DE202019003072U1 - Driving platform and modular driving unit - Google Patents

Abstract

Driving platform (17) having a chassis, at least one double wheel unit and a control unit, the double wheel unit (13) being arranged on the chassis (5), the double wheel unit being arranged on the chassis (5), the double wheel unit (13) being a bogie (1 ), a first (2) and a second running wheel (3) and an electromotive drive unit (4), the bogie (1) being rotatably mounted in a bogie bearing in relation to a chassis (5) about a vertical axis (11), the first (2) and the second running wheel (3) are rotatably mounted on the bogie by means of a wheel mount (6) around a common horizontal axis (7), the electromotive drive unit (4) having a first wheel drive (8), a second wheel drive (9) and a control unit (10), wherein the first wheel drive (8) is assigned to the first wheel (2), wherein the second wheel drive (9) is assigned to the second wheel (3), and each of the two en wheel drives (8, 9) is designed to apply a torque (12) separately to the respectively assigned impeller (2, 3), and the bogie (1) is designed to move by means of a different rotational speed of the impellers (2, 3 ) to rotate about the vertical axis (11) relative to the chassis (5), the control unit (10) being connected to the wheel drives (8, 9) of the double wheel units (13), the control unit (10) being designed to send control signals to the To transmit wheel drives (8, 9) and wherein the travel platform (17) is designed in half a Euro pallet inner dimension, with a maximum length of 770 mm and a width of at most 570 mm.

Description

The invention relates to a steered driving platform and a modular driving unit. In particular, the invention relates to a driving platform and a modular driving unit with an electromotive twin wheel steering and drive unit.

The prior art basically discloses possibilities for steering devices and for electric motor drives for vehicles. In the case of a swivel axle steering, which is known in particular as turntable steering, an entire axle including the two wheels arranged at its ends is pivoted about an axis of rotation. With stub axle steering, each wheel is guided on an axle stub and swiveled around a separate axis of rotation. The rotation about the axis of rotation is brought about by means of a steering force that is usually provided by a steering gear.

The object of the invention is to provide a driving platform which is easy to steer in a small space, enables rapid steering, takes up little space, can be manufactured inexpensively and can be transported easily and in a resource-saving manner.

The object is achieved with regard to the driving platform by the features listed in protection claim 1 and with regard to the modular driving unit by the features listed in protection claim 8. Preferred developments emerge from the respective subclaims.

According to the invention, the driving platform has a chassis, at least one double wheel unit and a control unit.

The chassis can be designed differently depending on the application. According to the invention, the double wheel unit is arranged on the chassis.

The double wheel unit has a bogie, a first and a second running wheel and a drive unit.

According to the invention, the bogie is rotatably mounted about a vertical axis relative to a chassis. The bogie can preferably be designed as a turntable; however, it can also be designed in other designs. The bogie is rotatably mounted in a bogie bearing. In a particularly simple design of the bogie bearing, a cylindrical bolt of the bogie is pushed into a hollow cylindrical opening in the chassis or vice versa. This enables the bogie to rotate around the vertical axis. The bogie is passively rotatable.

The bogie is preferably designed to be shock-absorbent by means of a spring element.

The first and the second running wheels are rotatably received on the bogie by means of a wheel mount around a common horizontal axis. The wheel mount is designed so that the two running wheels are preferably arranged in spatial proximity and with a parallel direction of travel. For this purpose, the wheel mounts can also be structurally connected. The wheel mounts can have a common axle body or two partial axles. The wheel mounts are designed in such a way that they enable the running wheels to rotate about the common horizontal axis. The simplest design of the bogie consists of a wheel fork that holds the wheel mounts of the two wheels. The structural design can also take place in other types of axles and wheel mounts that have the features described.

The two running wheels are rotatably mounted independently of one another in the wheel mount.

According to the invention, the electromotive drive unit has a first wheel drive and a second wheel drive.

The first wheel drive is assigned to the first running wheel and the second wheel drive is assigned to the second running wheel; the wheel drives are implemented as electric motors. In one embodiment, each wheel drive is implemented, for example, by a separate hub motor. The low space requirement and efficient power transmission by a direct drive are particularly advantageous here. It is also possible to design an integrated electric motor that acts on the first and the second impeller and drives them separately. In another design, the wheel drive and impeller are arranged at a distance from one another. The power is then transmitted via a transmission. This design makes it possible, for example, to use a common motor for both wheel drives and to assign the torque transmission to the two running wheels by means of suitable gears.

