realization of high performance man wide vehicles...

_________________________________________________________________________________________________ Brink Dynamics of 9

REALIZATION OF HIGH PERFORMANCE MAN WIDE VEHICLES (MWV’s) WITH AN AUTOMATIC ACTIVE TILTING MECHANISM.

By : Chris van den Brink.

Brink Dynamics ( division Brink Technology Group B.V. ) in The Netherlands.

Abstract : A successful development using a combination of hydraulic and mechanical technologies has led to the realization of a reliable and safe system that enables a Man Wide Vehicle to actively tilt in corners and to participate in modern day traffic. The tilting system ( called DVC = Dynamic Vehicle Control ), being the “heart” of the concept, controls the vehicle and at the same time gives the necessary feedback to the driver. See also the TNO paper : “The Dynamic Behaviour of a new type of Man Wide Vehicle” for the dynamic analysis of this vehicle Compared to for instance an electronic system the hydraulic/mechanical tilting system has many advantages such as reliability and quick response. As a result Brink Dynamics has achieved road approval according to EC-regulations whereas until today no electronic system has successfully been built that passed road regulations tests such as the lane-change. MWV-advantages : A Man Wide Vehicle is fuel and space efficient and at the same time offering a more than average comfort of a passenger car for two people. Safety features like ABS, airbags etc. can be installed and the vehicles can be manufactured ( including the DVC components ) in high volume series by using standard, cost efficient automotive production technologies. Sportive : Practical tests have proven that a MWV with DVC drives very enjoyable, especially when the vehicle automatically banks through corners which gives a very natural and pleasant feeling. It really is great “fun to drive”. The DVC-system lends itself very well to a sportive driving style. Lateral acceleration in corners, with a vehicle tilt angle up to 45 degrees, can reach at least 1x g. Therefore a vehicle, half the width of a normal car, can perform like a sportscar while also driving comfortably at highway cruising speeds and in city traffic. Market potential : The Man Wide Vehicle concept in combination with the DVC-system opens a wide range of opportunities going from on the one side high fuel efficient transport ( < 3 Liter per 100 km ) to the other side being sportive and “fun to drive”. The driver of a Man Wide Vehicle, equipped with DVC, needs no other special driving skills (or driving-license ) than those needed for a passenger car. Therefore MWV’s can fullfill all sorts of transportation needs.

________________________________________________________________________________________________ Brink Dynamics of 9

1. Company Profile & History. Brink Dynamics ( part of the Brink Technology Group B.V. in the Netherlands ) is an engineering company that developed during the last 5 years a Dynamic Vehicle Control ( = DVC ) which makes the Man Wide Vehicle ( = MWV ) a realistic future concept for personal transport. History : In 1990, Ing. A. van den Brink, founder and director of Eurotool Operations B.V., assem-bled a group of engineers to develop a vehicle that could meet the actual transportation needs of the individual ( Studies show that 80% of all cars transport only one or two persons ). The engineers formed an independent company (formerly known as Eco-Car B.V.) to develop a vehicle 1/2 the width and 1/2 the weight of a traditional car. After reviewing existing technologies, the engineers were convinced that Man Wide Vehicles didn’t exist because of a lack of technology and not because there was no market demand for such a vehicle. There is a substantial demand for a vehicle which could transport one or two persons and which could bank automatically through curves, and thus participate safely in all kinds of traffic. Already since the 1930’s several serious attempts by major companies have been made to develop such a vehicle. An international patent search confirmed that a user-friendly technology had not been developed yet which could automatically insure the optimal and safe behaviour of an MWV in curves and at all traffic speeds. In the early spring of 1994, Brink Dynamics invented the basic concept of Dynamic Vehicle Control. This system was also presented on the 6th European EAEC Congress in Italy in 1997. Brinks Westmaas B.V., the owner of the intellectual property rights and the holding company of the Brink Technology Group B.V., has registered and has received several international patents for the DVC system. Over the last four years, DVC has been developed, refined and installed in several

