EP3962762A2 - Véhicule électrique à trois roues selon la classe de véhicule l2e-u de l'ue - Google Patents

Véhicule électrique à trois roues selon la classe de véhicule l2e-u de l'ue

Info

Publication number
EP3962762A2
EP3962762A2 EP20732100.1A EP20732100A EP3962762A2 EP 3962762 A2 EP3962762 A2 EP 3962762A2 EP 20732100 A EP20732100 A EP 20732100A EP 3962762 A2 EP3962762 A2 EP 3962762A2
Authority
EP
European Patent Office
Prior art keywords
vehicle
wheel
motor
electric vehicle
torque
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP20732100.1A
Other languages
German (de)
English (en)
Inventor
Gorazd Artac
Robert Virant
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
VIRANT, ROBERT
Lumenova Solutions GmbH
Original Assignee
Lumenova Solutions GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Lumenova Solutions GmbH filed Critical Lumenova Solutions GmbH
Publication of EP3962762A2 publication Critical patent/EP3962762A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D61/00—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern
    • B62D61/06—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with only three wheels
    • B62D61/08—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with only three wheels with single front wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2036—Electric differentials, e.g. for supporting steering vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/24—Electrodynamic brake systems for vehicles in general with additional mechanical or electromagnetic braking
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D23/00—Combined superstructure and frame, i.e. monocoque constructions
    • B62D23/005—Combined superstructure and frame, i.e. monocoque constructions with integrated chassis in the whole shell, e.g. meshwork, tubes, or the like
    • 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
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • 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
    • 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
    • B62K5/06—Frames for tricycles
    • 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
    • B62K7/00—Freight- or passenger-carrying cycles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K2007/0092—Disposition of motor in, or adjacent to, traction wheel the motor axle being coaxial to the wheel axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/22—Microcars, e.g. golf cars
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/10—Electrical machine types
    • B60L2220/14—Synchronous machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/40—Electrical machine applications
    • B60L2220/44—Wheel Hub motors, i.e. integrated in the wheel hub
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/24—Steering angle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/46—Drive Train control parameters related to wheels
    • B60L2240/463—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/24—Driver interactions by lever actuation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • B60L2250/28—Accelerator pedal thresholds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/22—Standstill, e.g. zero speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/12—Motorcycles, Trikes; Quads; Scooters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/10—Road Vehicles
    • B60Y2200/12—Motorcycles, Trikes; Quads; Scooters
    • B60Y2200/122—Trikes
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a three-wheeled motor vehicle equipped with an electric drive for the transport of goods, which meets the requirements of the EC vehicle class L2e-U. These requirements are set out in Directive 2002/24 / EC and in Regulation (EU) No. 168/2013, in annexes to this Regulation and in delegated regulations to Regulation (EU) No. 168/2013.
  • a vehicle for the transport of goods has a (main) loading area
  • a maximum length of such a loading area may be 1.4 times the (larger)
  • the vehicle track does not exceed the front or rear track of the L-category vehicle.
  • the loading area must not be higher than 1000 mm above the road;
  • this maximum payload must not exceed 300 kg.
  • Power regulator here: acceleration twist grip on the vehicle's driver
  • torque and speed are recorded simultaneously.
  • a regulator or controller on the vehicle must ensure that only the maximum permissible rated continuous output of up to 4 kW is actually provided in continuous or regular operation .
  • the electric drive system may provide a higher useful electrical power for a short time (for example as part of a “booster function”), for example when starting the vehicle or when the vehicle has to overcome an incline or an obstacle.
  • the vehicle only has to be provided with a "moped license plate", so that low taxes and insurance costs are incurred;
  • the vehicle is not subject to the TÜV tests that are customary for cars.
  • a single front wheel attached to the vehicle body and steered by a handlebar;
  • a steering angle detection means for detecting a steering angle (O) of the
  • V traveling speed
  • an inner wheel is such a rear wheel that assumes an inner position in a curve
  • an outer wheel is the other rear wheel that takes an outer position in a curve
  • a rotation speed ratio (Rd) is defined as the rotation of the outer wheel per one rotation of the inner wheel; - wherein the motor tricycle also has a regulation / control unit which is set up to carry out the following:
  • Drive means are driven so that the outer wheel with a
  • the desired rotational speed ratio can be set in that the control device causes the drive motor on the (cornering) outer wheel to deliver more torque or that the drive motor on the (cornering) inner wheel delivers less torque.
  • the motor tricycle can be a relatively large vehicle, with an overall height of approximately 150 cm, with an overall width of approximately 120 cm and with an overall length of approximately 250 cm.
  • the document US 2009/0255747 A1 relates to a three-wheeled electric vehicle for transporting a standing person.
  • the vehicle has a modular structure consisting of four sub-units, namely with a front fork on which a front wheel is located, with a handlebar arrangement, furthermore with a main chassis formed from skeleton elements, and finally with a rear wheel suspension arrangement with two parallel trailing arms each of which has a motor-driven rear wheel attached.
  • These four sub-units are connected to one another using standard screw connections.
  • the main chassis carries a platform on which the person to be transported can stand and in this position can operate the handlebar assembly.
  • a tubular torsion bar stabilizer is clamped between the two trailing arms. Each trailing arm is about one each
  • the vehicle is equipped with a braking system which has mechanically acting brakes and / or electromagnetically and regeneratively acting brakes.
  • the document GB 2 394 701 A relates to a tiltable, motor-driven one
  • Tricycle for transporting a seated person.
  • a water-cooled internal combustion engine is used as the drive motor.
  • the tricycle has a chassis that consists of a front frame and a rear frame.
  • the drive motor and the two motor-driven rear wheels are attached to the rear frame, via which the tricycle assumes a stable arrangement on the roadway.
  • a steerable fork with the front wheel and a driver's seat are attached to the front frame.
  • a special feature is that the front frame is connected to the rear frame via two swivel bearings.
  • the low front pivot bearing is located at the front end of the rear frame, below the front frame.
  • the high rear pivot bearing is located on the rear frame, above the driver's seat.
  • the front frame with its components is inclined, tiltable or pivotable relative to the rear frame about a straight pivot axis, which extends from the point of contact of the front derrades on the road surface away through the front pivot bearing to the rear pivot bearing; According to a side view representation of the tricycle, this pivot axis can enclose an angle of 25 degrees with the direction of the roadway. Because the center of gravity of the driver's weight is below this Pivot axis, the downward force generated by the driver's weight will always push the driver's seat into the lowest position, thus bringing the tricycle into an upright position.
  • the tricycle is steered analogously to a conventional motorcycle by steering the front wheel and by shifting the driver's weight to the side, which causes the front wheel to incline with respect to the rear wheels, which are held stable.
