Electric pedal-assisted vehicle for last mile delivery

Abstract

The invention discloses an electric pedal-assisted vehicle (1) for last mile delivery comprising a cabin (2) and a box (3) supported on a chassis (4) connected to wheels (51, 52). In particular, the chassis (4) comprises: a single central longitudinal beam (41) extending essentially along the vehicle (1), and lateral brackets (42) releasably coupled to lateral faces of the central beam (41) for providing support to at least one of the cabin (2), the box (3) and the wheels (51, 52).

Description

[0001] DESCRIPTION

[0002] Electric pedal-assisted vehicle for last mile delivery

[0003] OBJECT OF THE INVENTION

[0004] The present invention belongs to the field of pedal-assisted vehicles commonly known as “cargo bikes”.

[0005] The object of the present invention is an electric pedal-assisted vehicle for last mile delivery having a particularly resistant chassis allowing for the delivery of larger loads.

[0006] PRIOR ART

[0007] An Electric Pedal-Assisted Vehicle (EPAC) is an electric vehicle powered at least in part by means of pedals and meeting a number of characteristics established by government regulations. EPACs have a pedal set combined with an auxiliary electric motor that further powers the vehicle. Generally speaking, the regulations are intended to ensure that the vehicle is essentially a bicycle, i.e. not-so-fast, light, agile, and environmentally friendly, rather than a motor vehicle, i.e. fast, heavy, cumbersome, and considerably more pollutant. While the regulations are somewhat different depending on the country, some of the most common requirements for EPACs include the following:

[0008] - The output of the auxiliary electric motor is cut off when the cyclist stops pedalling. The maximum continuous rated power of the auxiliary electric motor is 250 W.

[0009] - The output of the auxiliary electric motor is progressively reduced and finally cut off as the vehicle reaches a speed of 25 km / h.

[0010] EPACs have become increasingly popular in recent years as a means for “last mile” delivery. The expression “last mile deliver^’ refers to delivery of goods and services in small geographical areas with a high density of population, i.e. densely populated neighbourhoods within a city. Last mile logistics tend to be complex and costly to providers of goods and services who deliver to these areas. In this context, the use of EPACs is advantageous because they can move with more ease in small and crowded spaces while still having a similar payload in terms of volume. Furthermore, EPACs are subject to more relaxed limitations in connection with traffic and parking restrictions in comparison with conventional motor vehicles. In view of these advantages, in recent years there is an increasing interest in developing EPACs for last mile delivery capable of transporting relatively high cargo loads, e.g. a few hundreds of kilograms. However, despite these high load requirements, current EPACs designed for cargo delivery are conceptually “upgraded” bicycles, in the sense that they are mainly a modified bicycle to which a box and a cabin are added. Therefore, current EPACs used in this field have bicycle brakes, bicycle wheels, bicycle chain, bicycle shock absorbers, bicycle saddle, etc. In particular, EPACs also comprise a bicycle-based tubular frame that is formed by hollow tubular bars.

[0011] Document WO2021 / 044137A1 is an example of a known electric pedal-assisted vehicle for last mile delivery. As shown in the figures, particularly in Fig. 3, this vehicle has a light tubular frame of the type used in conventional bicycles. The frame comprises a front part with two wishbones to support the front axle load and a rigid rear axle where the vehicle's engine is included and which supports the rear axle load with two leaf springs specifically designed for this vehicle.

[0012] However, electric pedal-assisted vehicles for cargo applications require frames capable of withstanding the stresses caused by larger loads and a much more intensive use in comparison with those of a conventional electric bicycle. Bicycle-based light tubular frames are simply not designed for this kind of use. For this reason, the maximum load capacity of current electric pedal-assisted vehicles is limited, and frequently the useful life of the frame is shorter than desired.

