view showing the cradle arrangement of Figure 1
mounted on the dolly of Figure 3 with the engine components omitted for
convenience of illustration.
Figure 5 is an isometric view of the dolly of Figure 3 separate from the
engine components,
Figures 6 and 7 are respective side elevational views of the cradle of
Figure 1 alone separate from the engine components and the bus and the dolly.
DETAILED DESCRIPTION
A transit bus is shown in Figure 1 which indudes a vehicle body 10
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having a roof 11, two side walls 12, 12A, a rear wall 13, and a supporting
frame and
floor arrangement thus forming a body into a structural arrangement which can
accommodate the necessary loading from the passengers through the ground
wheels to the ground. The ground wheels include front wheels 14 mounted on the
front axle and rear ground wheels 15 mounted on a rear drive axle 16 including
a
drive differential 17.
The structure and arrangement of the bus can of course vary and
various structures can be selected in accordance with requirements using the
knowledge of one skilled in the art.
Generally transit buses of this type have a central aisle with passenger
seats on each side of the aisle leading to a front door 18 and a rear door 19
ailowing
the passengers to enter and leave the vehicle.
Buses of this type can be driven by a conventional engine component
including an internal combustion engine and a drive communication component in
the form of a mechanical transmission connected to the output end of the
engine and
driven thereby with the mechanical transmission being connected to the input
drive
shaft of the differential 17 for driving the rear wheels 15. Generally the
engine is
mounted in the rear iongitudinatiy of the vehicle with the transmission behind
the
engine that is between the engine and differential 17.
In the embodiment shown the engine components are of the hybrid
type including an intemai combustion engine 20 which drives a drive
communication
component 201 in the form of an electric generator 21 connected at one end of
the
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engine with the engine being arranged in tr,ansvense arrangement across the
vehicle.
The electric generator generates electric power which Is supplied through an
electrical control system generally indicated at 23 for storage of some part
of
etectricai power within battery components 24 and 25. Electriical power from
the
5 generator is also transmitted to an electric motor 26 which has an output
shaft 27
driving the input to the differential 17. The engine is mounted transversely
so that its
end with the accessory drive pulleys is arranged near the side wall 12A of the
vehicle
adjacent a radiator 28 positiioned in the r side wall 12A.
The radiator includes stacked radiator components one above the
10 other for cooling the engine, for cooling engine charge air in a
turbocharger inter-
cooler system and for cooling the eleCtrical motor with the components
arranged to
be sized to accommodate the cooling requirements involved for each efement.
The
flow is preferably bi-directional that is across the radiator and back in
upper and
lower channels of the radiator component. The dividing baffles and the
specific hose
connections are not shown since these will be well apparent to one skilled in
the art.
The engine components including the engine 20, the generator 21, the
radiator 28 and the motor 28 are all carried partly on a sub-frame component
or
cradle 30 as thus shown in Figure 2. The engine components are mounted in an
engine compartment 31 rearwardly of a firewall 32 separating the engine
components from the passenger section of the vehicle. The rear wall 13 of the
vehicle includes a rear panel 13A which can be opened to allow access to the
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engine components and a fixed rear wail.panel 13C above the hinged panel 13A.
Below the hinge panel 13A is provided a transverse rigid bumper 13B.
The side wall 12A includes a vertical side wall post 12B at the firewall
32 which also acts to support exterior panelling indicated schematically at
12C on
the exterior of the side wall.
The construction of the frame and the panelling of the vehicle is shown
in more detail in prior US Application serial no. 09/497,633 filed 3 Feb 2000
and
entitled Side Impact Structure for Mass Transit Vehicle and Application serial
no.
09/496,684 filed on the same date and entitled Body Structure of Mass Transit
Vehicle. The disclosures of the above are hereby incorporated by reference.
The side wall further inciudes a rear post 12D located at the rear wall.
Between the post 12B and the post 12D is an opening 12E which receives a front
face of the radiator 28. The opening 12E has a height only equal to the height
of the
radiator so that above the opening is a horizontal rail 12F to which the side
wall
panelling above the radiator is attached.
