A sustainable transportation vehicle

Abstract

A transportation vehicle (100), in particular electric transportation vehicle (100) is provide. The vehicle comprises a chassis (102) and two wheel hub motors (104) including wheels (106), the two wheel hub motors (104) being configured to be mounted on the chassis (102), respectively, on the left and right side of the transportation vehicle, and a control unit configured to operably connected to the two hub motors, wherein the transportation vehicle (100) is configured to accommodate a driver, preferably in a seated position, and wherein the control unit is configured to control the two hub motors to maintain self-balancing and stability of the transportation vehicle, to execute the driver's command for acceleration, braking and steering of the transportation vehicle, and / or to enhance stability control of the transportation vehicle, especially in challenging conditions such as slippery roads or extreme situations.

Description

[0001] A SUSTAINABLE TRANSPORTATION VEHICLE

[0002] The present invention relates to a transportation vehicle. In particular, to an electric transportation vehicle for urban environments.

[0003] The constantly growing traffic poses significant challenges for large cities, and for years, metropolises like Paris and London have been attempting to banish combustion engine vehicles from city centres to improve air quality, reduce noise pollution, and consequently enhance the overall quality of life in urban areas. However, this endeavour has seemed like a hopeless battle for decades, as city dwellers require practical mobile solutions that are flexible, weather-resistant, affordable, and ideally powered by sustainable resources, a goal that has proven challenging to achieve so far.

[0004] Neither e-bikes nor current electric vehicles present viable solutions, as daily use in everyday life becomes impractical for most people due to weather conditions, or heavy electric vehicles require powerful electric drives, which, in turn, demand substantial energy and high-energy charging stations. Establishing the necessary infrastructure and energy coverage in cities to replace the current fleet of vehicles with electric ones appears neither feasible nor effective at this point.

[0005] It is therefore an object of the present invention to develop a transportation vehicle tailored for urban settings, fostering an everyday eco-friendly system with sustainable energy and practical mobility in cities. In particular, the purpose of the transportation vehicle extends beyond merely utility (e.g. a utility vehicle), aiming to deliver an enjoyable experience through a combination of high agility, technological innovation, and urban flexibility.

[0006] This object is achieved in the present invention by a transportation vehicle according to claim 1 . Accordingly, the transportation vehicle comprises: a chassis and two wheel hub motors (each including a wheel), the two wheel hub motors being configured to be mounted on the chassis, respectively, on the left and right side of the transportation vehicle (e.g. along a lateral axis running from the left to right of the vehicle), and a control unit configured to operably connected to the two hub motors, wherein the transportation vehicle is configured to accommodate a driver, preferably in a seated position, wherein the control unit is configured to control the two hub motors to maintain selfbalancing and stability of the transportation vehicle, to execute the driver’s command for acceleration, braking and steering of the transportation vehicle, and / or to enhance stability control of the transportation vehicle, especially in challenging conditions such as slippery roads or extreme situations.

[0007] The invention is based on the basic idea to provide an eco-friendly and lightweight transportation vehicle for urban environments, promoting sustainable mobility. The transportation vehicle comprises a chassis incorporating two wheel hub motors, and two side-mounted wheels coupled to the wheel hub motors. The two hub motors are coupled and / or mounted to / on the chassis on two sides of the transportation vehicle. This is normally on the left and right side of the vehicle, e.g. along a lateral axis running from the left to right of the vehicle. A control unit is provided for controlling the wheel hub motors and sensors included in transportation vehicle to thereby to maintain selfbalancing and stability of the transportation vehicle. The control unit is further configured to implement the acceleration, braking and steering of the vehicle according to the command input by the driver, and to support the stability control, for example, in slippery roads or extreme situations. The side arrangement of the wheels leads to enhanced driving dynamics and high agility, allowing the vehicle to execute turns, even when stationary position. In particular, the lightweight monocoque frame of the vehicle enhances energy efficiency and overall performance of the vehicle.

[0008] In particular, the transposition vehicle further comprises a passenger cabin (a passenger compartment) configured to accommodate a driver, preferably in a seated position.

[0009] In particular, the transposition vehicle further comprises a sliding unit that is configured to connect the passenger cabin to the chassis and to provide a guided pathway for the movement of the passenger cabin. In particular, the sliding unit comprises e.g. a linear rail system. The linear rail system comprises, for example, of straight rails or tracks that allow for linear movement along a specified path.

[0010] In particular, the linear rail system comprises, for example, a linear motor, a spindle drive, a belt drive, a chain drive, or an electromechanical cylinder.

[0011] In particular, the passenger cabin is configured to be moved forward and backward relative to the chassis using the sliding unit.

[0012] For example, in the park position, the chassis and wheels are arranged in a rearmost position. In other words, when the vehicle stops and wants to park, the front wheels are lowered, the drive wheels and motors are moved all the way to the rear and the vehicle is lowered again at the front by slowly retracting the front wheels. The vehicle then opens and the passengers can get out.

[0013] The reference position defines a predefined position where the transportation vehicle is stationary and the control unit does not exert any forces, e.g. when it is parked.

[0014] In particular, the sliding unit is configured to be intergraded into or attached to the chassis, allowing for precise positioning and control of the movement of the passenger cabin relative the chassis.

