WO2011002291A1

WO2011002291A1 - Motor vehicle

Info

Publication number: WO2011002291A1
Application number: PCT/NL2010/050415
Authority: WO
Inventors: Joop Johannes De Kock
Original assignee: Joop Johannes De Kock
Priority date: 2009-07-01
Filing date: 2010-07-01
Publication date: 2011-01-06
Also published as: NL2003115C2

Abstract

Motor vehicle (1) designed for transport on a ground surface and/or a water surface, comprising a cabin (2) provided with at least two supporting elements (3) for contact with the surface, spaced apart in transport direction, wherein the cabin is adjustable between a first position in which the cabin is at a distance from the supporting elements and a second position in which, from a predetermind transport speed, the cabin is at a distance from at least one of the supporting elements that is greater than the distance to the supporting element in the first position, while in the second position, the supporting element rearmost in the transport direction remains in contact with the surface and wherein the cabin is held in the second position through an aerodynamic lifting force which acts on a wing element (4,5) connected to the cabin.

Description

Title: Motor vehicle

The invention relates to a motor vehicle for transport on a ground and/or water surface.

Such motor vehicles are generally known and are frequently used for road transport and/or water transport. It is also known that at relatively high speeds, propelling such vehicles costs relatively much energy because of, for instance, an increased rolling resistance and/or frictional resistance. As a result, at higher speeds, fuel costs can increase.

An object of the invention is to provide for a motor vehicle which combats at least one of the above-mentioned drawbacks.

To this end, the invention provides a motor vehicle designed for transport on a ground surface and/or water surface, comprising a cabin provided with at least two supporting elements for contact with the surface, spaced apart in transport direction, wherein the cabin is adjustable between a first position in which the cabin is at a distance from the supporting elements and a second position in which, from a predetermined transport speed, the cabin is at a distance from at least one of the supporting elements which is greater than the distance to the supporting element in the first position, while in the second position, the supporting element rearmost viewed in the transport direction remains in contact with the surface and wherein the cabin is held in the second position through the aerodynamic lifting force which acts on a wing element provided on the cabin.

By providing the motor vehicle with a cabin which is adjustable between a first position and a second position, while the cabin in the second position is at a greater distance from the supporting elements than in the first position, and wherein the cabin is held in the second position through aerodynamic lifting force, the effective weight resting on the supporting elements can decrease, so that propelling the vehicle at relatively high speeds, when the cabin is in the second position, can become more energy-saving. It is preferred that in the second position, the cabin is higher than in the first position, while, in the second position, the rearmost supporting element remains in contact with the ground surface or water surface.

The motor vehicle may be provided with a fuel engine or an electric motor. The fuel engine can be a motor running on, for instance, fossil fuel and/or bio fuel or hydrogen. The electric motor may be fed by batteries and/or solar cells. Also, other engine designs are possible.

Many designs of the motor vehicle are possible. For instance, the motor vehicle may be designed as a two-wheel motor vehicle provided with a front wheel as foremost supporting element and a rear wheel as rearmost supporting element. The cabin may for instance be an open cabin which can comprise the seat of the driver. Optionally, the cabin can be completely or partially closed.

The motor vehicle may be designed as four-wheel motor vehicle provided with two front wheels as foremost supporting elements and two rear wheels as rearmost supporting elements. The cabin can be of open or closed design and can comprise a driver's seat and/or one or more passenger seats.

The motor vehicle may be designed as a boat provided with a foremost floating element as foremost supporting element and a rearmost floating element as rearmost supporting element. The cabin may be designed as the hull of the boat which may be open or closed.

As, in the second position, viewed in the transport direction, the foremost supporting element is higher than in the first position, in the second position, the foremost supporting element is no longer in contact with the ground and/or water surface, so that in the second position, the contact resistance can be less and the propulsion of the motor vehicle in the second position can be more energy-saving.

By providing a wing element at the front side of the cabin, the moment around the cabin generated by the aerodynamic lifting force can suffice for bringing the cabin to the second position from a predetermined speed.

By providing a second wing element, which is preferably connected to a rear side of the cabin, the cabin can be held in the second position in a relatively stable manner. For trimming the cabin in the second position, a wing element, preferably the front wing element, can be provided with a trimming wing. As a rule, the trimming wing has a smaller surface than the wing element connected thereto, and by adjusting the angle of incidence of the trimming wing, the aerodynamic lifting force generated by the wing element combined with the trimming element can be influenced.