[0013] SUMMARY OF THE INVENTION

[0014] The present invention is directed to an electric pedal-assisted vehicle. In particular, the vehicle disclosed in the present invention solves the aforementioned drawbacks by using a particularly designed chassis allowing the maximum load to reach up to 650 kg. The load capacity of the vehicle of the present invention is therefore similar to that of a conventional motor van.

[0015] Note that the electric pedal-assisted vehicle of the invention does not necessarily meet all the requirements to be legally considered an EPAC according to current regulations. Rather, the vehicle of the invention encompasses any electric pedal-assisted vehicle having the features disclosed in the claims. More particularly, there is no restriction as to the number of wheels of the electric pedal-assisted vehicle of the invention. In the embodiments shown in the figures, the vehicle of the invention has four wheels provided in two pairs of wheels respectively in a front axle and a rear axle. However, other embodiments having a single front wheel and two rear wheels are also possible. Furthermore, the vehicle of the invention may comprise a front portion comprising the cabin and a rear portion comprising the box, where the front portion and the rear portion are connectable. For example, the rear portion may be configured as a trailer that can be connected to the front portion.

[0016] A number of terms used in the present description are disclosed in the following paragraphs:

[0017] Longitudinal direction: The longitudinal direction of the vehicle is parallel to the direction of movement when the vehicle moves in its natural position supported by the wheels.

[0018] Transversal direction: The transversal direction of the vehicle is perpendicular to the direction of movement when the vehicle moves in its natural position supported by the wheels.

[0019] Lateral direction: The lateral direction of the vehicle is a particular transversal direction that is parallel to the ground when the vehicle is in its natural position supported on the wheels.

[0020] Front / rear: These terms are interpreted in connection with the direction of movement of the vehicle when it is in its natural position supported on the wheels.

[0021] The electric pedal-assisted vehicle for last mile delivery of the present invention comprises a cabin and a box, supported on a chassis connected to wheels, where the chassis comprises a single central longitudinal beam with lateral brackets coupled thereto. These components are disclosed in more detail herein below: a) Central longitudinal beam

[0022] The central longitudinal beam extends longitudinally along the vehicle. In principle, the central longitudinal beam may extend only along a longitudinal portion of the vehicle. For example, the vehicle may be formed by a front portion having pedals, i.e. an electric pedal-assisted tractor head, and a rear portion or trailer having a box supported on the central longitudinal beam. The trailer would then be connectable to the tractor head by conventional means. In this embodiment, the trailer would have lateral brackets connected to the central longitudinal beam for providing support to the box and the rear wheels. The tractor head could have one or two wheels.

[0023] In a particularly preferred embodiment of the invention, the central longitudinal beam extends essentially from a front end of the vehicle to a rear end of the vehicle. In this context, this means that the central beam extends from a position at or near the front end of the cabin to a position at or near the rear end of the box. Note that, in this embodiment, the single central longitudinal beam is the only component supporting all the weight of the vehicle, i.e. the cabin (along with the cyclist) and the box (along with the cargo). It could thus be said that the chassis preferably consists only of this longitudinal beam and the aforementioned lateral brackets. The weight of the vehicle is transferred from the central longitudinal beam to the wheels. The single central longitudinal beam is therefore particularly designed and dimensioned for this application, e.g. for supporting a load of up 650 kg.

[0024] On the contrary, most known prior art vehicles use several conventional tubular bicycle frames distributed in a plurality of possible configurations to maximize the load capacity. However, the use of conventional tubular bicycle frames is disadvantageous in that they are originally designed and dimensioned for very small loads (normally the weight of a single person), and therefore only a cumbersome configuration comprising a high number of tubes could achieve a high enough load capacity in the context of cargo vehicles. For this reason, known electric pedal-assisted vehicles based on bicycle frames do not have a very high load capacity, certainly smaller than 650 kg.

