Watt? They say: "Further detailed information about the ProCargo CT1 is available in the current brochure."
Ja natürlich. Ich habe das PDF verpasst. dank
Perhaps, but a few possible points that I considered while pondering options on my BarkFiet ideas:
That is the purpose exactly: A trike that does handle speed and power safely.
Help me out here... I'm a bit foggy about your statement.
In addition to everything you said, there's also the ability to put cargo in between the front wheels. So you can have a shorter wheelbase for any given total capacity.
I think he's not implying it, but saying it. And it's true. Like for like, the trike will put you on your head sooner, at a lower speed, than any two-wheeler.
A dime-store-5mph granny trike perhaps,.. But otherwise.. verifiable nonsense.Chalo wrote: ↑Jan 19, 2018 4:29 pmI think he's not implying it, but saying it. And it's true. Like for like, the trike will put you on your head sooner, at a lower speed, than any two-wheeler.
I've been working with one of my friends to design an e-pedicab that can carry six passengers. So I don't dispute that you can carry more stuff on a conventional trike than you can on a bike or a tilting trike, but you do have to keep it relatively slow and be mindful of slopes.
The trikes I work to design and build are the best in the business. They start at about $6k including passenger carriage. Track width is closer to four feet. But there is nothing we or anybody else can do to make them as safe at speed as a two wheeler.
And not whisper of detailed physics or multi-track vehicle dynamics to substantiate your claim...
Delta means two wheels in the rear. These Delta trikes don't tip over: http://www.vigillante.com/vigillante2.htmdustNbone wrote: ↑Jan 19, 2018 5:40 pmIn comparison to 2 wheelers, and to a lesser degree tilting three wheelers, the fact that a non tilting trike is slower around corners and more likely to fall over while turning is a matter of simple and well understood physics. It's not a matter of opinion, and certainly not "verifiable nonsense".
Even with a tilting delta trike, due to weight transfer, in a corner you're effectively riding a bicycle with the wheels offset because the outside front wheel is providing very little grip. Even worse, you're lacking the gyroscopic force that a tilted front wheel on a bike uses to stabilize itself while it's changing direction, although with lightweight bicycle wheels rotating fairly slowly this force is minimal anyway.
That thing really looks like it would be better off as a 4 wheeler with conventional coil over shock suspension, but of course that would make it a car in most jurisdictions.
Cornering and Handling
With a very low center of gravity and most of the weight over the two widely-spaced rear drive tires (the only tires that can handle the transverse cornering forces), and a very low polar moment of inertia, cornering is incredible. The maximum theoretical tip-over limit is calculated to be 3.27 lateral "g", so the Vig will slide on dry pavement with street tires long before it reaches its tip-over limit. Our original design, the TriVetteTM that was designed in 1974, actually out cornered a Corvette of that time by 10% (verified by independent testing by an enthusiast magazine). And, it still had a 0.5 "g" safety margin before reaching the tip-over limit. Later testing by the Department of Transportation showed the TriVette to be one of the most stable and best handling vehicles they had tested. It out cornered and out handled virtually all four-wheeled production vehicles. Their conclusion was that three-wheeled vehicles can corner and handle just as well as four-wheeled vehicles if the physics are done correctly. Also, the very low polar moment of inertia yields very quick transient responses to steering inputs.
As incredible as the acceleration and cornering capabilities are, the most astounding capability of the Vigillante is its braking performance. The Vigillante will stop at 1 "g" (with high performance tires), but the most amazing thing is how it handles under braking in slick road conditions. Most of the weight is on the rear tires at static loading, and under hard braking some weight is transferred to the front tire. At 1 "g" deceleration, approximately 33% of the vehicle weight is on each tire, with approximately 66% of the vehicle weight on the rear tires, behind the center of gravity (CofG). That means the vehicle is in the dynamically stable condition.
That looks like a real cargo champ there. Probably also a honey in city traffic, with great visibility and maneuverability in tight quarters.
my sedimants exactly!!! Thank you Lock,LockH wrote: ↑Jan 21, 2018 4:18 pm^^ Hehe... and I'll suggest the "End Game" is to provide wheeled transportation for urban folks over "shorter" distances at "slower" speeds, while including in vehicle design options to add on/include spaces ie/eg for "extra weight aka stuff" eg groceries, kids, etc.
TO HELP KILL off use of any/all ("large", "heavy", "expensive", etc etc) vehicles used for personal travels. (While getting around town quicker - saving many lots of money at the same time...) and personally, have found monies saved better "wasted" as "vacations".