mechanical testvehicles. With DVC installed, a MWV becomes extremely stable and drivers don’t need special driving or balancing skills. The DVC system can technically realise a new breed of sensational vehicles which offer a new dimension in driving pleasure and are energy efficient. Various practical tests have proven that it is very enjoyable when a vehicle automatically banks through corners. This gives a very natural and pleasant feeling, it is great “fun to drive”. The DVC-system lends itself very well to a sporty driving style. Lateral acceleration in corners, with a vehicle tilt angle up to 45 degrees, can reach 1x g. Therefore a vehicle, half the width of a normal car with a DVC-system of Brink Dynamics, can perform like a sportscar and will also drive comfortably at cruising speeds and in city traffic. Now a MWV can succesfully compete with a normal car in all it’s aspects for one or two person transportation. 2. Product concept ( MWV ) and

market positioning. Single/ Duo Personal Transport > Man Wide Vehicles. Why do we waste valuable energy to transport empty car seats? More than 80% of all automobiles travelling from A to B contain only one or two persons. A narrow vehicle for single or duo transport would significantly increase energy efficiency and decrease harmful emissions for people who are not able or not willing (e.g. occupation, schedule demands ) to surrender the flexibility and freedom of personal transportation.

Because existing technology could not solve instability and speed challenges, Man Wide Vehicles were not a practical transportation alternative. The DVC system of Brink Dynamics has solved this problem. Based on market


estimates, a great opportunity is present for anyone who comes up with an MWV that can compete with a normal car on all aspects like : - Top speed, agility and safety comparable to ‘the middle-class car’. - Being driven like a normal car, with no additional driving skills or license. - Safe and predictable, even under difficult and extreme road conditions. - Reliable and Fail-Safe. - Inexpensive to build and maintain. MWV’s and the energy consumption

The chart above graphically displays the enormous amount of energy wasted by 2x2 cars carrying one or two persons. These people are not able (e.g. schedule, occupation demands) or not willing to surrender the flexibility and freedom of personal transportation. A Man Wide Vehicle can provide a viable, efficient single/duo transportation alternative and can provide the following advantages: 1) use energy efficiently < 3 ltr. / 100 km (1:33 ECE Mix) 2) decrease harmful emissions (CO2, NOX, CXHY) by approx. 40%. If just 5.000 MWV’s were used instead of traditional 2 x 2 cars, 16 Kton/year of CO2

emissions could be saved. Installing innovative propulsion technologies currently being developed for the automotive industry in an MWV could combine the energy saving advantages of both technologies to even

further reduce emissions. In fact, it is expected that MWV’s could have equivalent or better emission values than can be attained by average public transportation values (1.87 Itr / 100 km) shortly after the year 2000. Now 80% of all car movements are done with one or two persons only. A MWV is perfectly suited to fullfill this transportation need with a much higher efficiency. MWV Market Potential: Initial Estimates A new in-depth market research will be done end of this year when some new completely finished proto-type vehicles will be presented to the consumermarket. However, qualitative interviews which have been conducted with various private and commercial sectors have been very promising. Brink Dynamics has noticed that people’s attitudes and enthusiasm consistently increase once they have seen and experienced the current prototype. In a “fun” niche market a sporty MWV could be sold for EURO 35.000 in enough volume to sustain a profitable business, and also concluded that the market potential would be very large if the MWV’s were offered at a lower price. This will be possible when an investment can be done for large volume manufacturing. A joint venture for the manufacturing operations could limit the financial risks of the project. In an attempt to try to quantify the market potential for MWV’s at this early stage the Indumar/Ogilvie Group, a specialised company in marketing reseach and consulting, has analysed the market potential for MWV’s in the Netherlands and has made conservative extrapolations for the rest of Europe. They believe that a valid market potential for MWV’s is difficult to execute without a complete, upscaled prototype and that therefore their study should be seen as the first step of the market research project for MWV’s.