[0015] In particular, the transportation vehicle, in particular the chassis or the passenger cabin, further comprises a connecting element (e.g. a connecting beam, a link arm or a tie bar).

[0016] For example, the connecting element is provided in the rail system, positioned between the passenger compartment and the chassis.

[0017] The connecting element can be located either in the passenger cabin or in the chassis.

[0018] In particular, the connecting element and / or the running gear may be embodied as a beam (or structural component) that spans the width of the transportation vehicle and connects the left and right sides. It may also serve as a linking beam in the suspension system of the transportation vehicle.

[0019] In particular, the transportation vehicle further comprises a suspension unit.

[0020] In particular, the suspension unit comprises a motorized cardanic suspension system (gimbal).

[0021] For example, the suspension unit is arranged between the passenger compartment and the chassis and configured to provide a leveling mechanism for the passenger compartment.

[0022] Advantageously, this ensures that, even during movement, the passenger compartment maintains a consistent longitudinal alignment, tilt, and level orientation. In this way, the chassis is configured to be rotated back and forth (oscillate) depending on the driving situation, but this movement is not perceptible in the passenger compartment.

[0023] In particular, the transportation vehicle comprises a stabization system (preferably a gyroscopic stabilization system) configured to be arranged in the passenger compartment.

[0024] For instance, two counter-rotating discs or rings are mounted onto a structure in the passenger cabin and configured to pivot around a transverse axis. This system creates a stabilizing force to counteract unwanted motion. Additionally, by tilting the masses during maneuvers like braking or accelerating, control forces, such as gyroscopic forces are directed to support these actions.

[0025] Expanding the two-mass configuration, a four-mass configuration may be used. The four-mass system includes two additional counter-rotating masses (e.g. discs or rings), significantly amplifying the stabilizing effects and providing finer control over the system's dynamic responses. In particular, the chassis is configured to tie (link) together different parts of the suspension system, providing additional support and stability.

[0026] In particular, the running gear of the transportation vehicle is disposed at a position between the two wheels hub motors, and is coupled to the chassis, preferably to the wheel hub motors. This arrangement further enhances the stability and controlling wheel movement.

[0027] For example, the chassis is configured to tie (link) together different parts of the suspension system, providing additional support and stability.

[0028] In particular, the connecting beam can be formed as an integral part of the chassis or can be attached thereto.

[0029] In particular, the wheel hub motors are housed on the sides of the chassis. The wheel hub motors are coupled to the sliding unit and configured toenable height adjustment of the wheels.

[0030] The height of the wheel hub motors is configured to be vertically adjusted using electric motors.

[0031] The height adjustment allows for a subtle inclination in the direction of the curve while driving (e.g. the passenger cabin slightly tilts when cornering), creating the "street surfer" effect. Advantageously, increased driving dynamics are achieved.

[0032] Advantageously, such configuration of the wheels and sliding unit helps to maintain the alignment and stability of the transportation vehicle during various maneuvers, such as turns or curves. The transportation vehicle has extremely high agility (mobility) due to the two side-mounted wheels. Allowing it to execute turns even while stationary.

[0033] In particular, the transportation vehicle is designed and configured to be parked perpendicular to the pavement. The ability to adjust the height of the wheels, lowering them, if necessary, allows for increased versatility and adaptability in various parking scenarios. For example, lowering the passenger cabin during the parking process, an optimised upright entry and exit position is achieved and both passengers can safely exit directly from the vehicle onto the pavement.

[0034] This feature advantageously enhances the vehicle's convenience and ease of use in diverse parking conditions.

[0035] In particular, the wheels of the wheel hub motors, each have a diameter between 80 cm to 12 cm, preferably 80, 90, 100, 110 and 120 cm.

[0036] In particular, the transportation vehicle is configured to be operated at speeds of up to 130 km / h, for example up to 80, 90, 100, 110, 120 and 130 km / h.

[0037] In particular, the weight of the transportation vehicle may range from 400 to 800 Kg without the power source.

[0038] In particular, the chassis or the passenger compartment is further configured to accommodate the control unit.

[0039] In particular, the transportation vehicle is configured to be accelerated and decelerated by, respectively, forward and backward displacements of the passenger cabin along the sliding unit. In this way, the transportation vehicle accounts for weight redistribution, where acceleration or deceleration is balanced by repositioning the passenger cabin relative to the chassis.

[0040] In particular, the control unit comprises at least one of a processor, a gyroscope and a sensor.

[0041] The control unit is configured to process data from the sensors and gyroscope and adjust the speed and direction of the electric motors (two wheel hub motors) accordingly. Advantageously, the control unit is configured to leverage processed data, enabling it to effectively preserve balance, regulate speed and direction, and guarantee a secure and stable riding experience for the driver. In particular, the control unit incorporates sensors such as inclinometers (gyroscopes), accelerometers, encoder sensors, tilt sensors, and load sensors. These sensors continuously provide real-time data on the driver's balance, vehicle orientation, speed, and weight distribution, which, in turn, contributes to the overall control and stability of the transportation.

[0042] The control unit, in particular, acts as the central processing unit, utilizing data from the sensors to maintain balance, control speed, and facilitate turns.

[0043] In particular, the gyroscopes are integral to the control system, particularly in the context of acceleration and deceleration. These devices contribute to maintaining balance by sensing any deviations from the reference position, e.g. neutral position of the passenger cabin with respect to the chassis.

