IT202100001973U1 - COMPACT SIX-WHEEL MULTIFUNCTION VEHICLE, CONVERTIBLE INTO A TRAILER AND REMOTE CONTROLLED - Google Patents

Description

TECHNICAL DESCRIPTION

[0010] The invention respects the use of three axles and three pairs of wheels as foreseen in a normal six wheel ATV. The many features introduced, in the face of a considerable reduction in size, lead to a structural upheaval that will come? now illustrated.

[0011] In the embodiment of the invention, two distinct bodies constitute the main vehicle; the front body (Tab.3 T) includes front axle and steering arms (Tab.3 P), while the rear body (Tab. 3 U) includes central axle (0), rear axle (N), engine (V), driver's seat (Tab. 1 F,F',F") and battery compartment (Tab. 1 G), as well as offering 80% of the total load capacity.

[0012] In the embodiment of the invention, the two main bodies are joined by means of a double metal arm (Tab. 3 W) aimed at guaranteeing a mechanical bond between the two parts (T,U) and at the same time maintaining a structural parallelism between them during all the surface variations where the invention intends to operate, whether they are in the form of a ditch or a bump. The installation of an adjustable shock absorber (Tab. 3 Q) between the rear body (Tab. 3 U) and the lower metal arm is foreseen, such as to allow the CMTRV a more? efficient response to roughness?. In order to guarantee suitable flexural and torsional stiffness to the vehicle, the double arm described above? made with material of adequate thickness, and the eight junction points between the parts (T, U) suitably equipped with roller bearings.

[0013] In some versions of the currently available technique, the driver can be accompanied by a passenger. The CMTRV foresees one and only one person, the driver, if in the realization of the invention the minimum dimensions indicated in point 0006 are to be applied.

[0014] In carrying out the invention, and as a consequence of the drastic reduction in the dimensions of the vehicle, ? foreseen the use of two structural extensions (Tab. 1 C ,C') departing from the rear body (Tab. 3 U) and having the function of driver platforms, or covering the role of additional load support when the CMTRV ? in mode? transformed (Tab. 2 B).

[0015] In the implementation of the invention the damping is maintained by means of spring suspensions for all three axles, in particular two suspensions for the front axle (Tab. 3 S,S'), two for the central one, and two for the rear one (Pl. 3 R,R'). The coexistence between the front wheel shock absorbers and the central arm monoshock absorber does not involve set-up conflicts and road holding, rather it optimizes the overall driving comfort and ability to ride. of adaptation to roughness, as described in point 0012.

[0016] In the implementation of the invention ? a rear axle anchoring system is provided (Drawing 3 N) commonly defined with the term "4 link", aimed at guaranteeing a greater oscillation excursion, especially in particularly bumpy and uneven terrain.

[0017] In the implementation of the invention ? foreseen a roll device (Tab. 1 B) installed on the front metal bumper (Tab. 1 A), aimed at making the friction in compression more? uniforms where the CMTRV encounters impediments of and on the road surface that compromise its uniformity? of march.

Propulsion and power

[0018] In the implementation of the invention ? a direct current electric motor equal to or higher than 24 Volts is foreseen to be installed inside the rear monocoque (Tab.3 V), powered by a lithium-ion battery. Vehicle movement? feasible through the mechanical intervention of the engine on the central axis, however the complete range of functions offered by the CMTRV? guaranteed only when traction is engaged on at least two of the three axles, in particular the central and the rear one. The choice of electric propulsion, in addition to being dictated by environmental reasons,? motivated by the fact that the small size of the CMTRV does not require the use of heat engines with particular power. The choice also translates into an important weight reduction, since? the same must not be identified in elements such as muffler, fuel system, tank and relative liquid propellant. The electric motor, not being equipped with torque like internal combustion engines, is best suited to all purposes? that the CMTRV intends to fulfill.

[0019] In the implementation of the invention ? a battery compartment is provided (Tab. 1 G) to be installed on the rear of the vehicle, and within the maximum length envisaged by the same as indicated in point 0006. This compartment guarantees battery protection and sufficient ventilation through suitable bulkheads, as well as allowing the battery to be easily removed. Finally, the compartment has a special port for direct charging.