As thus shown in Figure 2, the engine 20 is mounted on the cradle 30
so that a first end 20A of the engine Is presented toward the side wall 12A of
the
vehicle. The first end 20A of the engine includes conventional pulleys for
driving
engine accessories in conventional manner. One such accessory comprises the
radiator 28 and the radiator thus includes a clutched pulley schematically
indicated
28A for driving the radiator fan schematically indicated at 28B. The engine
accessories in conventional manner include an eiectrical generator, an air
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compressor and an air-conditioning compressor and one of these is indicated
schematically at 32. The construction and arrangement of the remaining
elements is
of course well known to one skilled in the art so these are not shown in
detail.
At the other or second end of the engine is directly attached the
generator 21 so that this is supported by the engine itself. The details of a
suitable
engine for example from Cummins Engine Company and the generator as part nf a
series hybrid drive system for example from Allison Electric Drives are again
well
known to one skilled in the art as set forth above.
This mounting of the engine with the first end adjacent the radiator
allows the engine accessories to be conveniently mounted at the end of the
engine
and for them to be directly driven including the radiator fan by the
conventional
pulley at the first end of the engine. The mounting also presents the side of
the
engine including the injectors to be accessible at the rear panel 13A so that
the
engine can to some extent be worked upon while remaining in position within
the
engine compartment.
The motor 26 is also mounted partly on the cradle 30 and extends from
the cradle forwardly of the vehicle to the drive shaft 27 and the differential
17. The
cradle 30 only partially supports the radiator 28 and the motor 26. Thus in
general
terms, when installed in the vehicle, the cradle carries the rear end of the
motor 26
at a support bracket 26A and the cradle carries a rear end 28C of the radiator
28.
Thus the fon+vard end of the radiator 28 is attached by a bracket 28D to the
post
128. Similariy the end of the motor 26 includes a horizontal cross bar 28B the
ends
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of which sit on brackets 33 of the main iortgitudinai beams 34 and 35 of the
vehicle.
Thus again only the rear part of the motor 26 is carried on the cradle while
the
forward part is arranged for attachment to the vehicle Itself.
In order that all of the engine oomponents can be removed from the
vehicle and supported for servicing separate from the vehicle, there is
provided a
dolly 40 shown in isometric view in Figure 5, in plan view in Figure 4 and
in.rear
elevation In Figure 3. The dolly 40 thus provides in general support brackets
for the
cradle 30 and also support elements which carry those parts of the engine
components which are only partly supported by the cradle and particulariy the
radiator and the motor.
The dolly 40 comprises two main beams 41 and 42 each of which is
mounted on a pair of castor wheels 43 so that the dolly can be moved from
place to
place simply by manually pushing the dolly. The beams 41 and 42 are
interconnected by a pair of bridge members 44 and 45 each of which includes a
pair
of posts 46 and a horizontal cross beam 47. The cross beams 47 define supports
for a pair of upstanding posts 48 each of which has a U-shaped receptacle 49
at its
upper end. The U-shaped receptacles are aligned in two pairs each for carrying
a
respective rail 51, 52 of the cradle.
The beams 41 and 42 extend outwardly beyond the bridge member 45
to an outer end 41A, 42A. At each of the outer ends is provided an additional
post
41 B and 42B which stand upwardly and each receives and carries a horizontal
support bar 41C and 42C which stands upwardly above the respective beam and
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parallel to the respective beam so as to prqvide a support surface for the
radiator 28.
Each of the support bars 41C and 42C is carried on a respective screw jack 41
D,
42D which can be actuated in conventional manner to raise and lower the height
of
the respective support bar so as to provide a levelling action relative to the
dolly. In
order to locate the bar 41C at a required looation relative to the radiator,
the post
41B is mounted on a stub member 41E which projects inwardly from the outer.end
41 A of the beam 41 toward the beam 42.
On the beam 42 is mounted a stub beam portion 53 which projects
outwardly from the side of the beam 42 opposite to the bridge members and in
between the bridge members to an end 53A. Across the end 53A is mounted an
additional transverse beam 54 with ends 54A and 54B each carrying a respective
screw jack 54C, 54D at the top of which is attached a transverse support bar
54E
arranged above and parallel to the beam 54. Again therefore the height of the
support bar 54E can be adjusted for a levelling action relative to the height
of the
dolly.