[0044] In particular, the gyroscope is configured to continually monitor the position of the passenger cabin and the orientation of the transportation vehicle in real-time, working in tandem with accelerometers and other sensors to provide dynamic adjustments that enhance stability and control during changes in speed.

[0045] In particular, the transportation vehicle comprises a stabilization system (preferably a gyroscopic stabilization system).

[0046] For instance, the stabilization system comprises two counter-rotating discs or masses are mounted on a structure at the two front corner of the passenger cabin and configured to pivot around a transverse axis.

[0047] The counter-rotating masses generate a stabilizing inertial moment (gyroscopic effect), which helps maintain the balance or orientation of the system. By tilting or swiveling the rotating masses, the gyroscopic effect can be leveraged to counteract forces during braking or acceleration. This adds an additional layer of dynamic control to the system.

[0048] Expanding the two-mass configuration, a four-mass configuration may be used. The four-mass system includes two additional counter-rotating masses (e.g. discs or rings) that are arranged at four comers of the passenger cabin, significantly amplifying the stabilizing effects and providing finer control over the system's dynamic responses. Each pair rotates in opposite directions and pivots around a transverse axis. The additional masses increase the overall inertial moment, enhancing the stabilization effect compared to the two-mass system.

[0049] Like the two-mass system, the masses can be tilted to assist with dynamic maneuvers, such as braking or accelerating. The use of four masses provides greater control and stability due to the increased gyroscopic forces.

[0050] The control unit is further configured to response rapidly to the driver’s movements, ensuring a smooth and intuitive riding experience. Additionally, the control unit implements safety measures, such as slowing down or stopping or deploying nose wheels, in response to sudden changes or obstacles, prioritizing user safety during operation.

[0051] In particular, the passenger cabin carries the vehicle's payload (including the passenger compartment with comfort features). The sliding unit (e.g. a linear rail system) incorporates a drive system and provides feedback on the cabin's position. The vehicle's frame provides structural support and houses, for example, the energy storage, control, and driver electronics. The frame also serves as the connection point for the wheels and motors. The wheels are powered and provide feedback on their rotational speed.

[0052] The vehicle's balance is achieved through a gyroscopic control system, which helps maintain stability. Acceleration and braking are controlled by shifting the passenger compartment using the sliding unit, causing a redistribution of weight that influences the vehicle’s movement.

[0053] During cornering, the active suspension system tilts the passenger compartment slightly in the direction of travel, which enhances the vehicle's dynamics, ensuring smoother and more responsive turns. This tilt behavior can be individually adjusted via an app, allowing the user to customize the driving experience. In particular, the transportation vehicle further comprises a power source that is configured to power the transportation vehicle (e.g. the wheel hub motors).

[0054] In particular, the power source comprises a rechargeable battery, a fuel cell or a combination thereof.

[0055] In particular, the passenger cabin comprises a compartment or housing for the battery, e.g. close to the vehicle's seats or under the driver or passenger seat.

[0056] This placement advantageously ensures that the weight of the battery is distributed evenly, contributing to the vehicle’s stability.

[0057] In particular, the power source comprises a rechargeable battery that supplies electricity to the electric motors. The battery capacity determines the range the transportation vehicle can travel on a single charge.

[0058] In particular, the transportation vehicle comprises a charging port and the charging process can be carried out via a quick-charging station or via an ordinary household electricity.

[0059] In particular, the power source (e.g. the battery) is portable and configured to be removed from the vehicle.

[0060] In particular, the battery is housed in protective enclosures equipped with wheels.

[0061] In this way the battery is shielded from external impacts and can be easily transported by a person for charging at a desired location (e.g. in the home).

[0062] In particular, the transportation vehicle further comprises a charging socket disposed at a rear position of the transportation vehicle, preferably at a base plate of the passenger cabin.

[0063] In particular, the transportation vehicle further comprises a steering unit configured to steer the transportation vehicle and to control speed. For example, the steering unit comprises a handlebar, arranged within the passenger cabin, that the driver can hold for additional stability and control.

[0064] The handlebar may further include a control interface for steering and speed adjustments.

[0065] In particular, the handlebar comprises a left grip and a right grip, wherein one of the grips is configured to accelerate and decelerate (i.e. braking function) the transportation vehicle, and the other one of the grips is configured to provide additional braking functions, for example in emergency situation.

[0066] In particular, the handlebar grips can be hold by the driver to navigate, control speed, and operate essential features for a safe and efficient driving experience.

[0067] In particular, when the driver indicates a desire to accelerate by backward twisting the handlebar grip, the passenger cabin is moved forward from the reference position. The control unit, i.e. the gyroscope, detects this displacement, prompting the control unit to adjust the speed of the wheel hub motors accordingly. This adjustment propels the transportation vehicle forward.

[0068] Conversely, by forward turning of the handlebar grip the transportation vehicle reduces its speed and brakes . The gyroscope senses this change (deceleration), and the control unit modulates the motor speed, ensuring a controlled and smooth slowdown.

[0069] In particular, the right handlebar grip includes a braking feature for applying braking force to the wheels. For example, turning the right handlebar grip backward leads to acceleration, while rotating it forward results in deceleration and, ultimately, braking of the transportation vehicle.

