FR3127732A1 - Load carrying vehicle - Google Patents

Abstract

The present invention relates to a load carrying vehicle (10). To this end, the vehicle comprises a motorized block (100) comprising a motor unit driving a first set of drive wheels (121a, 121b), a battery and a steering system, the motorized block (100) being arranged along a front portion of the vehicle (10). The vehicle (10) also comprises a loading platform (200) of a module (300), the loading platform (200) being arranged along a rear portion of the vehicle (10) and having a second set of wheels (210) . The motorized block (100) is further sized to drive the vehicle (10) at a maximum speed of 25 km/h and the first and second sets of wheels (121a, 121b, 210) are sized for road travel. Figure for abstract: Figure 1

Description

Load carrying vehicle

The present invention relates to multi-service utility mobility objects. The present invention also relates to light electric vehicles. The present invention also relates to a load transport vehicle, in particular an autonomous vehicle.

Technology background

Various vehicles derived from electrically assisted bicycles or light electric vehicles are being developed, so as to assist a plurality of uses and services, in particular delivery operations, itinerant sales, craft-type itinerant services or even technical assistance.

Such solutions are part of a gradual change in lifestyles and transport in urban areas, in particular vis-à-vis a decline in the place of the car in cities following traffic restrictions and the development of new practices such as teleworking. At the same time, so-called "last mile" journeys, i.e. the last stage of the distribution of goods to consumers, are multiplying in correlation with a major increase in online purchases and deliveries to residence.

These solutions, the design of which is mainly derived from that of the bicycle, however take up the constraints, in particular a risk of instability in motion and complex parking kinematics during frequent stops, a need for mastery of cyclist driving , comparatively limited loading volume and low modularity.

Summary of the present invention

An object of the present invention is to solve at least one of the disadvantages of the technological background.

Another object of the present invention is to provide a load transport vehicle suitable for last mile travel.

According to a first aspect, the present invention relates to a load transport vehicle, the vehicle comprising:

- A motorized block comprising a motor unit driving a first set of drive wheels, a battery and a steering system, the motorized block being arranged along a front portion of the vehicle; And

- a module loading platform, the loading platform being arranged along a rear portion of the vehicle and having a second set of wheels,

wherein the motorized unit is sized to drive the vehicle at a maximum speed of 25 km/h and the first and second sets of wheels are sized for road travel.

According to a variant, the vehicle further comprises a user platform configured to receive a driver of the vehicle, the user platform being arranged between the motorized block and the loading platform.

Preferably, the motorized block has a set of controls extending from the motorized block in the direction of the user platform, the set of controls allowing control of the motor unit and of the steering system.

According to another variant, the motorized block and the user platform are sized for a standing station on the user platform.

According to an additional variant, the motorized unit further comprises an autonomous piloting device for the vehicle, the vehicle further comprising a set of sensors associated with the autonomous piloting device.

According to yet another variant, the motorized block has a storage space arranged along an upper portion.

According to an additional variant, the battery is arranged along an end portion of the motorized block.

According to another variant, the module comprises:

- at least one storage space; and or

- a workspace.

According to an additional variant, the loading platform has a flat body extending horizontally and an articulated extension arranged along a rear end of the body, the extension being configured to pass between a first position, called deployed, in which the extension is extends in an extension of the body and a second position, called folded, in which the extension extends vertically from the rear end of the body.

According to yet another variant, the vehicle has a length of between 1.90 m and 2.50 m and a width of between 0.90 m and 1.10 m.

Brief description of figures

Other characteristics and advantages of the present invention will emerge from the description of the particular and non-limiting examples of embodiments of the present invention below, with reference to the appended figures 1 to 4, in which:

schematically illustrates a perspective view of a load transport vehicle, according to a particular and non-limiting embodiment of the present invention;

schematically illustrates a side view of a chassis of the vehicle of the , according to a particular and non-limiting embodiment of the present invention;

schematically illustrates a front view of a chassis of the vehicle of the , according to a first particular and non-limiting embodiment of the present invention; And

schematically illustrates a front view of a chassis of the vehicle of the , according to a second particular and non-limiting embodiment of the present invention.

