阅读说明：本技术 载货轮式车辆 (Cargo wheeled vehicle ) 是由 维贾伊·普拉文 阿洛克·达斯 拉克什米什·刚达哈 尼廷·罗纳德 于 2020-03-02 设计创作，主要内容包括：一种载货轮式车辆,该车辆包含：至少一个货物保持机架(10)；至少一个骑手支撑机架(20),构造成可操作地位于货物保持机架(10)后面,其中,在货物添加到货物保持机架(10)之后以及在骑手添加到骑手支撑机架(20)之后,货物保持机架(10)和骑手支撑机架(20)协作来维持车辆的重心,以获得针对车辆的在装载以及未装载情况下的自然平衡位置。(A cargo wheeled vehicle, the vehicle comprising: at least one cargo holding rack (10); at least one rider-support frame (20) configured to be operatively positioned behind the cargo-holding frame (10), wherein after cargo is added to the cargo-holding frame (10) and after riders are added to the rider-support frame (20), the cargo-holding frame (10) and the rider-support frame (20) cooperate to maintain a center of gravity of the vehicle to achieve a natural equilibrium position for the vehicle in loaded and unloaded conditions.)

1. A cargo wheeled vehicle, the vehicle comprising:

-at least one cargo holding rack (10);

-at least one rider support frame (20), said at least one rider support frame (20) being configured to be operatively located behind said cargo holding frame (10), wherein said cargo holding frame (10) and said rider support frame (20) cooperate to maintain the center of gravity of said vehicle after cargo is added to said cargo holding frame (10) and after riders are added to said rider support frame (20) to obtain a natural equilibrium position for said vehicle in loaded and unloaded conditions,

wherein an operable horizontal separation distance between a center of gravity of the cargo in the cargo holding rack and a center of gravity of a rider on the rider-support rack is defined by a first trajectory of points located within two tenths of a wheelbase length and within eight tenths of the wheelbase length;

wherein a combined center of gravity is formed by a center of gravity of the cargo in the cargo holding rack, a center of gravity of the rider on the rider-support rack, and a center of gravity of the rider-support rack,

the combined center of gravity is defined by a second trajectory of points on an operatively horizontal axis of the vehicle that are within a first value and a second value, the first value being a tolerance range of half the wheelbase length plus one-quarter of the wheelbase length, the second value being a tolerance range of half the wheelbase length minus one-quarter of the wheelbase length; and

the combined center of gravity is defined by a third trajectory of points on an operable vertical axis of the vehicle that are within a third value defined by a radius of a wheel of the vehicle and a fourth value defined by a tolerance value of the radius of the wheel of the vehicle plus one-third of the wheelbase length.

2. The vehicle of claim 1, wherein a footrest for a rider to rest his feet is positioned to extend from the cargo-holding rack.

3. The vehicle of claim 1, wherein a footrest for the rider is operatively positioned in front of and horizontally spaced from the center of gravity of the rider by a distance in a range of 0% to 35% of a wheelbase length of the vehicle.

4. The vehicle of claim 1, wherein a footrest for the rider is operatively positioned rearward of and horizontally spaced from the center of gravity of the rider by a distance in a range of 0% to 35% of a wheelbase length of the vehicle.

5. The vehicle of claim 1, characterized in that the cargo holding frame (10) is integral with the rider-support frame (20).

6. The vehicle of claim 1, characterized in that the cargo holding frame (10) is operatively positioned forward and operatively positioned lower relative to the rider support frame (20).

7. The vehicle according to claim 1, characterized in that the cargo holding rack (10) comprises at least one lateral support member (front and rear support members) together with an operable top support member and an operable bottom support member to form a profile space to hold cargo.

8. The vehicle of claim 1, wherein the cargo holding rack is communicatively connected with a front wheel (10a) or a front wheel set, the front wheel being positioned on a front wheel axle communicatively coupled to a steering mechanism.

9. The vehicle of claim 1, wherein the cargo holding rack is defined such that an operatively front half of the cargo holding rack is made relatively heavy and an operatively rear half of the cargo holding rack is made relatively light for mass concentration.

10. The vehicle of claim 1, wherein the rider-support frame (20) is operably positioned rearward relative to the cargo-holding frame.

11. The vehicle of claim 1, wherein the rider-support frame includes at least one lateral support member (i.e., a front support member and a rear support member) along with an operable top support member and an operable bottom support member to form a contoured frame to retain a rider on its top support member.

12. The vehicle of claim 1, wherein the cargo holding rack is communicatively coupled with a front wheel (12a) or a front set of wheels, the rear wheel being positioned on a rear axle.

13. The vehicle of claim 1, wherein the top support member of the rider-support frame is positioned at a height such that when the rider is seated his/her own center of gravity is operably higher than the center of gravity of the cargo load alone.

14. The vehicle of claim 1, wherein the rear lateral support member of the cargo holding frame and the front lateral support member of the rider support frame are a single, identical member.

15. The vehicle of claim 1, wherein the top support member of the cargo holding rack is longer than the top support member of the rider support rack.

16. The vehicle of claim 1, wherein the weight distribution is such that the weight distribution at the front axle varies between 25% and 75%, and the weight distribution at the corresponding rear axle varies between 75% and 25%.

17. The vehicle of claim 1, wherein a center of gravity of the vehicle is proximate a wheelbase center of the vehicle.

18. The vehicle of claim 1, wherein adding load in the cargo holding rack lowers the height of the center of gravity of the vehicle, thereby improving the maneuverability and dynamics of the vehicle.

19. The vehicle of claim 1, wherein the operable front wheels of the vehicle are relatively small compared to the operable rear wheels of the vehicle, thereby biasing the frame forward, thereby increasing the weight on the front wheels when cargo is loaded onto the cargo holding frame, which is counterbalanced by the rider load, thereby assisting in mass concentration.

20. The vehicle of claim 1, wherein the operable rear wheels of the vehicle are relatively smaller than the operable front wheels of the vehicle, thereby biasing the frame rearwardly, thereby increasing the weight on the rear wheels, which is counterbalanced when a rider is seated on the rider-support frame and cargo is added to the cargo-holding frame.

21. The vehicle of claim 1, wherein the vehicle includes a gyroscope positioned at a base of the cargo holding rack to improve handling of the vehicle.

