Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
  • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
  • B62K5/10—Cycles with handlebars, equipped with three or more main road wheels with means for inwardly inclining the vehicle body on bends
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
  • B60G21/007—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces means for adjusting the wheel inclination
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62J—CYCLE SADDLES OR SEATS; AUXILIARY DEVICES OR ACCESSORIES SPECIALLY ADAPTED TO CYCLES AND NOT OTHERWISE PROVIDED FOR, e.g. ARTICLE CARRIERS OR CYCLE PROTECTORS
  • B62J45/00—Electrical equipment arrangements specially adapted for use as accessories on cycles, not otherwise provided for
  • B62J45/40—Sensor arrangements; Mounting thereof
  • B62J45/41—Sensor arrangements; Mounting thereof characterised by the type of sensor
  • B62J45/415—Inclination sensors
  • B62J45/4151—Inclination sensors for sensing lateral inclination of the cycle
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
  • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
  • B62K5/02—Tricycles
  • B62K5/027—Motorcycles with three wheels
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60G—VEHICLE SUSPENSION ARRANGEMENTS
  • B60G2300/00—Indexing codes relating to the type of vehicle
  • B60G2300/45—Rolling frame vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
  • B62K2204/00—Adaptations for driving cycles by electric motor

Definitions

• Electric vehicle having at least three wheels
• the present invention relates to a new electric vehicle having at least three wheels.
• the present invention relates to a new electric vehicle having at least three wheels, of small width, able to tilt strongly as needed, especially in bends.
• the reclining vehicles include those that are at partial inclination, namely inclination of the chassis but not the driving wheels, control of the inclination can be free, assisted or automatic, and those with total inclination, to to know the inclination of the chassis and driving wheels, said inclination being as previously free, assisted or automatic.
• control of the inclination can be free, assisted or automatic, and those with total inclination, to to know the inclination of the chassis and driving wheels, said inclination being as previously free, assisted or automatic.
• those that are narrow gauge and those with wide gauge are narrow gauge and those with wide gauge.
• the vehicle according to the invention thanks to its technical characteristics, will limit the risk of errors, including eliminating the inclination of the vehicle solely because of the will of the driver through an automatic control of said inclination, the latter can reach 40 °, which corresponds to what has been previously mentioned as a so-called total inclination.
• the inclination is defined by an angle A formed between a vertical plane of symmetry S of the vehicle and a normal plane N to the running surface of the ground.
• the secure electric vehicle according to the invention is of the type comprising at least three wheels of which at least two are driving, capable of tilting relative to the ground, by an automatic control comprising a control member controlling the inclination of said vehicle automatically, the vehicle having a frame and a rocker supporting said driving wheels, the rocker being pivotally mounted on the frame, a mechanical device being disposed between the rocker and the frame, said mechanical device on the one hand to adjust the angle of inclination of the vehicle by adjusting the angle between the rocker and the frame, and the same mechanical device on the other hand to constantly block the frame and the balance between them in a position determined by the automatic control.
• the mechanical device is a non-reversible member.
• the simple device allows at any time to change the angle of inclination of the vehicle while permanently stiffening the connection between the frame and the balance and thus the running gear. This avoids any relative movement between frame and beam, for example because of the imperfections of the roadway or the centrifugal force exerted in turns. This makes it possible to secure the behavior of the vehicle.
• the drive wheels comprise a right wheel and a left wheel, each of the drive wheels being provided with a motor-wheel, the motor-wheels being differentially managed by said control member which groups the information representative of the state of movement of the vehicle and gives the instructions to create a differential motor torque between the wheel motor of the right wheel and that of the left wheel, the engine torque differential forcing the vehicle to tilt.
• the creation of the torque differential makes it possible to release the locking between chassis and beam and thus to quickly and accurately control a change in the angle between the balance and thus the inclination of the vehicle.