  • higher cornering speeds should be possible, please include than with a conventional motorcycle.
  • both the front frame and the rear frame of the tricycle are constructed in skeleton components.
  • moped car a vehicle suitable for transporting goods that can be equipped with an electric drive.
  • Moped cars are understood here to mean small vehicles that are allowed to drive over the street at a maximum of 45 km / h. The moped car described in detail here is equipped with three wheels and has one
  • Body that carries a driver's cab assigned to the front wheel and a loading area assigned to the rear wheels; here the front wheel is arranged in front of the driver's cab in the direction of travel; and the front wheel and rear wheels are each designed to be connectable to a drive unit; in particular, an electric wheel hub motor can be assigned as a drive unit to the front wheel.
  • the special feature is that the driver's cab has a front end that extends beyond the front wheel, and that the vehicle has a skeleton-type body that supports a loading area or a structural box.
  • the stem can form a domed hood, which has a truck-like front and which is provided with a bumper.
  • the structural box can be arranged behind the driver's cab in the direction of travel and integrated into the body and can consist entirely or partially of hollow tubes.
  • the document does not limit the moped car described here to the characteristics of a vehicle which is intended for the transport of goods and which meets the requirements of the EC vehicle class L2e-U.
  • vR3 electric vehicles are advertised on the Internet and will be on one at least in April 2019, under the URL htps: //www.yrbikes.ch/de/electrodreirad.html accessible website.
  • the standard version of the vR3 electric vehicle (for a
  • the standard version of the vR3 electric vehicle has one attached to a scooter
  • the front which is equipped with a sprung telescopic suspension fork for guiding and steering a non-motorized front wheel.
  • a beam protruding to the front is mounted on this front, which can carry a payload of up to 30 kg.
  • Both rear wheels are motor-driven; a brushless direct current motor is used for this, each designed for a power of 2 kW and arranged at a distance in front of the driven wheel; the power is transmitted - with translation - via toothed belts. All three tires are mounted on a 3.5 x 13 inch aluminum rim.
  • This regular version of the vR3 vehicle is designed for a payload of 120 kg (front 30 kg and rear 90 kg).
  • Document DE 10 2017 116 733 A1 relates to a control device for at least one wheel hub motor on a vehicle. If the vehicle drives over uneven ground, swinging or oscillating body movements can take place on the vehicle, which are caused by unevenness in the road surface or driving dynamics effects.
  • the torque introduced by the wheel hub motor not only causes acceleration of the vehicle in or against the direction of travel, but also because of the support of the wheel hub motor on the vehicle chassis, the vehicle is additionally accelerated in the vertical direction by such torque and / or other forces are applied.
  • the wheel hub motor is intended to set a force in and / or against the height direction in order to dampen vibrations that occur, for example, when driving on an uneven surface.
  • the control device is intended to effect such control of the wheel hub motor.
  • control device can be designed as a digital data processing device, in particular implemented as a computer, a microcontroller, an FPGA or the like.
  • the control device has an input interface for accepting a status signal for describing a current body movement of the vehicle.
  • the control device has an output interface for output would give up the wheel hub signal.
  • the control device has a control module which is designed in terms of program technology and / or circuit technology to determine, in particular to calculate, the wheel hub motor signal as a response to the body movement. How such a calculation could be carried out is not further elaborated.
  • control device Such or a comparable control device is referred to as a “controller” in the context of the present documents.
  • the object of the present invention is to provide a three-wheeled electric vehicle suitable for transporting goods, which is designed within the L2e-U rules for a higher payload than the vR3 vehicle described above. Even without a driver's cab, improved protection for the vehicle driver should be guaranteed.
  • the vehicle should enable safe and comfortable cornering even when fully loaded, even on uneven surfaces. Because the vehicle is intended in particular for transport services in urban areas, a high degree of maneuverability should be guaranteed under the conditions encountered there, including climbing steps on curbs and the like.
  • a three-wheeled moped for goods transport is provided, which is designed for purely electric drive, and which the conditions from Regulation (EU) No. 168/13 of the European Parliament and of the Council of January 15, 2013 for vehicles of EC vehicle class L2e, here in particular subclass L2e-U met.
  • the electric vehicle has a rigid, self-supporting, skeleton-shaped body made of guided body, the skeletal elements of which consist predominantly of metallic, round tubes and hollow square profiles, which are mostly welded together; -
  • the electric vehicle has two rear wheels driven by an electric motor, each of which is held on the body via a wheel suspension, and
  • a telescopic suspension fork is pivotably articulated, on which a front wheel and a vehicle driver equipped with an accelerator twist grip is mounted, and
  • this telescopic suspension fork is able to execute a maximum steering angle of about minus 80 ° to about plus 80 ° with respect to a vehicle longitudinal direction, which is detected by a steering angle sensor that generates a corresponding steering angle signal;
  • processing capacity equipped controller which records and evaluates the following driving parameters, namely
  • this controller uses this evaluation to initiate different drive modes, when they are executed, the two motor controls are controlled in such a way that the two rear wheels are driven with different torques when cornering,
  • each wheel hub motor is designed for a maximum continuous rated power greater than 2 kW and less than 6 kW, in particular designed for a maximum continuous rated power of approximately 4 kW;
  • the wheel hub motors do not have a gearbox; the controller ensures that the torque generated by both wheel hub motors does not exceed a rated continuous output of 4 kW in continuous or regular operation; and
  • These drive modes include a start-up and overcoming obstacles mode, which is executed at a vehicle speed of 0 to 2 km / h, with a strong steering angle of up to 80 °, the motor mounted on the outside wheel of the curve about 90% of the given acceleration twist grip Position provides the requested total torque, and
  • the motor mounted on the wheel on the inside of the curve delivers around 10% of the requested total torque, i.e. a torque ratio of 90 to 10 is set, and
  • Torque ratio of 50 to 50 is achieved.
  • the torque distribution provided here enables only one motor-driven rear wheel to overcome an obstacle - using almost full use of the torque output of its motor.
  • This driving mode is particularly helpful for overcoming an obstacle:
  • a strong steering angle to the left towards the curb and an adapted actuation of the acceleration twist grip ensure that the left rear wheel does not slide along the curb, but that practically only the right rear wheel begins to roll, rolling until it hits the curb, climbs the curb, overcomes and finally reaches the curb.
