WO2018172755A1 - Système permettant de commander la vitesse d'une remorque autopropulsée - Google Patents

Système permettant de commander la vitesse d'une remorque autopropulsée Download PDF

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Publication number
WO2018172755A1
WO2018172755A1 PCT/GB2018/050713 GB2018050713W WO2018172755A1 WO 2018172755 A1 WO2018172755 A1 WO 2018172755A1 GB 2018050713 W GB2018050713 W GB 2018050713W WO 2018172755 A1 WO2018172755 A1 WO 2018172755A1
Authority
WO
WIPO (PCT)
Prior art keywords
trailer
tow
speed
parts
bicycle
Prior art date
Application number
PCT/GB2018/050713
Other languages
English (en)
Inventor
Robin HAYCOCK
Paul BRIDDEN
Original Assignee
Trailogic Solutions Ltd
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 Trailogic Solutions Ltd filed Critical Trailogic Solutions Ltd
Publication of WO2018172755A1 publication Critical patent/WO2018172755A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62M—RIDER PROPULSION OF WHEELED VEHICLES OR SLEDGES; POWERED PROPULSION OF SLEDGES OR SINGLE-TRACK CYCLES; TRANSMISSIONS SPECIALLY ADAPTED FOR SUCH VEHICLES
    • B62M7/00—Motorcycles characterised by position of motor or engine
    • B62M7/14—Motorcycles characterised by position of motor or engine with the engine on an auxiliary wheeled unit, e.g. trailer, sidecar
    • B62M7/16—Motorcycles characterised by position of motor or engine with the engine on an auxiliary wheeled unit, e.g. trailer, sidecar with wheel of unit driven by the engine
    • 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
    • B62K27/00—Sidecars; Forecars; Trailers or the like specially adapted to be attached to cycles
    • B62K27/10—Other component parts or accessories
    • B62K27/12—Coupling parts for attaching cars or the like to cycle; Arrangements thereof
    • B62K27/14—Resilient coupling parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D59/00—Trailers with driven ground wheels or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D59/00—Trailers with driven ground wheels or the like
    • B62D59/04—Trailers with driven ground wheels or the like driven from propulsion unit on trailer
    • 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
    • B62K27/00—Sidecars; Forecars; Trailers or the like specially adapted to be attached to cycles
    • B62K27/003—Trailers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D2001/001—Traction couplings; Hitches; Draw-gear; Towing devices specially adapted for use on vehicles other than cars
    • B60D2001/003—Traction couplings; Hitches; Draw-gear; Towing devices specially adapted for use on vehicles other than cars for bicycles or motorbikes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K2204/00—Adaptations for driving cycles by electric motor