According to the invention, each of the two wheel drives is designed to separately apply a torque to the respectively assigned impeller. The speed of rotation of each impeller is set individually by applying a separate torque. Thus, a large number of different operating states can be set with regard to the ratio of the rotational movements of the two running wheels to one another. The The application of torque can take place both as a drive and as a brake.

The most important possible operating states are to let both impellers rotate at the same speed, to rotate the first impeller faster than the second impeller and vice versa, to turn only one impeller and block the other or to rotate both impellers in opposite directions.

When driving, it is possible, among other things, to accelerate one wheel more than the other, to decelerate one wheel or to decelerate both wheels to different degrees, to accelerate only one wheel or to reverse the direction of rotation of one wheel or both wheels.

According to the invention, the control unit is connected to both wheel drives in such a way that a control signal can be transmitted. It is designed to implement the driving commands from the driver, the vehicle itself or another source by adapting the control signal. The control unit is designed to transmit a control signal to the wheel drives. The control signal can be transmitted separately to one wheel drive or to both drives together. The control signal brakes or accelerates each of the wheel drives individually and thus causes a steering movement or straight travel movement of the bogie and thus the vehicle. The control unit can be structurally connected to the bogie, but it can also be arranged elsewhere, for example on a chassis.

The control unit is preferably designed to control a plurality of double wheel units in a coordinated manner. For this purpose, the control unit is connected to all double wheel units. The connection is preferably made by means of a bus system. It is also possible to arrange a control unit on each of the twin wheel units and connect it in a star shape to a central control circuit. In any case, the control units are directly or indirectly data-connected to one another for this purpose.

In addition, the control unit is able to detect the relative alignment of the bogie of the double wheel unit.

The control unit is able to operate the wheel drives of each double wheel unit independently of the wheel drives of the other double wheel units. The control unit is designed to align and drive all double wheel units in a coordinated manner for a resulting driving movement. For example, straight-line movements can be carried out in any direction without changing the alignment of the driving platform itself, or rotational movements of the driving platform can be carried out in any radii around imaginary points in the plane of movement. Furthermore, combined movements from rotational and translational movement components are also possible.

When rotating around an imaginary point, this point can lie outside or inside the surface of the chassis. For example, to drive around a curve, the imaginary point is placed at the apex of the curve. For a rotation of the chassis on the spot, the imaginary point is placed by the control unit in the central vertical axis of the chassis. If the control unit now aligns all double wheel units by actuating the two wheel drives differently so that their horizontal axes lie on the respective connecting line between the imaginary point and the vertical pivot point of the double wheel unit, a rotation about the imaginary point occurs when the running wheels of the double wheel units are driven. The speed of the impellers is related to the distance to the imaginary point, the speed increasing with the distance.

In a further design, with control units on each double wheel unit, they each have their own interface, which is able to communicate with the control units of the other double wheel units in order to coordinate a common travel movement. Communication can be wired or wireless. This design has the advantage over a single common central control circuit that each double wheel unit forms a complete module. Such double wheel modules can be mass-produced cheaply. These double wheel modules can be used to mobilize individual chassis with minimal effort. According to the invention, the bogie is designed to rotate around the vertical axis by means of a different rotational speed of the running wheels with respect to the chassis. Due to the parallel arrangement of the running wheels, a torque around the axis of rotation of the running wheels is produced by a different rotational speed. The torque is transmitted from the running wheels to the bogie and causes a torque about the vertical axis and causes the bogie to rotate about the vertical axis. The torque that rotates the bogie is therefore generated between the bogie and the track, and not between the bogie and the chassis. For an optimal transmission of the torque, the vertical axis is preferably arranged centrally between the two running wheels. So are Steering operations possible in the smallest of spaces. A steering movement is also possible through counter-rotating wheels.

The driving platform according to the invention enables the steering and driving movements described below when operated as intended.

At the same rotational speeds of the running wheels of a double wheel unit, the running wheels run straight ahead. The bogie is therefore not rotated about its vertical axis. When using several active double wheel units, these are aligned parallel to one another by the control unit, as already described above, immediately before driving straight ahead.