  • a subsequent strong one A steering angle to the right and an adapted actuation of the accelerator handle mean that the left rear wheel also negotiates the curb in the same way. In practice, a curb up to 15 cm high can easily be overcome in this way. The ability to overcome an obstacle with just one rear wheel with almost full use of its engine power gives the vehicle a high degree of maneuverability, which is particularly helpful for transport services in urban areas, because the described there
  • Main loading platform is suspended between the two rear wheels
  • - has a special wheel suspension with triple-bearing wheel carriers, which are each provided with a trailing arm, which in turn are coupled to one another via a torsion bar stabilizer, which reduces the rolling motion of the vehicle when driving a three-wheeled vehicle over uneven ground;
  • a controller equipped with data storage capacity and digital data processing capacity is mounted on the vehicle;
  • the controller is typically designed in the form of a circuit board on which a microcontroller with a microprocessor is located
  • the microcontroller can be a commercially available chip.
  • software specially developed for the vehicle is stored, which processes the various input signals and forms output signals with which the various functions are controlled and carried out, including, in particular, the engine control.
  • the controller has input interfaces for accepting the steering angle signal, the acceleration signal supplied by the acceleration handle, the brake signal, status signals for the status of the batteries, operating signals for the actual operation of the two motors and other signals such as vehicle lights ON, blinkers AN and the like.
  • These input signals are processed in the microcontroller according to the specifications of the stored software in order to receive (on) control signals for controlling the vehicle functions.
  • These (on) control signals are output via output interfaces on the controller, for example to show the displays on a display device on the vehicle for the Actuation of the brake lights on the rear wall of the vehicle, for the motor controls of the two motors and the like.
  • the controller ensures that these motor control signals are used, among other things, to cause
  • Generated braking signal which is fed to the controller, which then controls the motor control in each drive motor in a recuperation operating mode, so that the vehicle speed is initially reduced with the aid of an engine braking;
  • both motors are switched to reverse drive mode.
  • the communication between the controller and the motor controls takes place via the usual CAN bus system.
  • controller It is also one of the functions of the controller to provide and execute electronic drive management for the rear wheels. A particularly important task of the controller is to carry out an electronic drive management system provided with the present invention.
  • Steering angle and vehicle speed dependent torque distribution is carried out in such a way that the motor mounted on the outside wheel delivers more torque than the motor mounted on the inside wheel.
  • the controller carries out electronic drive management, including the following driving parameters on the vehicle
  • an electronic control unit in the controller acts on the respective engine control of each engine in such a way that both engines
  • the motor mounted on the outside wheel delivers around 90% of the torque requested with the accelerator twist grip position, and the motor mounted on the inside wheel delivers around 10% of this requested torque.
  • the motor mounted on the wheel on the outside of the curve is used to brake the motor; in motorized vehicles, the motor mounted on the wheel on the inside of the curve is activated when the vehicle accelerates slightly
  • the driving mode is intended to force the vehicle into stable, straight-ahead travel as quickly as possible, especially if the driver has "accidentally” taken his hands off the driver and the vehicle - unattended - could make a strong steering angle.
  • cornering when cornering, the adaptation of the rotational speeds of the wheel on the outside of the curve and the wheel on the inside of the curve to the different paths in a curve is carried out by the classic mechanical differential gear.
  • cornering is supported (not possible with the classic mechanical differential gear) by adapting the torque, in that the motor mounted on the wheel on the outside of the corner will deliver more torque than the motor mounted on the wheel on the inside of the corner.
  • the motor mounted on the wheel on the outside of the curve will deliver around 70% of the total torque required with the given acceleration twist grip position, and the motor mounted on the wheel on the inside of the curve will deliver around 30% of the torque deliver the requested total torque, that is, a torque ratio of 70 to 30 is set, and with a smaller steering angle a proportionally correspondingly reduced torque ratio is set until at
  • the total torque specified, generated and acting for both motors with the accelerator twist grip position remains unchanged, but when cornering, more torque is supplied to the wheel on the outside of the curve than to the wheel on the inside of the curve.
  • the steering pushes outwards (understeer), which the driver the Mastery of the curves that occur when cornering, especially with a considerable load the forces are relieved. Even at higher speeds, a comfortable and safe driving style can be achieved when cornering - even with a considerable load.
  • the present invention makes use of the possibilities created with the use of two independently controllable electric motors each driving one wheel, in addition to the adaptation of the wheel speeds to the different paths in curves in addition to the adaptation of the wheel revolutions possible with the classic mechanical differential gear to carry out different distribution of the torque supplied to each wheel, adapted to the driving situation.
  • This torque adjustment is particularly important for three-wheeled vehicles for the transport of goods, because the problematic driving behavior when cornering with a considerable load is safer and improved.
  • the possibility is created to overcome an obstacle, such as a curb, with just one rear wheel using almost its full engine power.
  • stator part which is connected in a stationary and rotationally fixed manner to a wheel carrier of a wheel suspension via a horizontally aligned and non-rotatably connected axle journal to the stator part;
  • the stator part has a pot-shaped comprehensive rotating part, which in one-piece
  • Construction has a ring part corresponding to the circumference of the pot and an outer wall corresponding to the base of the pot, permanent magnets rotatable around the stator poles being mounted on the inner circumference of the rotatably held ring part; and wherein bolts protrude from the outer wall, on which a rim, which rests against the outer wall and is provided with a wheel tire, preferably a motorcycle tire, can be mounted so that the wheel tire encompasses the wheel hub motor and both are arranged in mutual alignment in the radial direction.
  • the wheel hub motor drives the assigned wheel immediately and directly. There is no gearbox on the engine, no power transmission between the motor and the driven wheel by means of a chain or toothed belt, and no translation in the power transmission.
  • the motor rotates with the same
  • the wheel carrier has a wheel carrier body, the contour of which is pronounced of a dragon square, which has a long diagonal that is aligned on the electric vehicle in the longitudinal direction and essentially horizontally, so that the wheel carrier body has four corners, namely - in this arrangement - one back corner, a top corner, a front corner, and a bottom corner;
  • the two rear wheels can be adjusted vertically with respect to the body and the main load on the vehicle.
  • the spring damper dampens vertical adjustments of the rear wheels, especially in relation to the considerable payload on the main loading platform.
  • the trailing arm absorbs tensile and compressive forces in the longitudinal direction of the vehicle.
  • the shaft in the foot of the trailing arm is aligned parallel to the axis of rotation of the torsion bar stabilizer.
  • the wheel carriers of the two rear wheels are coupled to one another via a torsion bar stabilizer.
  • pelt which is designed as a straight, transversely extending bar made of spring steel over almost the entire width of the vehicle, which is supported and rotatably held in two mutually spaced rotating bar bearings, which are each attached to a lower rear longitudinal member of the body;
  • this torsion bar has one, projecting beyond the respective rotary bar bearing Drehsta bendabexcellent, which is each clamped in a rotationally fixed manner in a head of the associated trailing arm;
  • this torsion bar stabilizer is subjected to torsion during a vertical adjustment of the rear wheel and transfers part of the applied torque to the opposite wheel carrier on which the other rear wheel is mounted.