[0025] The single central longitudinal beam could have any configuration provided it provides sufficient support for the box and preferably also the cabin. In a particularly preferred embodiment of the invention, the central beam can have a constant cross section, even more preferably a closed hollow cross section. Particularly preferred embodiments include beams having a square or rectangular cross-section. The dimensions of a rectangular beam could be e.g. between 10-25 cm of height and between 5-15 cm of width depending on the weight it is designed to support.

[0026] In a particularly preferred embodiment when the beam has a closed hollow cross section, a longitudinal inner passage of the hollow central longitudinal beam may house electrical cables, pneumatic or hydraulic ducts, and / or mechanical connections, running longitudinally along the vehicle. The longitudinal inner passage therefore advantageously protects and guides the cables, ducts and connections. The central beam could be made using a number of production methods, although in still another preferred embodiment of the invention it is made by extrusion. Extrusion is particularly advantageous because it is a relatively economic, fast and simple method for making metal parts having a constant cross section.

[0027] The central beam can be made of any suitable material, preferably a metallic material. Aluminium is particularly preferred because it is a light yet resistant material.

[0028] In still another preferred embodiment of the invention, the lateral faces of the central beam comprise holes for reducing a weight of said central beam. These holes are provided in areas of the central longitudinal beam not supporting much load. This feature is advantageous because the weight taken from the chassis can be transferred to increasing the load capacity.

[0029] According to yet one more preferred embodiment of the invention where the central beam extends essentially from a front end of the vehicle to a rear end of the vehicle, a front portion of the upper face of the central beam comprises a first cavity for receiving a pedal cassette. Indeed, in this embodiment the front portion of the central beam provides support for the cabin where the seat for the cyclist is positioned. Irrespective of how the movement of the pedals is transferred to the wheels of the vehicle, a pedal cassette, i.e. a box having pedals protruding therefrom, needs to be provided below the seat where the cyclist is positioned. To provide space for this pedal cassette, the upper face of the central beam has a first cavity, thereby allowing the seat for the cyclist, and therefore the cabin as a whole, to adopt a lower, more stable position.

[0030] In still another preferred embodiment of the invention, the pedals of the pedal cassette are not mechanically connected to the wheels. On the contrary, the cassette contains a generator, such that the mechanical power that the cyclist transmits to the pedals is directly transformed into electrical energy. This electrical energy is conveyed through electrical cables to a battery which, in turn, powers at least one electrical motor connected to the wheels. This feature is advantageous because no mechanical transmission means, such as crankset, chain and the like, are needed. The likeliness of malfunction is therefore reduced, and the useful life of the vehicle increased. b) Lateral brackets The lateral brackets are releasably coupled to lateral faces of the central beam for providing support to at least one of the wheels, the cabin and the box. The lateral brackets normally protrude essentially in perpendicular from the central longitudinal beam. The wheels can thereby be separated from the central beam for adopting a suitable position providing stability to the vehicle. Further lateral brackets provide also for a suitably stable support for the cabin and the box. In principle, the lateral brackets could adopt any suitable configuration for this purpose, although in preferred embodiments of the invention they are structures having an essentially prismatic shape made by connecting metal plates, or else made by extrusion. These brackets are normally connected to the central beam by screwing.

[0031] In a particularly preferred embodiment of the invention, the lateral brackets comprise a pair of rear brackets provided at a rear portion of the central beam and a pair of middle brackets provided at a middle portion of the central beam, these two pairs of brackets providing support for the box. The box can thereby be connected to an upper face of these brackets, e.g. by screwing, in a fast and reliable manner.

[0032] In a further preferred embodiment of the invention, the vehicle additionally comprises a bar connected between each rear bracket and middle bracket in parallel to the central beam. The axle of the rear wheels is connected to said bar and to the rear and middle brackets by means of a damping system.

[0033] In principle, the damping system can adopt a number of configurations. However, in a particularly preferred embodiment of the invention, the damping system comprises a pneumatic or hydraulic damper connected between the bar and the axle of the rear wheels. The damping system may also comprise a leaf spring shock absorber having two ends and a middle portion, where the two ends are respectively fixed to the rear bracket, and where the middle bracket and a middle portion fixed to the axle of the rear wheels.