By contrast, a rotation of the bogie about the vertical axis is caused by a different rotational speed of the running wheels. When driving forward, the bogie rotates in the direction of the more slowly rotating impeller. The horizontal axis of the wheels changes their position and the wheels turn. Since the bogie is articulated on the chassis, the entire driving platform can thus perform cornering. When using several double wheel units, each unit is individually aligned and operated by the control unit, as already described above. The rotation of the bogie of one or more double wheel units with respect to the chassis is used to steer the driving platform. If the same rotational speed of the running wheels is now set again, the rotation of the bogie is stopped and cornering is ended. The running wheels run straight ahead again, the direction of the straight ahead trip now deviating from that of the original straight ahead trip as a result of the intervening cornering. By using the multiple double wheel units, cornering can be better controlled, on the one hand, by different rotational speeds of the running wheels and, on the other hand, by different orientations of the bogies. For example, the rotational alignment of the chassis can be kept constant during a journey or it can be optimally adapted to the available space. This can be particularly advantageous in internal transport when entering narrow driveways between rows of racks.

Reversing the direction of rotation of one impeller with respect to the direction of rotation of the other impeller enables the bogie to rotate in a very small space, preferably without changing the position of the vertical axis. The bogie then rotates on the spot.

This is particularly advantageous when turning or when parking maneuvers.

According to the invention, the driving platform is also designed with a maximum length of 770 mm and a width of at most 570 mm. This configuration corresponds to half a Euro pallet, with the wall thickness of standardized Euro transport boxes also being included. Half of the Euro pallet size is 800 mm long and 600 mm wide in the nominal basic dimensions. The driving platform can thus be accommodated in a Euro transport box with the nominal basic dimensions of 800 mm length and 600 mm width and can also be transported.

A solution was thus surprisingly found as a particular advantage in which a steering movement is made possible without additional means for providing a steering force. Rather, the change in the position of the driving platform is effected solely with the drives of the running wheels.

Another advantage is that steering can be carried out when the vehicle is stationary. It is also possible as an advantage to carry out the steering movement particularly quickly, especially when the vehicle is stationary. Furthermore, it is advantageous that the bogie can perform a full circle rotation and can assume any angular position with respect to the chassis. This goes hand in hand with the fact that the rotation in both directions can also be continued for any angle of over 360 degrees and therefore no previous reset to a predetermined neutral position is required, especially during parking maneuvers for a change between a steering direction from left to right or vice versa. In addition, if the wheel drives are designed accordingly, it is also possible, for example, to carry out forward travel even when the bogie is positioned rotated by 180 degrees by operating the running wheels in the opposite direction of rotation.

It is also an advantage that with the driving platform according to the invention, without additional measures, a possibility for an all-wheel drive vehicle with all the associated advantages is shown.

It is particularly advantageous that, surprisingly, a solution has been found with which packaging and transport can take place in a euro transport box, which can continue to be used by the recipient as such and thus the consumption of resources for packaging is practically reduced to zero. In a special design, the driving platform can be connected to the Euro transport box to form a modular driving unit, as will be described in more detail later.

The advantage of using electric motors is their good controllability and high efficiency.
In the case of an electric motor drive, the control unit can be connected directly to the two wheel drives of a double wheel unit and then controls, for example, the operating current in relation to the applied voltage, the current intensity, the flow direction and the switching state by means of a control signal. The torque is directly dependent on the parameters of the operating current, which enables easy control. With a suitable design, an electromotive wheel drive can be operated by simply switching the current flow in both running directions.

Another advantage is the possibility of recuperation, that is to say to design the electric motor drive unit in such a way that energy can be recovered during a braking process in reverse operation. In addition, the braking system can be implemented partially or completely with the drive unit. In contrast to friction brakes, a practically wear-free braking device can be provided at the same time, which in addition does not cause any fine dust emissions through abrasion.

According to an advantageous development, the driving platform has at least three double wheel units. From a number of at least three double wheel units, the vertical axes of which are then arranged in a triangle, the driving platform automatically has a stable position (with every alignment of the double wheel units) and stable driving is easily possible.

According to an advantageous development, the drive unit is designed to drive the running wheels of a double wheel unit in mutually opposite directions. For this purpose, the drive unit either has two electric motors, which can be operated independently of one another in opposite directions and form the wheel drives, or it has at least one additional gear. Such a transmission allows the direction of rotation to be reversed by switching an arrangement of, for example, gear wheels.