  • This torsion bar stabilizer can preferably be designed as a straight bar made of spring steel; for example with a diameter of 15 mm; alternatively, a straight, U-shaped profile or a straight tube can be provided.
  • a vertical adjustment of one rear wheel caused when driving over uneven ground is transmitted via its trailing arm to the end section of the torsion bar stabilizer and partially rotates the entire torsion bar relative to the torsion bar bearings.
  • the entire torsion bar is subjected to torsion and transfers part of the torque acting on one side to the opposite torsion bar end section and via the trailing arm acting there to the other, opposite wheel carrier on which the other rear wheel is mounted.
  • the other rear wheel will at least partially carry out a similar vertical adjustment, even if it is not influenced in this direction by the ground.
  • the torsion bar stabilizer reduces rolling movements of the vehicle when driving on uneven ground and improves the behavior of the curve. Since the torsion bar stabilizer is aligned at right angles to the two trailing arms and these only absorb tensile or compressive forces in the longitudinal direction of the vehicle, a high stabilizer ratio can be achieved.
  • the vehicle has a vehicle structure which includes a skeleton-type body, which in turn has an upper one made from skeleton elements
  • the skeletal elements of the upper support element of the body preferably include upper outer side members and upper inner side members, which together form a bracket for a flat, horizontally aligned, rear over the rear wheels is arranged main loading platform, which has a rectangular loading area with a
  • a typical vehicle according to the invention has a width of 120 cm, and the loading area of the main loading platform extends over this entire width.
  • the length of the loading area of the main loading platform is 74 cm;
  • the rear wheels are arranged in a track width of about 105 cm to each other; This regular vehicle thus fulfills the official requirement that the maximum loading area length of an L2e-U vehicle must not exceed 1.4 times its track width.
  • the length of the loading area of the main loading platform is 102 cm;
  • This embodiment thus fulfills the official requirement that the minimum loading area length of an L2e-U vehicle must be greater than / equal to 1/3 of its total vehicle length.
  • the loading area of this flat main loading platform extends in the horizontal direction at a distance of about 75 cm from the flat horizontal roadway. A considerable load is also comparatively close to the road, so that safe cornering behavior can be achieved.
  • the loading area of this main loading platform can be provided with a frame and then forms a conventional open platform for the transport of goods, work tools and other equipment.
  • a closed loading structure can be provided on this main loading platform, which typically can reach a height of up to 80 cm; this achieves a closed transport volume of almost 1 m 3 on the main loading platform.
  • a permanent, all-round closed transport container is inserted, which has an interior space that is accessible via a pivoting door in a vertical rear wall of the vehicle.
  • the transport capacity of the vehicle can be increased even further. If you are allowed to slide telescopic rails can be provided on the bottom of this transport container on which a slide can be moved that can be loaded with cargo; This means that the entire available length of up to 80 cm of this permanent transport container can be used to accommodate transport goods.
  • the vehicle according to the invention can transport more than twice the payload of the regular vR3 vehicle, which was initially recognized as the closest prior art.
  • the three wheels of the vehicle according to the invention preferably each have one
  • the wheel hub motors used according to the invention have an optimized efficiency, which in turn requires a narrow air gap between the stator poles and permanent magnets rotating above them.
  • An in-wheel motor on a road vehicle notoriously suffers from some shock sensitivity.
  • a wheel hub motor that is preferred according to the invention and built into the rear wheel of the vehicle can easily withstand the resulting mechanical loads if the wheel at the wheel contact area on the roadway is subjected to nominal forces of up to 2,200 N each in the axial direction, in the radial direction individually or simultaneously Direction and / or occur in the vehicle longitudinal direction.
  • the front wheel can be swiveled and steered via a telescopic suspension fork
  • This telescopic suspension fork has a steering axis.
  • this steering head angle is 68 ° to 72 °, in particular 70 °.
  • This provides a comparatively large steering head angle, which enables agile, easy-to-use steering of the vehicle even when a front
  • Load basket above the front wheel loads the front wheel with a not inconsiderable payload.
  • Each of the three vehicle wheels is equipped with its own disc brake, which is operated hydraulically;
  • a central hydraulic brake device is provided, the piston / cylinder arrangement of which is attached to the vehicle driver. Tightening the brake handle displaces a plunger which is articulated on the handle body and which acts on the piston of the piston / cylinder arrangement.
  • a two-stage braking effect is provided here. First, an adjustment of this tappet activates a brake switch, which then generates an electrical brake signal that is fed to the controller, which then causes the motor controls to control each motor in recuperation mode. The vehicle speed is reduced with the help of engine braking. If the brake handle is pulled further, the plunger presses on the piston, which increases the hydraulic pressure in the cylinder; the
  • Increased hydraulic pressure is supplied to the brake shoes of the disc brakes via hydraulic lines, and additional braking force and braking effect is obtained by actuating the disc brakes.
  • the rear tire When the rear tire is mounted on a 5 inch rim, it has a circumference of about 160 cm and runs at a vehicle speed of 2 km / h
  • a wheel hub motor used according to the invention produces a nominal torque of 145 Nm; For a few seconds (typically up to 20 seconds) a peak power of up to 5.5 kW is provided, which can be called up when driving in obstacle-overcoming mode.
  • FIG. 1A shows a view from the front of the front and side of a vehicle according to the invention using an oblique image
  • Fig. 1B is a side view of the vehicle
  • Fig. 1C based on an oblique image a view from behind of the rear and side of the
  • Vehicle 2 schematically shows various components of the vehicle
  • FIG. 3A is a side view of the vehicle being de-faced;
  • FIG. 3B is a view from above of the vehicle according to FIG. 3A;
  • FIG. 3C shows a view from behind of the rear of the vehicle according to FIG. 3A;
  • FIG. 3D shows a detail from FIG. 3A, which in a larger representation in particular
  • FIG. 3E shows a detail from FIG. 3B, which in a larger representation shows in particular a
  • FIG. 4B shows the rim to be attached to the wheel hub motor according to FIG. 4A
  • FIG. 5 shows a section of the vehicle driver on the basis of an oblique image
  • the following description of the vehicle and its components uses location and direction information. This is based on the assumption that the vehicle is standing or moving on a level, horizontally aligned surface. Then the axes of the three vehicle wheels define a plane that is aligned parallel to this underground. At this level, a Cartesian coordinate system is set up, the X direction of which is aligned in the direction of travel in this plane; Correspondingly, the Y direction in this plane is oriented transversely or perpendicular to the direction of travel and denotes a lateral direction; the Z direction extends perpendicular to this plane and denotes a vertical or vertical direction.