Transformability

[0020] In the alternative use of the invention, the CMTRV can be quickly convert into a trailer through a mechanical transformation of the rear body, which can be carried out manually or through the use of special linear actuators.

[0021] In carrying out the invention, the ability of transformation from modality? (Tav. 2 A, bodywork closed) in mode? (Tab. 2 B, bodywork open) provides for the loss of the manual driving function, which is actually replaced by two options: traditional towing by means of a special extension and remote control by radio control (Tab. 4 RC).

[0022] The transformation of the vehicle into mode? (Table 2 B) involves part of the rear body and the driver's seat. The same is made up of three distinct parts suitably placed side by side (Tab. 1 F,F',F") in order to guarantee structural rigidity to the CMTRV and comfort for the driver, and which become extensions of the shape of the trailer (Tab. 2 B) in the mode (Tab. 2 B), as well as three compartments for the storage of emergency tools and/or personal items (Tab. 2 Y).

[0023] In the embodiment of the invention, the vehicle offers a capacity? load mode? open (B) of at least seven times higher than the vehicle in mode? closed. The CMTRV offers a capacity? load mode? closed bodywork (A) equal to [26 cm x 55 cm (base)] x [15 cm (height)] = 0.02145 m<3>, equivalent to 21.45 litres, with load bound to the solid resulting from the formula. The CMTRV offers a capacity? load mode? open bodywork (B) equal to [55 cm x 55 cm (base)] x [50 cm (expected but non-limiting height)] = 0.1513 m<3>, equivalent to 151.3 litres, with load not bound to the solid deriving from the formula. Furthermore, the excess load? which can be distributed both on the rear of the vehicle, where the parts constituting the saddle now cover the function of supporting it (Tab. 2 B), and on the footpegs of the vehicle (Tab.

1 C, C'), now offering additional space as they are not used as a foot support for the driver. The above calculations remain valid for the dimensions of the vehicle assumed in its minimum foreseen (120 cm x 58 cm), although the capacity? load respects the same proportions in the event that the CMTRV is made in a scale pi? great.

[0024] The particular ability? of load offered by the invention, relatively to the maximum applicable weight and valid for both the modalities?,? guaranteed by the special construction of the load-bearing bodies making up the vehicle, as well as? from the six wheels with an expected height of 27 cm and a thickness equal to or greater than 9 cm, and to the shock absorbing system which allows for optimal load distribution.

[0025] The transformation of the vehicle into mode? (B) and with a simple towing function, involves the use of an extendable bar equipped with a handle which, hooking onto an extendable bracket applied to the steering device, which can be reached through the bumper (Tab. 1 A), allows controlled towing . This bar can be resized and placed in one of the three compartments making up the saddle (Pl. 2 Y).

[0026] In the implementation of the invention ? a control panel is provided (Tab. 4 Fig. 1) to be installed on the steering device described in point 0029. Through this push-button panel, which can? carried out in the traditional way using analog switches or using a special electronic screen that can be controlled by touch, the basic functions identified in switching on and off of the following functions are made available: front and rear lights, manual or radio control switching (as explained in the next point) , gear reversal, selection of low/medium/maximum power, and finally switching on/off the CMTRV. This button panel is not ? limited to the functions mentioned above but ne pu? host new ones.

[0027] Switching between manual use and radio use? controllable by means of a special switch located on the special push-button panel (Tab. 4 COMM 1) described in the previous point, the closing of the circuit of which communicates to the control unit whether the basic commands such as accelerator, steering, reverse gear and brake must be managed by the driver or by the device electronic remote control (Tab. 4 RC). It is underlined that, in the embodiment of the invention, the switch deviates on one or another mode, and that the same cannot be simultaneously selectable for safety reasons.

[0028] In carrying out the invention and during manual control of the vehicle, the acceleration device is identified in a knob (Tab. 1 D) connected to the control unit of the electric motor. The commutation of the switch (Tab. 4 COMM 1) in modality? radio defuses the connection between the grip and the control unit, moving it now on the secondary accelerator cable, the latter connected to the radio control unit communicating with the homonymous receiver (Tab. 4 RC).

