Patent Application
20250010936
The disclosed embodiments relate to a four-wheel driven, all-terrain vehicle which is particularly suitable for people with reduced physical ability (physical disablement). The embodiments are also intended for use off-road or on trails and paths with uneven ground and at the same time can be classified as a wheel chair according to national requirements and standards.
People with reduced physical ability (physical disablement) should be able to benefit from all the experiences in nature which is available around us in the same way as people without physical disabilities. Today, people with reduced physical ability (physical disablement) have limited opportunities for moving around outdoors in the woods and fields on their own. Wheel chairs and vehicles for disabled people are usually made to be used on even ground and creates problems for the user as soon as there are small obstacles, such as kerbstones, stairs and the like, and can for all practical purposes not be used in more rugged ground such as on trails where obstacles in the form of stones, roots and similar are found.
The products that are available in the market today, which are meant to be used in rough terrain have their limitations in passing vertical obstacles because of their spring geometry of the wheel suspensions. They also have outer dimensions, one or more, which fall outside the criteria given in order to be defined as a wheel chair in many countries, including Norwegian requirements in the traffic rules (as per 2021) and the European standard NS-EN 12184:2014. Subsidy schemes, which are available in Norway through the well fare system for people with reduced physical ability (physical disablement), require that the vehicle is defined as a wheel chair according to the traffic rules in order to be redeemed.
In the international patent application WO 2015/166241 A1 there is described a four-wheel bike for disabled which can be driven manually. An embodiment is related to a four-wheel drive bike with gravity propulsion where the spring geometry and the attachment points of the spring components can improve the driving dynamics. The disadvantage of such all-terrain vehicles is that they can only be used in downhill and must be brought back via another assisting means and is as such only practical for use in areas which are specially adapted for leisure activities.
On the internet there are several web pages which show vehicles for travel in terrain. For example, on the web page https://www.ev4.pl/en/mountain-cart.html, which show electric four-wheel driven vehicles for travel in the terrain. Another example can be found on the web page https://www.cyclonemobility.com/products/bowhead-reach-e-bike/, which show electric off-road vehicles.
The disclosed embodiments generally solve one or several of the problems of existing prior art.
More specifically, provided herein is a more effective terrain-travelling vehicle.
Also provided is a terrain-travelling vehicle which can pass obstacles found in the terrain in an effective way.
Also provided is a terrain-travelling vehicle which can safely make its way on steep slopes.
Also provided is a terrain-travelling vehicle which is safe to use for physically disabled people who are not capable of saving themselves out of situations where the vehicle is stuck.
Also provided is a terrain-travelling vehicle for physically disabled people which, in addition to being safe to use, also satisfies requirements to such vehicles in today's standards.
Hence, there is provided a four-wheel driven, all-terrain vehicle comprising a frame which is provided with a bracket device, which frame further comprises:
The front wheel suspensions on a all-terrain going vehicle, as defined above, provides a spring geometry which enables the vehicle to pass over vertical obstacles in nature. The outer dimensions of the vehicle, such as maximum length and width, can satisfy the existing national requirements and rules of individual countries, such as Norway, for vehicles for physically disabled people.
In an embodiment, the upper and lower, front control arms are preferably inclined relative to a horizontal plane such that they form an angle which is larger than 0 degrees, between the upper and lower, front control arms and a horizontal plane. Such an angle is usually called a kick-up angle.
In an embodiment the upper and lower, front control arms preferably have the same kick-up angle of around 15 degrees, but it may lie in the range of 15-30 degrees. In another embodiment the upper and lower, front control arms are preferably provided with individual adjustment of the kick-up angle to improve the driving properties of the vehicle.
A kick-up angle gives the vehicle better properties to pass obstacles, mainly vertical obstacles, and gives the vehicle the potential to pass over higher obstacles than without the kick-up angle. The upper and lower, front control arms with the kick-up angle, move aslant backward towards the driver when impacting an obstacle and the vehicle starts to climb over the obstacle. Another advantage of a positive kick-up angle is that it provides a softer impact when an obstacle hits the front wheel from the front.