[0034] In yet a more preferred embodiment of the invention, the lower face of the central beam in a position between the rear brackets and middle brackets comprises a second cavity to provide space for the oscillation of the axle of the rear wheels. Indeed, the axle of the rear wheels is provided below the central beam and, as mentioned above, it is connected to the bar and the rear and middle brackets by means of the aforementioned damping system. When the vehicle passes over bumps in the road, the rear wheel will oscillate up and down. The provision of the second cavity at the lower face of the central beam allows for the axle of the rear wheels to have enough space for this oscillation with the central beam placed at the lowest, most stable position.

[0035] In still another preferred embodiment of the invention, the lateral brackets further comprise a pair of front brackets fixed to the front portion of the central beam. These front brackets make up a base of the cabin. Thereto, the front brackets are usually shaped as essentially horizontal plates providing support for the feet of the cyclist. Naturally, this plate would be located at a height below the pedal cassette, in front of the ciclyst.

[0036] According to one more preferred embodiment of the invention, the vehicle further comprises a seat bracket fixed to the upper face of the front portion of the central beam providing support for a driver seat. The seat bracket would naturally be positioned farther from the front end than the pedal cassette, although adjacent thereto for allowing the user to pedal while remaining seated.

[0037] In still one more preferred embodiment of the invention, the vehicle also comprises a pair front wheel connectors each having damping means and configured for fixation to the respective lateral faces of the front portion of the central beam. The front wheel connectors would be located essentially in the same portion of the central beam as the seat bracket, i.e. the front wheel connectors would be provide below the cyclist seat.

[0038] The above-mentioned brackets (rear, middle, front and seat brackets) could be attached to faces of the central beam by any suitable means provided the connection is releasable, e.g. by means of bolts. This configuration is advantageous in that the vehicle can be repaired much faster in case of breakage or malfunction of any component connected to these brackets. For example, in case a collision caused one or more brackets to break or bend, the user needs only to replace those brackets with new ones. The vehicle can thereby continue operating while the broken parts are repaired at the premises.

[0039] A further advantage of the vehicle of the present invention is related to the wheels. Indeed, as disclosed above in connection to the chassis, in known prior art electric pedal-assisted vehicles bicycle wheels are used. This is disadvantageous in that bicycle wheels were originally designed for supporting a very small weight (normally the weight of a single person). These wheels are narrow and have very slim spokes in comparison with automotive wheels, which are usually much wider and have thick spokes, or even have a solid hub lacking spokes.

[0040] Therefore, a still further preferred embodiment of the present invention is directed to an electric pedal-assisted vehicle where the front wheels and the rear wheels are automotive wheels with a maximum load capacity of at least 250 kg. This is advantageous in that the load capacity of the vehicle is increased, an also the useful life of the wheels. In this respect, note that the wheels of the vehicle will hit the kerb relatively frequently, and therefore they need to be very resistant not to cause frequent downtimes due to breakage.

[0041] Even more preferably, a diameter of the rear wheels is smaller than a diameter of the front wheels. This feature is advantageous in that more space is provided for the box carrying the load, and therefore the box can be larger. For example, the rear wheels may have an essentially 400 mm diameter and an essentially 50-150 mm width, and the front wheels have an essentially 500 mm diameter and an essentially 50-150 mm width.

[0042] In still one more preferred embodiment of the invention, the rear wheels have a solid hub instead of spokes. Indeed, the rear axle supports most of the weight of the load housed inside the box, e.g. up to 90%. Therefore, the rear wheels need to be particularly resistant. Providing the rear wheels with a solid hub instead of spokes increases the load capacity of the rear wheels. For example, the load capacity of the rear wheels could be up to 500 kg (250 kg each).