[0070] In particular, the left handlebar grip includes (features) an extra brake (e.g. a brake lever) designed for emergency situations, offering an additional braking mechanism to enhance safety and control. For example, full application of the handlebar or the forward twisting of the handlebar grip initiates emergency braking, while a lighter application results in a less intense braking action.

[0071] In particular, the left brake handle takes precedence and supersedes signals from the right accelerator handlebar grip.

[0072] In particular, the handlebar may further comprise an LED display or indicator light, to convey information about battery status, speed, and other relevant details to the driver.

[0073] In particular, the handlebar further comprises controls for turn signals, headlights, and horn, enhancing safety and communication on the road. For example, the controls are mounted onto the steering unit or the user interface unit.

[0074] The handlebar on the transportation vehicle serves as the primary control interface for the rider, facilitating steering, speed control, and various operational functions.

[0075] In particular, if the handle on the right is turned forward, the electric motors naturally brake the transportation vehicle. On the left handle, on the other hand, there is the handle for emergency braking, which also moves the front wheels downwards, bringing the transportation vehicle to a standstill as quickly as possible via the electric motors and the mechanical brakes on the front wheels. During this emergency braking, the drive wheels also move fully backwards.

[0076] In particular, the passenger cabin maintains a consistent inclination, and any variations in the chassis inclination are counteracted by the suspension unit.

[0077] In particular, the suspension unit comprises a motorised cardanic suspension (i.e. gimbal) that is configured for tilt compensation of the transportation vehicle.

[0078] In particular, the transportation vehicle comprises further a pair of nose wheels (front wheels) that are configured to support the vehicle’s movements, e.g. during parking or emergency braking. In particular, the front wheels are configured to be deployed (being lowered or extended) upon reaching the final parking position. Under normal driving conditions the front wheels are arranged in a retracted position (i.e. they pulled back).

[0079] The front wheels have the capability to be moved for driving at reduced speeds in winter conditions or traffic jams, function as support wheels.

[0080] In particular, the nose wheels are (e.g. movably) mounted beneath the chassis on a front side of the passenger cabin.

[0081] In particular, the nose wheels, along with the two wheels, contribute to distributing the weight of the transportation vehicle evenly on the ground when the transportation vehicle is stationery (e.g. parked).

[0082] In particular, in the event of emergency braking, the nose wheels are extended (deployed), providing additional support during the braking process of the transportation vehicle.

[0083] In particular, the transportation vehicle further comprises at least one seat disposed in the passenger cabin for the driver. A further seat for a passenger may also be included in the passenger cabin.

[0084] In particular, the transportation vehicle, preferably the passenger cabin, comprises at least one door for entering and exiting the transportation vehicle and at least one window.

[0085] In particular, the at least one door comprises a front hatch-door (e.g. a top-hinged door or a forward-facing access door).

[0086] For example, the front hatch doors are configured to be hinged at the front of the passenger cabin, i.e. attached forward-facing at a roof of the passenger cabin.

[0087] Advantageously, the front-loading doors are more space-efficient, allowing for a more compact overall vehicle design while maintaining convenient access to the passenger cabin’s space. The front hatch doors make it easier to load and unload items, especially in confined spaces or when there are obstacles behind or around the vehicle. This is particularly advantageous in urban environments or tight parking situations.

[0088] In particular, the transportation vehicle may further comprise a user interface unit for entertainment and infotainment and / or for controlling the vehicle’s speed.

[0089] The user interface unit serves as the central hub through which drivers and passengers interact with various features. For example, the user interface unit comprises a touchscreen display, physical controls (e.g. a joy stick or knobs), and voice recognition capabilities, allowing users to seamlessly control audio settings, access navigation features, connect with external devices, and manage climate controls.

[0090] For example, the transportation vehicle may further comprise a tablet (e.g. Apple or Android) incorporating an app for in-vehicle infotainment. In particular, the tablet is configured to be connected to the vehicle via Bluetooth, enabling the implementation of speakers and vehicle functions via the tablet.

[0091] In particular, the user interface may comprise an LED display or indicator light, to convey information about battery status, speed, and other relevant details to the driver.

[0092] In particular, the user interface unit may further comprise a mobile device (a smart mobile device or tablet) that is configured to be connected to the user interface unit.

[0093] In particular, the transportation vehicle further comprises a display unit that is configured to be disposed within the passenger cabin. Preferably, the display unit configured to provide information about the remaining power level, speed, distance travelled, or other operational data.

[0094] For example, the display unit is configured to be integrated into the steering unit.

[0095] In particular, the transportation vehicle (e.g. the control unit) is equipped with safety features that monitor and control the power output from the power source to ensure safe operation. In particular, the control unit is configured to continuously monitor the electrical parameters in the power electronics, and if these parameters deviate from the specified range, the vehicle will undergo braking and be safely brought to a stop in a safe parking position.

[0096] In particular, the weight of the vehicle is between 400kg and 800kg without battery.

[0097] The passenger cabin comprises a lightweight monocoque frame (e.g. aluminum or advanced composite including fillers of reinforcing fibers) and a sustainable lightweight outer skin (e.g. a cellulose structure).

[0098] In particular, due to the lightweight features of the transportation vehicle, traditional vehicle interior concepts cannot be applied. Nevertheless, the interior of the passenger cabin is configured to accommodate high-quality and attractive features for special equipment, ensuring a thoroughly comfortable experience.