  • “below” or “lower” means closer or adjacent to the ground in the Z direction; “above” or “upper” means further or further away from the ground in the Z-direction; “Front”, “Front” or “Forward” aim at the front of the vehicle in the X direction; “Rear”, “rear” or “backward” aim at the rear of the vehicle against the X direction.
  • the vehicle 2 is a three-wheeled vehicle with a steerable front wheel 70 and two rear wheels 100 and 100 'driven by an electric motor.
  • the vehicle 2 has a vehicle body with a body 3 on which a vehicle panel 4 is suspended.
  • the vehicle body also includes a chassis with the wheel suspensions for the two rear wheels 100 and 100 '.
  • the vehicle body comprises a telescopic spring fork 80 which is pivotably attached to the body 3 and to which a vehicle handlebar 81 is attached, with which the front wheel 70 can be steered.
  • a driver's seat 12 for a vehicle driver is attached to the body 3.
  • the electric motors of the vehicle are supplied with electrical energy from a battery 60 which is accommodated in a compartment below the driver's seat 12.
  • the vehicle 2 is intended for the transport of goods and has
  • each rear wheel 100 and 100 'each have a flat rear loading surface 31, which together men form a rear main loading platform 30;
  • an easily exchangeable, closed, mobile loading structure 32 can be attached to the two loading surfaces 31 of the main loading platform 30.
  • the vehicle 2 With a loading basket 38, a permanent transport container 35 and a flatbed or loading structure on the main loading platform 30, the vehicle 2 can carry a total payload of up to 250 kg.
  • controller 15 On the vehicle 2 there is a circuit board 15 on which there is a microcontroller with microprocessor, as well as conventional electronic parts and components with which data storage capacity and digital data processing capacity is provided; these the entire facility is hereinafter referred to as the "controller".
  • the controller 15 can be accommodated in a compartment below the batteries 60.
  • the body 3 of the vehicle 2 is designed in a skeleton body construction and has a skeleton, the essential elements of which consist of a metallic material, as is typically used in vehicle construction. Typical materials here include iron and steel, as well as light metal alloys based on aluminum or magnesium. Essential elements include tubes, bars and profiles that are connected to one another directly or via nodes; in the case of a direct connection, such elements are typically welded together. Iron and steel pipes typically have a diameter of 40 mm and a wall thickness of 2 mm; Tubes made of an aluminum material typically have a diameter of 40 mm and a wall thickness of 6 mm.
  • the body 3 has three essential components, namely an upper support element 20, a lower support element 40, and a vertical support frame 50.
  • the upper support element 20 forms a closed frame consisting of tubes and Rohrabschnit th, with a, arranged in front of the center of the vehicle, horizontally extending in the transverse direction, formed from straight tube sections, U-shaped curved upper cross member 21, at the ends of each one horizontally rearwardly extending, upper, outer longitudinal member 22 and 22 'is attached, at the rear ends of which a vertically sloping tube 24 and 24' is attached, the ends of which are connected to one another via a lower, horizontally aligned cross member 25.
  • This lower cross member 25 marks the lower edge of a vertical vehicle rear wall 8. On this lower cross member 25 a
  • protruding neck 27 of a ball head coupling 28 may be attached.
  • a typical vehicle 2 according to the invention has a width of 120 cm, and the length of the rear main loading platform 30 can typically be approximately 74 cm, so that a rear, flat, rectangular loading area of approximately 8880 cm 2 is obtained.
  • the loading area on this main loading platform 30 is at a distance of about 75 cm above the roadway.
  • a permanently closed transport container 35 is inserted, which has an interior space that is accessible via a pivoting door 36 in a vertical rear wall 8 of the vehicle. If necessary, a pair of rails can be arranged on the floor of this permanent transport container 35, on which a slide moves that can be moved through the open door 36 out of the transport container interior in order to load the goods to become.
  • the lower support element 40 forms a closed frame with a lower rear cross member 41, which is arranged behind the center of the vehicle and in front of the two rear wheels 100 and 100 'and extends horizontally in the transverse direction over the entire width of the vehicle, at the ends of which each has a lower cross member.
  • horizontally aligned, outer double-tube longitudinal members 42 and 42 ' is attached, both of which run towards each other towards the front.
  • the body front 6 has a reduced width of approximately half the width of the vehicle, and here the two outer lower longitudinal members 42 and 42 'each form a rising, single-tube pillar 43 and 43' one towards the rear
  • the lower support element 40 has one located approximately in the center of the vehicle and extending in the transverse direction lower central cross member 46, the ends of which are welded to one tube each of the lower outer longitudinal members 42 and 42 ';
  • the lower rear cross member 41 and the lower central cross member are each designed as a hollow square profile.
  • In the middle of the central cross member 46 is another lower central longitudinal member 47, which extends horizontally forwards in the vehicle longitudinal direction and has a rising front end section 48 which also ends at the block 45 and is welded to it.
  • the two rising bridge piers 43 and 43 'and the front end section 48 of the central lower longitudinal member 47 extending centrally between them in the same direction together form a forward protective barrier 49 for a footwell 11 of a vehicle driver on vehicle 2.
  • Lower support element 40 and upper support element 20 overlap in the middle of the vehicle and are penetrated here by a vertical support frame 50.
  • This has a U-shaped bracket with an upper, horizontally aligned cross bar 51, to which a vertically sloping branch 52 and 52 ‘connects on both sides, the respective end of which is connected to the respective lower outer longitudinal member 42 and 42, respectively
  • a roll bar 55 has two vertical supports 54 and 54 'which are each connected to the upper cross bar 51 and to the lower central cross bar 53 and are each attached to the lower rear cross member 41 of the lower support element 40.
  • the roll bar 55 is arranged behind a driver's seat back part 13 and protrudes vertically far above the head of a driver sitting on a driver's seat 12, for example up to a height of about 150 cm above the roadway, and protects the driver in the event of an accident.
  • Longitudinal bars 56 and 56 ‘clamped, to which a driver's seat 12 is later fastened with the aid of bolts which are guided through a vehicle lining 9 of a driver's cell 10.
  • a floor plate provided with a non-slip profile is attached, the one Limits and protects the driver's footwell 11.
  • Another floor panel is inserted between the lower central cross member 46 and the lower rear cross member 41 and delimits and protects a compartment 59 in which one or two vehicle batteries 60 are accommodated.
  • two lithium / ion vehicle batteries are provided which each have a weight of approx. 30 kg and together provide a power storage capacity of approx. 5 kWh, with which the vehicle 2 achieves a range of approx. 100 km in normal ferry operation.