The advantage here is the ability to make steering movements in the smallest of spaces.

According to another development, at least one double wheel unit has a position sensor which is designed to detect an angular position of the bogie with respect to the chassis. The position sensor is data-linked to the control unit and is also designed to transmit the information about the detected angular position, hereinafter referred to as angular position data, to the control unit.
This means that the control unit has the information about the angular position in which the bogie is located in relation to the chassis. The control unit therefore knows whether driving straight ahead or cornering is taking place. The radius of cornering is also known. The control unit can thus use the drive commands entered, for example from a driver, to calculate the rotational speeds at which each of the two running wheels must be rotated in order to execute the desired steering and driving movement of the vehicle corresponding to the drive command. In this development, however, all double wheel units preferably have a position sensor, so that the position of the bogies of all double wheel units with respect to one another can be precisely detected and evaluated.

According to a further advantageous development, a distance between the running wheels, measured from the center point of their contact areas on a roadway, does not exceed the diameter of the running wheels.
Another advantage of the invention results from the possible spatial proximity of the two running wheels. The two running wheels are thus arranged like twin wheels and, according to certain regulations, can be considered a single wheel. Particularly preferably, the distance between the running wheels, measured from the center point of their contact surfaces on a roadway, does not exceed 460 mm.

For example, it is possible in this way to design a vehicle with a driving platform according to the invention as a three-wheeled vehicle within the meaning of certain regulations by having two more actively driven ones on the chassis
Double wheel units are arranged. This results in economic advantages, since three-wheeled vehicles are subject to different regulations than at least four-wheeled vehicles. This applies in particular to the type approval process for the three-wheeled vehicles as a whole as well as for components and assemblies for them.

According to this advantageous development, it is even possible to design a three-wheeled vehicle in the legal sense with a six-wheeled all-wheel drive, if one considers the number of running wheels.

This combination of a six-wheel all-wheel drive with a three-wheel vehicle in the sense described above enables particular advantages because the pairs of running wheels are not just in two lanes but in three lanes in contact with the road. On the one hand, this has an advantageous effect on the formation of ruts through the distribution of the loads towards a lane. On the other hand, there are special advantages in terms of traction behavior and driving dynamics.

In a further advantageous development, a damping element is assigned to the bogie bearing of at least one double wheel unit. The damping element is designed to dampen a rotational movement of the bogie about the vertical axis.

The advantage of this development is an increase in steering stability and driving stability. In particular in the case of uneven road surfaces that do not act equally on both running wheels, the damping element prevents the bogie from suddenly rotating about the vertical axis. In addition, the damping element counteracts any possible fluttering of the bogie.

The damping element can be of passive design and opposes high angular speeds to a rotational movement of the bogie in the bogie bearing with a high level of resistance. Furthermore, the damping element can also be actively designed in that, for example, on the basis of angular position data recorded by a position sensor, the control unit detects sudden angular position changes that do not correspond to the angular positions that are compatible with the control commands from the control unit to the wheel drives. As a result, a command is output by means of the control unit and a damping element is activated by the command, which counteracts a further sudden change in angular position.

The modular driving unit according to the invention has a driving platform and a mounting unit.
The driving platform as a component of the modular driving unit has the features of the driving unit according to independent claim 1 and, in advantageous developments, also features according to the dependent claims referring back to claim 1. All of the description content there applies in the same way to the driving platform as a component of the modular driving unit.

According to the invention, the driving platform and the assembly unit are detachably connected to one another.
The detachable connection between the assembly unit and the modular travel platform enables the assembly unit to be exchanged quickly. The modular drive unit can be adapted to various tasks. The tasks that can be implemented according to the invention include the transport of people or objects, for example in a production environment. The fastening can be designed uniformly or specifically adapted to the respective structural unit. For this purpose, the driving platform has, for example, suitable brackets, locking elements, guides or the like.