22. The vehicle of claim 1, wherein the center of gravity of the vehicle is located in a predetermined area that maintains the vehicle's innate balance regardless of whether a rider is riding or not, regardless of whether cargo is loaded or not; the predetermined area (200) is defined by the boundaries of a front end point not exceeding the inner frame of the cargo holding rack, a rear end point not exceeding the hips of a rider riding the rider-supporting rack, an upper end point not exceeding the upper frame of the cargo holding rack, and a lower end point not exceeding the lower frame of the cargo holding rack.

23. The vehicle of claim 1, wherein the cargo holding rack is designed to maintain a center of gravity of the vehicle along with the vehicle in a predetermined area, wherein a front axle bears more than 25% and a corresponding rear axle bears less than 75%.

24. The vehicle of claim 1, wherein the cargo holding rack is designed to maintain a center of gravity of the vehicle along with the vehicle in a predetermined area, wherein a front axle load is greater than 75% and a corresponding rear axle load is less than 25%.

25. The vehicle of claim 1, wherein the cargo holding rack comprises two steering columns including a first steering column and a second steering column at an operatively front portion thereof, wherein the first steering column defines a forward rake angle of the front suspension and the second steering column is for translating steering inputs to the treble.

26. The vehicle of claim 1, wherein the cargo holding rack comprises two steering columns, including a first steering column and a second steering column at an operatively front portion thereof, wherein an intersection along a first axis of the first steering column and along a second axis of the second steering column defines a point at which a universal joint is fixed.

27. The vehicle of claim 1, wherein the cargo holding rack comprises a cargo triangle, wherein a center of gravity of the cargo is located within the cargo triangle, the cargo triangle defined by a first point, a second point, and a third point, the first point taken through an intersection of a first axis of the first steering column and a second axis of the second steering column; each of the second point and the third point is taken at an end point of a straight line defined by one of the front wheel axle and the rear swing arm pivot.

28. The vehicle of claim 1, wherein the cargo holding rack comprises a rider triangle, wherein a center of gravity of the rider is located within the rider triangle, the rider triangle defined by a first point taken at an intersection of a first axis of the first steering column and a second axis of the second steering column, a second point taken at one of the swing arm pivots, and a third point taken on an imaginary line perpendicular to a ground surface on which the vehicle is located and passing through the rear wheel axle.

29. The vehicle of claim 1, wherein the cargo holding rack comprises a frame triangle, wherein the center of gravity of the frame is located in the frame triangle, the frame triangle being defined by a first point, a second point and a third point, the first point being taken on an operable vertical axis of the handle of the steering assembly, the second point being on the ground and being the other end point of the same operable vertical axis of the handle of the steering assembly, the third point being the most distal (rearmost) end point of the rider-support rack.

30. The vehicle of claim 1, wherein a center of gravity of the vehicle is defined by a trapezoid, wherein the cargo triangle and the rider triangle form a trapezoid.

31. The vehicle of claim 1, wherein a combined center of gravity of the rider-support frame, the cargo-holding frame, the cargo, and the rider is located in a defined trapezoid.

32. The vehicle of claim 1, wherein the center of gravity of the vehicle is defined by a polygon, wherein a first point of the polygon is defined at a point on a front axle of the vehicle, a second point of the polygon is defined at one of a swing arm pivot of the vehicle, a third point of the polygon is defined at a farthest point on the rider-support frame on a rear side of the vehicle, a fourth point of the polygon is defined at an imaginary axis of angular displacement of a handlebar of the vehicle, and a fifth point of the polygon is defined at an intersection of a first axis along a first steering column of the vehicle and a second axis along a second steering column of the vehicle.

33. The vehicle of claim 1, wherein the center of gravity of the vehicle is defined by a trapezoid, wherein a first coordinate is at a front axle of the vehicle, a second coordinate is at one of the swing arm pivots of the vehicle, a third coordinate is at a furthest point on the rider-support frame on a rear side of the vehicle, and a fourth coordinate is located on an imaginary line along a top member of the cargo-holding frame of the vehicle.

34. The vehicle of claim 1, wherein the center of gravity of the vehicle is defined by a trapezoid, wherein the coordinates of the trapezoid center of gravity are defined with two points on a front frame member of the cargo holding frame and two points on a rearmost portion of the rider-support frame.

35. The vehicle of claim 1, wherein a rider seat is higher than a lowermost portion of the cargo holding rack and above a rear side and rear wheel axle of the cargo holding rack.

36. The vehicle of claim 1, wherein the vehicle includes a handle of the vehicle positioned longitudinally spaced from the steering axis.

37. The vehicle of claim 1, wherein the vehicle comprises a steering mechanism that is a four-bar linkage or a rack and pinion mechanism or a bevel gear mechanism.

38. The vehicle of claim 1, characterized in that the vehicle comprises a steering mechanism operatively positioned atop the cargo holding rack (10).

39. The vehicle of claim 1, wherein the vehicle includes a steering mechanism including a steering column mounted at an operatively front portion of the cargo-holding rack, an axis of the steering mechanism being collinear with a front suspension axis, the steering column being spaced from the steering handle, and a vertical axis about which the steering handle is positioned being spaced from a vertical central axis of the cargo-holding rack to provide off-center steering.

40. The vehicle of claim 1, wherein the cargo holding rack comprises a swing arm pivot for mounting a swing arm and at least one mounting location for a suspension mount.

41. The vehicle of claim 1, wherein a vertical axis of a steering handle of the vehicle is parallel to or at an angle to a steering column axis.

42. The vehicle of claim 1, wherein the vehicle comprises a steer-by-wire steering mechanism or a power steering mechanism.

43. The vehicle of claim 1, wherein a main stand of the vehicle is positioned at an operatively rear portion of the cargo holding frame and between an imaginary line passing through the wheelbase center and a rear wheel axle.

44. The vehicle of claim 1, wherein a side bracket position of the vehicle is located at an operatively rear portion of the cargo holding frame and between an imaginary line passing through the wheel base center and a rear wheel axle.

Technical Field

The present invention relates to the field of automobiles.

In particular, the present invention relates to a cargo wheeled vehicle.