  • Fig. 2 shows schematically one of these Batte rien, namely the vehicle battery 60.
  • the two batteries can be mounted on one or two, extending in the transverse direction and mounted on rollers rails, which can be pulled out laterally after opening the compartment 59 to the Batteries can be removed and charged at an external charging station.
  • the two batteries remain on the rails in the vehicle compartment 59 together with a charging system arranged in between, and they are charged via a charging connection 29 which is attached to the vertical rear wall 8 of the vehicle.
  • a standard charging system that can be connected to a standard, publicly available 16-amp power supply can be used for charging.
  • the skeleton body 3 of the vehicle 2 can contain further supports and struts for reinforcement purposes, which can be seen in particular from FIGS. 3B and 3C, but are not detailed here for reasons of clarity.
  • the vehicle 2 has a self-supporting, skeleton-type, self-supporting, rigid and stable body 3 on which the three vehicle wheels 70, 100 and 100 'are attached.
  • a vehicle trim 4 or the vehicle skin or the vehicle housing is suspended from the body 3.
  • this vehicle cladding 4 is composed of several plastic molded parts, which in turn are preferably made of polyethylene. These cladding parts include vehicle side parts 5 and 5 ', a vertical vehicle rear wall 8, a lining 9 of the driver's compartment 10 with foot space 11 and driver's seat back part 13, and a vehicle front 6. Inside the driver's compartment 10 is a driver's seat attached to the body 3 12, which can be assigned a seat belt.
  • the empty weight of the vehicle 2 - without batteries and charging structure - is about 230 kg if the skeleton body 3 is mainly made of aluminum material and about 270 kg if the skeleton body 3 is mainly made of steel.
  • a vehicle 2 with the body 3 described above has a total load capacity of about 250 kg;
  • a loading basket 38 can be am
  • Front wheel 70 can be loaded with about 50 kg; the rear main loading platform 30 formed from the rear loading surfaces 31 and 31 'can carry 120 kg, and the closed, permanent transport container 35 between the two rear wheels 100 and 100' can typically accommodate transport goods with a weight of up to 80 kg.
  • the rear main loading platform 30 can be provided with a frame and then serve as an open platform or flatbed for transporting cargo, work equipment and other equipment.
  • a closed mobile loading structure 32 can be provided on this rear main loading platform 30, which can reach a standard height of up to 80 cm on a base area of almost 9,000 cm 2 . Consequently, a transport volume of up to 0.7 cm 3 can be provided with the mobile loading structure 32.
  • the vehicle 2 has a non-motorized front wheel 70 with a 15 inch rim 71 on which a wheel tire 72 sits; a typical motorcycle tire of the tire type 120/70 R15 can preferably be provided.
  • a front wheel brake disk (not shown in FIGS. 1A and 3B) is connected to the rim 71 in a rotationally fixed manner; The rim 71 and the brake disc sit on a wheel hub which is arranged so as to be rotatable about a front wheel axle, which is designed in the form of a shaft that is held by the two legs 74 of a telescopic spring fork 80.
  • Each leg 74 consists of a combination of lower standpipe 75, 75 ‘and upper standpipe 76, 76‘, in each of which a dip tube arranged in between can be inserted; spring and damping means are located within these tubes.
  • the two upper stanchions 76 and 76 are held together by a lower fork bridge 77 and an upper fork bridge 78, between which a fork shaft is inserted in the middle, which can pivot in one
  • Steerer tube 79 is guided, which in turn is welded to the front edge of the solid block 55.
  • the telescopic spring fork 80 is pivotably held on the vehicle body 3 via this combination of fork shaft and fork shaft tube 79.
  • a cranked vehicle control arm 81 is fastened in a rotationally fixed manner to the upper fork bridge 78.
  • the entire telescopic spring fork 80 is inclined forward, and the orientation of the fork shaft defines the direction of a steering axis and forms with it a horizontal line, the steering head angle W indicated in FIG. 1B;
  • a steering head angle W of 68 ° to 72 ° is provided.
  • Such a steering head angle W ensures an agile and easily controllable steering behavior even with a considerable load on the front wheel 70.
  • FIG. 5 shows in greater detail the right half of the vehicle driver 81 on the telescopic suspension fork 80.
  • the operating elements, acceleration twist grip 82 and a pivotably articulated, spring-loaded brake handle 83 are attached here.
  • a tappet 84 is pivotably attached to the brake handle body, and pulling the brake handle 83 allows this tappet 84 to dip into a sleeve 85 in which a piston / cylinder arrangement of a hydraulic brake device is located.
  • a two-stage mode of action is implemented here.
  • the plunger 84 will actuate an electrical switch, which then generates an electrical brake signal that is fed to the controller, which then generates an engine brake signal that is fed to the two engine controls, which then control each engine in an engine braking mode, in which vehicle motion energy is recuperatively converted into electrical energy that is fed to the vehicle batteries. Only when another pull on the brake handle 83 does the plunger 84 press on the piston of the Kol
  • a signal ring 87 is fixedly mounted on which electrical switches are attached; including a toggle switch 88, which has the function of an emergency switch;
  • this Kippschal age 88 is actuated, all electrical activities on the vehicle 10 are stopped immediately. 5 can not be seen in FIG - - below the toggle switch 88th on Sig ⁇ nalkranz 87 a Schieberegeier mounted, the two different positions can einneh men and a forward drive or reverse drive mode is set with the vehicle. 2
  • the brake handle 83 In order to control vehicle 2 in reverse mode, the brake handle 83 must be pulled at the same time and the slide control must be adjusted accordingly. will be presented.
  • Other controls on the vehicle driver 81 include scarf ter for operating lights and high beams and the turn signals.
  • a display 67 attached to a U-shaped bracket 63, on which the operating data is displayed, such as current vehicle speed, voltage and state of charge of the batteries, engine temperature, as well as activation of lamps and indicators . Furthermore, a lamp 68 is attached to the U-shaped holder 63 in a hanging manner.
  • a steering angle of the front wheel 70 of + 80 ° (to the right) or of -80 ° (to the left) with respect to the longitudinal direction of the vehicle can be set.
  • This steering angle or steering angle is detected by a steering angle sensor which can be attached to the lower fork bridge 77;
  • the steering angle sensor can contain a bar magnet that is aligned radially with respect to the steerer tube and whose field lines are detected by a magnetic field sensor, typically a Hall sensor, which is fixedly attached to the vehicle frame opposite. It is sufficient to determine the steering angle to within a few degrees.