Definitions

  • the present invention relates to a linkage for use in drawing a self-propelled trailer.
  • the Carla Cargo bike trailer (www.carlacargo.de) is a brand of electric self-propelled trailer having linkage that includes a ball joint for connection with a bike and a pivotable front wheel. Because the linkage is stiff in a longitudinal axis extending between the bike and trailer, the trailer is able to propel the cyclist through force transferred through the linkage.
  • US2008023234 discloses a self-propelled trailer for a bicycle. Electric motors that power the trailer are controlled by a force/pressure meter located between the bicycle and the trailer.
  • US4771838 describes a self-propelled trailer having a linkage that allows the towing vehicle to move relative to the trailer in a longitudinal direction (i.e. towards/away from each other) by virtue of a vertically orientated link member that connects about its base to the trailer through a ball and socket joint which allows the link member to pivot in any direction away from vertical.
  • the link member acts on control lines that control motors that drive near and far side wheels of the trailer independently.
  • RO102236 and WO2012/163529 relate to linkages that comprise spring damper systems between a tow and a trailer.
  • the present invention was conceived as a linkage for drawing a self-propelled trailer with a bicycle, though the principle may be employed for drawing a trailer with other types of tow.
  • a system for controlling the speed of a self-propelled trailer comprising: a linkage for connection between a tow and a self-propelled trailer, the linkage having a first part which when in use is associated with the tow and a second part associated with the trailer, at least one of the first and second parts being arranged to move relative to the other in response to differing speeds of the tow and trailer; the linkage comprising at least one couple that, when in use, allows relative movement in a vertical direction between at least one of the trailer and tow, and the first and second parts; and the system comprising means for altering the speed of the trailer in response to detecting relative movement between the first and second parts indicative of a differential in the speed of the tow and trailer
  • the linkage favourably restricts displacement between the first part and the tow, and the second part and the trailer in a line of travel of the tow. This means the speed of the first part will match that of the tow and the speed of the second part will match that of the trailer. In this way movement between the first and second parts can be used as an indicator of a speed differential between the tow and trailer. Movement between the first and second parts can be used to control the speed of the trailer.
  • a linkage for connection between a tow and a trailer.
  • the linkage may have a first part which when in use is associated with the tow and a second part associated with the trailer, the first and second parts arranged for movement there between in response to differing speeds of the tow and trailer.
  • the linkage may comprise at least one couple that, when in use, allows relative movement in a vertical direction between at least one of the trailer and tow, and the first and second parts.
  • the linkage can accommodate for a height and/or attitude differential between the tow and trailer, e.g. whilst the tow and trailer are tracking over uneven terrain, such as to remove or at least minimise the differential' s influence on the separation distance between the first and second parts.
  • the decoupling also allows each of the bike and trailer to track the surface of the ground without influencing each other.
  • Accommodating for height and/or attitude differential may be achieved through the couple allowing the tow or trailer to rotate relative the first and second parts about an axis lying in a substantially horizontal plane .
  • the couple may be arranged between the tow and the first part in order to allow relative movement in a vertical direction between the tow and first and second parts.
  • the couple may also, when the tow is moving, allow relative rotational movement about a vertically extending axis, favourably substantially vertical axis, between the tow and the first and second parts. This allows the tow to rotate relative to the trailer or vice-versa so that one can change its direction of travel across the ground relative to the other in order to facilitate steering.
  • the linkage may comprise a second couple that allows relative rotational movement about a vertical axis between the trailer and the first and second parts. In this way both the tow and the trailer can change direction relative to the first and second parts.
  • the linkage comprises a wheel that in use carries a nose weight of the trailer.
  • the wheel provides a front wheel of the trailer, and as such may be mounted proximate the linkage under the front of the trailer.
  • the wheel By arranging the wheel to carry the nose weight of the trailer, it avoids or at least minimises said weight being carried by either the first and second parts. This aids to ensure consistent friction, favourably minimal fiction, between the first and second parts irrespective of their relative positions to one another and changes in nose weight caused, for example, by variations of cargo weight and position in the trailer. This allows the first and second parts to move relative to one another predictably with change of speed of the tow relative the trailer or vice-versa.
  • the wheel may be arranged to rotate with the first and second parts relative to the trailer about the vertically extending axis This facilitates steering of the trailer and, where the tow is a light weight wheeled vehicle such as a bicycle, reduces the propensity for the rear wheel of the tow to skid laterally towards an imaginary line extending between a front wheel of the tow and a front wheel of the trailer.
  • the tow is a light weight wheeled vehicle such as a bicycle
  • a problem with providing a front wheel is that it causes a disparity of height between the back of the tow and the front the trailer.