[0099] In particular, the transportation vehicle offers a cost-effective solution for urban mobility, ensuring reliability for professionals such as tradespeople and healthcare providers. Depending on specified configurations, the utilization of premium materials is possible to craft an interior that fulfills comfort and exclusivity expectations.

[0100] Advantageously, the transportation vehicle is configured and designed to incorporate a variety of configuration options that pertain to a wide range of requirements regarding seating comfort and everyday practicality, providing a customized solution.

[0101] It is shown in

[0102] Fig. 1 a front side view of a transportation vehicle;

[0103] Fig. 2 a rear top view of a portion of the transposition vehicle;

[0104] Fig. 3 a side view of the transportation vehicle, indicating a front door in a closed position;

[0105] Fig. 4: a front side view of the transportation vehicle, indicating a front door in an open position; Fig 5 a front side view of the transportation vehicle, indicating nose wheels in a deployed position;

[0106] Fig 6 side views of the transportation vehicle, indicating nose wheels in retracted and deployed positions;

[0107] Fig 7 a rear view of the transportation vehicle, indicating a rear (back) door in an open position;

[0108] Fig 8 a front side view and a rear side view of the transportation vehicle;

[0109] Fig. 9 a top view and a side view of the transportation vehicle; and

[0110] Fig. 10 side views of the transportation vehicle.

[0111] Fig. 1 illustrates an example of a transportation vehicle 100.

[0112] Th transportation vehicle 100 is, for example, an electric transportation vehicle.

[0113] The transportation vehicle 100 comprises a chassis 102 that is configured to support a driver and at least one passenger.

[0114] The transportation vehicle 100 comprises two side wheels 106 coupled to wheel hub motors 104.

[0115] The wheel hub motors are positioned, for example, within a structure (a lateral guide) on the chassis that assists in guiding or controlling the lateral movement of the wheels.

[0116] This guide, for example, may include various components such as control arms, linkages, or other elements that contribute to the lateral stability of the vehicle.

[0117] For example, two wheel hub motors, each are incorporated into (integrated in) the chassis on a lateral axis running from the left to right of the vehicle (a side-to-side arrangement).

[0118] When mounted, the two wheel hub motors are laterally positioned at the rear section the chassis. Advantageously, the transportation vehicle can be parked sideways to the pavement and by lowering it during the parking process, an optimised upright entry and exit position is achieved and both passengers can safely exit directly from the vehicle onto the pavement.

[0119] The transportation vehicle has extremely high agility due to the two side-mounted wheels and can even turn when stationary.

[0120] A control unit (not shown) is provided in the transportation vehicle that is in communication with the two hub motors.

[0121] In particular, the control unit is configured to execute the driver's commands for acceleration, braking, and steering, and to enhance stability control in challenging conditions like slippery roads or extreme situations.

[0122] For example, the control unit comprises at least one of a processor, gyroscopic sensors and accelerometers.

[0123] The control unit is configured to maintain self-balancing and stability of the transportation vehicle.

[0124] Advantageously, the control unit is configured to presses data from various sensors maintain balance, control speed and direction, and ensure a safe and stable driving experience for the user.

[0125] The gyroscope and various sensors that are integrated into the connecting beam are configured to detect changes in the driver's balance and body position. These sensors are configured to continuously monitor the vehicle's orientation and adjust the motor speed to maintain stability.

[0126] The passenger cabin and chassis advantageously function as the fundamental structural framework that supports and integrates key components, providing the vehicle with stability, structural integrity, and overall strength. The transportation vehicle 100 further comprises a passenger cabin 110 (including a metallic frame) that is configured to accommodate, for example, the passenger and the driver in a seated position.

[0127] The passenger cabin 110 may further comprise compartments for a baggage, personal items or beverage bottles.

[0128] The passenger cabin 110 is movably coupled to the chassis 102. For example, the passenger cabin 110 is configured to be moved forward and backward relative to the chassis 102 in response to the driver demand or emergency braking situations.

[0129] The transposition vehicle 100 further comprises a sliding unit that is incorporated in the chassis 102.

[0130] The sliding unit is configured to connect the passenger cabin 110 to the chassis 102, and to provide a guided pathway for the movement of the passenger cabin 110.

[0131] The wheels (and wheel hub motors) are mounted on the side of the chassis 102, allowing for height adjustment of the wheels.

[0132] Advantageously, the vehicle framework plays a crucial role in vehicle safety by dispersing impact forces during collisions. The vehicle framework acts further as a mounting point, for example, for essential safety systems.

[0133] The chassis facilitates the attachment of the passenger cabin and wheel hub motors, supporting the overall design and contributing to the even distribution of loads for optimal handling and performance.

[0134] Advantageously, the vertical (height) adjustment can potentially influence the vehicle's behavior, allowing for changes in the inclination of the wheels and contributing to effects like a slight tilt in the direction of a curve, enhancing the "street surfer" experience. Fig. 2 illustrates a rear top view of a portion of the transportation vehicle.

[0135] A connecting element (a connecting beam) 112 (see Fig. 8) is integrated in the chassis 102 at a position between to the wheel hub motors. Alternatively, the connecting beam is configured to be incorporated in a base portion of the passenger cabin 110.