The first and/or the second wing element can be provided on the cabin as a wing element provided separately on the cabin, or a wing element integrated in the cabin.

Adjusting the cabin between the first and the second position about a pivot allows the cabin to be adjusted in a simple manner under the influence of the aerodynamic lifting force generated by the wing element. Preferably, the pivot is located behind and above the wing element, so that the moment on the cabin generated by the aerodynamic lifting force is applied around the pivot and the cabin can adjust about the pivot under the influence of this moment.

Coupling the pivot to the rearmost supporting element by means of, for instance, a rod mechanism, allows the cabin to be adjusted to the second position in a simple manner, while the rearmost supporting element can remain in contact with the ground surface and/or water surface.

Optionally, the motor vehicle can be provided with, for instance, sensors for determining the position of the cabin in the first and/or the second position. Optionally, the motor vehicle can be provided with a control unit for controlling the position of the cabin in the first and/or the second position. Optionally, the cabin can be held in the first and/or the second position by means of an adjusting mechanism, such as, for instance, one or more servomotors. In order that the rearmost supporting element remains in contact with the ground and/or water surface also during relatively high speeds, the rearmost supporting element may be provided with a lift generating element, such as, for instance, a spoiler, which can generate a downward aerodynamic force.

By designing the rearmost supporting element to be steerable, the motor vehicle can be steered when the cabin is in the second position, and when the front supporting element is, for instance, in a higher position and is no longer in contact with the surface.

When the cabin is in the second position, depending on the design of the cabin, it can be more susceptible to crosswind influences. Providing the vehicle with a crosswind correction mechanism, allows correction of influences by crosswind.

The crosswind correction mechanism may comprise at least one side wing connected to the wing element. The side wing can move under the influence of crosswind and for instance push a movable flap located in the wing element upwards. With the aid of a rod mechanism as coupling mechanism, the movable flap and the side wing can be connected. Through upward movement of the flap, a reaction force can be generated which can correct the influence of the crosswind on the cabin.

The crosswind correction mechanism may also be designed with the aid of cables, while the cables connect the side wing and the flap to each other. The crosswind correction mechanism can also be of electric design, while for instance the force and/or the deflection/stroke of the side wing can be measured and the flap can be moved depending on the measured values. For this, a sensor and/or a servomotor may be used. The control signals of the sensor and/or the servomotor can be transmitted wirelessly or via a wire.

Further advantageous embodiments are represented in the subclaims. The invention will be further elucidated on the basis of an

exemplary embodiment which is represented in the drawing. In the drawing:

Fig. 1 shows a schematic side view of a first embodiment of a motor vehicle according to the invention in the first position;

Fig. 2 shows a schematic side view of the motor vehicle of Fig. 1 in the second position;

Fig. 3 shows a schematic side view of a second embodiment of a motor vehicle in the second position according to the invention;

Fig. 4 shows a schematic side view of a third embodiment of a motor vehicle according to the invention;

Fig. 5 shows a schematic front view of the embodiment of Fig. 4;

Fig. 6 shows a schematic side view of a wing element with crosswind correction mechanism; and

Fig. 7 shows a schematic front view of the wing element of Fig. 6. It is noted that the Figures are only schematic representations of preferred embodiments of the invention which are described by way of non- limitative exemplary embodiments. In the Figures, identical or corresponding parts are represented with the same reference numerals.

Fig. 1 shows a schematic side view of a motor vehicle 1 comprising a cabin 2 and two supporting elements 3 spaced apart in transport direction. In this exemplary embodiment, the motor vehicle 1 is designed for transport on a ground surface, the motor vehicle 1 can for instance be designed as a motorbike. In this exemplary embodiment, the cabin 2 is of closed design, but can also be an open cabin which can comprise, for instance, only a driver's seat and steering wheel.

The supporting elements 3 are designed for contact with the ground surface, and, in this exemplary embodiment, are designed as wheels. Here, the motorbike 1 is provided with a front wheel 3a and a rear wheel 3b.

The cabin 2 is adjustable between a first position, shown in Fig. I₁ and a second position, shown in Fig. 2. In the first position, the cabin 2 is at a particular distance from the wheels 3. In the second position, the cabin 2 is at a distance of at least one wheel 3, in this case the rear wheel 3b, which is greater than the distance to the wheel in the first position. In the second position, the cabin 2 is therefore higher than in the first position. In this exemplary embodiment, in the second position, the front wheel 3a is also in a higher position than in the first position, while here, the front wheel 3a is no longer in contact with the ground surface. From a predetermined driving speed, the cabin 2 can be in the second position.