  • the linkage may include a further couple that allows relative movement in a vertical direction between at least one of the trailer and tow, and the first and second parts.
  • One of the couples may also allow the tow to rotate relative to the trailer in order to enable the tow to steer.
  • the linkage may comprise a third part linked to the first part by the couple, the third part comprising means (e.g. one part of a ball and socket joint) for connection to the tow.
  • the third part may comprise, when in use, means that couples to the tow in a manner that allows relative movement in a vertical extending axis, favourably substantially vertical axis between the tow and the third part. More favourably it allows rotation between the tow and the third part in axes that extend laterally from the line of travel of the tow and perpendicular to one another.
  • the linkage comprises coupling means (e.g. part of a ball and socket joint) for coupling with the tow and which, when in use, provides the couple between the tow and the second part; and a second couple between the first part and trailer that allows relative rotation therebetween about a substantially horizontal axis extending laterally to the line of travel of the tow.
  • coupling means e.g. part of a ball and socket joint
  • the first and second parts are favourably arranged for linear, e.g. sliding, movement (as opposed to a rotational movement) relative to the other, as a consequence of a differential between the speed of the tow and trailer.
  • the linear movement favourably occurs in a direction extending between the trailer and the tow and/or a line of travel of the tow.
  • the first and second parts are favourably in contact so as to transmit lateral steering force from the tow when the tow changes direction.
  • the second part may comprise a linear bearing.
  • the first part may comprise a shaft.
  • the shaft may have any desired cross-sectional shape.
  • the linear bearing may act to guide movement of the shaft so as to minimise motion other than linearly in an axis lying substantially in a horizontal plane between the trailer and tow.
  • the shaft may extend into the linear bearing.
  • Rotational movement of the shaft about its axis may be restricted through provision of an anti-torque device, e.g. the addition of a further linear shaft coupled running parallel with the linear shaft, or through the cross-section profile of the bearing.
  • an anti-torque device e.g. the addition of a further linear shaft coupled running parallel with the linear shaft, or through the cross-section profile of the bearing.
  • At least one of the first and second parts may comprise a stop arranged to engage the other part to provide a maximum separation distance between the tow and the trailer, e.g. to prevent detachment; and/or to provide a minimum separation distance between the trailer and the tow to prevent overrun.
  • the self propelled trailer may be controlled so that it does not provide more than a net neutral effect from the perspective of the tow. In other words the trailer may be controlled to avoid applying a force through the linkage such as to propel or retard the tow.
  • the speed of the trailer is favourably controlled in order that it tends towards the speed of the tow. In this way the trailer can be caused to follow closely behind the trailer without the tow having to draw the load of the trailer.
  • the system may comprise a detector, e.g. a linear displacement transducer such as a linear variable displacement transducer or a linear magnetic transducer, arranged to transmit a signal in response to detecting movement, e.g. linear movement, between the first and second parts indicative of a differential in the speed of the tow and the trailer.
  • the system may further comprise a controller arranged, in response to receiving said signal, to operate a speed control mechanism to adjust the speed of the trailer.
  • the speed control mechanism may comprise a motor, e.g. an electric motor.
  • the motor may be used to accelerate the trailer. Additionally, the motor may be used to decelerate the trailer, e.g. through an 'engine braking' effect.
  • the trailer may comprise regenerative breaking means in order, for example, to charge an electrical power store used to power the motor.
  • the system may comprise a sensor that provides a signal indicative of the ground speed of the trailer. This may, for example, take the form of a sensor that provides a signal indicative of the frequency of revolution of a trailer's wheel.
  • the system may comprise means to determine an indicator of the speed of the tow.
  • the advantage of knowing the speed of the tow and the trailer is that it allows a command to be given to provide a target speed for the trailer, as opposed to simply causing an acceleration or braking action.
  • an indicator of the speed of the tow is derived using the ground speed of the trailer and an indication of magnitude of movement detected between the first and second parts. The magnitude of movement may be used to determine a rate of change of magnitude of movement between the first and second parts.
  • This method allows the speed of the tow to be determined, or at least estimated, without a separate sensor on the tow.
  • an indication of the tow speed may be taken from a sensor mounted on the tow, e.g. a signal from a speedometer.
  • the system may be arranged to receive a force signal from the tow and use this to control acceleration and deceleration of the trailer.
  • this may be a torque on the pedal, crank, chain or wheel.
  • the system may use both the force signal and signal from the detector to control acceleration and deceleration of the trailer. By using signals from both, it is possible to ensure that the trailer acts as a net neutral load from the perspective of the tow.
  • the system may further include means to sense steering angle between the trailer and the tow.
  • the controller may use the sensed steering angle to control the speed of the tow. Because the trailer will have a smaller turning circle than the tow during a turn, the sensed steering angle can be used to ensure the trailer travels at a reduced speed compared with the tow in order not to overrun during turning.
  • the controller is favourably mounted directly to the trailer.