[0043] BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Fig. 1 shows a perspective view of a four-wheeled electric pedal-assisted vehicle for last mile delivery according to the present invention.

[0045] Fig. 2 shows a perspective view of a four-wheeled electric pedal-assisted vehicle for last mile delivery according to the present invention without the box.

[0046] Fig. 3 shows a perspective view of the chassis of a four-wheeled electric pedal-assisted vehicle for last mile delivery according to the present invention.

[0047] Fig. 4 shows another perspective view of the chassis of a four-wheeled electric pedal-assisted vehicle for last mile delivery according to the present invention. Figs. 5a-5c show respectively a perspective view, a side view and a plan view of the chassis of a four-wheeled electric pedal-assisted vehicle for last mile delivery according to the present invention.

[0048] Figs. 6a-6c show respectively a perspective view, a side view and a plan view of a four- wheeled electric pedal-assisted vehicle for last mile delivery according to the present invention without the box and without the bodywork.

[0049] DESCRIPTION OF A PREFERRED EMBODIMENT

[0050] An exemplary four-wheeled electric pedal assisted vehicle (1 ) of the present invention is now disclosed in connection with the figures.

[0051] The vehicle (1 ) comprises a cabin (2) and a box (3) supported on a chassis (4) connected to four wheels (51 , 52), i.e. two front wheels (51 ) and two rear wheels (52). The chassis (4) in the present example consists only of a single central longitudinal beam (41 ) and a number of lateral brackets (42) connected to lateral faces of the central beam (41 ). That is, all the weight of the vehicle (1 ) is transferred to the wheels (51 , 52) only through the central beam (41 ) and the lateral brackets (42).

[0052] The single central longitudinal beam (41 ) has a hollow rectangular cross-section comprising an upper face, a lower face, and two lateral faces. The central longitudinal beam (41 ) extends from the front end of the cabin (2) to the rear end of the box (3), thereby providing support to all the weight of the vehicle (1 ). The dimensions of the central longitudinal beam (41 ) are between 10-25 cm of height and 5-15 cm of width, particularly 20 cm x 10 cm in the exemplary embodiment shown in the figures. The central longitudinal beam (41 ) is made of aluminium by extrusion, and therefore its cross-section is constant along its whole length.

[0053] Since the single central longitudinal beam (41 ) has a hollow rectangular cross-section having a longitudinal inner passage, all the necessary electrical cables, pneumatic or hydraulic ducts, mechanical connections or the like extending longitudinally along the vehicle (1 ) are provided inside this passage. Holes in the lateral faces of the central longitudinal beam (41 ) allow for extracting these components from the passage for connection to the relevant elements of the vehicle (1 ) such as, e.g. lights, brake discs or the like. These cables, ducts and connections are therefore protected from collisions while at the same time being available for extraction from the inner passage of the longitudinal beam (41 ) at any position along its length.

[0054] The single central longitudinal beam (41 ) further comprises a first cavity (C1 ) provided at the upper face in a position adjacent the front end thereof. This first cavity (C1 ) is essentially a cutout made in the central beam (41 ) where a pedal cassette (6) can be placed. The pedal cassette (6) contains an electrical generator that turns the mechanical energy provided by the cyclist into electrical energy which, through cables housed within the inner passage of the central beam (41 ), is conveyed to two batteries (B). In the exemplary embodiment shown in the figures, the batteries (B) are placed at either side the cyclist seat (9). However, note that this is not a limiting feature, and the batteries (B) may be provided in other suitable places. In any case, further electrical cables extend through the inner passage of the central beam (41 ) for connecting the batteries (B) with electrical motors mechanically connected to the wheels (51 , 52).