[0136] The connecting element 112 is further configured to accommodate the control unit.

[0137] For example, the connecting element 112, for example, in the form of a beam is an integral part of the chassis 102, extending from the left to the right side of the vehicle. The wheels 106 are mounted on the sides of the connecting beam 112. The sliding unit and control unit are also amounted onto the connecting beam 112.

[0138] For example, the sliding unit is attached to the middle of the connecting beam and extends along the front-to-back direction of the vehicle.

[0139] In this way, the connecting beam is part of the larger chassis structure and contributes to the overall integrity of the vehicle frame. The connecting beam further may play a role in connecting, for example, a suspension system 136 (see Fig. 9) to the chassis and may provide attachment points for various components.

[0140] Advantageously, the connecting beam, disposed between the two wheels and structurally connecting the wheels contributes to enhanced stability, especially during manoeuvres such as turns or changes in direction.

[0141] The connecting beam functions as a linking arm, helping minimize body roll and ensures that both wheels respond cohesively to changes in the road surface.

[0142] The transportation vehicle 100 further comprises a steering unit 114 for steering and control vehicle’s speed.

[0143] The steering unit 114 comprises a handlebar.

[0144] Alternatively, it is further envisaged that the steering unit in the form of a steering wheel, control lever, handle grip, or hand control may be incorporated in the passenger cabin. The handlebar serves as the primary control interface for the driver, facilitating steering, speed control, and various operational functions.

[0145] The handlebar comprises handlebar grips, where drivers hold on for control.

[0146] For example, the handlebar includes a speed control on the right grip, allowing the driver to accelerate or decelerate, thereby adjusting speed.

[0147] The right handlebar is configured to be operated by twisting the right handlebar grip.

[0148] When the driver twists the grip towards themselves (e.g. backward), causing the transportation vehicle to accelerate. Conversely, twisting the grip away from the driver (forward) reduces the electric power (decelerates), slowing down the transportation vehicle.

[0149] The left handlebar is further equipped with an additional braking feature (e.g. a brake lever) for emergency situations, providing an extra braking mechanism for enhanced safety and control.

[0150] For example, the transportation vehicle 100 is configured to be accelerated, via the handlebar, by moving the passenger cabin 110 forward relative to the chassis 102 on the sliding unit. This, in turn, causes shifting the centre of gravity forward and accelerating the vehicle through gyroscopic control.

[0151] The braking process takes place in the opposite direction, the passenger cabin 110 is moved backwards on the chassis 102 via the sliding unit, so that the centre of gravity shifts backwards, and the vehicle is braked by the gyroscopic control.

[0152] Advantageously, the present invention provides a novel approach to dynamic stabilization in vehicles with additional degrees of freedom. Instead of relying solely on motor adjustments to counteract tilt, stability is maintained by shifting the driver's cabin along a linear rail. This allows the system to compensate for forces that would otherwise cause imbalance, such as changes in speed or acceleration. Steering is achieved by varying the rotational speed and direction of the wheels. This approach also can be considered as modelling the vehicle's dynamics in terms of weight redistribution like a seesaw), where an acceleration acts as a weight on one side of the linear rail. This weight would then need to be balanced by shifting the driver's cabin along the linear rail.

[0153] The passenger cabin 110 remains constant in its inclination and the change in inclination of the chassis 102 is compensated for by the suspension unit 136. For example, the suspension unit comprises a motorised cardanic suspension.

[0154] In particular, the transportation vehicle 100, e.g. the handlebar 114, may further comprise a display unit, controls for turn signals, headlights, and the horn, enhancing safety and communication on the road.

[0155] Mirrors for rear visibility may also integrated into the handlebar design.

[0156] Fig. 3 illustrates a side view of the transportation vehicle, indicating a front door 118 in a closed position.

[0157] The transportation vehicle 100 comprises at least one door 118 for entering and exiting the passenger cabin 110.

[0158] The door is pivotally connected to the passenger cabin and operates as a top-hinged door.

[0159] For example, the door is a front hatch door that is mounted to the passenger cabin with front access.

[0160] The door further incorporates a windscreen 120 (or a windshield) that, partly, encircles the transportation vehicle.

[0161] In this way, both the driver and the passenger enjoy an unobstructed view while driving, except for the rear section of the vehicle (e.g. behind the passenger seats), where there are no windows. Advantageously, the front-loading design of the door provides improved accessibility into the passenger cabin area.

[0162] Additionally, the front hatch door 118 contributes to space efficiency, making them suitable for compact vehicle designs. Their design facilitates easy loading and unloading, particularly in tight spaces or urban environments.

[0163] Fig. 4 illustrates a frontal perspective of the transportation vehicle with the front door 118 in an open position.

[0164] A pair of nose wheels 116 are mounted on the front edge of the passenger cabin 110, e.g, beneath the passenger cabin.

[0165] The nose wheels 116 are movably linked to the passenger cabin 110.

[0166] The nose wheels are configured to support the transportation vehicle, for example, during parking or emergency braking.

[0167] In addition, at least one seat 124 is mounted in the passenger cabin 110. For example, in Fig. 4 two seats are shown one for the driver and one for a passenger.

[0168] A power source 126 including a rechargeable battery is incorporated in the passenger cabin.