According to an advantageous further development of the modular drive unit, the assembly unit is designed as a Euro transport box with a nominal basic dimension of 800 mm in length by 600 mm in width.
If the assembly unit is designed as a Euro transport box, the driving platform can advantageously be transported, delivered and stored in the assembly unit due to its dimensions according to the invention. The Euro transport box thus fulfills two different functions as one and the same component. On the one hand, it is the transport packaging and, on the other hand, as a structural unit, it is also a receptacle for transport goods. Due to the robust, standard-compliant design of the Euro transport box, the driving platform is reliably protected against mechanical loads and the effects of the weather during transport. In addition, the Euro transport box as a structural unit does not require any additional packaging because it is already designed for transport purposes. In this way, resources for packaging material and packaging weight are saved as a particular advantage and an ecologically responsible solution is shown.

The simple transport makes it possible to transport modular drive units between different locations, which means that transport options can be set up very quickly after assembly on site.
For example, a modular transport unit can be sent in addition to goods and then used at the destination for removal when the transport vehicle, for example a truck, is unloaded.
As the euro transport boxes can be stacked, one or more euro transport boxes can be placed on the assembly unit designed as a euro transport box and transported.
The modular drive unit can also be stored in a simple and space-saving manner in the transport state, i.e. with the drive platform in the Euro transport box, or it can be carried along by other units of the modular drive unit. In this training, the modular drive units can transport each other reciprocally.

For fastening the structural units, the driving platform preferably has latching elements which are designed to engage in already existing structures of the Euro transport boxes, for example any webs for reinforcing the floor, and to fix them in a form-fitting manner.
It is also possible to screw the assembly unit to the driving platform.

In an advantageous further development of the modular drive unit, the assembly unit is designed as a seat chair.
In this way, people can be transported with the same driving platform.
For this purpose, the assembly unit is stably connected to the transport platform via large brackets on the chair leg. The assembly unit designed as a seat chair is preferably screwed onto the driving platform. The seat chair preferably has a seat with a connected backrest and an armrest on each side. The operating element for controlling the driving platform is preferably attached to an armrest or to both armrests. The passenger sits in the chair while driving and controls the movements of the modular driving unit using the control element. For this purpose, the operating element is connected to the control unit.

This design of the modular transport unit is preferably designed for short distances and speeds. Application examples for this are the operational transport with sedentary work on frequently changing work surfaces or the transport of injured or handicapped people within a facility such as in a hospital or an old people's home.

The modular drive unit can take on the function of a wheelchair, which is controlled either directly by the passenger via an operating element or by the control unit on the basis of stored movement patterns. The control unit can optionally receive movement patterns or other control commands from an external source, for example a server, via a wireless connection. This enables or supports the independent transport of patients in a hospital, for example.
Another advantage compared to a conventional wheelchair is the additional movement possibilities of the modular drive unit. It is not possible for a conventional wheelchair to move sideways. There is always first an alignment in the desired direction of travel and only then the straight forward movement.

According to another advantageous development, the assembly unit is designed as a standing assistance frame.
When the assembly unit is designed as a standing assistance frame, the passenger assumes a posture with properties of both sitting and standing, which is supported by the standing assistance frame. This posture is referred to below as comfort standing. The standing assistance frame is designed in such a way that it largely encloses the passenger and thus provides additional protection.

The standing assistance frame preferably has at least one rear support surface which takes up part of the weight of the body and at the same time supports the body transversely to its longitudinal axis. In this way, forces can be absorbed as a result of the accelerations during starting, braking or steering movements. Furthermore, the standing assistance frame preferably has an operating element with a support function, with which the passenger can support himself, for example, like on a handlebar.
The rear support surface can be formed, for example, by a padded cross brace or an inclined seat surface. The rear support surface can also have a backrest to support the back. The rear support surface is preferably arranged between the knee and hip height of the passenger, so that the buttocks or the rear of the thighs of the passenger rest.
The operating element with a support function is designed in such a way that, on the one hand, it enables the modular driving unit to be controlled and, on the other hand, gives the passenger the opportunity to support his / her upper body. Such an operating element with a support function can in particular be designed as a steering wheel or handlebar as in a two-wheeled vehicle. The control element is designed so that it can control speed and direction of travel. For this purpose, the operating element is connected to the control unit and is designed to transmit control commands to the control unit.