Background

Cargo bikes, load bicycles, cargo tricycles, cargo bikes, box bikes, or bicycle trucks are human-powered vehicles designed and constructed specifically for transporting loads.

Prior art vehicle designs include a cargo area consisting of an open or closed box, a flat platform or wire basket, typically mounted on one or two wheels, lower behind the front wheels, or between the front or rear parallel wheels of the vehicle. Typically, the cargo area is randomly placed, not good for maneuvering the vehicle because of the various moments acting on the randomly arranged vehicles; especially when making turns, causing dangerous and difficult maneuvers.

Freight bicycles are used in a variety of contexts:

delivery services in dense urban environments;

food sales in high traffic areas (including professional ice cream bicycles);

transportation of trade vehicles, including around large facilities such as power plants and CERNs;

airport cargo handling;

recycling and collecting;

warehouse inventory transport;

mail delivery.

These freight bicycles are manual, cannot be used to carry heavy objects due to the effort required of the person, and are slow.

Also, in all of the above examples, loading is performed at a higher location, thereby shifting the CG higher, which affects the maneuverability and dynamics of the vehicle.

Moreover, in all of the prior art two-wheeled vehicles, there is no dedicated cargo hold for carrying the load. Even in the presence of a class of modified two-wheeled vehicles, the load is in a relatively high position when the natural center of gravity of the vehicle (not modified to carry the load) is taken into account, which effectively raises the center of gravity to a dangerous height, makes the vehicle (when loaded with a rider and load) jolt and difficult to balance and steer. Furthermore, if the load/cargo continues behind the rider, it almost always rests against the rider's back, thereby limiting the rider's rearward movement, causing a great deal of stress on the rider's back. In another class of modified two-wheeled vehicles, the load is in an operable forward position when compared to the rider. This effectively moves the center of gravity too far forward relative to the rider and relative to the entire loaded vehicle as a whole, making mobility difficult. It is therefore important that the center of gravity be located within a defined area so that there is no wobble or imbalance of the vehicle when the vehicle is being ridden, for the rider there is sufficient room to move his or her body when riding the vehicle to adjust the center of gravity, ease of maneuvering, no learning curve (learning curve), and so forth.

There is therefore a need for a vehicle or a type of vehicle, preferably a two wheeled vehicle, that makes cargo carrying (especially last mile transport) easy and efficient.

Disclosure of Invention

The object of the present invention is to overcome the current problems involved with freight bicycles or cargo scooters.

It is another object of the present invention to provide a frame for a cargo scooter which also functions as a load carrying space.

It is a further object of the present invention to maximize the utilization of storage compartments in a freight bicycle or cargo scooter.

It is a further object of the present invention to provide modularity in storage compartments in a freight bicycle or cargo scooter, providing access for the installation of drawers.

An additional object of the present invention is to provide a freight bicycle or cargo scooter that is easy to maneuver even when having a large load carrying space.

It is a further additional object of the present invention to provide a cargo bicycle or cargo scooter that can be easily maneuvered mechanically even when having large load carrying spaces.

It is a further additional object of the present invention to provide a cargo bike or cargo scooter that is relatively stable even when having a large load carrying space.

According to the present invention, there is provided a cargo wheeled vehicle comprising:

-at least one cargo holding rack;

at least one rider-support frame configured to be operatively positioned behind the cargo-holding frame, wherein the cargo-holding frame and the rider-support frame cooperate to maintain a center of gravity of the vehicle after cargo is added to the cargo-holding frame and after a rider is added to the rider-support frame to obtain a natural equilibrium position for the vehicle in both loaded and unloaded conditions,

wherein an operable horizontal separation distance between a center of gravity of the cargo in the cargo holding rack and a center of gravity of a rider on the rider-support rack is defined by a first trajectory of points located within two tenths of a length of a wheelbase and within eight tenths of the length of the wheelbase;

wherein the combined center of gravity is formed by the center of gravity of the cargo in the cargo holding rack, the center of gravity of the passenger on the passenger supporting rack, and the center of gravity of the rider supporting rack,

the combined center of gravity is defined by a second trajectory of points on the operable horizontal axis of the vehicle that are within a first value and a second value, the first value being a tolerance range of half the wheelbase length plus one-quarter of the wheelbase length, the second value being a tolerance range of half the wheelbase length minus one-quarter of the wheelbase length; and

the combined center of gravity is defined by a third trajectory of points on the operable vertical axis of the vehicle that are within a third value defined by the radius of the wheel of the vehicle and a fourth value defined by the radius of the wheel of the vehicle plus a tolerance value of one third of the wheelbase length.

Typically, a footrest for the rider to rest his feet is positioned to extend from the cargo holding frame.

In one embodiment, the footrest for the rider is operatively positioned forward of and horizontally spaced from the rider's center of gravity by a distance in the range of 0% to 35% of the wheelbase length of the vehicle.

In one embodiment, the footrest for the rider is operatively positioned rearward of and horizontally spaced from the rider's center of gravity by a distance in the range of 0% to 35% of the wheelbase length of the vehicle.

Typically, the cargo holding frame is integral with the rider-support frame.

Typically, the cargo holding frame is operatively positioned forward and operatively positioned lower relative to the rider support frame.

Typically, the cargo holding rack comprises at least one lateral support member (a front support member and a rear support member) together with an operable top support member and an operable bottom support member to form a profile space to hold the cargo.

Typically, the cargo holding frame is communicatively connected with front wheels or front wheel sets positioned on front wheel axles communicatively coupled to the steering mechanism.

Typically, the cargo holding racks are defined such that the operable front half of the cargo holding rack is made relatively heavy and the operable rear half of the cargo holding rack is made relatively light for mass concentration.

Typically, the rider-support frame is operatively positioned rearward relative to the cargo-holding frame.

Typically, the rider support frame includes at least one lateral support member (i.e., a front support member and a rear support member) along with an operable top support member and an operable bottom support member to form a contoured frame to retain the rider on its top support member.

Typically, the cargo holding racks are communicatively coupled with front wheels or front wheel sets, and the rear wheels are positioned on rear wheel axles.

Typically, the top support member of the rider support frame is positioned at a height such that when the rider is seated, his/her own center of gravity is operably higher than the center of gravity of the cargo load alone.

Typically, the rear lateral support member of the cargo holding frame and the front lateral support member of the rider support frame are a single, identical member.

