Chassis for electric cargo vehicles and electric vehicle comprising said chassis

Abstract

The invention relates to a chassis, suitable for use in electric vehicles, characterized in that it comprises: a substantially planar loading bed, suitable for receiving a load on top of same, which is located between at least two front wheels and at least one rear wheel of an electric vehicle; wherein said loading bed comprises a channel the chassis also comprises a central shaft housed in said channel; wherein the loading bed is connected so as to pivot relative to said central shaft; wherein the loading bed comprises a plurality of battery housings distributed symmetrically; and the chassis comprises a rear traction and steering assembly and a front suspension and inclination assembly. The invention likewise relates to an electric vehicle comprising said chassis.

Claims

1. A chassis, suitable for use in electric vehicles having at least three wheels intended for cargo and/or people, characterized in that said chassis comprises: a substantially planar loading bed, suitable for receiving a load on top of same, which is located substantially in the space existing between at least two front wheels and at least one rear wheel of an electric vehicle; wherein said loading bed comprises a housing channel located substantially along said loading bed; wherein the chassis also comprises a central shaft housed in the housing channel; wherein the loading bed is connected so as to pivot relative to said central shaft; wherein the loading bed comprises a plurality of battery housings, being distributed in a manner substantially symmetrical to both sides along the central shaft; wherein the chassis further comprises a rear traction and steering assembly and a front suspension and inclination assembly; both assemblies being connected through the central shaft; and wherein the rear traction and steering assembly and the front suspension and inclination assembly respectively comprise connections to the at least one rear wheel and to the at least two front wheels.

2. The chassis according to the claim 1, wherein the loading bed comprises extraction rails, configured for the extraction of a cargo box housed on the loading bed.

3. The chassis according to claim 2, wherein the extraction rails are located in a manner that is substantially horizontal and perpendicular to the central shaft, configured for the extraction of the cargo box from the side of the loading bed.

4. The chassis according to claim 1, further comprising: a front support of the loading bed; and a rear opening of the loading bed; wherein the rear traction and steering assembly and the front suspension and inclination assembly are arranged respectively and partially in the rear opening and in the front support of the loading bed.

5. The chassis according to the claim 4, wherein the front suspension and inclination assembly comprises a stiffening bridge, connecting journals, upper suspension wishbones and lower anchoring wishbones; wherein: the stiffening bridge is integrally attached to the central shaft and is partially arranged in the front support of the loading bed; the front support of the loading bed pivots freely around the central shaft; the stiffening bridge is connected through a pivoting connection to the upper suspension wishbones; the upper suspension wishbones are connected through a pivoting connection to the connecting journals; the connecting journals are connected to the front wheels; the lower anchoring wishbones are connected to the connecting journals through a pivoting connection, which are suitable for being fixed to the front support and for supporting the weight of the front wheels.

6. An electric vehicle comprising a chassis according to claim 1.

7. The electric vehicle according to the claim 6, further comprising a cargo casing arranged on the loading bed.

8. The electric vehicle according to claim 7, wherein between the cargo casing and the loading bed there is a cargo space that has dimensions comprised between 1.0-1.3 m high, 0.8-1.0 m wide, and 0.8-1.0 m long.

9. The electric vehicle according to claim 6, further comprising an electronic module, said electronic module being configured for managing the batteries housed in the battering housings.

10. The electric vehicle according to claim 6, the maximum width of which is comprised between 80 and 100 cm.

11. The electric vehicle according to claim 6, further comprising a handlebar and a seat for a driver in the rear part of the vehicle.

12. The electric vehicle according to claim 11, further comprising an electronic controller in the handlebar for transmitting running orders to the rear traction and steering assembly.

Description

DESCRIPTION OF THE FIGURES

(1) FIG. 1 shows a perspective view of an electric vehicle intended for cargo comprising the chassis of the invention according to a preferred embodiment thereof.

(2) FIG. 2 shows an interior perspective view of the loading bed of the chassis of the invention according to a preferred embodiment of the invention.

(3) FIG. 3 shows an interior perspective view of an electric vehicle comprising the chassis of the invention when said vehicle takes a curve and is slightly inclined according to a preferred embodiment thereof.

(4) FIG. 4 shows an interior front view of the electric vehicle comprising the chassis of the invention according to a preferred embodiment thereof.

(5) FIG. 5 shows an interior side view of an electric vehicle comprising the chassis of the invention according to a preferred embodiment thereof.