The operation can, for example, take place completely or partially via a thumbstick. In the present case, a thumbstick is understood to be a lever which is preferably operated with the thumb and which can be continuously deflected in 360 ° in a plane. A control model is described below as an example. The direction of the deflection of the thumbstick determines the direction of travel and the strength of the deflection determines the speed of the modular drive unit. The thumbstick also has a switching function with two switching states. The normal state, without force, corresponds to the first switching state. Switching to the second switching state is done by pressing down the thumbstick. For example, in the first switching state, the direction of travel can be controlled as already described. By switching to the second switching state, the direction of deflection of the thumbstick no longer determines the direction of travel, but rather the alignment of the modular drive unit. In this way, a rotation of the chassis can be controlled without translational movement components.
In another example, the rotation and direction of travel are split between two thumbsticks, which are then operated with two hands as a twinstick control.

The position of the passenger when standing comfortably corresponds to a slightly angled but predominantly upright posture. The reduction in the height of the body when standing comfortably and the height of the contact area of the feet on the modular driving unit are preferably coordinated so that the head height when standing comfortably in the modular driving unit corresponds approximately to the head height of the passenger when standing upright on the floor. The height of the driving platform thus preferably corresponds to the difference between the standing position and the slightly inclined position in the modular driving unit.
This enables unhindered participation of a passenger in activities in standing or running groups of people. A seated person often finds standing groups of people uncomfortable, as communication with them is difficult due to the vastly different eye level. On the other hand, the modular driving unit with standing assistance frame enables the passenger to have conversations at eye level and better orientation in larger groups of people.

• 1 Funktionsdarstellung der Fahrplattform in einer Ausbildung mit vier Doppelradeinheiten in einer Ansicht von unten
• 2 Fahrplattform mit zentraler Steuereinheit und drei Doppelradeinheiten
• 3 Funktionsdarstellung der Fahrplattform bei einer Rotation um einen imaginären Punkt
• 4 Modulare Fahreinheit in der Ausführung zum Transport für Gegenstände
• 5 Modulare Fahreinheit verpackt in Aufbaueinheit
• 6 Modulare Fahreinheit mit Aufbaueinheit als Stehassistenzgestell
• 7 Modulare Fahreinheit mit Aufbaueinheit als Stehassistenzgestell (F unktionsdarstellung)
• 8 Modulare Fahreinheit mit Aufbaueinheit als Sitzstuhl
• 9 Modulare Fahreinheit mit Aufbaueinheit als Sitzstuhl (Funktionsdarstellung)

The invention is illustrated in several exemplary embodiments on the basis of

• 1 Functional representation of the driving platform in a training with four double wheel units in a view from below
• 2 Driving platform with central control unit and three double wheel units
• 3 Functional representation of the driving platform with a rotation around an imaginary point
• 4th Modular drive unit designed for transporting objects
• 5 Modular drive unit packed in a construction unit
• 6th Modular driving unit with an assembly unit as a standing assistance frame
• 7th Modular drive unit with add-on unit as a standing assistance frame (functional illustration)
• 8th Modular driving unit with an assembly unit as a seat chair
• 9 Modular driving unit with add-on unit as a seat chair (functional illustration)

explained in more detail.

1 shows a driving platform in a first embodiment 17th with several decentralized control units and four double wheel units. The following is an example of a double wheel unit 13.1 of the double wheel units 13.1 , 13.2 , 13.3 , 13.4 described. The other dual wheel units 13.2 , 13.3 , 13.4 work in the same way. The bogie 1 the respective double wheel unit 13 is here with the chassis 5 and the wheel mount 6th connected. The chassis itself is not part of the device according to the invention. In this embodiment, the bogie 1 designed as a wheel fork on a plate. The lower end of the wheel fork is with the wheel mount 6th connected and the plate is with the chassis 5 connected. The connection between the cylindrical plate of the bogie 1 and the hollow cylindrical opening of the chassis 5 is movable and enables rotation of the bogie 1 around the vertical axis 11 . The first 2 and the second impeller 3 are on a common horizontal axis 7th stored independently of each other and in the wheel mount 6th recorded.