[0055] A number of lateral brackets (42) are releasably coupled to lateral faces of the central beam (41 ) for providing a more stable support for the cabin (2), the box (3) and the wheels (51 , 52). Generally speaking, these brackets (42) may have a prismatic configuration made of metal plates attached to the respective lateral face of the central beam (41 ) by releasable means such as screws, bolts or the like. Welding can be used for further strengthening the connections provided that the lateral brackets (42) are still releasable from the central beam (41 ) without undue effort. In the particular configuration shown in the figures, an essentially rectangleshaped base of the brackets (42) has flanges designed for abutting against the corresponding lateral face of the central beam (41 ). These flanges have holes for the connection of bolts, screws or the like to attach the brackets (42) to the lateral face of the central beam (41 ). As mentioned above, these flanges can alternatively or additionally be welded to the central beam (41 ).

[0056] Two pairs of brackets (42a, 42b) are provided for supporting respectively the rear end and the front end of the box (3): a pair of rear brackets (42a) is provided near the rear end of the central beam (41 ), while a pair of middle brackets (42b) is provided in a middle portion of the central beam (41 ).

[0057] A bar (7) is provided in parallel to the central beam (41 ) connecting the respective ends of the rear brackets (41 a) and the middle brackets (41 b). A pneumatic or hydraulic damper (81 ) is provided between each of said bars (7) and two portions of an axle (53) of the rear wheels (52). Additionally, leaf spring shock absorbers (82) are also provided between the middle brackets (42b) and the rear brackets (42a), a middle portion of said leaf spring shock absorbers (82) being connected near the ends of the axle (53) of the rear wheels (52). The dampers (81 ) and the shock absorbers (82) make up a damping system (8) allowing the axle (53) of the rear wheels (52) to oscillate vertically for absorbing bumps and irregularities in the road. To provide space for said vertical oscillation of the axle (53) and, at the same time, the lowest possible position of the central beam (41 ), the lower face of the central beam (41 ), in a position directly above the axle (53), has a second cavity (C2). The second cavity (C2) is again a cutout in the lower face of the central beam (41 ).

[0058] One further pair of front brackets (42c) is provided at the front portion of the central beam (41 ). The front brackets (42c) are shaped as two essentially horizontal plates making up the floor of the cabin. These plates may have upwardly folded front ends for providing support to a bumper. The pair of front brackets (42c) is provided below the first cavity (C1 ) of the central beam (41 ), i.e. below the pedal cassette (6).

[0059] Further, a seat bracket (43) is fixed to an upper face of the front portion of the central beam (41 ), in particular just a little farther from the front end of the central beam (41 ) than the pedal cassette (6). The seat bracket (43) is designed to provide support for the cyclist seat (9).

[0060] The front wheels (51 ) do not have a common axle as the rear wheels (52). Rather, each of the front wheels (51 ) is fixed to the central beam (41 ) in an individual manner by means of respective front wheel connectors (10). Each front wheel connector (10) has damping means and connection means with the central beam (41 ).

[0061] Finally, as mentioned above, the vehicle (1 ) shown in the figures has four wheels (51 , 52), a pair of front wheels (51 ) and a pair of rear wheels (52). These wheels are automotive wheels each having a maximum load capacity of at least 250 kg. Automotive wheels are understood to be wheels designed for automotive purposes in opposition to those designed for bicycles. Automotive wheels have a much wider tyre in comparison with the normally thin bicycle wheels and the hub is much more solid than the conventional pin-like spokes used in bicycle wheels.

[0062] Furthermore, the diameter of the rear wheels (52) is smaller than the diameter of the front wheels (51 ). By the front wheel (51 ) being larger the vehicle (1 ) is provided with an improved manoeuvrability and a greater capacity to pass over kerbs, while the smaller rear wheel (52) provides space for making a larger box (3) for cargo. In the exemplary embodiment shown in the figures, the rear wheels (52) have a 400 mm diameter and a 100 mm width, while the front wheels (51) have a 500 mm diameter and an 80 mm width.

[0063] Since most of the weight of the vehicle (1 ) is supported by the rear axle, the rear wheels (52) must have a particularly high load capacity. Thereto, the rear wheels (52) are provided with a solid hub instead of spokes.