In this exemplary embodiment, the cabin 2 is provided with a front wing element 4 and a rear wing element 5. In the second position, the cabin 2 is held in position through the aerodynamic lifting force acting on the wing elements 4 and 5. In this exemplary embodiment, the wing element 4 is shown as a wing element placed separately on the cabin 2. In Fig. 3, an exemplary embodiment is shown of a motor vehicle 1, wherein the wing element 4 forms an integral part of the cabin 2. Optionally, the wing element 4 can be designed to be adjustable relative to the cabin 2. The wing element 5 can also be designed as an integrated, adjustable or non-adjustable part of the cabin.

The cabin 2 is adjustable relative to a pivot 6. The pivot 6 is located behind and above the front wing element 4 and is connected by means of a rod mechanism to the rear wheel 3b. The rear wheel 3b remains in contact with the ground surface when the cabin 2 is in the second position. Preferably, here, the rear wheel 3b is of steerable design for steering the vehicle 1 in the second position.

At relatively low driving speeds, the vehicle 1 is in the first position and the vehicle 1 can be used as a "normal" vehicle, for instance a car or motorbike. At higher driving speeds, for instance from approximately 90 k/h, the aerodynamic lifting force generated by the driving wind on the wing element 4 can be sufficiently great for moving the cabin 2 upwards. The cabin 2 can rotate around the pivot 6, so that the cabin can tilt backwards as it were. As a result, the wing element 5 can adopt a favourable angle of incidence with respect to the driving wind whereby the wing element 5 generates an aerodynamic lifting force which can move the cabin 2 further upwards. In particular the rear side of the cabin 2 can be moved upwards via a rotation about the pivot 6 through the aerodynamic lifting force on the wing element 5, so that the cabin 2 can take a position that is virtuaDy parallel to the ground surface and can be brought into the second position. The cabin 2 can be held in the second position through the aerodynamic lifting force that acts on the wing elements 4, 5.

In the exemplary embodiment of Fig. 1 and Fig. 2, the wing element 4 is provided with a trimming wing 8 for trimming the position of the cabin 2 in the second position. Here, the trimming wing 8 is designed, with respect to the main wing element 9, as a relatively small surface, adjustably connected to the main wing element 9. Altering the angle of adjustment of the trimming wing 8 allows alteration of the effective angle of incidence of the wing element 4, so that the aerodynamic lifting force generated by the wing element 4, and hence the position of the cabin 2 in the second position can change.

The trimming wing 8 can be adjustably connected to the main wing element 9 by means of a pivot connection. Other coupling mechanisms for adjustably coupling the trimming wing 8 to the main wing element 9 are possible too, for instance mechanically, via cables or electrically, wirelessly or via a wire. A combination of a mechanical and electrical coupling mechanism can also be possible. The trimming wing 8 can be connected with the main wing element 9 by means of, for instance, connecting arms between the trimming wing 8 and the main wing element 9. The arms may be designed for adjusting the trimming wing 8 relative to the main wing element 9. In this exemplary embodiment, the trimming wing 8 is shown as an adjustable wing which is placed, viewed in the transport direction, in front of the main wing 9. Other positions of the trimming wing are possible too, the trimming wing can for instance be placed behind the main wing, or the trimming wing can be provided at the second wing element 5, or the trimming wing can be provided as a separate wing element on, or be integrated in the cabin 2. The trimming wing can for instance be placed approximately in line with the main wing or approximately transversely thereto. Different positions and embodiments of the trimming wing are possible.

Fig. 4 and Fig. 5 show an exemplary embodiment of a motor vehicle 1 according to the invention which is designed for transport on water. Here, the motor vehicle is designed as a boat 1 provided with a cabin 2, with two supporting elements 3a, 3b, designed here as a foremost floating

element 3a and a rearmost floating element 3b. In Fig. 4 and Fig. 5, the boat 1 is represented in the first position, in which the cabin 2 is at a distance from the floating elements 1. In Fig. 4, the rod mechanism 7 is shown. Also, a coupling mechanism different from the rod mechanism 7 may have been provided, for instance mechanically, via cables or in a different manner, or electrically wirelessly or via a wire. Also, a combination of an electric and mechanical coupling mechanism can be possible.