In operation, therefore, the dolly acts to support the cradle 30 by
engagement with the rails 51 and 52 of the cradle. Thus the weight of the
engine 20
and the generator 21 which is carried wholly on the cradle 30 is supported on
the
dolly and is movable with the dolly when the cradle is separated from the
vehicle
frame, The radiator is partly attached to the cradle so that its rear end 28C
is carried
on the cradle but Its forward end is carried on the frame of the vehicle. Thus
when
the engine components are supported on the cradle, the radiator has the rear
end
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thereof attached to the support elements of the cradle described herein after
and the
body of the radiator supported upon the bars 41 C and 42G.
Similarly when the engine components are supported on the cradle
and the dolly, the support bar 54E is located at a position undemeath the
forward
5 end of the motor 26 and provides support therefore.
The height of the dolly is arranged to be significantly greater thart the
height of the engine components and the cradle when installed in the vehicle.
The
height of the dolly is arranged so that the engine components are located at a
convenient height for service by the service operator without the need for
excessive
10 bending and while allowing access undemeath the dolly and between the
bridge
members for reaching those elements of the engine components which are
accessible from below, Thus in order to remove the engine components from the
vehicle or to install the engine components in the vehicle, the vehicle frame
is raised
to a height sufficient that the dolly can be wheeled in to a position under
the open
15 rear of the vehicle with the hinged panel raised.
The cradle 30 includes the two rails 51 and 52 which are parallel and
transverse the length of the vehicle. These raiis are interconnected by
iongitudinal
rails 53 and 54 which are located at respective ends of the raiis 51 and 52.
The rails
53 and 54 thus extend from one end at the rail 51 rearwardly to a rearward
portion
55 located beyond the rail 52. The rearward portion 55 of each of the rails 53
and
54 carries an end plate 56 which stands in a vertical plane at right angles to
the rail
and mounts to a front face of the rear bumper 13B as shown in Figure 2. Thus
the
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bumper is attached to the cradle rather ton to the longitudinai beams 34 and
35
constituting the main frame of the vehicle. The bumper can be attached to the
cradle when the cradle Is separate from the vehicle frame so that the bumper
forms
part of the components oarried by the dolly.
The rails 53 and 54 are generally L-shaped so as to form a horizontai
flange 57 and a vertical flange 58 at one side of the horizontal flange. The
ver.tical
flange is as shown in Figure 3 on the lefthand side of the horizontal flange
for both of
the rails when viewed in rear elevation. The horizontal flange when the cradle
is
installed in the vehicle sits on top of the upper surface of the rectangular
beam 34,
35 with the vertical flange 58 along the lefthand side of the respective beam
34, 35.
In this way the cradle on the dolly can be rolled into the area of the engine
compartment with the dolly to the left of its final position so that the
vertical flanges
58 slide along the respective beam on the lefthand side of the beam until the
required position is reached whereupon the dolly can be moved to the right to
a fixed
position and the horizontal flanges bolted into place through bolt holes 80
into the
respective beam 34, 35.
The cradle defined by the transverse rails 51, 52 and the longitudinal
rails 53, 54 provides suitable supports for the engine and its accessories.
These
supports can vary in accordance with the arrangement of the engine and its
various
components as will be apparent to one skilled in the art so that different
engine
designs will have different arrangements of the mounting points.
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In the embodiment shown, however, the engine is mounted on three
raised points defined in part by posts 62 and 63 which are located on the
rails 51
and 52 respectively at the ends adjacent the longitudinal rail 54. The engine
is
further mounted on a raised pad 64 which is attached to the longitudinal raii
53 and
projects to one side of that rail toward the side wall 12A of the vehicle mid-
point
between the transverse rails 51 and 52. Thus the engine is mounted on three
points
on suitable rubber mountings as will be well know to one skilled in the art.
As best shown in Figures 6 and 7, the posts 62 and 63 are raised up
from the top of the tubular rails 51 and 52 and are braced by webs 63A and 62A
extending from the posts downwardly to the rail 54 which is at a height below
the
transverse rails 51 and 52. The support 64 sits on the top flange 57 of the
rail 54
and is braced outwardly therefrom by side supports 64A and 64B.
The cradle further includes a mounting sleeve 65 which is located in a
bore through the rail 51 and defines a rear mounting point for a single
mounting pin
at the rear of the motor 26. As explained previously the forward end of the
motor 26
is carried on the cross beam 288 which does not form part of the cradle but is
attached to the frame of the vehicle.
The cradle further includes two tubular arms 66 and 67 each of which
extends outwardly from the rail 53 in the direction away from the rail 54. The
arm 67
includes an end plate 68 which is bolted to the post 12D as shown in Figure 2.