Claims

AMENDED CLAIMS received by the International Bureau on 01 October 2024 (01.109.2024)1. Electric pedal-assisted vehicle (1) for last mile delivery comprising a cabin (2) and a box (3) supported on a chassis (4) connected to wheels (51 , 52), characterized in that the chassis (4) comprises:- a single central longitudinal beam (41) having a constant cross-section extending longitudinally along the vehicle (1) from a front end of the vehicle (1) at a front end of the cabin (2) to a rear end of the vehicle (1) at a rear end of the box (3), and- lateral brackets (42) releasably coupled to lateral faces of the central beam (41) for providing support to at least one of the cabin (2), the box (3) and the wheels (51 , 52).

2. Electric pedal-assisted vehicle (1) according to claim 1 , where the central beam (41) has a closed hollow cross-section.

3. Electric pedal-assisted vehicle (1) according to claim 2, where a longitudinal inner passage of the hollow central longitudinal beam (41) houses electrical cables, pneumatic or hydraulic ducts, and / or mechanical connections, running longitudinally along the vehicle (1).

4. Electric pedal-assisted vehicle (1) according to any of the previous claims, where the central beam (41) is made by extrusion.

5. Electric pedal-assisted vehicle (1) according to any of the previous claims, where the central beam (41) is made of aluminium.

6. Electric pedal-assisted vehicle (1) according to any of the previous claims, where a front portion of the upper face of the central beam (41 ) comprises a first cavity (C1 ) for receiving a pedal cassette (6).

7. Electric pedal-assisted vehicle (1) according to any of the previous claims, where the lateral brackets (42) comprise a pair of rear brackets (42a) provided at a rear portion of the central beam (41) and a pair of middle brackets (42b) provided at a middle portion of the central beam (41 ) for supporting the box (3).

8. Electric pedal-assisted vehicle (1) according to claim 7, further comprising a bar (7) connected between each rear bracket (42a) and middle bracket (42b) in parallel to the central beam (41), an axle (53) of the rear wheels (52) being connected to said bar (7) and to the rear and middle brackets (42a, 42b) by means of a damping system (8).

9. Electric pedal-assisted vehicle (1) according to claim 8, where the damping system (8) comprises a pneumatic or hydraulic damper (81 ) connected between the bar (7) and the axle (53) of the rear wheels (52) and a leaf spring shock absorber (82) having two ends respectively fixed to the rear bracket (42a) and the middle bracket (42b) and a middle portion fixed to the axle (53) of the rear wheels (52).

10. Electric pedal-assisted vehicle (1) according to any of claims 8-9, where a lower face of the central beam (41) in a position between the rear brackets (42a) and middle brackets (42b) comprises a second cavity (C2) to provide space for the oscillation of the axle (53) of the rear wheels (52).11 . Electric pedal-assisted vehicle (1 ) according to any of the previous claims, where the lateral brackets (42) further comprise a pair of front brackets (42c) fixed to the front portion of the central beam (41) making up a base of the cabin (3).

12. Electric pedal-assisted vehicle (1) according to any of the previous claims, further comprising a seat bracket (43) fixed to the upper face of the front portion of the central beam (41) providing support for a driver seat (9).

13. Electric pedal-assisted vehicle (1) according to any of the previous claims, further comprising a pair front wheel connectors (10) each having damping means and configured for fixation to the respective lateral faces of the front portion of the central beam (41).

14. Electric pedal-assisted vehicle (1) according to any of the previous claims, where the front wheels (51) and the rear wheels (52) are automotive wheels with a maximum load capacity of at least 250 kg.

15. Electric pedal-assisted vehicle (1) according to any of the previous claims, where a diameter of the rear wheels (52) is smaller than a diameter of the front wheels (51 ).

16. Electric pedal-assisted vehicle (1) according to any of the previous claims, where the rear wheels (52) comprise a solid hub instead of spokes.

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