In an embodiment, the upper, front control arms are preferably attached to the frame in the vicinity of the longitudinal centre line of the frame. For example, the upper, front control arms may be attached 37.5 mm from the longitudinal centre line, but preferably not more than 100 mm from the longitudinal centre line of the frame. The upper, front control arms preferably have a shortest length of 175 mm. In a preferred embodiment the upper, front control arms have a length of 273 mm. Such an embodiment provides longer control arms without increasing the width of the vehicle.
In an embodiment, the lower, front control arms, are preferably both curved A-arms. The lower, front control arms preferably extend from two connecting connections on the frame and substantially horizontally up to the lower, outer edge of the frame, at the left and right side of the frame respectively, and then curving in an arc over and down past the pipe elements of the frame and down to respective connecting connections on the lower part of the front link elements. With this design of the lower, front control arms they can move vertically without coming into conflict with the frame.
In an embodiment where the left, lower front connecting connection for the two lower, front control arms on the frame is in the region of the longitudinal centre line of the frame, preferably 17.5 mm from the longitudinal centre line, but not more than 80 mm from the longitudinal centre line of the frame. This is to obtain as long control arms as the frame geometry allows without increasing the width of the vehicle. The lower, front control arms have a length of at least 250 mm, but with a preferred length of 330 mm.
The advantage of having the connecting connections of the front control arms so close to the longitudinal centre line of the frame is to improve the ratio between the width length of the of the vehicle and the length of the control arms. The longer control arms that the vehicle has, the better spring properties the vehicle will have, which in turn provides better driving qualities in uneven terrain.
In an embodiment, the four-wheel driven, all-terrain vehicle may be designed such that:
In an embodiment, the four-wheel driven, all-terrain vehicle may be designed such that:
There is also provided a four-wheel driven, all-terrain vehicle comprising a frame which is provided with a bracket device, which frame further comprises:
In an embodiment of the two alternatives the lower, rear control arms are preferably attached to the frame with two connecting connections to the frame, one front and one rear connecting connection for each of the two control arms, with a distance of at least 250 mm between them in the longitudinal direction of the frame, and a connecting connection to the link element. The lower, rear control arms are shaped as A-arms.
In an embodiment of the two alternatives the front and rear connecting connection of the lower, rear control arms of the frame are preferably arranged in a distance of up to 80 mm from the longitudinal centre line of the frame, preferably 15 mm from the centre line. With this position of the connecting connections the length of the control arms are made as large as the frame geometry allows without increasing the width of the vehicle.
In an embodiment of the two alternatives the lower, rear control arms preferably have a length of between 250 mm and 350 mm, measured from a line between the connecting connections on the frame and perpendicularly out to the connecting connections on the link element.
In an embodiment of the two alternatives the right, lower, rear control arm is preferably connected to the frame with a right, rear, lower, front connecting connection and a right, rear, lower, rear connecting connection, and where the right, rear, lower, front connecting connection is connected to the frame vertically higher than the right, rear, lower, rear connecting connection, such that the right, lower, rear control arm is inclined relative to a horizontal plane, and the left, lower, rear control arm is preferably connected to the frame with a left, rear, lower, front connecting connection and a left, rear, lower, rear connecting connection, and where the left, rear, lower, front connecting connection is connected to the frame vertically higher than the left, rear, lower, rear connecting connection, such that the left, lower, rear control arm is inclined relative to a horizontal plane.
In an embodiment the lower, rear control arms are preferably arranged aslant relative to a horizontal plane, such that they form an angle between the lower, rear control arm and a horizontal plane which is larger than 0 degrees. Such an angle is usually called anti-squat in the technical terminology.