[0169] For example, the battery is housed in protective enclosures to shield them from external elements and impacts.

[0170] The battery is designed as a portable unit and can be removed from the vehicle for charging purposes. The design aims to ensure the safety of the battery and maintain the integrity of the electrical system.

[0171] The transportation vehicle may further comprise a user interface unit 122 for controlling the vehicle and / or for entertainment and infotainment in a vehicle. For example, the user interface unit 122 comprises a joystick, a control panel or a mobile device or a tablet.

[0172] The transportation vehicle may additionally or alternatively comprise a display unit (e.g. a touch screen unit) positioned within the passenger cabin. This display unit is designed to present information, such as remaining power level, speed, distance travelled, or other operational data.

[0173] Fig. 5 illustrates a front- side view of the transportation vehicle, indicating a pair of nose wheels 116 in a deployed position on the ground.

[0174] The front door 118 is shown in a semi-open position.

[0175] The nose wheels 116, when deployed, contribute to enhancing weight distribution, particularly when passengers are disembarking from the vehicle (exiting the vehicle).

[0176] Advantageously, the provision of the nose wheels enhances the vehicle’ manoeuvrability in tight spaces. The ability to precisely control the direction of the nose wheels aids in negotiating turns and aligning the vehicle with parking spots.

[0177] Fig. 6 side views of the transportation vehicle, indicating nose wheels in retracted and deployed positions.

[0178] In the park position, the chassis and wheels are moved to a rearmost position of the transportation vehicle (see the deployed position in Fig. 6).

[0179] This means that when the vehicle 100 comes to a stop and intends to park, the front wheels 116 are lowered, the drive wheels 106 and motors 104 are moved all the way to the rear and the vehicle 100 is further lowered at the front by slowly retracting the front wheels 116 (the pair nose wheels). Subsequently, the door 118 of the vehicle opens, allowing passengers to disembark. In Fig. 7 the front and back doors are shown in the open position.

[0180] The battery 126 is removed from the transportation vehicle 100.

[0181] In Fig. 8 the vehicle’s frame (monocoque) and the base portion (a base plate) 108 of the passenger compartment 110 are shown.

[0182] The passenger compartment 110 is connected to the chassis 102 via rail systems (not shown), allowing for relative movement between the passenger compartment and the chassis in both forward and backward directions. Motors are used to translate the displacement between the passenger compartment and the chassis, thereby controlling the shift in the center of gravity for acceleration and braking processes accordingly.

[0183] Also, the relative movements of the passenger cabin 110 are shown with two arrows in the front side view of the vehicle.

[0184] The wheels 106 are configured to be mounted on wheels axes 132 incorporated in the wheel hub motors 104.

[0185] The connecting element 112 is disposed between two wheels 106, e.g. beneath the base portion 132 of the passenger cabin 110.

[0186] The charging socket 134 is shown in the rear side view of the transportation vehicle,

[0187] Fig. 9 shows a top view and a side view of the chassis of the transportation vehicle.

[0188] The direction of movements of the wheels 106 with respect to the wheel axis 132, i.e. the height adjustment, are shown with two arrows. Fig. 10 shows side views of the transportation vehicle 100 indicating a motorised cardanic suspension system (the left figure) and oscillation movements of the passenger cabin 110 (right figure).

[0189] A suspension unit 136 including a motorized gimbal suspension system is connected between the passenger compartment 110 (only the base portion 108 and the frame of the vehicle are shown in Fig. 10) and the chassis 102 to provide a levelling adjustment for the passenger compartment. This ensures that, even during motion, the passenger compartment 110 remains at a consistent longitudinal alignment and tilt level.

[0190] The suspension unit may also be disposed in the passenger compartment 110 on the base portion 108.

[0191] The chassis 102 is configured to oscillate (or rotate) forward and backward (as shown with a curved arrow in Fig. 10) with respect to the wheel axis 132 based on the driving situation, but this is not perceptible within the passenger compartment 110.

[0192] Advantageously, the provision of the user interface unit and / or the display unit serves as a centralized information hub, offering real-time monitoring capabilities.

[0193] The user-friendly interface ensures easy access to critical information, contributing to a safer and more efficient driving experience. Beyond enhancing safety, the design promotes operational efficiency by enabling users to make informed decisions based on the displayed data.

[0194] The customization options for the information presented on the display unit, coupled with its likely integration with internal vehicle systems, contribute to a versatile and adaptable solution. In particular, the provision of the user interface unit and / or display unit elevates user engagement, inspire trust in the vehicle's capabilities and enhance the overall driving experience.

[0195] In particular, the present invention presents a novel approach to vehicle stability and control by integrating dynamic weight redistribution with advanced stabilization techniques. Instead of relying on traditional methods, such as static designs or motor torque adjustments, the present invention utilizes innovative mechanisms to adapt to forces like acceleration, deceleration, and turning. Specifically, the present invention provides a movable passenger cabin mounted on a linear rail system. During acceleration, the cabin shifts forward relative to the chassis, redistributing the vehicle's weight and shifting its center of gravity. This weight shift improves traction on the driving wheels, enabling more efficient and stable acceleration. Similarly, during braking or deceleration, the cabin can move backward, optimizing stability and control. The ability to reposition the cabin dynamically allows the vehicle to adapt to changing forces in real time.