The drive unit 4th consists of the first 8 and the second wheel drive 9 as well as the control unit 10 .
The first wheel drive 8th is the first impeller 2 and the second wheel drive 9 is the second impeller 3 assigned. So can both wheels 2 , 3 independently of each other with one torque each 12 are applied. The arrows on the treads show the effective direction of the torque 12 of the respective impeller 2 , 3 at. In the example shown, this results in a rotation about the vertical axis 11 caused clockwise when viewed from below.
The control unit 10 is with the two wheel drives 8th , 9 connected and regulates the engine control by a transmitted control signal. In this version are the individual control units 10 designed so that they can wirelessly communicate with each other and coordinate their movements. In this version there are four double wheel units 13 on the chassis 5 the driving platform 17th arranged. The arrangement of the double wheel units 13 takes place at the edge of the chassis if possible 5 around a load on the driving platform 17th to be distributed as well as possible and to ensure a high level of driving and tipping stability. The double wheel units tower above 13 the external dimensions of the driving platform in no steering position 17th . At the same time, the external dimensions of the driving platform exceed 17th not the inside dimensions of a Euro transport box (770 mm by 570 mm). This ensures that the transport platform can be packed in a Euro transport box.

In 2 is a driving platform 17th with a centrally designed control unit 10 and three twin wheel units 13 shown. By using three double wheel units arranged in a triangle 13 stands and drives the driving platform 17th stable in every wheel position.
The structure of the double wheel units 13.1 , 13.2 , 13.3 differs from 1 only in the structurally outsourced and centrally arranged control unit 10 . This is with all wheel drives 8th , 9 connected and controls all double wheel units 13 .

3 shows a representation of cornering around a pivot point (part of figure a)), a steering movement of 45 ° (part of figure b)) and rotation about a pivot point (part of figure c). About the coordinated movement of the driving platform 17th Partial figures a) and b) show an embodiment with six double wheel units each to be able to represent it better 13 . For the same reason, part c) shows a square version with four double wheel units 13 shown.

When driving around a curve, the pivot point corresponds to the apex of the curve (part of figure a)). For a rotation of the chassis 5 on the spot the pivot point is in the center of the chassis 5 arranged (partial figure c)). For this purpose, the control unit aligns all double wheel units by means of the wheel drives 13 as shown, so that their respective horizontal axes 7th lie on the connecting line between the pivot point and the vertical pivot point of the respective double wheel unit. If the double wheel units are driven by their running wheels, the driving platform rotates 17th around the fulcrum.

According to partial figure b), a parallel rotation of the double wheel units 13 a change in the direction of travel can be provided, which is an exclusively translational movement without a rotational movement component.

4th shows an embodiment of the modular travel unit in the version for transporting objects. The modular driving unit consists of the driving platform 17th and the attached assembly unit 14th .
The construction unit 14th is formed here by a Euro transport box, which is on the chassis 5 the driving platform 17th is releasably fixed. The chassis 5 has in this embodiment latching element, which is in the floor structure of the assembly unit 14th intervene and thus causes a releasable fixation via a form fit. In this embodiment, only a horizontal movement of the assembly unit is required 14th blocked. The fixation is achieved by simply "lifting" the assembly unit 14th solved.

In 5 shows the modular drive unit in a transport state, i.e. inserted into the assembly unit 14th .
As in 4th is also in 5 the assembly unit 14th designed as a euro transport box. The driving platform is used for storage or transport 17th in the build-up unit 14th put in. For this purpose, the driving platform does not exceed the internal dimensions of the assembly unit 14th as a Euro transport box (770 mm by 570 mm). The external dimensions of the assembly unit 14th or Euro transport box are 800 mm long and 600 mm wide. The pallet shown under the Euro transport box is only used to illustrate the transport option and is not part of the modular drive unit.

The 6th shows the modular drive unit with the assembly unit 14th as a standing assistance frame 18th . The standing assistance frame 18th is on the driving platform 17th put on and screwed on.
The standing assistance frame 18th has a padded back surface 18.1 , which enables and supports comfortable standing, as well as a control element with a support function 18.2 on.
In this version there is the rear support surface 18.1 from a linkage, which at the contact points to the passenger 15th (shown in 7th ) is padded.

The back support surface 18.1 and the control element with support function 18.2 are designed so that the passenger 15th is enclosed to the front and back to hip height. A side entry allows entry and exit of the modular drive unit.
The control element with support function 18.2 is designed in this version as a handlebar with handles and thus enables the control of the modular drive unit. In addition, the passenger can 15th Support yourself on the handlebars to stabilize your position in the modular driving unit and to keep your balance during the driving movement.

7th shows a functional representation of the modular drive unit 6th . This representation shows the typical posture of the passenger 15th shown. This corresponds to a slightly angled but upright posture. The height of the head in the modular driving unit corresponds roughly to the head height of the passenger 15th when standing upright on the floor. The control element with support function 18.2 enables the passenger to support and hold on in addition to his control function, which enables greater driving safety.