• each of the driving wheels is provided with an oscillating arm integral with the motor-wheels, each of the oscillating arms being articulated to the chassis of said vehicle, the oscillating arms being furthermore connected to the balance wheel via shock absorbers.
• the mechanical device is a non-reversible gearbox of a geared motor integral with the chassis and having a shaft engaged with said balance, the geared motor controlling the angular position of the chassis relative to the beam and blocking the frame and the balance between them in a tilting position of the vehicle determined by said control member.
• the non-reversible gearbox is a worm and worm gearbox whose shaft carrying the wheel is in direct contact with the balance.
• the same member ensures control of the angular position and the locking of the balance and the frame between them.
• the vehicle according to the invention comprises three wheels, two driving wheels arranged at the rear of said vehicle, and a steering wheel disposed at the front of said vehicle.
• the invention also relates to a method for controlling the inclination of the electric vehicle.
• control unit detects a change in the steering angle of a steering wheel, it gives instructions for applying a differential of engine torque between the wheel motor of the right wheel and that of the left wheel, this differential of engine torque forcing the vehicle to bow to the side of the turn.
• This feature contributes to the inclination of the vehicle by counteracting the effect of centrifugal force.
• the control member together with the application of said engine torque differential, adjusts the angle between the rocker arm and the chassis until the desired inclination calculated by the control member.
• the simultaneous control of angle adjustment and torque differential improves the reactivity of the vehicle at the initiation of steering.
• the torque differential is such that the engine torque applied to the engine located on the side of the turn is greater than the engine torque applied to the engine located on the side opposite the turn.
• the control member returns said engine torque differential to zero.
• the vehicle is then tilted and in stable equilibrium because the mechanical device immobilizes the relative position between the chassis and the undercarriage.
• Figure 1 is a rear three-quarter view of the drive wheels of the vehicle according to a first embodiment of the invention
• Figure 2 is a side view of the assembly illustrated in Figure 1
• Figure 3 is a rear three-quarter view of the drive wheels of the vehicle according to a second alternative embodiment of the invention
• Figure 4 is a side view of the assembly illustrated in Figure 3
• Figure 5 is a rear three-quarter view of the drive wheels of the vehicle according to a third embodiment of the invention
• Figure 6 is a side view of the assembly illustrated in Figure 5
• Figure 7 is a schematic front view of the vehicle according to the invention in an inclined position.
• Figure 8 is a rear three-quarter view of a particular embodiment of the third variant.
• Figures 9a, 9b are rear views of the assembly of Figure 8 in vertical and inclined position of the vehicle;
• Figures 10a, 10b shows in perspective rear geared motor of Figure 8;
• Figures 11a, 11b show the vehicle in a top view and rear view at the beginning of the inclination adjustment
• Figures 12a, 12b show the vehicle in plan view and rear view in stable inclined position.
• FIG. 1 schematically illustrates the drive wheels of the vehicle according to a first embodiment of the invention; in this variant, the drive wheels (1) are each provided with a wheel motor (2). Each of the drive wheels (1) is connected to an oscillating arm (3), itself preferentially connected in the middle to a rocker (4) via a damper (5) as it appears in FIG. 1 This same figure 1 reveals a part of the chassis (6) of the vehicle according to the invention. These different characteristics are also illustrated in Figure 2.
• FIGS. 3 to 6 Two alternative embodiments illustrated in FIGS. 3 to 6 give examples of these means.
• these means consist of a connection between the balance (4) and a beam (7) of the frame (6), said beam (7) being parallel to the balance (4) when the vehicle is in equilibrium position on flat ground.
• Two dampers (8) provide this connection; in the aforementioned equilibrium configuration, the dampers (8) are arranged perpendicularly to the beam (7) and to the balance (4).
• FIG. 4 is a side view showing, at a different angle, the different characteristics of FIG.
• a geared motor (9) integral with the frame is disposed in the central portion of the balance (4) and allows the locking in the equilibrium position of the assembly when the vehicle is stopped.
• the additional advantage provided by the geared motor (9) is that it is itself capable of generating on command a torque, thus participating in the inclination of the vehicle.
• the geared motor (9) is disposed in the central portion of the balance (4); it could also be attached to one end of said beam (4).