[0196] In addition, the integration of gyroscopic stabilization further improves the performance of the vehicle. Gyroscopes generate stabilizing forces through their rotational inertia, counteracting imbalances caused by acceleration, deceleration, or turning. These gyroscopic systems work in tandem with the cabin movement to maintain the vehicle's stability, even during rapid or complex maneuvers. Steering is achieved through differential wheel speeds, allowing precise directional control without compromising stability.

[0197] The transportation vehicle is not merely designed as a utility vehicle. It is designed to deliver a delightful driving experience characterized by a remarkable degree of agility, technological innovation, sustainability, and urban flexibility. While in motion, the transportation vehicle, in particular the passenger cabin and the wheels, is configured and engineered to tilt in the direction of travel when navigating comers, enhancing driving dynamics for an elevated experience akin to "urban wave riding (street surfing). The vehicle's outstanding agility is attributed to its side-mounted wheels, allowing it to execute turns seamlessly, even from a stationary position. The steering unit empowers the driver by providing precise control over navigation, speed, and essential functions, ensuring a secure and efficient riding experience. REFERENCE NUMERALS a transportation vehicle a chassis wheel hub motors wheels a base portion of a passenger cabin a passenger cabin or passenger compartment a connecting element a steering unit a pair of nose wheels a front door a windscreen or a window a user interface unit at least one seat a power source a back door a display unit axes of the wheels a charging socket a suspension unit

Claims

CLAIMS1. A transportation vehicle (100), in particular an electric transportation vehicle, comprising a chassis (102) and two wheel hub motors (104) including wheels (106), the two wheel hub motors (104) being configured to be mounted on the chassis (102), respectively, on the left and right side of the transportation vehicle, and a control unit configured to operably connected to the two hub motors, wherein the transportation vehicle (100) is configured to accommodate a driver, preferably in a seated position, and wherein the control unit is configured to control the two hub motors to maintain self-balancing and stability of the transportation vehicle, to execute the driver’s command for acceleration, braking and steering of the transportation vehicle, and / or to enhance stability control of the transportation vehicle.

2. The transportation vehicle (100) according to claim 1 , characterized in that the transportation vehicle (100) further comprises a passenger cabin (110) that is movably coupled to the chassis (102).

3. The transportation vehicle (100) according to claims 1 or 2, characterized in that the transposition vehicle (100), in particular the chassis (102), further comprises a sliding unit configured to connect the or a passenger cabin (110) to the chassis (102), and to provide a guided pathway for the movement of the passenger cabin (110).

4. The transportation vehicle (100) according to claims 1 or 2 or 3, characterized in that the transportation vehicle (100) further comprises a connecting element (112) configured to accommodate the control unit.

5. The transportation vehicle (100) according to claim 4,characterized in that the connecting element (112) is coupled to the chassis (102) at a position situated between the two wheel hub motors (104).

6. The transportation vehicle (100) comprising according to any of the preceding claims, characterized in that the transportation vehicle (100) further comprises a power source configured to power the transportation vehicle (100), preferably the power source is positioned within a passenger cabin (110) or the passenger cabin (110).

7. The transportation vehicle (100) according to any one of the preceding claims, characterized in that the transportation vehicle (100) further comprises a pair of nose wheels (116) configured to support the vehicle (100) in a parked position, preferably the pair of nose wheels are coupled to a front portion of a passenger cabin (110) or the passenger cabin (110).

8. The transportation vehicle (100) according to any one of claims 2 to 7, characterized in that the transportation vehicle (100), in particular the passenger cabin (110), further comprises at least one front door (118) for entering and exiting the passenger cabin (110), and at least one window (120), preferably the at least one door comprises a front hatch-door.

9. The transportation vehicle (100) according to any one of claims 2 to 8, characterized in that the transportation vehicle (100), in particular the passenger cabin (110), further comprises at least one seat (124) for the driver.

10. The transportation vehicle (100) according to any one of the claims 2 to 9, characterized in thatthe transportation vehicle (100) is configured to be accelerated or decelerated, respectively, by forward and backward displacements of the passenger cabin (110) with respect to the chassis (102).11 . The transportation vehicle (100) according to any one of the preceding claims, characterized in that the transportation vehicle (100) further comprises a steering unit for steering and controlling vehicle’s speed, wherein the steering unit comprises a handlebar.

12. The transportation vehicle (100) according to claim 11 , characterized in that the handlebar comprises a left handlebar and a right handlebar, wherein one of the handlebars is configured to accelerate and decelerate the transportation vehicle (100), and the other one of the handlebars is configured to provide additional braking functions.

13. The transportation vehicle (100) according to any one of the preceding claims, characterized in that the transportation vehicle (100) further comprises, a display unit configured to be disposed within the passenger cabin (110), wherein the display unit configured to provide information about the remaining power level, speed, distance travelled, or other operational data.

14. The transportation vehicle (100) according to any one of the preceding claims, characterized in that the transportation vehicle (100) further comprises a user interface unit (122) for controlling the vehicle (100) and for entertainment and infotainment in a vehicle (100), preferably the user interface unit comprises a joystick, a control panel or a mobile device.

15. The transportation vehicle (100) according to any one of the preceding claims, characterized in thatthe transportation vehicle (100) further comprises controls for turn signals, headlights, and / or horn.

Images