  • a trailer comprising the linkage or the system described above.
  • the trailer favourably comprises front and rear travelling wheels.
  • the linkage may be used for drawing the trailer by hand or with an animal, i.e. the tow is a human and/or animal.
  • the tow may be a towing vehicle such as, but notlimited to: self-powered vehicles such as cars, lorries, quadricycle, electric bikes and two-wheeled self balancing electric vehicles, or non powered vehicles including bicycles and tricycles.
  • the tow may be itself a trailer, powered or unpowered, following a primary tow vehicle.
  • the tow may comprise one any one of a: bicycle, tricycle, electric bicycle and pedicycle.
  • the tow may be a vehicle weighting, unloaded, less than 200Kg.
  • Figure 1 is a perspective view of a linkage arranged to extend between a bicycle and a trailer;
  • Figure 2 is a side view schematic of the linkage linked to a bicycle for connecting the bicycle with a trailer;
  • Figure 3 is a side view schematic of the linkage linked to a bicycle for connection to a trailer, shown with a height differential between the bicycle and trailer;
  • Figure 4 is a plan view schematic of the linkageconnected between a bicycle and a trailer travelling in straight line
  • Figure 5 is a plan view schematic of the linkage connected between a bicycle and a trailer showing the bicycleand trailer in a turn;
  • Figure 6 is a side sectional view of the linear bearing and first shaft.
  • FIG 7 is a side view schematic of an alternative linkage connected to a bike for connection to a trailer.
  • a linkage 3 arranged for connection between a bicycle 1 and a self propelled trailer 2.
  • the linkage 3 forms part of a system for controlling the speed of the trailer 2 in order for it to respond to changes in speed (forward and backwards) of the bicycle 1.
  • the linkage 3 includes a wheel assembly 4 including a linear bearing 4A, a first shaft5, and a second shaft 6.
  • the first shaft 5 is arranged between the linear bearing 4Aand the second shaft 6.
  • the first shaft 5 is seated in the linear bearing 4A arranged to slide relative to the bearing 4a in a longitudinal axis X-X ,which when the bicycle is travelling in a straight line, corresponds with the direction of travel of the bicycle 1.
  • the linear bearing is arranged to constrain lateral movement between it and the shaft 5 in all other directions. Through this decoupled arrangement, the bicycle exert effectively no drawing or breaking force on the trailer 2 or vice versa through the linkage 3 in the direction of travel of the cycle over the range of free travel of the first shaft 5 relative to the linear bearing 4 A.
  • the separation distance between the bicycle and trailer changes as a consequence of different velocities of the bicycle and trailer.
  • a change in the relative positions between the shaft 5 and bearing 4A is used to control the speed of the trailer 2 in a manner to be further described in order to cause the trailer 2 to follow closely behind the bicycle 1.
  • the stiction/friction between the shaft 5 and bearing 4A remains as close to constant as possible, and favourably as low as possible, irrespective of the relative positions of the shaft 5 and bearing 4A with respect one another, and the gross weight of trailer 2.
  • the linkage 3 is arranged to minimise the load carried by both the first shaft 5 and linear bearing 4A. Additionally it is desired to minimise the application of force on both the first shaft 5 and linear bearing 4A, that would urge movement of the shaft 5 relative to the bearing 4A in any direction other than in the direction of travel of the bicycle 1 e.g. that might happen as a result of the bicycle 1 and trailer 2 turning or passing over uneven ground.
  • the first shaft 5 and second shaft 6 are connected about a first hinge 7, e.g. a clevis, that allows rotation about axis Y-Y which in an expected orientation of use lies in a horizontal plane normal to X-X.
  • the other end of the second shaft 6 comprises a socket 6A for engagement with a ball joint connector e.g. a tow bar ball, 8 that is rigidly fixed to the rear of the bicycle 1.
  • a ball joint connector e.g. a tow bar ball
  • socket 6A and connector 8 form a second couple 9 that allows relative movement between the bicycle 1 and second shaft 6 in substantially all directions, including rotation about X-X, but restricts lateral movement in X-X.
  • the wheel assembly 4 further include a pivot bearing 4B, that forms part of a third couple 10 with a corresponding bearing (not shown) of the trailer chassis 2 that connects the wheel assembly 4 and linear bearing 4A to the trailer 2.
  • the third couple 10 allows relative rotation between the wheel assembly 4 including the linear bearing 4A and the trailer 2 about vertical axis Z-Z Wheel 4C is mounted to the wheel assembly 4 to allow relative rotation of the wheel 4C about Y-Y axis.
  • the wheel 4C is positioned adjacent the linear bearing 4A, towards the front of the trailer 2, in order to carry the nose weight of the trailer 2 and thus avoid the linear bearing 4A and shaft 5A doing so.
  • the first shaft 5 is rigidly fixed for movement with the bicycle 1 in the longitudinal direction of the linkage (direction of travel of the bicycle X-X), and the linear bearing 4A is rigidly fixed for movement with the trailer 2 in X-X.
  • Fig 3 illustrates how the linkage 3 accommodates for relative vertical movement between the bicycle 1 and trailer 2 as a result, for example, of travelling over a curb or uneven ground. Shown exaggerated for ease of comprehension, the combination of the hinge 7 and couple 9 allows both the bicycle 1 and second shaft 6, and the first shaft 5 and second shaft 6 to rotate relative to one another about the horizontal Y-Y direction.
  • This arrangement thus isolates the load from the bicycle 1 onto the bearing 4A throughfirst shaft 5(and vice-versa) which would otherwise likely increase the friction between shaft 5 and the bearing 4A.
  • the hinge 7 and couple 9 similarly accommodate relative rotation between the bicycle 1 and second shaft 6, and first shaft 5 and second shaft 6 in the other direction.