In another embodiment of the two alternatives the vehicle preferably has an anti-squat angle of at least 2 degrees, preferably 5 degrees. The vehicle will then obtain a better grip of the front wheels in an acceleration, which gives a better practicability in the terrain. Anti-squat also provides the vehicle with a better grip for the rear wheels in the terrain when braking which in turn increases the safety of the driver.
In an embodiment of the two alternatives, the right, rear wheel suspension and the left, rear wheel suspension preferably each has its upper camber link which is attached to the frame via the bracket device and each to a respective link element. The camber link is preferably a rod with an adjustable length, but it may also be a rod with fixed length.
All connecting connections to the two alternatives are preferably a type of a ball joint coupling, but one or several or all the connecting connections may alternatively be a link coupling and/or a ball-and-socket joint and/or a pivot joint and/or other devices that are suitable as a connecting connection.
In an embodiment of the two alternatives the right, upper, front control arm and the right, lower, front control arm is preferably connected to a right, front link element which is further connected to a right, front wheel hub and where the longitudinal axis of the right, front link element forms a positive caster angle, and where the left, upper, front control arm and the left, lower, front control arm is connected to a left, upper, front control arm and the left, lower, front control arm are connected to a left, front link element which is further connected to a left, front wheel hub and where the longitudinal axis of left, front link element forms a positive caster angle.
The caster angle should be understood such that it is the angle between the vertical axis of the link element and the longitudinal axis of the link element. The caster angle is positive when the longitudinal axis of the link element meets the ground/road surface in front of the vertical axis of the link element.
In another embodiment of the two alternatives the vehicle preferably has a positive caster angle of at least 5 degrees, and preferred of 15 degrees. Such a caster angle will provide a better directional stability while at the same time making the front wheels to straighten up after a curve.
The four-wheel driven, all-terrain vehicle according to claim 2, wherein the right, upper camber link and the left, upper camber link are adjustable for individual adjustment of a camber angle.
Front wheels with a positive caster angle also lean inwards in the same way as when one leans in a curve when bicycling or driving a motorbike such that the stability and the grip is improved, which in turn improves the practicability in the terrain and improves the safety for the driver of the vehicle.
In an embodiment of the two alternatives the right, upper camber link and the left, upper camber link are preferably adjustable for individual adjustment of the camber angle.
The camber angle is the angle between the centre axis of the wheel relative to the vertical axis of the wheel when seen from the front or the rear of the vehicle. If the bottom of the wheel is further away from the longitudinal axis of the vehicle than the top of the wheel, it can be said to have a negative camber angle. If the top of the wheel is further away from the longitudinal axis of the vehicle than the bottom of the wheel, it can be said to have a positive camber angle. A wheel which is completely vertical will have a camber angle of zero degrees.
The advantage of having a negative camber angle on a vehicle is to increase the stability of the vehicle, especially in a curve, and especially important in a curve at high speed. On the other hand, with a negative camber angle the curving resistance. The all-terrain vehicle disclosed herein may therefore advantageously be provided with a little positive camber angle in order to reduce the effort to turn the vehicle and thereby increase the practicability in uneven terrain.
In an embodiment of the two alternatives, the right front wheel suspension is provided with a right, front damping device and the left front wheel suspension is provided with a left, front damping device, where the right, front damping device is attached to the frame and either the right, upper, front control arm or the right, lower, front control arm, and
In a further embodiment of the two alternatives, the right rear wheel suspension is preferably provided with a right, rear damping device which is attached to the bracket device and the right, lower, rear control arm, and wherein the left rear wheel suspension is preferably provided with a left, rear damping device which is attached to the bracket device and the left, lower, rear control arm.
In an embodiment of the two alternatives, the vertical spring suspension is preferably at least 150 mm, at preferred at least 190 mm, for better practicability and driving properties in uneven terrain.
In an embodiment of the two alternatives, the damping devices are preferably a combination of hydraulic damping and a mechanical spring, such as a helical springs or leaf springs. Alternatively, pneumatic damping may used or a combination of these such that the damping devices can function as springing and damping for the vehicle.