In Fig. 6 and Fig. 7, a top plan view and a front view, respectively, of a part of the wing element 4 are schematically represented. Here, the wing element 4 is provided with a crosswind correction mechanism 10 for correcting influences resulting from crosswind on the cabin 2. The crosswind correction mechanism 10 comprises a side wing 11 movable relative to the wing element 4, and a movable flap 12 included in the wing element 4. In this example, the side wing 11 is oriented downwardly, but may also be oriented upwardly. The side wing 11 and the flap 12 are coupled, for instance with the aid of a rod mechanism (not shown) so that a movement of the side wing 11 results in a movement of the flap 12 and vice versa.

Under the influence of crosswind, the side wing 11 can pivot, as shown in Fig. 7 in dotted lines. As the side wing 11 is connected to the flap 12 with the aid of a rod mechanism, the pivoting movement of the side wing 11 will result in a pivoting movement of the flap 12 (shown in dotted lines in Fig. 7). The flap 12 can move upwards from the wing element 4. Preferably, the flap 12 is oriented at an angle to the transport direction, and a side wall 13 of the flap 12 is of closed or virtually closed design, so that an air flow which in driving direction impacts the sidewall 13 of the flap 12 can generate a reaction force that can cause the side wing 11 to pivot back to, for instance, its original position. As soon as the side wing 11 has returned to the original position, the flap 12 can once again be included in the wing element 4. As a result, the influence of crosswind on the cabin 2 can be limited and/or corrected. The crosswind correction mechanism shown can also be provided on the other part (not shown) of the wing element 4.

This is only one exemplary embodiment of a crosswind correction mechanism. The crosswind correction mechanism can also be designed as an upright wing element with a pivoting wing part. The pivoting wing part can pivot sideways under the influence of crosswind, so that the air flow which, in driving direction, impacts on the outwardly pivoted wing part can cause a reaction force, which can cause the wing part to pivot the original position to thus minimize and/or correct the influence of the crosswind.

Many variants are possible and are understood to fall within the scope of the invention as represented in the following claims.

Claims

1. A motor vehicle designed for transport on a ground surface and/or a water surface, comprising a cabin provided with at least two supporting elements for contact with the surface, spaced apart in transport direction, wherein the cabin is adjustable between a first position in which the cabin is at a distance from the supporting elements and a second position in which, from a predetermined transport speed, the cabin is at a distance from at least one of the supporting elements which is greater than the distance to the supporting element in the first position, while in the second position, the supporting element rearmost viewed in the transport direction remains in contact with the surface and wherein the cabin is held in the second position through an aerodynamic lifting force which acts on a wing element connected to the cabin.

2. A motor vehicle according to claim 1, wherein in the second position, the supporting element foremost viewed in transport direction is located higher than in the first position.

3. . A motor vehicle according to claim 1 or 2, wherein the wing element connected to the cabin is located at a front side of the cabin.

4. A motor vehicle according to any one of the preceding claims, further comprising a second wing element connected to the cabin.

5. A motor vehicle according to claim 3 or 4, wherein the second wing element connected to the cabin is located at a rear side of the cabin.

6. A motor vehicle according to any one of the preceding claims, wherein the cabin is adjustable between the first position and the second position about a pivot.

7. A motor vehicle according to claim 6, wherein the pivot, in transport direction, is located behind the first wing element and higher than the first wing element.

8. A motor vehicle according to claim 6 or 7, wherein the pivot is located at the front side of the cabin.

9. A motor vehicle according to any one of claims 6 - 8, wherein the pivot is couplable to at least one rearmost supporting element.

10. A motor vehicle according to claim 9, wherein the pivot is couplable to the rearmost supporting element by means of a rod mechanism.

11. A motor vehicle according to any one of the preceding claims, wherein a wing element is provided with a trimming wing for trimming the position of the cabin in the second position.

12. A motor vehicle according to any one of the preceding claims, wherein the vehicle is provided with a crosswind correction mechanism for correcting crosswind influences on the cabin.

13. A motor vehicle according to claim 12, wherein the crosswind correction mechanism comprises at least one movable side wing connected to a wing element.

14. A motor vehicle according to claim 12 or 13, wherein the crosswind correction mechanism further comprises a movable flap located in the wing element.

15. A motor vehicle according to claim 13 and 14, wherein the movable flap and the movable side wing are connectable so that the side wing and the flap move in a coupled condition.

16. A motor vehicle according to claim 15, wherein the movable flap and the movable side wing are couplable via a rod mechanism.

17. A motor vehicle according to any one of the preceding claims, wherein the at least one rearmost supporting element is steerable and/or drivable.

18. A motor vehicle according to any one of the preceding claims, wherein the supporting elements are rotatable wheels.