0 50 100 150 200 250

cars with < 3 persons

cars with > 3 persons

public transport + buses

PJ (1015 Joule)

TOTAL ENERGY USED FOR ALL PASSENGER TRANSPORTATION IN THE NETHERLANDS (1994)

ENERGY USED EFFECTIVELYWASTED ENERGY DUE TO UNUSED VEHICLE CAPACITY


Indumar / Ogilvie based its study on desk research, statistics and interviews with fleetowners in the commercial sector. They also analysed the responses obtained from 1,395 questionnaires asking respondents about the ECONE, the enclosed motorcycle with support wheels (complete prototype). Assuming that a well-built and styled model will be introduced and promoted using a sound marketing plan. The Indumar / Ogilvie Group estimates the following number of MWV’s could be sold: Market Potential: Netherlands: 5.000 per year Western Europe: 45.000 per year United States: 20.000 per year Indumar / Ogilvie believes that market acceptance would be positively influenced; thus the market estimates resulting from their initial study can be considered quite conservative. 3. Vehicle concept and packaging. General Layout Parallel to the development of the Dynamic Vehicle Control, a complete vehicle had to be designed in which the DVC system could both be tested and demonstrated. The vehicle is also the proto-type for the first MWV for the consumer market. Based on the market analysis, a 1+1-confi-guration was decided on. The driver has interior room equal to an average middle class car, behind him is sufficient room for either a passenger or some luggage. Other vehicle configurations can be developed as can be seen in chapter 6. For technical reasons and after thorough research and evaluation off all various potential vehicle lay-outs, we have split the vehicle into two parts, the tilting part with front wheel, driver and passenger seats, and a stationary part with the engine and drivetrain and the two rear wheels.

CHASSIS DESIGN

REAR ENGINE UNIT

FRONT WHEEL ASSEMBLY

TOTAL CHASSIS ASSEMBLY


4. Active tilting idea to the DVC – system.

History has shown several attempts to create an MWV, which can be devided in three categories: a. The ‘Low and Slow’ approach. By reducing vehicle height in accordance with the reduction in width, combined with a limited top speed/cornering speed, a 4-wheeler can become a realistic MWV. The best known example of this category is the ‘Messerschmidt’. b. The ‘Motorcycle’. The driver makes sure that the center of gravity always stays in line with the two contact points on the road. Under normal conditions, such a vehicle is nice to drive and easy to control, but in difficult situations (slippery road) the required driving skills often exceed available skills, resulting in loss of control. Furthermore, in an enclosed motorcycle, which is preferred because of weather conditions, the simple action of ‘stopping and putting your feet down’ is very difficult and unpractical to realize in an automatic system. c. The ‘Tilting Car’ on three or four wheels. To compensate for the reduced lateral stability, the vehicle has some kind of tilting system to make it lean into corners like a motorcycle. This leaning can be controlled by the driver himself, or by an automatic system. In the former case, the driver is directly responsible for maintaining the correct tilted position; in difficult traffic situations (for instance on slippery roads or in an evasive manoeuvre), control can easily be lost. Therefore, it is preferred to have an automatic system which controls the banking angle of the vehicle, while the driver can steer the vehicle just like a normal car. From this point of view the DVC system was developed. The DVC system of Brink Dynamics uses a mechanical/hydraulical system to split the steering input of the driver into a frontwheel steering angle and a tilting angle. At varying speed and road conditions, DVC automatically adjusts the balance between frontwheel angle and tilting angle, ensuring the optimal ( balan-ced ) situation. For instance at low speeds the

driver’s steering input is fully directed to the front wheel and the vehicle remains upright. At higher speeds the input is more and more translated into a tilting angle and not into frontwheel angle. 5. The Basics and lay-out of DVC This straightforward principle of ‘Steering Torque results in Tilting’ has been tested in several technical testmodels, and has proven to be a very natural and easy-to-learn way of controlling a tilting MWV. The DVC tilting system of Brink Dynamics is fully hydraulic, because of following reasons: - proven technology in a car-environment (power steering) - reliable and durable - predictable in failure - high energy-density, high peak output - inexpensive components

The Hydraulic System

1- Oilpump 2- Pumpvalve ( for accumulator ) 3- Accumulator ( emergency) 4- Volumemeasuring 5- Oil-tank with filter 6- Sliding regulating/control valve 7- Dampervalves ( steeringfeeling ) 8- Tilting cilinders ( emergency = A ) 9- Overflowvalve ( electrical) 10- Steer/anti-steer valve 11- Cylinder steer/anti-steer 12- Speedsensor ( electrical )