[0029] In the practice of the invention and during manual control of the vehicle, the steering function is guaranteed by a handlebar (Tab. 1 E) or steering wheel connected to an axle (Tab. 1 L), in turn suitably connected to two steering arms coupled to the front wheels. During remote control of the CMTRV, the same steering is controlled by a digital servomotor (Tab. 4 REM), suitably configured with the radio control (Tab.

4 RC).

[0030] In carrying out the invention and during manual control of the vehicle, the gear reversing device occurs manually by closing the circuit by means of the appropriate button (Tab. 4 COMM 4), which establishes its activation. During remote control of the CMTRV, the reverse function is ensured by the special potentiometer or switch placed on the radio control (RC), which communicates directly with the vehicle's control unit.

[0031] In carrying out the invention and during manual control of the vehicle, the main braking device consists of a hydraulic system which intervenes on at least four of the six wheels of the CMTRV and by means of disc brakes. During remote control of the vehicle, the brake function is? guaranteed by the same braking system suitably connected to a device that intervenes on one of the hydraulic pumps of which ? equipped, now operated via radio, and proportional to the required braking power, thanks to the type of analog control of which the radio control? gifted.

[0032] In the implementation of the invention ? expected an emergency button to be installed near? of the planned steering mechanism (Tab. 4 X) and in any case not far from the operability area? of the driver's arms, having the function of immediate interruption of the supply of the current that feeds the motor (if electric), or which, alternatively, involves the immediate switching off of the internal combustion engine.

[0033] In the realization of the invention ? Is the installation of a special electrical system envisaged, such as to guarantee communication between the various operating parts, as well as? the possibility? to interface with user-selected tools (such as simple USB devices, such as a flashlight or GPS device), or with one of the many modules that the CMTRV can to include; because? the additional modules are not part of this description, this point intends only to specify that the electrical system will offer? possibility? of additional electrical interfacing beyond what is required to operate.

[0034] Without prejudice to the principle of the invention, the construction details and embodiments may vary widely with respect to what has been described, without thereby departing from the scope of the invention as defined in the attached claims. To be precise, all those modifications that do not compromise its driveability can be applied to the invention. overall, the safety of the driver, and that do not involve the technical distortion of the characteristics that make it so.

[0035] In order to make the above functions more understandable, in-depth notes and explanatory drawings will be provided below.

DESCRIPTION OF THE DRAWINGS

[TABLE 1 A] Metallic bumper. The shape allows the insertion of an extendable tow bar at the coupling point.

[TABLE 1 B] Rubber roller device equipped with bearings and amortized axle.

[TABLE 1 C ] Extensions to the rear body with the role of footpegs.

[TABLE 1 D ] Throttle grip with Hall sensor if electric motor or cable if internal combustion engine.

[TABLE 1 E] Adjustable tubular handlebar. Can? be replaced by steering wheel.

[TABLE 1 F,F'] Rear part of the driver's saddle and inseparable from the body. The interior ? accessible through a small bulkhead, available only in mode? open bodywork (Tab. 2 B).

[TABLE 1 F"] Front part of the driver's seat that can be completely separated from the body. The interior is accessible via a small bulkhead, available only in open body mode (Tab. 2 B).

[TABLE 1 G] Metal battery compartment, with ventilation slots.

[TABLE 1 H] Rear axle left wheel, the characteristics of which are replicated equally for all the wheels making up the vehicle.

[TABLE 1 l] Metal wheel rim, diameter equal to or greater than 4", on which it is possible to install suitable spacers with the function of seat for the rubber band equipped with tread and optional.

[TABLE 2 MOD. A] The vehicle in mode? A, bodywork closed.

[TABLE 2 MOD. B] The vehicle in mode? B, open bodywork.

[TABLE 2 K] The trailer and its sides, as a consequence of the opening of the body from the mode? (TO).

[TABLE 1 L] Metal bar constituting the steering axis. The same ? bound to the frame at the ends? with appropriate bearings and partially free to rotate. The bar ? connected to its end? lower than the two respective arms which govern the two front wheels M and M'. The bar ? connected to the extremity? upper metal hub which links its movement with the handlebar E.