• FIG. 7 schematically represents, from the front, a vehicle according to the invention in an inclined position in the preferred embodiment, namely a three-wheeled vehicle, including two drive wheels located at the rear of the vehicle and a wheel placed at the front of the vehicle, the front wheel being only a steering wheel.
• This inclined position corresponds to what was previously mentioned as a total inclination, it being understood that the latter can reach up to 40 ° with respect to the vertical.
• these motor-wheels will be housed in the rims of the drive wheels; in addition to the role of these motor-wheels in the inclination of the vehicle, the first function of these motor-wheels is of course to ensure the propulsion and braking of the rear axle of the vehicle (when the two drive wheels are located at the rear of the vehicle).
• the motor-wheels are themselves integral with the aforementioned oscillating arms, the latter being connected on the one hand to the frame by rolling to allow their movement in a plane, and secondly to said balance by dampers ensuring the suspension of the vehicle.
• FIGS. 8 to 10 describe an embodiment corresponding to that illustrated in FIGS. 5 and 6.
• FIG. 8 shows that the geared motor 9 is carried by a support part 1 1 fixed on the chassis 6.
• the balance 4 is pivotally mounted on the part support along an L axis substantially longitudinal of the vehicle through bearings 12A, 12R.
• the two ends of the balance 4 each carry a pivot for a damper 5 right and left.
• the foot of each damper 5 is received by a pivot on an oscillating arm 3 which is articulated to the frame along a substantially transverse axis T of the vehicle.
• the rear axle of the vehicle thus consists of the driving wheels 1, the oscillating arms 3, the dampers 5 and the balance 4.
• FIG. 9a shows the vehicle in a vertical position.
• FIG. 9b shows the vehicle inclined at an angle A. It can be seen that, thanks to the link by oscillating arms, the wheels and the chassis are inclined at the same angle A allowing total inclination.
• FIG. 10a shows a mechanical device formed by the support part 1 1 pivotally supporting the balance 4 and on which the geared motor 9 is fixed.
• FIG. 10b is a similar figure at another angle showing the internal gearing without the casings of the geared motor.
• the latter comprises a motor 10, a first reducer RI driving a second reducer R2 which controls the movement of the rocker 4 relative to the frame 6.
• the reducer R2 is fixed on a plate l ia itself fixed to the frame 6.
• two reducer RI, R2 are used in order to accommodate the motor 10 forward.
• the R2 reducer could be enough to achieve the desired effect. In this case it is a non-reversible reduction gear wheel 14a and worm 15a.
• the wheel 14a is mounted on the shaft 13 which carries the rocker 4.
• the shaft 13 is pivotally mounted on the bearings 12A, 12R, each being received in parts 1 lb, the V-shaped integral with the plate 1 and forming the support part 11.
• the rocker is disposed between these parts 11b, 1 1c.
• the worm 15a is rotated by the gear RI which is controlled by the motor 10.
• the gear RI has a wheel 14b and a worm 15b. Since the gearbox R2 is non-reversible, no rotational movement can be transmitted from the beam to the chassis while the rotation of the motor 10 causes the balance 4 to rotate. Indeed, the screw 15a acts as a rotational locking device for the wheel 14a and thus of the shaft 13 and the balance 4.
• the balance / frame connection is thus stiffened.
• the chassis 6 and the running gear are thus constantly immobilized relative to each other regardless of the angle of inclination A of the vehicle.
• the chassis can not be destabilized by the centrifugal force during a turn or by movements related to the imperfections of the road, which allows to secure the behavior of the vehicle in all circumstances.
• an pilot control the rotation of the motor 10 which will adjust the angle between the rocker 4 and the frame 6 through the gearbox R1, R2 until the desired angle.
• the mechanical device allows both to adjust the angle between the beam and the frame while constantly blocking the frame and the balance between them.
• the vehicle according to the invention is furthermore provided with a control member, not shown here, controlling the inclination of said vehicle automatically, said control member grouping the information given by different sensors responsible for following certain parameters and giving the instructions to create a differential of engine torque between the wheel motor of the right wheel and that of the left wheel: it is this differential that forces the vehicle to tilt.
• These sensors comprise in the configuration "a front steering wheel and two rear driving wheels":
• an angle sensor on the direction to determine the will of the driver, and which allows tilting the vehicle to take turns at high speed for example;