  • a steering angle signal corresponding to the current steering angle is fed to the controller 15 and is used when certain driving modes are carried out, which are also dependent on the steering angle of the front wheel.
  • a front loading surface 37 is provided, which is supported on the U-shaped bracket 63, this has supports 65 which are welded to the rising monotube pillars 43 and 43 'of the lower support element 40.
  • a loading basket 38 or other luggage carrier can be provided which can be loaded with a payload of up to 50 kg;
  • a transport container specially developed for receiving and transporting mail can be provided here, as described in document EP 2433854 A2.
  • the two rear wheels 100 and 100 ′ on the vehicle 2 are motor-driven.
  • a wheel hub motor 90 each serves as the drive - in the following for short: the motor 90 - which is designed for a nominal power greater than 2 kW and less than 6 kW. Is well suited and A commercially available product is preferably used, namely that of GEM motors doo, Sl - 1241 Kamnik, Slovenia under the trade name
  • Type G2.4 standard motor sold this is a multi-phase one
  • Synchronous motor that has an integrated motor control and its
  • Rotor is equipped with permanent magnets; further details can be found on the Internet at www.qemmotors.si.
  • the motor 90 is shown in FIGS. 4A and 4B.
  • the motor 90 essentially forms a circular disc-shaped body with a diameter of 281 mm and a width of 140 mm; this body has a stationary stator part 91 to be mounted, which is surrounded by a pot-shaped rotating part 94, which consists in one-piece construction of a ring part 95 corresponding to the pot circumference and an outer wall 96 corresponding to the pot bottom; Per manent magnets are mounted on the inner circumference of the ring part 95 and rotate about stator poles on the stator part 91.
  • the motor 90 is designed for one-sided mounting; the stator part 91 stands for this
  • axle journal 92 which is connected to the stator part 91 in a rotationally fixed manner.
  • a brake disk is mounted in a rotationally fixed manner on the journal 92; then the axle journal 92 is inserted into a suitable bore 107 on a wheel carrier 103 (cf. FIG. 3D); a protruding web on the axle journal 92 dips into an adapted groove on the bore 107 in order to ensure a non-rotatable seat between the axle journal 92 and the wheel carrier 103;
  • a nut is screwed onto a terminal thread 93 on the journal 92 and secured.
  • a seal in the form of a Simmering is set, which prevents the ingress of dust and water.
  • Bolts 97 protrude from the outer wall 96, on which a rear wheel rim 98 is mounted and fixed, on which a rear wheel tire 99 is mounted.
  • a conventional 15 inch motorcycle tire of the tire type 120/70 R15 is preferably provided as the rear tire 99.
  • Rim 98, its rim flange and the attachment of the tire 99 to the rim flange ensure an arrangement in which the rear tire 99 includes the disc-shaped motor 90, so that the motor 90 and rear tire 99 are arranged in a radial alignment.
  • the motor 90 forms a part which is stationary and permanently mounted on the vehicle wheel suspension and from which the rim 98 and rear wheel tire 99 can easily be separated and exchanged, as is usual for a car tire.
  • the axle journal 92 is hollow, and cables are passed through the resulting bore, via which the motor 90 is supplied with current, voltage and signals.
  • the motor 90 is operated with a DC voltage of 48 V, which is provided by the vehicle batteries 60.
  • the motor is designed for a nominal torque of 145 Nm;
  • the vehicle 2 reaches with the 15 inch flat tires with one
  • the engine 90 is provided with an integrated engine control which communicates with the controller on the vehicle body via a standard CAN network. There is a two-way exchange of data between the controller and each motor controller. The controller checks the motor control of each motor, which then causes the associated motor to be sent by the
  • the wheel hub motor used here can run in both directions in the same way, so that the same motor is used on both flat wheels 100 and 100 of vehicle 2
  • This chassis includes two wheel suspensions, each of which has a wheel carrier 103 and 103 ', on each of which a rear wheel 100, 100' is attached; the respective arrangements of rear wheel 100 or 100 'with associated wheel carrier 103 or 103' are identical; only the rear wheel 100 and its wheel carrier 103 will be described below; these statements apply in the same way to the other rear wheel 100 'and its wheel carrier 103'.
  • Each wheel suspension contains a wheel carrier 103 in the form of a wheel carrier body with a contour that is reminiscent of a dragon square, which has a long diagonal aligned in the vehicle longitudinal direction.
  • This wheel carrier body has four corners, namely - in this arrangement - a rear corner 105, an upper corner 105 ', a front corner 105 "and a lower corner 105'".
  • a hole 107 is saved out, in which the axle journal 92 is used.
  • a further bore is cut out through which a shaft 108 is guided, which is held in two, mutually spaced apart cheeks 109 of a bracket, which are attached to vertical supports of the support frame 50 is welded.
  • the wheel carrier 103 is pivotably articulated on this shaft 108.
  • a further joint 110 is formed, on which a lower end 115 of a Federdämp 112 is pivotably articulated.
  • This spring damper 112 has an upper end 113 which is pivotably held in a bearing 114 which is attached to the upper outer longitudinal member 22 of the upper support element 20 of the vehicle body 3.
  • a further bearing is formed at the lower corner 105 ′ ′′ of the wheel carrier body, in which a shaft 117 is inserted, to which a foot 118 of a trailing arm 120 is pivotably articulated.
  • the trailing arm 120 has an opposing head 119 into which an end section 123 a torsion bar 122 is clamped in a rotationally fixed manner.
  • the wheel carrier 103 of the wheel suspension is thus mounted in a three-fold articulated manner with respect to the vehicle body 3.
  • the rear wheel 100 fastened to the wheel carrier 103 can perform a vertical adjustment with respect to the vehicle body 3.
  • the two wheel carriers 103 and 103 ′ are connected via a torsion bar stabilizer 122
  • a torsion bar stabilizer 122 is preferably used, which consists of a straight solid bar made of high quality spring steel with a diameter of approximately 15 mm.
  • the torsion bar stabilizer 122 is in two spaced-apart Drehstabla like 124 and 124 'supported and rotatably held, each on two lower
  • each side member 125 and 125 ' has an end which in turn is welded to the lower horizontal cross member 25.
  • Each torsion bar end section 123, 123 ' is non-rotatably clamped in the head 119 of the associated trailing arm 120, 120' and thus also creates a pivot bearing for this trailing arm head 119. Consequently, the torsion bar stabilizer 122 is pivotable about an axis of rotation extending in the transverse direction of the vehicle; each Drehstabendabêt 123, 123 'in a rotationally fixed in the wheel carrier 103 from meet ⁇ facing head 119 of the trailing arm 120 is clamped.
  • Torsion is stressed on the torsion bar stabilizer 122 supported on both sides and part of the lifting moment is transmitted to the other rear wheel 100 '.