In an embodiment of the two alternatives, the position of the two front damping devices for the front wheel suspensions are preferably arranged such that they do not come into conflict with the driver's leg placements, i.e. in a way such that the driver can place his or her legs below the upper, front control arms and above the lower, front control arms.
In an embodiment of the two alternatives, both front wheels are preferably each provided with its propulsion device for individual drive of the front wheels, and both rear wheels are each provided with its propulsion device for individual drive of the back wheels.
It is an advantage to provide each of the wheels with a propulsion device such that the vehicle gets a better practicability in uneven terrain and the vehicle then does not need a differential lock since there is no drive line between the wheels.
In an embodiment of the two alternatives, the front wheels and/or the rear wheels are preferably provided with over-dimensioned tyres (ie. fat-bike wheels).
The advantage with over-dimensioned tyres, typically 3,7″ or larger, is that they are developed for driving on soft and unstable terrain, such as snow or sand, but is also very suitable for deep mud and driving which is considered to be normal driving in the terrain. Over-dimensioned tyres provide a larger carrying capacity, inflict less damage to the nature, provide better grip and traction and provide extra damping for increased comfort and reduced impact from impacts and shocks from rugged terrain.
In an embodiment, the steering column is preferably arranged in a substantially vertical position and is connected to the frame above the position of the legs of a driver, and a steering bracket is preferably connected to the steering column and a position damping device is connected to the frame and the steering bracket.
The position damping device is preferably a device for the steering device to make it easier to hold the steering device stable in a given position. At an impact or a shock to the front wheels the position damping device will dampen the excursion which affects the direction and it will be easier for the driver to keep control of the steering. The position damping device will also function as an end stop for the front wheels so that they don't come into conflict with the frame in a sharp curve.
In an embodiment of the two alternatives, the position damping device for the steering device preferably comprises a hydraulic damping device. Alternatively, the position damping device may comprise a helical spring, a rubber device or a pneumatic device.
In an embodiment of the two alternatives, the right tie rod is preferably connected to the steering bracket and the right tie rod bracket and a left tie rod is preferably connected to the steering bracket and the left tie rod bracket, and where the right and left tie rods are preferably arranged in a substantially horizontal position above the leg placement of the driver.
The advantage of having the leg placement of the driver below the steering column which is connected to the steering bracket comprising the tie rods, as well as the upper, front control arm, is that that such a design reduces the total length of the vehicle as compared to if the leg placement is behind the steering column with a large steering bracket and tie rods.
In an embodiment of the two alternatives, the steering column is preferably substantially vertically arranged or slightly inclined backward towards the driver when the vehicle is arranged on a horizontal ground such that the steering device is arranged in a plane that is substantially horizontal when the steering device is turned about the longitudinal axis of the steering column. The steering device is preferably normal handlebars, but may also be a steering wheel, a joystick, a handle or another adapted steering device for drivers with reduced physical abilities.
The advantage with such an embodiment is that one avoids impacts between the steering device and the legs of the driver when going through a curve, i.e. the steering device is turned. Drivers having legs with reduced functional ability or no functional ability, will not be able to move the legs while passing through a curve if the steering device should come into conflict with the positioning of the legs, and it is therefor an advantageous feature that the steering device can be kept in a horizontal plane when turning.
In an embodiment of the two alternatives, the frame is made of pipe elements and the frame is designed such that the pipe elements can be used as a grab handle during transfer in and out of a seat for drivers with reduced physical ability. The pipe elements can extend downwards along each side, or horizontally as an armrest of the seat and can be used when moving into and out of the seat. It is also possible to connect auxiliary equipment to the pipe elements, such as other aiding devices for the movement of the driver or positioning in the seat, or other types of auxiliary equipment such as storing space, brackets for luggage, charging cable, cup holder etc.