Typically, the top support member of the cargo holding frame is longer than the top support member of the rider support frame.

In one embodiment, the weight distribution is such that the weight distribution at the front axle varies between 25% and 75%, while the weight distribution at the corresponding rear axle varies between 75% and 25%.

In one embodiment, the center of gravity of the vehicle is near the wheel base center of the vehicle.

Typically, adding loads to the cargo holding racks lowers the height of the center of gravity of the vehicle, thereby improving the maneuverability and dynamics of the vehicle.

In one embodiment, the operable front wheels of the vehicle are relatively small compared to the operable rear wheels of the vehicle, thereby biasing the frame forward, thereby increasing the weight on the front wheels when cargo is loaded onto the cargo holding frame, which is counterbalanced by the rider load, thereby aiding mass concentration.

In one embodiment, the operable rear wheels of the vehicle are relatively smaller than the operable front wheels of the vehicle, thereby biasing the frame rearwardly, thereby increasing the weight on the rear wheels, which is counterbalanced when a rider is seated on the rider-support frame and cargo is added to the cargo-holding frame.

In one embodiment, the vehicle includes a gyroscope positioned at the base of the cargo holding frame to improve the maneuverability of the vehicle.

In one embodiment, the center of gravity of the vehicle is located in a predetermined area that maintains the vehicle's innate balance regardless of whether the rider is riding or not, regardless of whether cargo is loaded or not; the predetermined area is defined by a boundary having a front end point not exceeding the inner frame of the cargo holding frame, a rear end point not exceeding the hip of a rider riding on the rider supporting frame, an upper end point not exceeding the upper frame of the cargo holding frame, and a lower end point not exceeding the lower frame of the cargo holding frame.

In one embodiment, the cargo holding rack is designed to maintain the center of gravity of the vehicle along with the vehicle in a predetermined area, wherein the front axle is more than 25% weight bearing and the corresponding rear axle is less than 75% weight bearing.

In one embodiment, the cargo holding rack is designed to maintain the center of gravity of the vehicle along with the vehicle in a predetermined area, wherein the front axle is more than 75% weight bearing and the corresponding rear axle is less than 25% weight bearing.

In one embodiment, the cargo holding rack comprises two steering columns, including a first steering column defining a forward angle of the front suspension and a second steering column at an operatively front portion thereof for translating steering inputs to the trifurcate tree.

In one embodiment, the cargo holding rack comprises two steering columns, including a first steering column and a second steering column at an operatively front portion thereof, wherein an intersection along a first axis of the first steering column and along a second axis of the second steering column defines a point at which a universal joint is fixed.

In one embodiment, the cargo holding rack comprises a cargo triangle, wherein the center of gravity of the cargo is located within the cargo triangle, the cargo triangle being defined by a first point, a second point, and a third point, the first point being taken through the intersection of the first axis of the first steering column and the second axis of the second steering column; each of the second point and the third point is taken at an end point of a straight line defined by one of the front wheel axle and the rear swing arm pivot.

In one embodiment, the cargo holding frame comprises a rider triangle, wherein the rider's center of gravity is located within the rider triangle, the rider triangle being defined by a first point taken by an intersection of a first axis of the first steering column and a second axis of the second steering column, a second point taken by one of the swing arm pivots, and a third point taken on an imaginary line perpendicular to the ground on which the vehicle is located and passing through the rear wheel axle.

In one embodiment, the cargo holding frame comprises a frame triangle, wherein the center of gravity of the frame is located in the frame triangle, the frame triangle being defined by a first point, a second point and a third point, the first point being taken on the operable vertical axis of the handle of the steering assembly, the second point being on the ground and being the other end point of the same operable vertical axis of the handle of the steering assembly, the third point being the most distal (last) end point of the rider-support frame.

In one embodiment, the center of gravity of the vehicle is defined by a trapezoid, wherein the cargo triangle and the rider triangle form a trapezoid.

In one embodiment, the combined center of gravity of the rider-support frame, the cargo-holding frame, the cargo, and the rider is located in a defined trapezoid.

In one embodiment, the center of gravity of the vehicle is defined by a polygon, wherein a first point of the polygon is defined at a point on a front axle of the vehicle, a second point of the polygon is defined at one of the swing arm pivots of the vehicle, a third point of the polygon is defined at a farthest point on a rider support frame on a rear side of the vehicle, a fourth point of the polygon is defined at an imaginary axis of angular displacement of a handlebar of the vehicle, and a fifth point of the polygon is defined at an intersection of a first axis along a first steering column of the vehicle and a second axis along a second steering column of the vehicle.

In one embodiment, the center of gravity of the vehicle is defined by a trapezoid, with a first coordinate at a front axle of the vehicle, a second coordinate at one of the swing arm pivots of the vehicle, a third coordinate at a furthest point on the rider-support frame on the rear side of the vehicle, and a fourth coordinate on an imaginary line along a top member of the cargo-holding frame of the vehicle.

In one embodiment, the center of gravity of the vehicle is defined by a trapezoid, wherein the coordinates of the trapezoid center of gravity are defined with two points on the front frame member of the cargo holding frame and two points on the rearmost portion of the rider-support frame.

In one embodiment, the rider seat is higher than the lowest portion of the cargo holding frame and above the rear side of the cargo holding frame and the rear wheel axle.

Typically, the vehicle includes a handlebar of the vehicle positioned longitudinally spaced from the steering axis.

In one embodiment, the vehicle comprises a steering mechanism, which is a four-bar linkage or a rack and pinion mechanism or a bevel gear mechanism.

In one embodiment, the vehicle includes a steering mechanism operably positioned atop the cargo holding rack.

In one embodiment, the vehicle includes a steering mechanism including a steering column mounted at an operatively front portion of the cargo-holding frame, an axis of the steering mechanism being collinear with the front suspension axis, the steering column being spaced from the steering handle, and a vertical axis about which the steering handle is positioned being spaced from a vertical central axis of the cargo-holding frame to provide off-center steering.

In one embodiment, the cargo holding frame includes a swing arm pivot for mounting the swing arm and at least one mounting location for the suspension mount.

In one embodiment, the vertical axis of the steering handle of the vehicle is parallel to or at an angle to the steering column axis.