  • Torsion bar stabilizer 122 connects the two lane sides of vehicle 2 with one another in this way and thus reduces the vehicle's tendency to roll
  • FIG. 5 shows in greater detail a right half of the vehicle driver 81 on the telescopic suspension fork 80.
  • the operating elements, the accelerator twist grip 82 and the pivotably articulated, spring-loaded brake handle 83 are attached here.
  • a deflection of the brake handle 83 pushes a movably articulated plunger 84 into a sleeve 85 in which a piston / cylinder arrangement of a hydraulic brake device is located.
  • a two-stage mode of action is implemented here. First, the plunger 84 will operate an electrical switch, which thereupon a
  • Vehicle batteries is supplied. Only when the brake handle 83 is deflected further does the tappet 84 press the piston of the piston / cylinder arrangement and increase the hydraulic brake pressure in a brake cylinder, whereupon hydraulic pressure is built up, which via hydraulic lines 86 the brake shoes of the disc brakes on all three Vehicle wheels 70, 100 and 100 'is supplied.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Combustion & Propulsion (AREA)
  • Chemical & Material Sciences (AREA)
  • Power Engineering (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un véhicule électrique à trois roues conforme à la catégorie de véhicules CE L2e-U, lequel comprend deux roues arrières (100 et 100') entraînées par moteur électrique, lesquelles sont respectivement entraînées par un moteur de moyeu de roue réalisé comme moteur synchrone polyphasé comprenant une commande de moteur intégrée, lequel est conçu pour une puissance nominale continue supérieure à 2 kW et inférieure à 6 kW, en particulier conçu pour une puissance nominale continue maximale d'environ 4 kW. Une fourche à ressort télescopique (80) est montée à pivotement sur l'extrémité avant de la carrosserie de véhicule (3), laquelle peut exécuter un angle de braquage maximal d'environ moins 80° jusqu'à environ plus 80° par rapport à la direction longitudinale du véhicule, lequel est détecté par un capteur d'angle de braquage, lequel génère un signal d'angle de braquage correspondant. En outre, un contrôleur muni d'une capacité de stockage de données et d'une capacité de traitement de données numérique est monté sur le véhicule (2), lequel commande les deux commandes de moteur de telle façon que, lors d'un virage, les deux roues d'entraînement (100 et 100') fonctionnent chacune avec un couple différent. Le contrôleur peut, par exemple, initier un mode de démarrage et de passage d'obstacles, qui est exécuté à une vitesse de véhicule de 0 à 2 km/h, dans le cas d'un grand angle de braquage de jusqu'à 80° le moteur monté sur la roue située à l'extérieur du virage fournissant environ 90% du couple total requis par la position donnée de la poignée d'accélération, et le moteur monté sur la roue située à l'intérieur du virage fournissant environ 10% du couple total requis, c'est-à-dire qu'un rapport de couple de 90 à 10 est réglé. Pour un angle de braquage plus faible, un rapport de couple proportionnellement réduit est réglé, jusqu'à atteindre pour la conduite en ligne droite un tel rapport de couple de 50 à 50.
EP20732100.1A 2019-05-02 2020-04-30 Véhicule électrique à trois roues selon la classe de véhicule l2e-u de l'ue Withdrawn EP3962762A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102019003129.6A DE102019003129B3 (de) 2019-05-02 2019-05-02 DREIRÄDRIGES ELEKTROFAHRZEUG NACH EG-FAHRZEUGKLASSE L2e-U
PCT/EP2020/000100 WO2020221474A2 (fr) 2019-05-02 2020-04-30 Véhicule électrique à trois roues conforme à la catégorie de véhicules ce l2e-u

Publications (1)

Publication Number Publication Date
EP3962762A2 true EP3962762A2 (fr) 2022-03-09

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EP20732100.1A Withdrawn EP3962762A2 (fr) 2019-05-02 2020-04-30 Véhicule électrique à trois roues selon la classe de véhicule l2e-u de l'ue

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Country Link
EP (1) EP3962762A2 (fr)
DE (1) DE102019003129B3 (fr)
WO (1) WO2020221474A2 (fr)

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Publication number Priority date Publication date Assignee Title
DE102020004287B3 (de) * 2020-07-16 2021-11-04 Robert Virant DREIRÄDRIGES ELEKTROFAHRZEUG NACH EG-FAHRZEUGKLASSE L2e-U
CN111791689B (zh) * 2020-07-27 2023-08-15 吉林大学 一种商用车集成式轮毂电机的控制方法
AT18103U1 (de) * 2021-11-05 2024-02-15 Jumug Vehicles Gmbh Lastenfahrzeug

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MY115442A (en) * 1994-08-04 2003-06-30 Honda Motor Co Ltd Motor with gear reducer
GB2394701B (en) 2002-10-29 2005-01-12 Stuart Mills Tilting three wheeled vehicle
JP2009190649A (ja) * 2008-02-18 2009-08-27 Viewtec Japan Co Ltd 自動三輪車
JP5202078B2 (ja) * 2008-04-10 2013-06-05 株式会社日本ヴューテック 自動三輪車
US20090255747A1 (en) 2008-04-10 2009-10-15 Ridevehicles Llc 3-Wheeled stand-up personal mobility vehicle and components therein
CH703889B1 (de) 2010-09-24 2015-09-30 Büro M Kyburz Ag Ing Transportbehälter zur Postverteilung mittels Zustellvehikel.
WO2014203345A1 (fr) 2013-06-19 2014-12-24 株式会社日本エレクトライク Véhicule à trois roues automatique
DE102014207760A1 (de) * 2014-04-24 2015-10-29 Continental Teves Ag & Co. Ohg Bremswunscherfassung an einem Fahrrad mit einem Geberfeld
DE102016115803A1 (de) * 2016-01-21 2017-07-27 Herbert Weber Lasten-Fahrrad
US11198482B2 (en) * 2017-06-27 2021-12-14 Honda Motor Co., Ltd. Oscillation-type vehicle
DE102017116733A1 (de) 2017-07-25 2019-01-31 Schaeffler Technologies AG & Co. KG Kontrolleinrichtung für mindestens einen Radnabenmotor sowie Fahrzeug mit der Kontrolleinrichtung
DE202018106199U1 (de) 2018-10-30 2019-01-15 Daniel Riebartsch Dreirädiges Mopedauto

Also Published As

Publication number Publication date
DE102019003129B3 (de) 2020-06-25
WO2020221474A2 (fr) 2020-11-05
WO2020221474A3 (fr) 2021-01-28
WO2020221474A9 (fr) 2021-03-25

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