  • the system for controlling the speed of the trailer 2 further comprises a speed sensor 11, a linear displacement sensor 12, and a controller 13 arranged to receive signals from the speed sensor 11 and linear displacement sensor 12 to control a motor 14.
  • the speed sensor 1 1 may be arranged to transmit a signal to the controller 13 indicative of the frequency of rotation of wheel 4C or other wheel 2A associated with trailer 2, used by the controller 13 to determine an indication of the ground speed of the trailer 2.
  • the linear displacement sensor 12 may take the form of a linear variable differential transer comprising a magnet 12A that is arranged to move with the first shaft 5 and an inductive rail 12B arranged to move with the linear bearing 4A and outputs signals to the controller 13 indicative of relative position of shaft 5 with respect linear bearing 4A.
  • the linear displacement sensor 12 sends a signal indicative of the magnitude of the displacement to the controller 13.
  • the controller 13 uses these signals over time to determine a rate of change of displacement between the first shaft 5 and the linear bearing 4A. From this information together with an indicator of the speed of the trailer 2 as determined using the signals from the speed sensor 11, the controller 13 determines the speed of the bicycle 1 and controls the motor 14 in order to accelerate/decelerate the trailer 2 towards the speed of the bicycle 1.
  • the controller 13 may cause the trailer to accelerate so that it is temporarily at a speed greater than the bicycle 1 in order to move the first shaft 5 and linear bearing 4A back towards a control position.
  • the motor 14 and controller 13 are powered from an electrical store such as a rechargeable battery (not shown) carried on the trailer 2.
  • couple 9 allows for rotation of the bicycle 1 relative to the linkage 3 in vertical axis Z-Z to allow for steering of the bicycle 1 and trailer 2. Additionally because the bicycle 1 is free to rotate about X-X relative to the linkage 3, the bicycle 1 is able to lean into turns and thus has improved stability during cornering.
  • couple 10 allows the linkage 3 including wheel 4C to rotate relative to the trailer 2 about Z-Z so that the wheel follows the direction of travel of the bicycle 1. This facilitates steering of the trailer 2 by minimising lateral sliding of a rear wheel 1A of the bicycle 1 towards an imaginary line extending between the front wheel IB of the bicycle 1 and the wheel 4C under the trailer 2.
  • the first shaft 5 includes a cavity 5A that opens at the trailer end 5B of the shaft 5, and an end cap 5C seated over said trailer end 5B.
  • two dampers 5D which may comprise coiled springs or elastomeric bungs.
  • One of the dampers 5D sits at a bike end of the cavity 6 A, the other is retained in the cavity 5A by end cap 5C.
  • Extending through end cap 5C and opening 5B into cavity 5 A is a stop shaft 14 that is fixed to move with the linear bearing 4 A and trailer 2, and move relative to first shaft 5.
  • the stop shaft 14 includes a stop actuator 14A fixed to the so the stop shaft 14 that sits within the cavity 5A.
  • FIG. 7 illustrates an alternative embodiment of linkage 3 ' comprising a shaft 5' and linear bearing 16 arranged for sliding movement relative one another in response to a speed differential between the bicycle 1 and trailer 2.
  • the linear bearing 16 comprises a connector 16A adapted to be mounted to ball connector 8 fixed to bicycle 1, to form a couple that allows rotation of the linkage 3 ' relative to the bicycle 1 in substantially all directions whilst inhibiting lateral movement between the bicycle 1 and linear bearing 16 in X-X.
  • Shaft 5' is coupled about couple 17 to wheel assembly 4' to allow relative pivoting of the linkage 3 ' and wheel assembly 4' about Y-Y.
  • the wheel assembly 4' comprise a mounting pivot (not shown) to allow relative rotation of the wheel assembly 4' including wheel 4C relative to trailer chassis about Z-Z to facilitate steering.
  • the wheel 4C is also free to rotate about Y-Y relative to the wheel assembly 4 in order to allow the wheel 4C to roll along the ground.
  • the system can be used in order for a tow to pull multiple trailers, in a train formation, each linked to the one in front through one of the linkages described above. Because each trailer can be arranged to act as a net neutral load, the number of trailers, and load carried by each trailer is not limited by the towing force that can be generated by the tow.
  • the linkages described above may further include one or more steering angle sensors that identify a steering angle(s) based on the relative positions of linkage parts about one or each of the couples that provide relative rotation about Z-Z. This can be used y the controller to identify that the tow and trailer are in a turn and the tightness of the turn and in response reduce the speed of the trailer relative to the tow in order to avoid the trailer overrunning during a turn as a consequence of its tighter angle of turn compared with the tow.
  • an indicator of the ground speed of the trailer may be determined using means other than RPM such as for example GPS. Notwithstanding, at the time of writing this is not preferred because the lag to obtain such information and its relative inaccuracy for the required purpose. Rather than determining the speed of the bike (or other tow) from the speed of the trailer, the speed of the tow could be obtained directly using an additional speed sensor mounted on the tow.
  • the system may be arranged to receive a force (e.g. torque) signal from the tow to the trailer.
  • a force e.g. torque
  • This may be a force on the pedal (where present), crank, chain (where present) or wheel.
  • This arrangement need not include the linear displacement sensor; however by using signals from both, the speed of the trailer can be controlled whilst ensuring the trailer does not act to propel or retard the tow. This may be of particular benefit when the tow is a bicycle, pedelec or similar where it is desired that combination of said tow with trailer fall with a class of vehicle subject to relatively little legal regulation.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Regulating Braking Force (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