DVC Emergency system back up : In case of hydraulic failure, two basic safety measures are built into the system. a. Hydraulic failure is detected by a specially designed valve, which reacts by setting the vehicle in it’s upright position. This function is powered by the oil-pressure in the hydraulic accumulator. As a result of this safety system the vehicle will stay also upright when parked. b. The second safety feature is inherently present in the front wheel geometry. A large amount of trail makes steering very heavy when the tilting system is inactive. Because of this, when the DVC system fails, the driver immediately notices a change in vehicle response and can take adequate measures ( i.e. stopping ). Additions / Refinements to basic DVC system. To the basic system several components were added to refine the characteristics. a. Power steering. At normal driving speeds, steering forces are low because of the tilting system. At low speeds, the large front wheel trail results in very high steering forces when the tilting system is inactive. Therefore, at low speeds a power steering system is activated to minimize steering forces. b. Anti-steering torque. The maximum steering torque on the front wheel is limited to reduce the amount of ‘car-type-cornering’. In normal conditions, the required steering torque is low. However in a panic situation a driver can give a sudden large steering torque, this has two consequences: 1. The tilting response is (per definition) too slow, which results in a large amount of car-type cornering which reduces tilting speed and vehicle agility. 2. A high speed, large steering torque input momentarily transforms the vehicle into a narrow car. Which is bound to roll over when the steering input is large enough. An additional cylinder connected to the front steering system counteracts this effect. Therefore, the actual torque on the front wheel can’t exceed safe levels, independent of the torque the driver is putting on the

steering wheel. This cylinder is controlled by the tilting torque. The result is optimal vehicle agility and safety, even in panic situations. c. Banking Angle Feedback. In a normal car, the driver gets most feedback of his cornering speed from the sideforce on his body. In a tilting vehicle, he is always in equilibrium and the sideforce is absent. Therefore, with DVC, he receives most feedback from the steering wheel. For the driver awareness, a torsion rod is added which generates a return-torque on the steering wheel as a function of the angle of banking. This torsion rod serves two goals: 1. The driver gets adequate feedback of his cornering speed ( ‘force feedback’ ). 2. When releasing the steering wheel during a corner, the vehicle smoothly returns to the upright position.

This “force feedback” principle has proven to work perfectly and it gives a very natural awareness of your cornering speed. Aditional feedback comes from the increase in G-force, combined with the visual LED’s shown on the dashboard showing the exact angle of the tilted position.


6. Man Wide Vehicle design. Styling changes, new vehicle concepts, and lower production cost strategies have become fierce areas of competition. Consumers are looking for innovative transportation and manufacturers are doing everything in their power to bring them new bells and whistles within the limits of current automotive technology. DVC offers a revolutionary technical breakthrough that could allow manufacturers the freedom to offer their consumers a NEW product. Manufacturers now have the opportunity to fill the gap between traditional car and motorcycle and to meet the demand for single/duo transportation in many occupations and circumstances within private, commercial and institutional sectors. Single/Duo Sensation

People who love to drive will experience the new dimension in driving pleasure which DVC offers. Driving a MWV equipped with DVC allows the driver to naturally bank through curves and to enjoy ‘flying’ on the highway. Drivers can enjoy the same level of comfort they are used to from their car and on top of that the unique pleasure of MWV road-handling. Even the undisputed sports-cars cannot automatically bank through curves. Motorcyclists who have given up their motorcycles or who only ride them in the weekend because of the disadvantages attached to a motorcycle (e.g. weather, comfort, safety, helmet, luggage, special clothing ) can now choose for a dynamic MWV.

Commuters

Commuters who cannot or will not use public transportation can choose to drive an MWV to fulfil all of their personal transportation needs much more efficiently. With its long wheel base, the MWV offers a comfortable ride at high speeds not attainable by small, shorter cars. MWV’s also require only one half of the space needed by traditional cars which can result in improved traffic flow and increased parking capacity. Studies have been conducted to determine the effect of narrow cars of traffic flow. For example, the “Cars for Cities” study conducted by the Ministry of Transport in Great Britain found that narrow cars could increase road capacity by 10-15% in mixed traffic, greatly reducing the number and intensity of traffic-jams. Current infrastructure does not necessarily need to be changed to realise the benefits of MWV’s. Police, Military and Enforcement Agencies