In one embodiment, the vehicle includes a steer-by-wire or power steering mechanism.

In one embodiment, the main stand of the vehicle is positioned at an operatively rear portion of the cargo holding frame and between an imaginary line passing through the wheel base center and the rear wheel axle.

In one embodiment, the side brackets of the vehicle are positioned at the operatively rear portion of the cargo holding frame and between an imaginary line passing through the wheel base center and the rear wheel axle.

Drawings

The invention will now be described with reference to the accompanying drawings, in which:

FIG. 1 illustrates a side view of a cargo vehicle along with a rider;

FIG. 2 illustrates the center of gravity of the vehicle when the vehicle is unloaded and without a rider. In this case, the vehicle has no battery;

fig. 3 illustrates the center of gravity of the vehicle when the vehicle is unloaded and the rider is seated. In this case, the vehicle has no battery;

FIG. 4 illustrates the center of gravity of the vehicle when the vehicle is unloaded, without a rider, and the cargo holder housing has a battery in an operatively front portion thereof;

FIG. 5 illustrates the center of gravity of the vehicle when the vehicle is unloaded, with a rider and the cargo holder housing with the battery in the operatively front portion thereof;

FIG. 6 illustrates the center of gravity of the vehicle when the vehicle is loaded, without a rider, and the cargo holder housing has a battery in an operatively front portion thereof;

FIG. 7 illustrates the center of gravity of the vehicle when the vehicle is loaded, with a rider and the cargo holder housing with the battery in the operatively front portion thereof;

FIG. 8 illustrates the center of gravity of the vehicle when the vehicle is unloaded, without a rider, and the cargo holder chassis is battery-loaded in its operative bottom portion;

FIG. 9 illustrates the center of gravity of the vehicle when the vehicle is loaded, without a rider, and the cargo holder chassis is battery-loaded in its operative bottom portion;

FIG. 10 illustrates the center of gravity of the vehicle when the vehicle is unloaded, with a rider and the cargo holder chassis having a battery in its operative bottom portion;

FIG. 11 illustrates the center of gravity of the vehicle when the vehicle is loaded, with a rider and the cargo holder chassis is battery-loaded in its operative bottom portion;

FIG. 12 illustrates the center of gravity of the vehicle when the vehicle is unloaded, without a rider and the cargo holder housing has a battery in an operable rear portion thereof;

FIG. 13 illustrates the center of gravity of the vehicle when the vehicle is loaded, without a rider, and the cargo holder housing has a battery in an operable rear portion thereof;

FIG. 14 illustrates the center of gravity of the vehicle when the vehicle is unloaded, with a rider and the cargo holder housing with the battery in the operative rear portion thereof;

FIG. 15 illustrates the center of gravity of the vehicle when the vehicle is loaded, with a rider and the cargo holder housing with the battery in the operative rear portion thereof;

FIG. 16 illustrates the center of gravity of the vehicle when the vehicle is unloaded, without a rider and the cargo holder frame is in its operative front portion together with the battery in its operative bottom portion;

FIG. 17 illustrates the center of gravity of the vehicle when the vehicle is loaded, without a rider, and the cargo holder frame is in its operative front portion with the battery in its operative bottom portion;

FIG. 18 illustrates the center of gravity of the vehicle when the vehicle is loaded, with a rider and the cargo holder frame is with a battery in its operative front portion along with in its operative bottom portion;

FIG. 19 illustrates the center of gravity of the vehicle when the vehicle is unloaded, without a rider and the cargo holder frame is loaded with batteries in its operative front portion along with in its operative bottom portion along with in its operative rear portion;

FIG. 20 illustrates the center of gravity of the vehicle when the vehicle is loaded, without a rider, and the cargo holder chassis is loaded with batteries in its operative front portion along with in its operative bottom portion along with in its operative rear portion;

FIG. 21 illustrates the center of gravity of the vehicle when the vehicle is loaded, with a rider and the cargo holder chassis is loaded with batteries in its operative front portion along with in its operative bottom portion along with in its operative rear portion;

FIG. 22 illustrates the steering mechanism in terms of the axes of the steering handle axis and the steering column axis;

FIG. 23 illustrates a steer-by-wire or power steering mechanism of the vehicle;

fig. 23a illustrates two steering columns of a steering mechanism;

FIG. 24 illustrates the frame of the vehicle along with the cargo triangle, rider triangle, and frame triangle;

FIG. 25 illustrates a side view of a vehicle for which a polygonal center of gravity is defined;

FIG. 26 illustrates a side view of a vehicle for which a trapezoidal center of gravity is defined;

FIG. 27 illustrates a top view of a vehicle for which a trapezoidal center of gravity is defined;

FIG. 28 illustrates the footrest position on the vehicle.

Detailed Description

According to the present invention, there is provided a cargo wheeled vehicle.

Fig. 1 illustrates a side view of a cargo vehicle together with a rider.

The vehicle is designed to provide a solution for last mile delivery, currently implemented using existing scooters or motorcycles that are not functionally and ergonomically designed for last mile delivery. Scooters are designed specifically for carrying cargo so that a user can conveniently transport items such as groceries, children, delivery food, warehouse items, and the like. Also, by its simple cargo-focused design, the vehicle provides more utility for local transportation needs at much less cost, with less maintenance than existing two-wheeled vehicles, three-wheeled vehicles, and scooters.

In at least one embodiment, the vehicle defines at least one cargo holding rack (10) and at least one rider support rack (20). The limitations of the prior art are addressed by the geometry of the cargo holding frame and the rider-support frame. It is a desirable object of the present invention to provide a structural frame in which the cargo holding frame (10) and the rider support frame (20) cooperate to maintain the center of gravity of the vehicle relatively low (closer to the ground) and substantially on or very close to the wheelbase centerline (between 10a and 12a) of the vehicle (after the addition of cargo (along with the battery) and rider).

In at least one embodiment, the cargo holding rack (10) includes a structural frame that substantially holds the cargo within the structural frame. The cargo holding frame is operatively positioned forward and operatively positioned lower relative to the rider-support frame. The cargo holding rack includes at least one lateral support member (i.e., a front support member and a rear support member) along with an operable top support member and an operable bottom support member to form a profile space to hold cargo. In one embodiment, any single or any combination of the support members may hold a battery pack communicatively coupled to a drive of the vehicle. Typically, the cargo holding frame is communicatively coupled with the front wheels (10a) or the front wheel set. The front wheels are positioned on a front axle communicably coupled to the steering mechanism.