In an embodiment of the two alternatives, the vehicle is preferably a wheel chair for drivers with reduced physical ability. The term wheel chair does not have common, global definition and the vehicle must be adapted to national laws and standards which are implemented for wheel chair in the respective countries, or states, where the vehicle is sold or marketed as an electric, four-wheel driven all-terrain wheel chair.
The requirements to the dimensions and speed of wheel chairs in Norway is given in the Norwegian traffic rules § 1, No. 1 with letter I (L). These requirements are:
In addition to these requirements, NS-EN 12184:2014 is also applicable to electrically driven wheel chairs.
In an embodiment of the two alternatives, the vehicle preferably satisfies one or more of the requirements to motorized and/or electric wheel chairs according the requirements and standards in force.
In an embodiment of the two alternatives, the vehicle is preferably an electric vehicle. The propulsion device is preferably an electric motor, but may also be a petrol, diesel, hydraulic or pneumatic motor. The vehicle may also be used without a motor where the vehicle is moved via added pushing power and/or via gravitational propulsion downhill.
In an embodiment of the two alternatives, the vehicle is preferably provided with a rollover bar and seat belts to protect the driver. The rollover bar may be detachable, in order to reduce the size of the vehicle in connection with transport and storage.
The seat belts may be designed for driver with reduced physical ability (physical disability), where the functioning of the seat belts is not only for safety during an impact, but also to keep legs, arms and upper part of the body or other parts of the body stable enough for the driver to steer and control the vehicle in a safe way.
In an embodiment of the two alternatives, the all-terrain vehicle is preferably provided with one or more brake devices for the wheels. The brake devices preferably comprise brake discs and brake pads, but may also comprise another type of suitable brake devices for such a vehicle.
The brake device in front is preferably connected such that a left handle and/or a left pedal works on both front wheels and the rear brake device is preferably connected such that a right handle and/or pedal works on both rear wheels.
In an embodiment of the two alternatives, the all-terrain vehicle is preferably provided with a control system which comprises a display to show the driver data such as battery status, speed, gear-indication, error messages, but also other parameters such as gps-position, route plan, charging plan, clock etc. The driver will thereby get safer experience and it makes the planning of drives much easier.
In a further embodiment of the two alternatives, the all-terrain vehicle is preferably arranged such that the driver has speed control and gear shift on the steering device of the vehicle in the form of handles or buttons.
Non-limiting embodiments of the present invention will now be described in more detail with reference to the attached figures, where
The figure also shows how the lower, front control arms 12, 13 are shaped as curved A-arms, where the lower, front curved A-arms extend substantially horizontally from about the longitudinal centre line of the frame 1 and out over the outer pipe elements 36 of the frame 1 and down to the right, lower joint connecting connections 58, 61 at a lowermost part of the front link elements 23, 24.
The figure further shows an embodiment of the roll bar 38 of the vehicle which is arranged behind the seat 37 and which will extend above the head of the driver such that it protects the driver in an overturn. The figure shows an embodiment of the steering device 34 provided with a display which can show for example a map, speed, battery status etc. The figure further shows that all wheels 6, 7, 8, 9 are provided with over-dimensioned tyres (fat-bike wheels).
The figure further shows an embodiment of the roll bar 38 of the vehicle which is arranged behind the seat 37 and which will extend above the head of the driver such that it will protect the driver in an overturn. The figure also shows the steering device 34 provided with a display which can show for example a map, gps position, speed, battery status etc. The figure further shows that all wheels 6, 7, 8, 9 are provided with over-dimensioned tyres (fat-bike wheels).
The figure also shows left, rear, lower, rear connecting connection 75 and left, rear, lower, front connecting connection 76, both preferably ball joint couplings, but may alternatively be a pivot joints, ball-and-socket joints, link couplings other suitable devices for the left, lower, rear control arm 15 to the frame 1. It is clearly shown that there is a give distance between them in the longitudinal direction, preferably 250 mm, but this may adjusted depending on the position of the seat 37. It is also conceivable that the connecting connection 75 is arranged in front of the seat (not shown here). The connecting connections 75, 76 are preferably ball joint couplings, but may alternatively be a pivot joint, ball-and-socket joint, link coupling or another suitable connection. The figure further shows the roll bar 38 and how it is an extension of the frame 1.