8th and 9 show an embodiment of the modular drive unit as a wheelchair, the assembly unit 14th as a seat chair 19th is executed. The passenger 15th sits in this version in the chair 19th , which on the driving platform 17th is attached.

The seat chair 19th has a seat with a connected backrest and two armrests.
It is controlled via a control element 20th on one of the armrests of the chair. The control element 20th is also here with the control unit 10 the driving platform 17th connected.
The control element 20th is designed in this version as a lever that can be operated by hand.

List of reference symbols

1

bogie

2

first impeller

3

second impeller

4th

Drive unit

5

chassis

6th

Wheel mount

7th

Horizontal axis

8th

first wheel drive

9

second wheel drive

10

Control unit

11

Vertical axis

12

Torque

13

Double wheel units

13.1

first double wheel unit

13.2

second double wheel unit

13.3

third double wheel unit

13.4

fourth double wheel unit

14th

Build-up unit

15th

passenger

16

Circular path

17th

Driving platform

18th

Passenger transport frame

18.1

rear support surface

18.2

Control element with support function

19th

Sitting chair

20th

Control element

Claims (11)

Driving platform (17), comprising a chassis, at least one double wheel unit and a control unit, wherein the double wheel unit (13) is arranged on the chassis (5) wherein the double wheel unit is arranged on the chassis (5), the double wheel unit (13) having a bogie (1), a first (2) and a second running wheel (3) as well as an electromotive drive unit (4) wherein the bogie (1) relative to a chassis (5) about a vertical axis (11) is rotatably mounted in a bogie bearing, wherein the first (2) and the second running wheel (3) are rotatably mounted on the bogie by means of a wheel mount (6) about a common horizontal axis (7), wherein the electric motor drive unit (4) has a first wheel drive (8), a second wheel drive (9) and a control unit (10), the first wheel drive (8) being assigned to the first running wheel (2), the second wheel drive (9 ) is assigned to the second impeller (3), and each of the two wheel drives (8, 9) is designed to apply a torque (12) separately to the respectively assigned impeller (2, 3), and wherein the bogie (1) is designed to rotate about the vertical axis (11) by means of a different rotational speed of the running wheels (2, 3) relative to the chassis (5). wherein the control unit (10) is connected to the wheel drives (8, 9) of the double wheel units (13), wherein the control unit (10) is designed to transmit control signals to the wheel drives (8, 9) and wherein the driving platform (17) is designed in half a Euro pallet inner dimension, wherein it has a length of at most 770 mm and a width of at most 570 mm. Driving platform 17 after Claim 1 or 2 , characterized in that the driving platform 17 has at least three double wheel units (13) Driving platform 17 according to one of the preceding claims, characterized in that the drive unit (4) is designed to drive the running wheels (2, 3) of a double wheel unit (13) in mutually opposite directions. Driving platform (17) according to one of the preceding claims, characterized in that the drive units are designed to drive the entire driving platform 17 during driving operation. Driving platform (17) according to one of the preceding claims, characterized in that at least one double wheel unit (13) has a position sensor which is designed to detect an angular position of the bogie (1) with respect to the chassis (5) and to send angular position data to the control unit (10) to be transmitted, the position sensor being data-linked to the control unit. Driving platform (17) according to one of the preceding claims, characterized in that a distance between the running wheels (2, 3), measured from the center point of their contact surfaces , does not exceed the diameter of the running wheels (2; 3). Driving platform (17) according to one of the preceding claims, characterized in that a damping element is assigned to the bogie bearing at least one double wheel unit (13). Modular driving unit, comprising a driving platform (17) according to one of the Claims 1 to 7th and an assembly unit, wherein the driving platform (17) and the assembly unit are detachably connected to one another. Modular drive unit after Claim 8 , characterized in that the construction unit is designed as a Euro transport box with a nominal basic dimension of 800 mm length by 600 mm width and that the Euro transport box is designed so that the driving platform 17 can be accommodated in its interior. Modular drive unit after Claim 8 , characterized in that the assembly unit is designed as a seat chair. Modular drive unit after Claim 8 , characterized in that the assembly unit is designed as a standing assistance frame.

Images