[TABLE 1 M, M1] Steering front wheels. The same respect the characteristics of detail H.

[TABLE 3 N] Rear axle

[TABLE 3 O] Central axis

[TABLE 2 Y] Accessibility? by means of small windows obtained on the empty body of the relative supports.

[TABLE 3 P] Front axle, with relative swing arms.

[TABLE 3 Q] Adjustable central shock absorber with spring.

[TABLE 3 R,R'] Rear shock absorbers with spring.

[TABLE 3 S] Front shock absorbers with spring.

[TABLE 3 T] Front body.

[TABLE 3 U] Rear body.

[TABLE 3 V] Engine housing inside the rear body.

[TABLE 3 W] Metal arms for joining the T body to the U body.

[TABLE 4 J] LCD display. Shows the current voltage and remaining battery life.

[TABLE 4 X] Immediate cut-off button installation side.

[TABLE 4 Z] Primary brake hydraulic system installation side.

[TABLE 4 COMM 1] Mode toggle switch? radio controlled manual drive.

[TABLE 4 COMM 2] Speed switching switch: low, medium, high. [TABLE 4 COMM 3] Service lights commutation switch.

[TABLE 4 COMM 4] Changeover switch with reverse function. [TABLE 4 REM] Operating point? and connection between servomotor and steering axis.

Claims (8)

1. A vehicle, physically drivable by an adult human driver and entirely disposed on it, consisting of: a frame; two front steering wheels, mechanically governed by a special extension connected to the handlebar or steering wheel, actively connected to the chassis by means of two swing arms, the swing arms rotating around one of their own axes; two intermediate wheels constituting the central axis actively connected to the frame and arranged behind the front wheels; two rear wheels constituting the rear axle actively connected to the chassis; an electric or internal combustion engine; a set of intermediate gears, or sprockets with a metal link chain, which operatively connect the engine to the intermediate and/or rear wheels; rear bodywork able to carry out a mechanical transformation through the lateral and symmetrical opening of its sections and where the same, in modality? when closed, by means of the union of said sections it lodges an object compartment, acting at the same time as a support for the driver's seat; a modular driver's seat, positioned on the rear bodywork, consisting of three parts: two that can be rotated along one of the corners and linked to it; a separable part constituting the portion of the front saddle aimed at conferring flexural stiffness in mode? closed bodywork, the same fulfilling the secondary function of storage when placed on the back of the vehicle in mode? open bodywork; 2. Vehicle according to claim 1, the chassis of which is composed alternately of two separate bodies: a front body; a rear shell; a double metal arm mechanically binding the parts; a central shock absorber with spring placed between the lower arm and the rear body; 3. Vehicle according to claim 1, which allows the seated positioning of a person in the role of driver and upper limbs engaged in driving, with both feet positioned on relative remaining platforms included within the shape of the vehicle. These platforms are integral with the rear body if the vehicle has a double body chassis and central shock absorber or remain integral with the load-bearing body if the vehicle does not have the aforementioned feature 4. Vehicle according to claim 1, the driving of which in mode? transformed ? made possible by means of a radio-controlled or wired electronic device, or alternatively managed by a personal computer with appropriate software, or by a mobile telecommunications device, or by reality equipment? virtual using similar technology; 5. Vehicle according to claim 1, comprising relative electrical system consisting of: wiring, fuse holder, voltage regulator, at least two front lights and a position light. 6. Vehicle according to claim 1, wherein the intermediate and rear wheels are replaced on their respective sides by a pair of tracks suitably connected to the engine; vehicle where appropriate extensions from the metal rim of each wheel allow the optional installation of treaded rubber bands; 7. Vehicle according to claim 1, the dimensions of which allow the passenger to be positioned behind the driver, in a seated position on the duly resized saddle, and such as to guarantee the complete transformation of the bodywork and the totality of the functions foreseen by this modality?. 8. Vehicle according to claim 1, the total number of wheels of which ? between four and six elements, and the number of axles equivalent to the ratio one axle: two wheels.