Description of the examples of realization

A motorized load transport vehicle will now be described in the following with reference to FIGS. 1 to 4. Like elements are identified with like reference signs throughout the description that follows.

According to a particular and non-limiting embodiment of the invention, a load transport vehicle comprises a motorized unit comprising a motor unit driving a first set of drive wheels, a battery and a steering system. The motorized unit is advantageously arranged along a front portion of the vehicle.

It is understood here that the notions of front and rear of the vehicle will be taken into consideration of a direction of circulation of the vehicle, of the direction that the motor group drives the first set of driving wheels so as to propel the vehicle towards the front in a default orientation, the steering system making it possible to orient the first set of driving wheels with respect to this default orientation.

It is additionally understood that the motorized unit comprises all the elements allowing the propulsion of the vehicle via the first set of drive wheels, in particular a suspension system and a transmission system between the power unit and the first set of drive wheels. Such a motorized unit preferably corresponds to electric propulsion of the vehicle.

The vehicle also includes a platform for loading a module, the platform being arranged along a rear portion of the vehicle and having a second set of wheels. The first and second sets of wheels thus allow a stable maintenance of the vehicle, for example a total of four wheels increasing driving stability, reducing the risk of overturning and simplifying the parking kinematics in comparison with known solutions with two or three wheels.

It is additionally understood that the module corresponds to the load transported by the vehicle, for example a container dimensioned jointly with the vehicle or even a set of equipment making it possible to adapt the vehicle to the performance of a function, for example allowing the preparation and the street vending of food.

In accordance with the underlying concept of the invention, the motorized block is sized to drive the vehicle at a maximum speed of 25 km/h and the first and second sets of wheels are sized for road traffic. The wheels are for example equipped with a damping system sized for road traffic by facilitating the crossing of obstacles and irregularities, the vehicle additionally having a ground clearance making it possible to avoid shocks between the ground and the motorized block, especially in comparison to industrial trucks.

Thus, the vehicle according to the present invention is suitable for last kilometer travel by allowing it to be driven on the road in an urban area, for example on private sites or inside urban centers limiting automobile mobility, while overcoming the constraints associated with solutions derived from electrically assisted bicycles by offering a more stable, more accessible vehicle and whose loading platform allows the boarding of a higher volume in a modular way.

schematically illustrates a load transport vehicle 10, according to a particular and non-limiting embodiment of the present invention.

The vehicle 10 corresponds for example to a vehicle with a combustion engine, with electric motor(s) or else a hybrid vehicle with a combustion engine and one or more electric motors.

As illustrated in Figures 1 to 4, the vehicle 10 comprises a motorized unit 100 disposed along a front portion of the vehicle 10, the motorized unit comprising a motor unit 111, 112a, 112b driving a first set of drive wheels 121a, 121b, 122a , 122b, a battery 130a, 130b and a steering system.

According to a first variant illustrated in the , there is provided a single motor unit 111 driving a front axle 113 associated with the front wheels 121a, 121b forming the first set of drive wheels. This design in particular allows greater robustness of the motorized block 100 and is easily adaptable from known architectures and/or parts of larger vehicles.

According to a second variant illustrated in , each wheel 122a, 122b is respectively associated with a distinct motor unit 112a, 112b, making it possible to reduce the volume and the weight of the motorized block 100 as well as to make the first set of driving wheels more maneuverable. This design is, for example, adapted from other light electric vehicles, whose sizing and expected loads remain similar.

Figures 3 and 4 also illustrate a battery 130a, 130b disposed along an end portion of the motorized unit 100, for example at the rear ( ) to facilitate its access from a user platform 400 described below, or at the front ( ) to facilitate its access in all designs of the vehicle 10. The arrangement of the battery 130a, 130b according to an end portion thus makes it possible to ensure easy access and in particular its exchange, for example so as to dispense with conventional recharging during prolonged use of the vehicle 10.

Of course, a lighting and/or light signaling device is additionally provided associated with the external structure of the motorized unit 100, so as to illuminate the front portion of the vehicle 10. Such a lighting device is for example also provided with cameras and/or sensors associated with a driving aid device integrated into the vehicle 10.