REFERENCE NUMBERS USED IN THE FIGURES

(6) For the purpose of helping to better understand the technical features of the invention, the mentioned FIGS. 1-5 are accompanied by a series of reference numbers in which the following is depicted in an illustrative and non-limiting manner:

(7) TABLE-US-00001  (1) Chassis   (1′) Loading bed  (2) Rear wheel (2′, 2″) Front wheels  (3) Cargo box  (4) Cargo casing  (5) Electronic module  (6) Seat  (7) Handlebar  (8) Housing channel  (9) Central shaft (10) Holes (11) Bearings (12) Extraction rails (13) Housings for batteries (14) Batteries (15) Rear traction and steering assembly (16) Front suspension assembly (17) Rear opening (18) Front support (19) Upper suspension wishbones (20) Lower anchoring wishbones (21) Connecting journals (22) Stiffening bridge (23) Secondary shaft

DETAILED DESCRIPTION OF THE INVENTION

(8) A preferred embodiment of the present invention provided for purposes of illustrating but not limiting same is described below.

(9) As described in the preceding sections and as depicted in FIGS. 1-5 herein, an object of the present invention relates to an electric vehicle intended for the urban delivery of goods and/or transport of people, comprising: a chassis (1), suitable for housing and bringing together all the suspension, steering, and traction elements of the vehicle and configured for supporting the main weight of the vehicle and the goods; one rear wheel (2) and two front wheels (2′, 2″) connected to the chassis (1); a cargo box (3) arranged on the chassis (1) suitable for containing therein the transported goods; a cargo casing (4), suitable for receiving the cargo box (3); an electronic module (5), suitable for managing the energy consumption of the electric vehicle; a seat (6) for the driver; and a handlebar (7) for handling and controlling the steering of the vehicle.

(10) An electric vehicle with these elements according to a preferred embodiment of the invention can be observed in FIG. 1. The vehicle is conceived for being driven from the rear part thereof. The chassis (1) comprises a substantially planar loading bed (1′), arranged horizontally between the three wheels (2, 2′, 2″), and is suitable for holding the cargo box (3) thereon, preferably in the central area of the vehicle. More preferably, the cargo box (3) has a height and dimensions such that the visibility of the driver is not blocked.

(11) More specifically, the loading bed (1′) comprises a housing channel (8) running through it longitudinally, suitable for receiving a central shaft (9) comprised in the chassis (1). (The channel (8) can be seen in FIG. 2, whereas the central shaft (5) can be observed in FIG. 5). The loading bed (1′) likewise comprises holes (10) housing connections for bearings (11) between the central shaft (9) and the channel (8) of the loading bed (1′). These bearings (11) allow the loading bed (1′) to pivot freely around the central shaft (9).

(12) The loading bed (1′) comprises extraction rails (12), preferably arranged transverse to the central shaft (9), suitable for facilitating the extraction of the cargo box (3) from the side of the electric vehicle.

(13) The loading bed (1′) further comprises a plurality of housings (13) for a plurality of batteries (14) of the electric vehicle, the latter being distributed so that the batteries (14) are positioned in an even and symmetrical manner in relation to weight along and across the plane formed by the loading bed (1′). The distribution of the batteries (14) thereby contributes to the horizontal stabilization of the loading bed (1′), as it allows the distribution of the goods inside the cargo box (3) (which is located on top of the loading bed (1′)) not to be such a decisive factor in determining the position of the center of gravity of the vehicle, even when the distribution of the cargo is not completely symmetrical to both sides of the central shaft (9). Additionally, the batteries (14) of electric vehicles are elements having considerable weight, which shifts the center of gravity to the ground, making the vehicle more stable than a conventional motorcycle. For example, ten housings (13), five on each side of the central shaft (9), can house extractable batteries (14) weighing 10 kg each, transferring 100 kg of batteries (14) to a lower area of the vehicle, thereby improving the dynamic behavior of the electric vehicle.

(14) Moreover, as mentioned, the vehicle comprises three wheels (2, 2′, 2″) for the purpose of providing better stability during movement and being capable of transporting a larger cargo than what is transported in conventional motorcycles.

(15) In addition to the above, the chassis (1) of the electric vehicle comprises two assemblies for stabilizing the vehicle: the rear traction and steering assembly (15) and the front suspension and inclination assembly (16). The rear traction and steering assembly (15) is responsible for steering the vehicle and driving it during movement. Preferably, this module is connected to the electronic module (5) and to the batteries (14) of the electric vehicle, for managing the movement and the steering of the vehicle. The front suspension and inclination assembly (16) has the function of keeping the vehicle stable, especially in curves.

(16) For the correct stabilization of the vehicle comprising the chassis (1), both front and rear assemblies (15, 16) are attached by the central shaft (9) going through the loading bed (1′). The front assembly (16) is connected to the front wheels (2′, 2″) and the rear assembly (15) is connected to the rear wheel (2). Preferably, the loading bed (1′) has a rear opening (17) for housing the rear assembly (15) and the rear wheel (2). Furthermore, the front assembly (16) is arranged in a front support (18) of the loading bed (1′), as shown in FIG. 3.