In another embodiment, the cargo holding rack is defined such that an operatively front half of the cargo holding rack is made relatively heavy and an operatively rear half of the cargo holding rack is made relatively light for mass concentration. In this case, the entire vehicle is in a balanced configuration when the rider is seated on the rider-support frame.

In at least one embodiment, the rider support frame (20) includes a structural frame that substantially retains the rider thereon. The rider-support frame is operably positioned rearward relative to the cargo-holding frame. The rider support frame includes at least one lateral support member (i.e., a front support member and a rear support member) along with an operable top support member and an operable bottom support member to form a contoured frame to retain a rider on its top support member. In one embodiment, any single or any combination of the support members may hold a battery pack communicatively coupled to a drive of the vehicle. Typically, the rider-support frame is communicatively coupled with a rear wheel (12a) or a rear wheel set. The rear wheel is positioned on the rear wheel axle. The top support member of the rider support frame is positioned at a height such that when the rider is seated his/her own center of gravity is operatively higher than the center of gravity of the cargo load alone.

In one embodiment, the rear lateral support member of the cargo holding frame and the front lateral support member of the rider support frame are a single, identical member.

In one embodiment, the top support member of the cargo holding frame is twice as long as the top support member of the rider support frame.

In at least one embodiment, the weight distribution is such that the weight distribution at the front axle varies between 25% and 75% and the weight distribution at the corresponding rear axle varies between 75% and 25% whether the rider and/or the cargo/and the battery and/or the combination are not on the vehicle.

The front axle weight and rear axle weight distribution is maintained as follows:

-front axle weight- > -25% & rear axle weight < > -75%; or

-front axle weight- > -75% & rear axle weight < - > 25%

In terms of weight, the weight of the battery and the cargo (in the cargo holding frame) substantially offsets the weight of the balancing rider (on the rider-supporting frame); thereby, especially after adding cargo and riders, the center of gravity of the vehicle is maintained relatively low (closer to the ground) and substantially on or very close to the wheelbase centre line of the vehicle (between 10a and 12 a).

In at least one embodiment, mass concentration for the vehicle is achieved by adding cargo in the cargo holding rack. When the vehicle is fully loaded and the rider is riding the vehicle, the center of gravity is located near the center of the wheelbase of the vehicle. Adding load in the cargo holding area (defined by the cargo holding racks), lowering the height of the center of gravity; thereby, the drivability and dynamics of the vehicle are improved.

In terms of mass concentration, the battery and cargo weight (in the cargo holding frame) substantially offsets the weight of the balancing rider (on the rider-support frame); thereby, especially after adding cargo and riders, the center of gravity of the vehicle is maintained relatively low (closer to the ground) and substantially on or very close to the wheelbase centre line of the vehicle (between 10a and 12 a).

In another embodiment, mass concentration of a vehicle with cargo and rider is achieved by using front and rear wheels of different diameters. The use of smaller diameter wheels in the front wheels and larger diameter wheels in the rear wheels biases the frame forward, thereby increasing the weight on the front wheels, which counteracts the balance when a rider is seated on the rider-support frame. The frame is biased rearwardly when a larger diameter wheel is used in the front wheel and a smaller diameter wheel is used in the rear wheel. The weight of the cargo in the cargo holding frame is balanced by the weight of the rider on the rider support frame.

In at least one embodiment, the vehicle includes a gyroscope located at the base of the cargo holding frame or the rider-support frame. Which aims to improve the handling of the vehicle. A gyroscope is a device consisting of a wheel or disk mounted so that it can rapidly revolve around an axis, which itself can freely change direction. The orientation of the axes is not affected by mounting tilt, so gyroscopes can be used to provide stability or maintain a reference direction in navigation systems, autopilots and stabilizers. It helps to improve stability when subjected to external forces. By adding a gyroscopic-gyroscope under the cargo holding rack, the rider will be able to better balance the vehicle on low speed and damaged roads.

FIG. 2 illustrates the center of gravity of the vehicle when the vehicle is unloaded and without a rider. In this case, the vehicle has no battery.

Fig. 3 illustrates the center of gravity of the vehicle when the vehicle is unloaded and the rider is seated. In this case, the vehicle has no battery.

Fig. 4 illustrates the center of gravity of the vehicle when the vehicle is unloaded, without a rider, and the cargo holder housing has a battery in its operatively front portion.

Fig. 5 illustrates the center of gravity of the vehicle when the vehicle is unloaded, with a rider and the cargo holder housing with the battery in the operatively front portion thereof.

Fig. 6 illustrates the center of gravity of the vehicle when the vehicle is loaded, without a rider, and the cargo holder frame is battery-loaded in its operatively front portion.

Fig. 7 illustrates the center of gravity of the vehicle when the vehicle is loaded, with a rider and the cargo holder housing has a battery in its operatively front portion.

Fig. 8 illustrates the center of gravity of the vehicle when the vehicle is unloaded, without a rider, and the cargo holder chassis is battery-loaded in its operative bottom portion.

Fig. 9 illustrates the center of gravity of the vehicle when the vehicle is loaded, without a rider, and the cargo holder chassis is battery-loaded in its operative bottom portion.

Fig. 10 illustrates the center of gravity of the vehicle when the vehicle is unloaded, with a rider and the cargo holder chassis is battery-loaded in its operative bottom portion.

Fig. 11 illustrates the center of gravity of the vehicle when the vehicle is loaded, with a rider and the cargo holder chassis is battery-loaded in its operative bottom portion.

Fig. 12 illustrates the center of gravity of the vehicle when the vehicle is unloaded, without a rider, and the cargo holder housing has a battery in an operable rear portion thereof.

Fig. 13 illustrates the center of gravity of the vehicle when the vehicle is loaded, without a rider, and the cargo holder housing has a battery in an operable rear portion thereof.

Fig. 14 illustrates the center of gravity of the vehicle when the vehicle is unloaded, with a rider and the cargo holder housing with the battery in the operative rear portion thereof.