According to the example of , the motorized unit 100 is also provided with a storage space 150 arranged along an upper portion. The storage space 150 is for example dimensioned according to the dimensions of the motorized unit 100 with respect to a total height of the vehicle 10, or even in consideration of a use of the vehicle 10, for example the presence of a user in the vehicle 10, for example a driver, the storage space 150 then being dimensioned so as to ensure the visibility of the user of the vehicle 10.

According to another variant, the motorized unit is equipped with an autonomous vehicle control device 10.

The vehicle 10 thus corresponds for example to an autonomous vehicle with a determined level of autonomy, for example a level of autonomy higher than level 3 or level 4. The level of autonomy of the vehicle 10 corresponds for example to one of the 5 levels of the classification according to the American federal agency responsible for road safety or one of the 6 levels of the classification of the international organization of motor vehicle manufacturers.

The following levels each describe a level of autonomy, level 0 corresponding to a level without autonomy, under the full supervision of the driver, the 5 levels ranging from 1 to 5 corresponding to the levels of autonomy defined by the classification of the agency federal authority responsible for road safety:

- level 0: no automation, the driver of the vehicle fully controls the main functions of the vehicle (engine, accelerator, steering, brakes);

- level 1: driver assistance, automation is active for certain vehicle functions, the driver retaining overall control over the driving of the vehicle; cruise control is part of this level, like other aids such as ABS (anti-lock braking system) or ESP (programmed electro-stabilizer);

- level 2: automation of combined functions, the control of at least two main functions is combined in the automation to replace the driver in certain situations; for example, adaptive cruise control combined with lane centering allows a vehicle to be classified as level 2, as does automatic parking assistance;

- level 3: limited autonomous driving, the driver can hand over complete control of the vehicle to the automated system which will then be in charge of critical safety functions; however, autonomous driving can only take place under certain determined environmental and traffic conditions (only on the motorway, for example);

- level 4: complete autonomous driving under conditions, the vehicle is designed to carry out all the critical safety functions on its own over a complete journey; the driver provides a destination or navigation instructions but is not required to make himself available to regain control of the vehicle;

- level 5: completely autonomous driving without driver assistance in all circumstances.

It is understood here that a level of autonomy of the vehicle 10 for example greater than 4 additionally makes it possible to dispense with a driver, the vehicle 10 being able for example to be piloted remotely within a compatible urban zone, by example by communicating with a remote server using a V2X communication system, for example based on the 3GPP LTE-V (English "Long-Term Evolution" or French "Evolution à long terme") or IEEE 802.11p standards of ITS G5. In such a V2X communication system, each vehicle embeds a node to allow communication from vehicle to vehicle V2V (from the English “vehicle-to-vehicle”), from vehicle to infrastructure V2I (from the English “vehicle-to- -infrastructure”) and/or vehicle-to-pedestrian V2P, the pedestrians being equipped with mobile devices (for example a smartphone) configured to communicate with the vehicles.

The vehicle 10 advantageously embeds a set of sensors configured to obtain data on the environment of the vehicle 10, these data or a part of them being used in particular for driving the vehicle 10 in autonomous mode. This or these sensors correspond by example to sensors of one or more systems for detecting objects in the environment of the vehicle 10, the data obtained from this or these sensors making it possible, for example, to detect objects in the environment of the vehicle 10, for example in front of the vehicle 10. This or these object detection systems are for example associated with or included in one or more ADAS systems.

The sensor(s) associated with these object detection systems correspond, for example, to one or more of the following sensors:

- one or more millimetric wave radars arranged on the vehicle 10, for example at the front, at the rear, on each front/rear corner of the vehicle; each radar is adapted to emit electromagnetic waves and to receive the echoes of these waves returned by one or more objects, with the aim of detecting obstacles and their distances vis-à-vis the vehicle; and or

- one or more LIDAR (s) (from the English "Light Detection And Ranging", or "Detection and estimation of the distance by light" in French), a LIDAR sensor corresponding to an optoelectronic system composed of a transmitter device laser, a receiver device comprising a light collector (to collect the part of the light radiation emitted by the emitter and reflected by any object located on the path of the light rays emitted by the emitter) and a photodetector which transforms the light collected as an electrical signal; a LIDAR sensor thus makes it possible to detect the presence of objects located in the light beam emitted and to measure the distance between the sensor and each object detected; and or

- one or more cameras (associated or not with a depth sensor) for acquiring one or more images of the environment around the vehicle located in the field of vision of the camera(s).