The figure shows the front damping devices 26 and 27 and how they preferably are connected between the lower, front control arms 12 and 13 and the frame 1. The figure also shows the upper, front control arms 10 and 11 and how they preferably are connected to the frame 1 and to their respective link elements 23 and 24, and from there further connected together with their lower, front control arms 12 and 13. The figure shows the connecting connections which preferably are ball joint coupling, but may also be a pivot joints, ball-and-socket joints, link couplings or another type of suitable connection, for the upper control arms 10, 11, 12 and 13 where the front connecting connections 50, 53, 56 and 59 are located vertically higher than the rear connecting connections 51, 54, 57 and 60.
There is further shown an embodiment of the camber links 16 and 17 and how they are connected with their connecting connections 68 and 70, here shown as link coupling, to the bracket device 18 and their connecting connections 69 and 71, here shown as ball joint coupling, but may also be a link coupling, pivot joint, ball-and-socket joint or other suitable connections, to their link elements 25 and 26. Further, the lower, rear control arms 14 and 15 are connected with their connecting connections 74 and 77, here shown as link connections that rotate about an axis, to their connecting connections 25 and 26 and are thereby connected to the upper camber links 16 and 17. Further, the lower, rear control arms 14 and 15 are connected to the bracket device 18 via the connecting connections 73 and 76, here shown as link coupling. The figure further shows a right, rear damping device 28 and a left, rear damping device 29 which are attached to each lower, rear control arm 14 and 15 and to the bracket device 18. The damping devices 28, 29 may function as both springing and damping for the rear suspensions 4 and 5.
The figure also shows the bracket device 18 with its two parts, a front bracket 18a and a rear bracket 18b. The figure shows the upper camber links 16 and 17 with their respective connecting connections 69 and 71, here shown as ball joint couplings, but may alternatively be link couplings, ball-and-socket joints, pivot joints or other suitable connections, which are connected with their respective link connections 25 and 26.
The figure clearly shows how the frame's 1 front part is formed with a frame as a fork down on each side of the foot-/leg placement and in front of the foot placement. The figure shows the substantially horizontal upper, front control arms which are arranged above the foot-/leg placement of the driver and the substantially vertical steering column ends in the steering bracket in a position above the foot-/leg position of the driver, and where the substantially horizontal tie rods are arranged above the foot-/leg position of the driver. Such a geometry of the frame 1 affects the maximum length of the vehicle such that the length of the vehicle does not exceed the requirements for the outer dimensions which are defined for wheel chairs in many countries.
The figure also shows the vertical axis 80 of the steering column and the longitudinal axis 79 of the steering column, where it is indicated a turning about the longitudinal axis of the steering column 79 where the steering device 34 keeps its substantially horizontal position on turning about the longitudinal axis 79 of the steering column since the longitudinal axis 79 of the steering column is just slightly tilted backwards towards the driver relative to the vertical axis 80 of the steering column. The steering device 34 will then not come into conflict with the legs of the driver on turning about the longitudinal axis 79 of the steering column. In order for the steering column (A) not to come into conflict with the legs of the driver, the steering column (A) is preferably attached to a steering bracket 33 in a vertical position on the frame 1 above the legs of the driver, and the steering bracket 33 is further connected to a right and a left tie rod 31 and 32 which are also arranged in a vertical position above the legs of the driver. The front control arms and the tie rods preferably have connecting connections which are ball joint couplings to both the frame 1 and the link elements 23 and 24, but may also be ball-and-socket joints, link couplings, pivot joints or other suitable connections.
| Number | Date | Country | Kind |
|---|---|---|---|
| 20211370 | Nov 2021 | NO | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/NO2022/050256 | 11/11/2022 | WO |
