Figure 2 - uploaded by Cristiano Fragassa
Content may be subject to copyright.
Source publication
In recent years, a new class of compact vehicles has been emerging and wide-spreading all around Europe: the quadricycle. These four-wheeled motor vehicles, originally derived from motorcycles, are a small and fuel-efficient mean of transportation used in rural or urban areas as an alternative to motorbikes or city cars. In some countries, they are...
Context in source publication
Context 1
... according to UNECE standards, the framework Directive 2002/24/EEC strengthened quadricycles definition by introducing a distinction between light quadricycles and heavy quadricycles, creating the two sub-categories, knowingly: light quadricycles (L6e) heavy quadricycles (L7e) This framework became mandatory for all category L vehicles sold in the European Union from 9th May 2003. Entering in technical details of L6e and L7e sub-categories (Figure 2), as defined ...
Citations
... Recently, quadricycles (also called microcars), which are four-wheeled motorized vehicles, have emerged as a novel solution for personal transportation. These compact vehicles are derived from motorcycles and have a frame structure that protects occupants against collisions [5]. A quadricycle generally carries at most two people, unlike traditional vehicles which are five. ...
... In addition, the framework Directive 2002/24/EEC improved the definition of quadricycles by separating them into two sub-categories, known as: light quadricycles (L6e) and heavy quadricycles (L7e). The technical specifications of L6e and L7e category vehicles are defined by Framework Directive 2002/24/EC as follows [5]; ...
... EU Classification of Quadricycles[5] ...
Due to the increasing number of internal combustion engine vehicles, fossil fuel sources have decreased drastically in the last century. In addition, the concerns about global warming caused by vehicle emissions have led automotive manufacturers to search for new alternatives to transport. Quadricycles have started to be seen as future transport vehicles due to their smaller design and lower energy consumption when compared to conventional vehicles. Furthermore, they are also considered to prevent increasing traffic jams in metropolitan areas. The lightweight design of a quadricycle is crucial since its weight would affect energy consumption. On the other hand, because of their minimalistic design, crashworthiness is another factor that must be considered in the structural design of quadricycles for the safety of occupants in case of a collision. Composites are one of the most promising materials for manufacturing lightweight structures due to having a high strength-to-weight ratio compared to conventional metals. In this study, different body designs and optimizations of quadricycles are introduced. Comparisons are made between conventional metals and composite materials used in quadricycles in terms of weight and stiffness.
... Compared to passenger cars, LEVs are relatively under-researched; however, there are some studies and publications that address topics such as market potential, safety, or regulations (e.g., [4][5][6][7]). To the best of the authors' knowledge, there is no modeling of the substitution potential of passenger car trips by LEVs that includes associated CO2eq savings. ...
Climate protection goals in transportation can only be achieved with a worldwide change in mobility behavior that is supported by technological progress and changes in vehicle concepts. One contribution to reducing greenhouse gas emissions may be using small and light electric vehicles (LEVs) instead of cars. LEVs have a favorable ratio of vehicle weight to payload and the efficiency of electric drives contributes to environmental sustainability. As with full-sized electrically powered cars, emissions from combustion processes are eliminated. Going beyond that, the traction batteries in LEVs can be considerably smaller, thereby reducing the consumption of critical raw materials and lowering production-related greenhouse gas emissions. Against this background, we present the results of a study which aimed to determine what proportion of current passenger car trips in Germany could, in theoretical terms, be covered by LEVs. Our estimation of the substitution potential of LEVs for car trips is based on the 2017 Mobility in Germany (MiD) survey, a national household travel survey (NHTS) containing the data of 960,619 trips. Many different types of vehicles, ranging from e-scooters, cargo bikes, and pedelecs to three- and four-wheeled light electric vehicles, are considered. The results show that up to 76% of car trips and 50% of car mileage could theoretically be substituted by LEVs. The results are further analyzed to determine for which trip purposes and age groups the greatest substitution potential exists. Based on the results, we discuss ways for supporting the realization of this potential as well as factors that determine whether the theoretically calculated potential can be realized.
... This makes the occupants of the vehicles with the lowest mass more endangered in crash accidents [5]. Also, microelectric vehicles and quadricycles are not equipped with extensive safety equipment, and standard crash tests and advanced safety features are not mandatory for them in many countries [6]. Therefore, it must be a tradeoff between lightweight and safety considerations Battery-powered electric vehicles have a fundamentally different architecture than ICE vehicles, with their battery packs as a dominant feature rather than a large engine bay. ...