A MWV can protect police officers, enforcement agents etc. without diminishing their operational freedom or mobility. The MWV’s lean construction provides the freedom to travel where a motorcycle might: along traffic jams, in narrow streets, off-road etc. and offers the comfort and protection of a


car. A MWV can protect passengers from bad weather elements and aggression. MWV’s can be constructed from Kevlar and/or bullet-proof glass. Sophisticated radar, electronics, telematica, surveillance equipment and defense devices can be installed for State-of-the-Art observation, communication, notification, navigation and defense. Lean MWV’s can also be easily transported by truck, plane or even helicopter. Delivery and Service

A delivery MWV can offer 500-700 litres of cargo room. Because the MWV is narrow and compact, it can manoeuvre through traffic and use available parking space optimally. In addition to possessing a striking appearance, an MWV can park almost anywhere, which can be very handy for mail & door-to-door deliveries in crowded areas. If shoulder lanes were allowed to become convertible narrow vehicle lanes during rush hour, the MWV could take full advantage of this “fast track”. Whether a delivery must be made intercity, intracity or internationally, MWV’s can offer more protection and comfort for its driver, more cargo room for deliveries than motorcycles, and can travel where traditional cars cannot.

Commercial Fleets & Demonstration Programmes

MWV’s can provide an optimal alternative for an efficient fleet of agile vehicles. Because a MWV attains an ECE mix fuel consumption of 1:33 ( 33 km / 1 liter ) and can be parked efficiently, private industry can save much in fuel and space costs. Fleets often offer the opportunity to take advantage of innovative propulsion technologies like LPG, CNG, Hybrids, and electrical. Service representatives, mechanics, salespeople, etc. can enjoy comfort and exceptional road-handling while saving their companies money and sparing society their emissions. MWV’s can serve emergency first help services by giving the rescuers the ability to by-pass traffic queues. MWV’s can also be integrated into demonstration programs and public transportation, e.g. park-and ride programs, car-sharing. Opportunities to use MWV’s are only limited by one’s imagination.


7. EC - Road approval. Two and three-wheeled vehicles are tested according to the main EC-guideline 92/61 of 30-06-1992. Most of these rules are identical or slightly modified ‘car regulations’. Non of these regulations are a problem for a properly designed MWV. Already in the summer of 1997 Brink Dynamics had a MWV with a DVC system approved for European road-use. There are no rules that prevent a ‘actively tilting vehicle’ from receiving road-approval. Furthermore the whole DVC-system lay-out and components and the emergency feature had to be clarified and documented for the road authorities to prove the safety of the whole concept. For example : Like cars a lane-change as described in ISO/TR 3888-1975(E) with a lane offset of 3.5m must be performed at a speed of 80km/h. With this first vehicle , an unexperienced driver could manage 90 km/h, while an experienced driver can manage speeds over 100 km/h. Because the tiltingtorque and steeringtorque are limited, the vehicle shows no sign of any strange behaviour, like lifting a wheel, oversteering, understeering, or breaking out at the front or the rear. In general, this manoevre can be performed quite effortless and smoothly by gliding through the cones, whilst in a car the driver needs to do some hard work. In July 1999 the EC Home type approval for three-weelers will be officially implemented in all EU-countries. 8. Conclusion & future plans.

Brink Dynamics has invented and developed a production-ready active tilting system ( => DVC ) that opens the opportunity to develop Man Wide Vehicles ( => MWV’s ) for the consumer market. By the end of 1999 Brink Dynamics will start production of a limited number of consumer-aimed Man Wide Vehicle in the niche market range of sporty vehicles. For the higher volume vehicle market, Brink Dynamics is looking for interested manufacturing partners and / or licensees to build MWV’s. Furthermore Brink Dynamics will keep investing in the R&D to continuously improve the performance of the DVC system and to remain leader in the field of tilting vehicles.

GENERAL VEHICLE SPECIFICATIONS

Length 3,50 m Width ( max. ) 1,15 m

Height 1,45 m Wheelbase 2,60 m Empty weight 550 kg Max. weight 750 kg Engine 660 cc / 4 cyl. / turbo

+ intercooler. 47 kW at 7.500 rpm 100 Nm at 4.000 rpm

Transmission 5 speed manual + reverse+ lim. slip diff.

Top speed 190 km/h Acceleration 0-100 7,5 sec.

realization of high performance man wide vehicles...

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