Fig. 15 illustrates the center of gravity of the vehicle when the vehicle is loaded, with a rider and the cargo holder housing with the battery in the operative rear portion thereof.

Fig. 16 illustrates the center of gravity of the vehicle when the vehicle is unloaded, without a rider, and the cargo holder frame is in its operative front portion along with the battery in its operative bottom portion.

Fig. 17 illustrates the center of gravity of the vehicle when the vehicle is loaded, without a rider, and the cargo holder frame is in its operative front portion along with the battery in its operative bottom portion.

Fig. 18 illustrates the center of gravity of the vehicle when the vehicle is loaded, with a rider and the cargo holder frame is in its operative front portion along with the battery in its operative bottom portion.

Fig. 19 illustrates the center of gravity of the vehicle when the vehicle is unloaded, without a rider, and the cargo holder frame is loaded with batteries in its operative front portion along with in its operative bottom portion along with in its operative rear portion.

Fig. 20 illustrates the center of gravity of the vehicle when the vehicle is loaded, without a rider, and the cargo holder frame is loaded with batteries in its operative front portion along with in its operative bottom portion along with in its operative rear portion.

Fig. 21 illustrates the center of gravity of the vehicle when the vehicle is loaded, with a rider and the cargo holder frame is loaded with batteries in its operative front portion along with in its operative bottom portion along with in its operative rear portion.

From fig. 2 to 21, it can be seen that the center of gravity is located in a predetermined region regardless of the fact of the presence or absence of a rider, regardless of the fact of the presence or absence of cargo, and regardless of the location of the battery, maintaining the balance of the innate balance of the vehicle. The predetermined area (200) is defined by a boundary whose front end point does not exceed the front inner frame of the cargo holding frame, whose rear end point does not exceed the hip of the rider, whose upper end point does not exceed the upper frame of the cargo holding frame, and whose lower end point does not exceed the lower frame of the cargo holding frame.

In at least one embodiment, the battery is positioned on any portion or member of any rack based on the requirements of the weight distribution. In at least one embodiment, the battery is positioned at the front of the cargo holding enclosure adjacent the steering column, allowing the front axle to be heavier. Adding cargo in the cargo holding enclosure adds more load on the front axle, thereby shifting the center of gravity toward the front axle. In another embodiment, the battery is positioned below the object holding enclosure. In yet another embodiment, the battery is positioned on a top member of the cargo support frame. In yet another embodiment, the battery is positioned on the rear side of the cargo support frame, beneath the rider seat on the rider support frame. In a further embodiment, the steering column is mounted on a battery pack on the operatively front side, which also acts as a cargo holding frame stress member. In yet another embodiment, the battery packs are distributed in various portions of the vehicle, each portion selected from the following: a cargo holding frame, a rider support frame and/or a combination of a cargo holding frame and a rider support frame.

In at least one embodiment, the handle of the vehicle is positioned longitudinally spaced from the steering axis. Preferably, the steering mechanism is a four-bar linkage or a rack and pinion mechanism or a bevel gear mechanism. The steering mechanism is operatively positioned atop the cargo holding frame (10). The damping effect on the steering mechanism can be implemented by shimmy dampers (of the mechanical, pneumatic, magnetic or hydraulic type).

Fig. 22 illustrates the steering mechanism in terms of the axes of the steering handle axis and the steering column axis.

In at least one embodiment of the steering mechanism, the steering column is mounted at an operatively front portion of the cargo holding frame. The axis of the steering mechanism is collinear with the front suspension axis. The steering column is spaced from the steering handle and the vertical axis about which the steering handle is positioned is spaced from the vertical central axis of the cargo holding rack to provide off-center steering. The cargo holding frame includes a swing arm pivot for mounting the swing arm and at least one mounting location for the suspension mount.

The vertical axis of the steering handle may be parallel to the steering column axis or at an angle to the steering column axis.

The vertical axis of the steering handle may also be adjustable by the user based on user comfort.

Fig. 23 illustrates a steer-by-wire steering mechanism or a power steering mechanism of the vehicle.

Fig. 23a illustrates two steering columns of the steering mechanism.

In at least one embodiment, the steering mechanism is a steer-by-wire steering mechanism or a power steering mechanism. In at least one embodiment, the steering mechanism includes a sensor and a motor, wherein the sensor is positioned at the handlebar axis. The rotation of the handlebar about its axis is monitored by sensors that read the degree of motion rotation entered by the rider and/or the force on the handlebar. The motor is positioned to communicate with the front wheels of the vehicle, to directly drive steering, or through the use of a gear drive. The controller monitors rider inputs and provides inputs to the motor for steering the vehicle. Any handle motion is captured and replicated at the front wheels by the steering mechanism.

Fig. 24 illustrates the frame of the vehicle along with the cargo triangle, rider triangle, and frame triangle.

The load holding frame is provided with an extension for a rider seat at a rear side of the load holding frame. The rider seat extensions may be fixed to the cargo holding frame or a subframe mounted on the cargo holding frame, and not removable by the user. The seating position is at least 300mm vertically from the base of the cargo holding rack. The cargo holding rack is designed to balance the overall center of gravity of the vehicle by balancing the rider weight with the cargo weight.

In at least one embodiment, an enclosed cargo holding rack is described, wherein the cargo holding rack comprises two steering columns (19, 21) in its operative front part. A first steering column (19) defines a front rake angle of the front suspension and a second steering column (21) is used to convert steering input to the tree. The intersection of the first axis (24a) along the first steering column (19) and the second axis (24b) along the second steering column (21) defines a point (24c) at which the universal joint is to be fixed.

In the load holding frame, a load triangle in which the center of gravity of the load is located when there is no rider is defined by a first point (24c), a second point (24d), and a third point (24e), the first point (24c) being obtained by the intersection of a first axis (24a) (of the first steering column) and a second axis (24b) (of the second steering column); both the second point (24d) and the third point (24e) are taken at the end points of a straight line defined by the front wheel axle and the rear swing arm pivot.

The centre of gravity of the rider is located within a rider triangle defined by a first point (24c) taken by the intersection of a first axis (24a) (of the first steering column) and a second axis (24b) (of the second steering column), a second point (24e) taken by the swing arm pivot, and a third point (24f) taken on an imaginary line perpendicular to the ground on which the vehicle is located and passing through the rear wheel axle.