There is no doubt that lightweight micro-electric vehicles will govern the future of urban mobility due to their high compatibility with electrification and shared mobility paradigms. In this regard, the structural design of an electric vehicle is of great importance since the weight reduction not only improves the crash energy conservation but also directly enhances the driving range. Although electric microcars require a light body design, they must be rigid enough to restrain against impacts. These limitations pose a great challenge in their structural design as they may be simply deformed in relatively slight crash scenarios, which makes them almost unrepairable. Although microcars are not subjected to the same legislation as passenger vehicles, standard crash tests showed their inherent vulnerability in even slight crash scenarios. This study focuses on concurrently improving structural crashworthiness and repairability while considering lightweight requirements. To do so, a novel structural crumple zones' mechanism, referred to as HaMi, is proposed, which consists of a space frame and sacrificial energy absorbers. After mechanical modeling in CATIA and meshing in Hypermesh, crash modeling simulations were performed in LS-DYNA. It was proven that using the HaMi structure not only improves repairability but also yields extraordinary results from safety aspects in the face of realistic crash conditions. Additionally, the HaMi structure is significant from other aspects. It utilizes advanced carbon fiber-reinforced polymer (CFRP) as impact attenuators to further reduce the structural weight and improve crashworthiness simultaneously. Finally, Bronze EVP 01 was produced accordingly based on the HaMi structure as the company's first pace toward safe and sustainable mobility. The vehicle was initially targeted to become the world's safest vehicle in the L6e class. Bronze EVP-01 shows that a lightweight and low-cost chassis built from simple planner members and reinforced by replaceable CFRP energy absorbers can outperform its rivals concerning crashworthiness and repairability aspects.
... A complete report about many types of vehicles and physical characteristics was published in Austria and considers many vehicles [18]. Wider perspectives within Europe and other parts of the world can be consulted in [19]. Despite the existence of regulations (local or federal) in developed countries, GCs are often improvised for use in particular settings. ...
The usefulness of golf carts for transporting patients in hospital facilities is well known. Nursing homes, medical campuses, and any type of related service require the low-speed transport of patients either in a seat, in a wheelchair, or on a stretcher. This type of transport is not limited to hospitals, but also includes other environments where there are people with special requirements. Think for instance of handicapped or elderly people that need a van because they have to go from their homes to any destination; therefore, the use of golf carts becomes relevant and attractive. Moreover, these carts could be automated for path following and deal with bumps, potholes, or sinkholes. In this context, the present research proposes a novel way to deal with this kind of road obstacle when the gentle transport of patients is a key element. In order to pass over these obstacles, a soft upwards displacement of the front and rear sections of the vehicle was achieved with magnetorheological dampers as part of the vehicle’s suspension system. In this way, people who need this gentle transport will not have any discomfort. Moreover, this work is aligned with the spirit of Automated Vehicles 3.0
... [4,5]), to mechatronic systems that improve different aspects of ergonomics and safety (e.g. [6][7][8][9]). At a first glance, compared to some other automobile components and sub-systems, tyre appears to be a relatively simple one. ...
Structural optimization by Finite Elements (FE) is proved very effective in tyre design. For that purpose, major tyre manufacturers use in-house applications. An alternative solution, involving dedicated CAD tyre model (DCTM), is here proposed. DCTM concept permits to easily change the FE tyre models, concerning shape and structure, by moving a part of pre-processing from FE analysis to CAD. No special skills regarding CAD or FEA are required. For every new tyre design, only a new DCTM and a corresponding FE model must be built. All subsequent model changes are automatically performed by mapping and translation routines. To test this concept, DTCM models of an existing tyre were created and used within a pilot design study.
(The paper is available for free download at DOI given above)
... In many countries and also according to EU regulations, crash tests for SEVs are not required by law. Therefore, the vehicles are equipped with minimal safety features [19]. Besides the lack of mandatory crash tests, there are safety requirements that are laid down in EU Regulation No. 168/2013 and the delegated EU Regulation No. 3/2014. ...
Small electric vehicles (SEVs) have the potential to contribute to climate protection, efficient land use, and mitigation of air pollution in cities. Even though, they show many benefits that could enhance urban quality of life, they are not yet widely used. In this paper, benefits as well as drawbacks for these vehicles are discussed by combining literature research and outcomes of a mixed-method approach with expert interviews and an online survey. Resulting from these arguments, a vision for SEVs in urban areas is drawn showing them integrated in a mix of various transport modes. Environmental benefits are derived, for example, from their lower weight and low maximum speed making them a more energy-efficient transport option than heavier cars. Additionally, the small vehicle size lowers land use for SEVs and, e.g., allows for less parking areas needed. However, they also hold constraints that need to be dealt with in different ways. On the one hand, the lower safety compared to passenger cars is an issue that is further worsened by current traffic regulations. On the other hand, costs in terms of purchase prices seem to be an issue for SEVs.
... A direct consequence of setting standards is to achieve a common ground on the specification of technology for ensuring interoperability and ease of innovation on sophisticated technologies. 8 Numerous innovative applications are built upon standardized technologies. These technologies increasingly incorporate SEPs. ...