According to the example of Figures 1 and 2, the vehicle 10 also comprises a loading platform 200 arranged along a rear portion of the vehicle 10 and having a second set of wheels 210, for example a rear axle associated with a pair of wheels 210. The loading platform 200 is configured to receive a module 300, for example in a removable manner, the module 300 being placed on and/or removed from the loading platform 200 by the rear of the vehicle 10.

The module 300 is for example designed so as to adapt the vehicle 10 to use for a variety of uses and services including, for example, last-mile delivery, nomadic sale of products and services, or certain technician professions. or craftsman. The module 300 belongs for example to a set of modules, each module 300 of the set of modules comprising:

- at least one storage space, that is to say one or more receptacles sized according to the use of the module 300, the module 300 corresponding for example to a container optimized for delivery; and or

- a workspace, that is to say an equipped surface, for example arranged in the upper portion of the module 300, the equipment of the workspace being selected according to the use of the module 300 and associated for example with storage also arranged in module 300.

According to a variant illustrated in the , the loading platform 200 has a flat body 220 extending horizontally, that is to say substantially parallel to the ground on which the vehicle 10 is traveling, as well as an articulated extension 230 arranged along a rear end of the body 220. The rear axle is for example arranged between the body 220 and the extension 230, or even according to a middle portion of the body 220 so as to ensure the balance of the vehicle 10. The extension 230 is advantageously configured to pass between a first position in which the extension extends in an extension of the body 220, ie also horizontally, and a second position in which the extension extends vertically from the rear end of the body. In other words, the extension 230 can be rotated relative to the rear end of the body 220 so as to raise the extension 230 until it forms a right angle with the body 220. This design thus makes it possible to adapt the loading platform 200 to different dimensions of the module 300 by providing greater security when the extension 230 is in the second position, the extension being for example locked so as to prevent a slipping of a module 300 light out of the vehicle 10.

In accordance with the underlying concept of the invention, the motorized unit 100 is sized to drive the vehicle 10 at a maximum speed of 25 km/h, the first set of wheels 121a, 121b, 122a, 122b and the second set wheels 210 being sized for road traffic. The vehicle 10 is for example dimensioned for the transport of loads of the order of 200 kg, allowing the transport of a variety of modules 300 adapted to the delivery or the itinerant sale of products and services, while being compatible with the driving in an urban environment, both in private parks and in urban centers restricted to motor vehicles, or even in compatible urban areas, for example equipped with an infrastructure allowing V2X communication with the vehicle. The first set of wheels 121a, 121b, 122a, 122b has for example a diameter of approximately 40 cm so as to ensure sufficient ground clearance of the vehicle 10. As illustrated in FIGS. 3 and 4, the first set of wheels 121a , 121b, 122a, 122b is also for example associated with shock absorbers 123a, 123b facilitating the crossing of obstacles and/or irregularities in the road, in particular in comparison with known solutions of electric handling trucks.

According to a variant illustrated in Figures 1 and 2, the vehicle 10 further comprises a user platform 400 arranged between the motorized unit 100 and the loading platform 200. Such a user platform 400 is thus configured to receive a driver of the vehicle 10. It is further understood that, in the context of a vehicle 10 with a level of autonomy greater than 4, the vehicle 10 is able to circulate without taking a driver on board and can thus be dimensioned without requiring space dedicated to the reception of the driver or so as to optimize the space dedicated to the reception of the module 300, in particular when the vehicle 10 embarks a module 300 dedicated to delivery operations. An autonomous vehicle 10 is also designed comprising a user platform 400, allowing the latter to move with the equipment of the module 300 over short journeys.