The
arms 66 and 67 attach to and partialiy provide support for the end 28C of the
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radiator assembly 28 and are bolted thereto by two pairs of holes at the end
of the
anns in a manner which will be apparent to one skilled in the art.
The cradle further includes a mounting plate 69 which has one end at
the arm 66 and extends across between the arms 66 and 67 so as to bridge over
the
arm 67 to a raised upper end 69A at which is provided bolt holes for
attachment to
one of the engine accessories which in this case is the air conditioning
compressor.
Thus when installed, the ends of the arms are attached to the radiator and to
the
frame and the intermediate parts of the arms carry the AC compressor to form
the
components into a substantially rigid structure within the engine compartment.
A second accessory mounting plate 70 is mounted on the rail 53 and
forms a front plate 70A and two rearwardly tumed side supports 708 and 70C. A
further accessory mounting plate 71 is mounted on the flange 58 of the rail 53
and
provides a front face of the mounting plate parallel to and standing forwardly
from
the flange 58 with two recesses 71A to which the respective accessory can be
mounted. The plates 70 and 71 in this case are used to support the tensioning
arrangement for the drive belt to the radiator fan clutch.
A further accessory mounting plate 72 stands upwardly from a
projecting end 51A of the rail 51 and is braced by two sides 72A and 72B. The
plate
72 as a U-shaped central recess 72D for receiving the accessory concemed and
in
this case partiGularly the fan drive clutch of the radiator assembly 28.
It will be appreciated that the specific location of the mounting plates
can of course be varied depending upon the specific location of the various
CA 02317237 2005-08-29
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accessories of the engine and the mounting locations on those accessories.
Such
accessories do of course vary from one manufacturer to another and the design
of
the cradle can be readily modified to accofnmodate the products of different
manufacturers.
The engine alternator is attached in this arrangement directly to the
engine and does not need specific mounting elements on the cradle.
When the cradle with the engine acoessories thereon carried by the
dolly so that those parts of the accessories not supported by the cradle are
carried
by the dolly is moved into position in the engine compartment, the cradle is
bolted to
the frame, the unsupported parts of the accessories are bolted to the relevant
portions of the frame and structure of the vehicle allowing the dolly to be
removed.
When the dolly is removed, the vehicle can be lowered from its raised
position to the ground. At this time, if not already attached, the bumper can
be
attached on the plates 56. In most cases braces are provided extending between
the rear end of the cradle, at suitabie holes on the plates 56, and the roof
structure
of the vehicle so as to link the bottom frame with the roof frame to increase
stability
and rigidity of the vehicle. The hinged panel 13A is enclosed onto the
structure.
In operation the engine is operated at optimum operating conditions to
generate electricity in the generator 21. This alternating current from the
generator
21 is communicated through suitable cables (not shown) to a rectifier 23A
forming a
part of the electrical control system 23 on the roof of the vehicle. This
electrical
power can be stored in the battery packs 24 and 25 also on the roof of the
vehicle.
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Electrical power for driving the motor 26 is supplied through a control system
23B
also on the roof forming part of the eiectricai system 23.
The battery packs 24 and 25 are located on opposite sides of the
vehicle so that there are four compartments on the roof of the vehicle each
covered
5 by a cover panel 11A, which can be pivoted to allow access to the components
underneath the panel. The roof includes suitable structural members (not
shown) at
the four respective locations each for mounting elements on the roof so as to
be
properly supported by the roof.
The battery packs can weigh as much as 1500 lbs and therefore they
10 are arranged on respective sides of the vehicle and one forwardly with the
other
rearwardly as indicated in Figure 1. The 2 other compartments are used for the
relatively lightweight electrical components and one of the compartments may
indeed be empty if the electrical components are insufficient to fill the
first
compartment alongside the battery pack 24.
15 In this way the loading on the roof is properly balanced both side to
side and fore and aft of the vehicle. The electrical components are protected
within
the cover panel 11A and are kept away from the environment in the engine
compartment and at the same time are accessible for service.
Since various modWcations can be made in my invention as herein
20 above described, and many apparently wideiy different embodiments of same
made
within the spirit and scope of the claims without departing from such spirit
and
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21
scope, it is intended that all matter containpd In the accompanying
specification shall
be interpreted as illustrative only and not in a iimiting sense.