The centre of gravity of the frame lies in a frame triangle defined by a first point (24g), a second point (24i) and a third point, the first point (24g) being taken on an operative vertical axis (24h) of the handlebar of the steering assembly, the second point (24i) being on the ground and being the other end point of the same operative vertical axis (24h) of the handlebar of the steering assembly, the third point being the most distal (last) end point (24j) of the rider-support frame.

In at least another embodiment, the center of gravity is defined by a trapezoid, wherein the cargo triangle (24c, 24d, 24e) and the rider triangle (24c, 24e, 24f) form a trapezoid. The combined center of gravity of the frame, cargo and rider will also lie within the defined trapezoid.

FIG. 25 illustrates a side view of a vehicle for which a polygonal center of gravity is defined.

In at least another embodiment, the center of gravity of the vehicle is defined by a polygon, wherein a first point (25a) of the polygon is defined at a point on the front wheel axle, a second point (25b) of the polygon is defined at the swing arm pivot mount, a third point (25c) of the polygon is defined at a farthest point on the rider support frame on the rear side, a fourth point of the polygon (25d) is defined at an imaginary axis of angular displacement of the handlebar, and a fifth point (25e) of the polygon is defined at an intersection along a first axis of the first steering column and along a second axis of the second steering column.

FIG. 26 illustrates a side view of a vehicle for which a trapezoidal center of gravity is defined.

In other words, a first coordinate (26a) is at the front wheel axle, a second coordinate (26b) is at the swing arm mount, a third coordinate (26c) is at the furthest point on the rider support frame on the rear side, and a fourth coordinate (26d) is on an imaginary line along the top member of the cargo holding frame. When connected, these four coordinates form a trapezoid. The center of gravity of the frame is located in the region of the trapezoid.

Fig. 27 illustrates a top view of a vehicle for which a trapezoidal center of gravity is defined.

In plan view, the trapezoidal barycentric coordinates are defined such that two points (27a,27b) are on the front frame member of the cargo holding frame and two points (27c,27d) are on the rear portion of the rider support frame.

FIG. 28 illustrates the footrest position on the vehicle.

In at least one embodiment, a footrest for the rider to rest his feet is positioned to extend from the cargo holding rack. According to a preferred embodiment, the footrest for the rider is operatively positioned in front of or operatively behind the rider's center of gravity and horizontally spaced from the rider's center of gravity by a distance (28a-28b) in the range of 0% to 35% of the wheelbase length of the vehicle.

The object of the invention is that the centre of gravity of the rider and the centre of gravity of the load are maintained within a triangle defined on the frame to maintain the natural balance of the vehicle, without being contrary to easy manoeuvring maneuvers. In the prior art, no center of gravity is provided and defined for either the rider or the cargo or the combination of the rider and the cargo together with the battery.

Without a rider seat, the center of gravity of the cargo would shift out of the cargo triangle. Thus, by positioning the rider seat higher than the base of the cargo holding frame and above the rear side of the cargo holding frame and the rear axle, improved frame balance is provided. When the vehicle is loaded with cargo and the rider is seated, the cargo load will balance the rider weight and the overall vehicle center of gravity can be maintained at the desired location, proximate the wheelbase center, to aid in mass concentration.

Basically, the vehicle comprises a frame using a load of cargo, which improves the dynamics of the vehicle by lowering the centre of gravity of the entire vehicle towards the ground on which it is moved, thus providing a weight-balanced frame. Also, the vehicle provides a cargo holding rack for weight balancing and positioning the center of gravity substantially between the wheelbases of the vehicle. Further, the vehicle provides a substantially large cargo holding area in front of the rider and still provides a steering experience similar to existing two-wheeled vehicles, thereby not requiring a new learning curve for the rider of the vehicle.

In at least one embodiment, the suspension mechanism of the vehicle is comprised of a suspension group selected from the group consisting of front suspension, rear suspension, front and rear suspension, and combinations thereof. In one embodiment, the front suspension and steering column are mounted to the front side of the cargo holding frame. In one embodiment, the cargo holding frame includes a front suspension that is relatively more rigid than a rear suspension. In an alternative embodiment, the cargo holding frame includes a rear suspension that is relatively more rigid than the front suspension. In one embodiment, the cargo holding rack is communicatively coupled with the front suspension. In one embodiment, the rider support frame is communicatively coupled with the rear suspension.

In at least one embodiment, the cargo holding rack is an intelligent rack containing sensors configured to read tags positioned on the cargo while the cargo is being placed and while the cargo is being removed. Sensors (providing delivery address details) are coupled with the database, processing engines defined by the rules engine, local traffic data and such parameters to determine an optimal route for the rider for his cargo or part to be delivered. Other data of the vehicle, such as battery life, time, fuel, rider preferences, etc., may also be used to determine an optimal or rider-specific ride. In at least one embodiment, the rack contains a weighing unit in communication with the vehicle controller/processor to determine the speed of the vehicle based on the load inside the cargo holding space. It may also take into account other parameters such as maximizing the range for a given battery capacity, remaining capacity, battery life, etc. Further, data from the weighing cell may also assist in determining the starting torque.

In yet another embodiment, the main and side brackets are positioned in the rear half of the cargo holding frame. The main and side brackets are operatively positioned between an imaginary line passing through the center of the wheelbase and the rear axle. The location of the stent position in this position facilitates easy access and manipulation of the side stent and main stent.

It is a technical advance of the present invention to provide a cargo-carrying wheeled vehicle comprised of a cargo-holding frame and a rider-supporting frame wherein the addition of cargo and the rider actively assist in maintaining (particularly after the addition of cargo and the rider) the center of gravity of the vehicle relatively low (closer to the ground) and substantially on or very close to the wheelbase centerline of the vehicle. Once the vehicle is loaded, the vehicle is more stable because the CG is low-the vehicle and load contribute to turning itself with minimal user input while turning.

While this detailed description discloses certain specific embodiments for the purpose of illustration, various modifications will be apparent to those skilled in the art, which do not constitute departures from the spirit and scope of the invention as defined in the following claims, it being clearly understood that the foregoing description is to be construed as illustrative only and not limiting of the invention.