Preferably, the motorized block 100 has a set of controls 140 extending from the motorized block 100 in the direction of the user platform 400, that is to say in the direction of a driver of the vehicle 10, the set of controls 140 allowing control of the motor unit 111, 112a, 112b and of the steering system. The set of controls 140 comprises for example a handlebar 141 and/or a man-machine interface 142 arranged within reach of the driver of the vehicle 10. It is understood here that the control of the vehicle 10 is more or less assisted depending on the design of the set of controls 140, or even controlled entirely in a non-mechanical way, for example with a direction controlled by a "steer-by-wire" system (in French "direction by cables") or "drive-by-wire" (in French " driving by cables”) making it possible to transcribe instructions received via the man-machine interface 142 into commands of the engine group 111, 112a, 112b and of the steering system.

According to a variant, the motorized block 100 and the user platform 400 are sized for the driver to be standing on the user platform 400. The set of controls 140 is for example arranged at a height facilitating interaction when the driver is standing , and the motorized block 100 is dimensioned so as to ensure the visibility of the driver, the storage space 150 extending for example up to a height limit making it possible to guarantee its visibility.

In particular, the length of the user platform 400 as illustrated in the is reduced in comparison with solutions providing for a seated driver, thus making it possible to increase the space available for receiving the module 300 and therefore to propose a compact vehicle 10 maximizing the transportable volume. Driver installation is also simplified and suitable for short last mile journeys, without requiring prolonged discomfort.

According to yet another variant, the vehicle 10 has a length of between 1.90 m and 2.50 m and a width of between 0.90 m and 1.10 m, making it possible to simplify the parking of the vehicle 10 opposite of the urban infrastructure and being compatible with the boarding of a module 300 of substantial volume, for example a module 300 with a volume of approximately 600 L for a height of approximately 90 cm.

Thus, it will be understood that the present invention provides a load transport vehicle, for example an autonomous electric vehicle, adapted to the constraints of last mile journeys by proposing a dimensioning adapted to road traffic and optimizing the useful volume of loading of a module adaptable to the delivery, sale or provision of various services.

Claims (10)

Load transport vehicle (10) comprising:
- a motorized block (100) comprising a motor unit (111, 112a, 112b) driving a first set of drive wheels (121a, 121b, 122a, 122b), a battery (130a, 130b) and a steering system, said block motor (100) being disposed along a front portion of said vehicle (10); And
- a loading platform (200) of a module (300), said loading platform (200) being arranged along a rear portion of said vehicle (10) and having a second set of wheels (210),
wherein said power unit (100) is sized to drive said vehicle (10) at a maximum speed of 25 km/h and said first and second sets of wheels (121a, 121b, 122a, 122b, 210) are sized for traffic on road. A vehicle (10) according to claim 1, which further comprises a user platform (400) configured to accommodate a driver of said vehicle (10), said user platform (400) being arranged between said power unit (100) and said loading platform. (200). A vehicle (10) according to claim 2, wherein said power unit (100) has a set of controls (140) extending from said power unit (100) toward said user platform (400), said set of controls (140 ) allowing control of said motor unit (111, 112a, 112b) and of said steering system. A vehicle (10) according to claim 2 or 3, wherein said power unit (100) and said user platform (400) are sized for standing on said user platform (400). Vehicle (10) according to one of claims 1 to 4, in which said motorized unit (100) further comprises a device for autonomous piloting of said vehicle (10), said vehicle (10) further comprising a set of sensors associated with said self-driving device. Vehicle (10) according to one of Claims 1 to 5, in which the said motorized unit (100) has a storage space (150) arranged along an upper portion. Vehicle (10) according to one of Claims 1 to 6, in which the said battery (130a, 130b) is arranged along an end portion of the said motorized unit (100). Vehicle (10) according to one of claims 1 to 7, in which said module (300) comprises:
- at least one storage space; and or
- a workspace. Vehicle (10) according to one of Claims 1 to 8, in which the said loading platform (200) has a flat body (220) extending horizontally and an articulated extension (230) disposed along a rear end of the said body (220 ), said extension (230) being configured to pass between a first position, called deployed, in which said extension (230) extends in an extension of said body (220) and a second position, called folded, in which said extension ( 230) extends vertically from said rear end of said body (220). Vehicle (10) according to one of Claims 1 to 9, which has a length of between 1.90 m and 2.50 m and a width of between 0.90 m and 1.10 m.