(17) A detail of the front suspension and inclination assembly (16) is shown in FIG. 4. Said front assembly (16) comprises: upper suspension wishbones (19); lower anchoring wishbones (20); connecting journals (21); a stiffening bridge (22); a secondary shaft (23).

(18) The stiffening bridge (22) is housed partially in the front support (18), integrally attached to the central shaft (9) of the chassis (1), whereas the front support (18) of the loading bed (1′) pivots freely around the central shaft (9) through one of the bearings (11). The upper suspension wishbones (19) are connected to the stiffening bridge (22) through a pivoting connection around a secondary shaft (23). The upper suspension wishbones (19) are connected in an articulated manner through connecting journals (21) to the lower anchoring wishbones (20). The lower anchoring wishbones (20) are fixed to the front support (18) of the loading bed (1′), and the connecting journals (21) are connected to the front wheels (2′, 2″).

(19) When the vehicle takes a curve, the driver moves into the curve as if it were a motorcycle; in that moment, the inclination is transmitted both to the front assembly (16) and to the rear assembly (15). The rear assembly (15) transmits the inclination to the rear wheel (2) since the shaft of the rear wheel (2) is integral with said rear assembly (15) and also transmits the inclination to the front assembly (16) since both assemblies are attached by means of the central shaft (9). Since the inclination is transmitted to the front assembly (16), the stiffening bridge (22) is immediately inclined. Since the stiffening bridge (22) and the upper wishbones (19) have a pivoting connection, the upper wishbones (19) pivot around the secondary shaft (23), causing said inclination to be transmitted in turn to the connecting journals (21) (and from them to the front wheels (2′, 2″)), since their shafts are integral with the connecting journals (21)), but keeping said inclination isolated to the lower anchoring wishbones (20) and to the front support (18) of the loading bed (1′). Therefore, the function of the stiffening bridge (22) is to be inclined in the curve and to transmit the inclination in a parallel manner to the front wheels (2′, 2″), but keeping the loading bed (1′) horizontal. This novel design keeps the vehicle stable in the path of curves. Therefore, when describing a curve, the vehicle is inclined but the loading bed (1′) pivots around the central shaft (9) by means of the support on the e.g. needle or ball bearings (11) anchored to the chassis (1), with there being no rigid connection between both and allowing a free rotation. The loading bed (1′) is thus isolated from the inclinations of the vehicle at all times. That is a tremendous advantage, since the vehicle is stable on curves whereas the cargo remains horizontal.

(20) Therefore, this distribution and novel technical elements combine in one and the same electric vehicle the inclination capacities of motorcycles or three-wheeled cycles with the cargo properties of a substantially planar chassis (1) closer to the conventional chassis of a truck.

(21) The fundamental advantage of the vehicle of the invention resides in the inclination capacity of the vehicle to facilitate describing curves, while keeping the cargo horizontal relative to the ground, bringing together the best aspects of automobiles (stability, safety, cargo capacity, etc.) with the best aspects of motorcycles (flexible in the city center, narrower and more accessible, more moderate consumption, etc.).

(22) As can be observed in FIG. 3, the chassis (1) of the electric vehicle additionally has the functionality of providing structure stiffness to the vehicle due to its distribution and design, surpassing the stiffness and stability of a conventional motorcycle.

(23) Another one of the main advantages of the electric vehicle of the invention resides in the distribution of the elements in the chassis (1) in the vehicle. The distribution of these elements optimizes the use of space and the stability of the vehicle, while it increases cargo capacity and volume, without the need to provide a vehicle that is as wide as an urban delivery car or van to that end. In this sense, the electric vehicle of the invention can be homologated and can park in parking spots intended for motorcycles, while at the same time being narrow enough so as to circulate on narrow streets and more inaccessible places for vehicles of another type. In addition, the electric vehicle of the invention is a clean vehicle and its CO.sub.2 footprint is inexistent.

(24) That is, the planar design of the loading bed (1′) and of the chassis (1) allows the cargo space for cargo that can be transported in a narrow and lightweight electric vehicle less than 90 cm wide to be optimized, being able to transport volumes for the cargo box (3) in the order of 200 l. Preferably, the cargo box (3) has substantial dimensions of 1.2×0.9×0.9 m.

(25) Moreover, the distribution of the cargo and of the elements in the chassis (1) allows the cargo to be in the order of 200-750 kg, maintaining the necessary stability and homologation for circulating and parking in parking spots intended for conventional motorcycles.