• this information makes it possible to verify that the inclination is well adapted to the turn that the pilot wishes to take; the speed and the radius of the initiated turn make it possible to calculate the transverse acceleration and this value is compared with the value measured by the accelerometer;
• this sensor makes it possible to know the inclination of the balance and to deduce the position of inclination of the vehicle;
• a speed sensor at each motor-wheel it makes it possible to check the applied speed vis-à-vis the setpoint and is used for the functions of traction control and antilock braking of the wheels;
• the information from said sensors is sent to the controller which will thus determine the angle of inclination necessary to maintain the stability of the vehicle and control the inverters to create a differential motor torque between the motor-wheel right and the left wheel motor: it is this differential and the up position of the oscillating arms that allow to tilt the vehicle.
• the inverters generate the current that powers each of the wheel motors.
• Figures 11 and 12 illustrate how to control the inclination of the vehicle.
• Figures 11a, 11b show the vehicle at the very beginning of a left turn V.
• the driver orients the steering wheel 20 in the direction of the turn and the angle sensor on the direction detects a steering angle a.
• the control member controls a torque to the left wheel (located on the side of the V-turn) greater than the torque applied to the right wheel.
• This torque differential generates a traction force FG on the left wheel greater than the traction force FD on the right wheel ( Figure 11a).
• This force difference generates a torque CL ( Figure 11b) about the longitudinal axis L tending to tilt the frame on the left side of the corner V.
• the torque CL makes it possible to compensate for the DC torque.
• the control member controls the rotation of the engine 10 in order to adjust the angle of inclination of the vehicle. From the measurements of the steering angle and the speed of the vehicle, the controller calculates the desired inclination A and the engine torque differential needed to create the torque CL necessary to overcome the torque due to the centrifugal force. CC resulting from the turn. The control member maintains the torque differential until the desired angle of inclination A is obtained.
• the joint control makes it possible to gain reactivity and to recreate the phenomenon of taking a corner of a two-wheeled vehicle exerted by the pilot by leaning towards the bend. It has been demonstrated that the angle of inclination of the vehicle was changed as soon as a very low engine torque differential was created at the motor-wheels.
• the engine torque differential is calculated as a function of the speed and the steering angle to obtain the required angle of inclination.
• the engine torque differential applied will be greater at high speed than at low speed. Likewise, it will be larger at a high steering angle than at a low steering angle.
• FIG. 12a and 12b show the vehicle once the angle of inclination A wanted obtained.
• the control member controls an identical engine torque on the two wheels.
• FIG. 12b shows that the chassis is then in stable equilibrium, subjected to two equal pairs which cancel out: on the one hand the DC torque due to the centrifugal force and on the other hand the CP torque due to the displacement of the center of gravity G of the vehicle towards the inside of the turn resulting from the inclination of the vehicle. Thanks to the mechanical device, the chassis and the balance are immobilized with respect to each other thus stabilizing the vehicle completely.
• the controller receives the data provided by the sensors and continuously calculates the parameters (tilt angle and motor torque differential) that are set according to the method described above.
• the preferred embodiment is a three-wheeled vehicle whose two drive wheels are located at the rear, the only front wheel being a director: it would also be possible to envisage a four-wheeled vehicle, two of which would be driving, or whose four wheels would drive.
• the two-wheel drive can be located either at the front or at the rear of the vehicle.
• the vehicle according to the invention will find its use in agglomeration, especially in large cities where traffic is saturated, resulting in a loss of time, increased pollution and a risk of serious accidents increasing constant.

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• Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

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Family Cites Families (8)

• 2010
  • 2010-03-02 FR FR1000850A patent/FR2957049B1/fr not_active Expired - Fee Related
• 2011
  • 2011-02-16 EP EP11709991A patent/EP2542459A1/de not_active Withdrawn
  • 2011-02-16 WO PCT/FR2011/000094 patent/WO2011107674A1/fr active Application Filing

Non-Patent Citations (1)

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