La présente invention concerne un système comprenant une liaison (3) qui relie une remorque autopropulsée (2) à une bicyclette ou à un autre câble (1). La liaison agit pour transférer des forces de direction de la bicyclette à la remorque de telle sorte que la trajectoire de déplacement de la remorque se rapproche de celle de la bicyclette. La liaison comprend une première partie (5) associée à la bicyclette et une seconde partie (4a) associée à la remorque. Les première et seconde parties sont conçues pour coulisser librement l'une par rapport à l'autre autour de l'axe de déplacement suite à un différentiel de vitesse entre la bicyclette et la remorque. Le système utilise le changement de distance de séparation entre la bicyclette et la remorque pour accélérer ou décélérer la remorque autopropulsée de sorte qu'elle tende vers celle de la bicyclette afin de maintenir une distance de séparation qui se situe dans une plage souhaitée.
PCT/GB2018/050713 2017-03-20 2018-03-20 Système permettant de commander la vitesse d'une remorque autopropulsée WO2018172755A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1704351.4 2017-03-20
GB1704351.4A GB2560883A (en) 2017-03-20 2017-03-20 A linkage for connecting a tow to a self-propelled trailer

Publications (1)

Publication Number Publication Date
WO2018172755A1 true WO2018172755A1 (fr) 2018-09-27

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PCT/GB2018/050713 WO2018172755A1 (fr) 2017-03-20 2018-03-20 Système permettant de commander la vitesse d'une remorque autopropulsée

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Cited By (3)

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CN111880521A (zh) * 2019-04-15 2020-11-03 比亚迪股份有限公司 车辆的控制方法、装置、车辆及电子设备
SE2050047A1 (en) * 2020-01-21 2021-07-22 Electro Mobility Europe Ab Tow bar arrangement
EP3971045A1 (fr) * 2020-09-17 2022-03-23 Nüwiel GmbH Système d'une remorque motorisée et d'un timon

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RO102236B (ro) * 1988-12-19 1991-11-25 Institutul Politehnic Dispozitiv de remorcare
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CN111880521A (zh) * 2019-04-15 2020-11-03 比亚迪股份有限公司 车辆的控制方法、装置、车辆及电子设备
SE2050047A1 (en) * 2020-01-21 2021-07-22 Electro Mobility Europe Ab Tow bar arrangement
WO2021150160A1 (fr) * 2020-01-21 2021-07-29 Electro Mobility Europe Ab Agencement de barre de remorquage pour la commande d'une remorque auto-propulsée
SE544975C2 (en) * 2020-01-21 2023-02-14 Electro Mobility Europe Ab Tow bar arrangement for control of a self-propelled trailer
EP4093662A4 (fr) * 2020-01-21 2024-02-21 Electro Mobility Europe AB Agencement de barre de remorquage pour la commande d'une remorque auto-propulsée
US12065042B2 (en) 2020-01-21 2024-08-20 Electro Mobility Europe Ab Tow bar arrangement for control of a self-propelled trailer
EP3971045A1 (fr) * 2020-09-17 2022-03-23 Nüwiel GmbH Système d'une remorque motorisée et d'un timon
WO2022058119A1 (fr) * 2020-09-17 2022-03-24 Nüwiel GmbH Système d'une remorque entraînée par un moteur et d'une barre de remorquage

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