The majority of patents related to automotive safety systems are owned by a limited number of companies. Absorption and implementation of such innovations in large markets require solutions that would go beyond what is protected through exclusive means viz. patents. Taking learnings from the field of communication, wherein by implementing what is known as standard-essential patents, a horizontal deployment of a similar concept is required in other areas, most notably, automotive safety systems is necessitated. This study aims to explore the need for a practical approach to a broader technological, commercial, and social cause.
... Regardless of the motivation for minimizing weight through design, it is also strictly necessary to meet several functionality and safety criteria relating to the vehicles themselves. As reported in [38], lightweight vehicles of this type are formally categorized as light or heavy quadricycles, exhibiting specific risk profiles that are not fully accounted for in current legislation. These risk profiles should be carefully considered in the design approach, particularly in view of the high performance of existing prototypes that can reach speeds of >100 km/h [39]. ...
The use of composite structures represents a consolidated design strategy for solar race vehicles where weight savings can be immediately transformed into energy efficiency and, essentially, into better race performance. At the same time, no design assumption can sacrifice safety. This article describes the redesign of an existing solar prototype aimed at improving overall vehicle performance in terms of weight reduction and safety through replacement of titanium alloy with a CFRP carbon fiber reinforced laminate and sandwich structure as the main element of the vehicle safety system. Through appropriate optimization of materials, lay-up and sandwich structures it was possible to improve car safety while significantly reducing its weight.
... The vehicle is a four-passenger quadricycle [31] where every technical solution was designed with the scope to improve the overall car performance ( Figure 1). The replacement of the out-of-date photovoltaic panels, as well as changes in the safety structure eliminating the metal roll bar [32], driven by the need to respect rules of a different race, gave the chance to intervene on the roof through this optimization. ...
Featured Application: A photovoltaic roof for vehicles, in sandwich-structured composite, is designed for optimizing static stiffness and dynamic response, but also energy efficiency. Abstract: A multi-step and-objective design approach was used to optimize the photovoltaic roof in a multi-occupant racing vehicle. It permitted to select the best combination of design features (as shapes, widths, angles) in composite structures simultaneously balancing opposite requirements as static strength and dynamic stiffness. An attention to functional requirements, as weight, solar cells cooling and solar energy conversion, was also essential. Alternative carbon fiber-reinforced plastic structures were investigated by finite elements using static and modal analyses in the way to compare several design configurations in terms of natural frequencies, deformations, flexural stiffness, torsional stiffness, and heat exchange surfaces. A representative roof section was manufactured and tested for model validation. A significant improvement respect to the pre-existing solar roof was detected. The final configuration was manufactured and installed on the vehicle.
... Although minicars currently represent a mere 1% of the L-category fleet and therefore their impact on emissions is low in absolute values (EU, 2010;Ntziachristos et al., 2017), close attention is needed as these vehicles are mainly driven in or close to the city center. In addition, minicars are expected to become a popular means of transport in modern dense cities (Cahill, 2013;Pavlovic, 2015;Karaca et al., 2018), due to their small size, low fuel consumption, comfort comparable to small passenger cars, and reduced administrative burden (they can be driven from the age of sixteen in most European countries). The quantification of the potential impact of these vehicles on air pollution in cities would depend on the size and composition of the urban fleet. ...
The current experimental study presents particulate emissions from 30 Euro 1-4 L-category vehicles (i.e. 2-, 3- and 4-wheelers such as mopeds, motorcycles, quads and minicars, registered in Europe between 2009 and 2016) tested on a chassis dynamometer. The objectives were to identify those sub-categories with high emissions, to assess whether the measures prescribed in the Euro 5 legislation will effectively control particulate emissions and finally to investigate the need for additional measures. The results showed that 2-stroke (2S) mopeds and diesel minicars comprised the vehicles with the highest particulate mass (PM) and solid particle number above 23 nm (SPN23) emissions (up to 64 mg/km and 4.5 × 1013 km-1, respectively). It is uncertain whether the installation of diesel particulate filters (DPF) is a cost-effective measure for diesel mini-cars in order to comply with Euro 5 standard, while advanced emission controls will be required for 2S mopeds, if such vehicles remain competitive for Euro 5. Regarding 4-stroke mopeds, motorcycles and quads, PM emissions were one order of magnitude lower than 2S ones and already below the Euro 5 limit. Nevertheless, SPN23 emissions from these sub-categories were up to 5 times higher than the Euro 6 passenger cars limit (6 × 1011 km-1). Even recent Euro 4 motorcycles exceeded this limit by up to 3 times. These results indicate that L-category vehicles are a significant contributor to vehicular particulate emissions and should be further monitored during and after the introduction of the Euro 5 step. Moreover, including SPN in the range 10-23 nm increases emission levels by up to 2.4 times compared to SPN23, while volatile and semi-volatile particle numbers were even higher. Finally, cold engine operation was found to be a significant contributor on SPN23 emissions, especially for vehicles with lower overall emission levels. These results indicate that a specific particle number limit may be required for L-category to align emissions with passenger cars.
