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Expertise E-Mobiliät Endfassung-X Kopie EKF-Expertise, Dipl.-Geogr. Matthias Heier, Bietigheim-Bissingen, 2018 Seite !1 Expertise zur neuen Fahrzeugklasse der Elektrokleinstfahrzeuge " Eine Hilfestellung für die Bundesregierung " und parlamentarische Arbeit " bei der Neugestaltung der StVO" " Matthias Heier" Dipl. Geograph" Bietigheim-Bissingen " 21. August 2018" EKF-Expertise, Dipl.-Geogr. Matthias Heier, Bietigheim-Bissingen, 2018 Seite !2 Inhaltsverzeichnis" Einleitung ..............................................................................................................................................3" Fahrzeugklassifizierung Radstand und Spurweite ................................................................................3" Fahrzeugklassifizierung nach KSP-Freiheitsgraden und dynamischer Radlastverteilung ....................5" Klassifizierung nach Standfestigkeit des Fahrers in Abhängigkeit der Unterstützungsfläche und der Lage des Körperschwerpunktes ...........................................................................................................7" Klassifizierung nach Verkehrszweck bzw. Fahrzeugnutzung (Fahrgeschwindigkeiten, Beschleunigung und Verzögerung) ................................................................................................................................10" Klassifizierung nach dem Vortrieb: Hangabtriebskraft, Muskelkraft, Hybridelektrofahrzeug, Elektrofahrzeug ...................................................................................................................................13" Synthese der Klassifizierungen von EKF ............................................................................................14" EKF-Klassen Empfehlung ..................................................................................................................15" Gemeinnützigkeit von PEVs ................................................................................................................17" Wirtschaftlicher Nutzen von EKF ........................................................................................................18" Fazit ....................................................................................................................................................19" Autor ...................................................................................................................................................20" Anhang ................................................................................................................................................21 Abbildungsverzeichnis" Abbildung 1: Radstand und Spurweite am Beispiel Kinderfahrzeuge .................................................4" Abbildung 2: .........................................................................................................................................4" Fahrzeugtypisierung nach ungefähren Angaben von Spurweite, Radstand und Fahreigenschaften. Die Begri$e stehen exemplarisch für den jeweiligen Fahrzeugtyp. ......................................................4" Abbildung 3: Einflussnahme der Kippstabilität und dynamische Radlastverteilung durch Verlagerung des KSP am Beispiel von Fahrzeugen mit geringen und großen Freiheitsgraden................................ 5" Abbildung 4: Radlastverteilung bei einer Vollbremsung. .....................................................................6" Abbildung 5: Bremsen im Grenzbereich bei Fahrzeugen mit hohen und geringen Freiheitsgraden und ähnlichem Radstand ...........................................................................................................................7" Abbildung 6: Standflächen eines Inlineskaters ....................................................................................7" Abbildung 7: Standflächen und Lagen des KSP bei unterschiedlichen Fahrzeugen. ..........................8" Abbildung 8: Skateboardfahrer und Rennradfahrer aus Abbildung 5 mit zusätzlich markierter Standfläche. ..........................................................................................................................................9" Abbildung 9: Freiheitsgrade beim Verlagern des KSP auf dem Fahrrad, Tretroller und Skateboard an Gefällstrecken. ...................................................................................................................................10" Abbildung 10: Reliefenergie (100 Meter Raster, Höhe in Meter) des Großraum Stuttgarts und „40- Minuten-Einzugsgebiet“ für „Fahrradweg-Einpendler“ nach Stuttgart. ............................................18" Abbildung 11: Reliefenergie Deutschlands (verkleinerte Karte) ..........................................................21" Abbildung 12: Fahrzeuggewichtsanteil am Gesamtgewicht (Fahrergewicht einschließlich Fahrzeuggewicht) in Prozent und mögliche KSP-Einflussnahme. .....................................................22 EKF-Expertise, Dipl.-Geogr. Matthias Heier, Bietigheim-Bissingen, 2018 Seite !3 Einleitung Elektrische Leichtfahrzeuge, wie beispielsweise elektrisch betriebene Cityroller oder sich selbst ausbalancierende Stehroller, werden im ö$entlichen Raum gerne von Kindern und Jugendlichen genutzt. Auch in Verkaufsräumen von Elektromärkten und im Internet werden diese Fahrzeuge beworben. Auf den Wunschlisten von Kindern und Jugendlichen stehen diese Fahrzeuge weit oben. Kaufkräftige Erwachsene fahren elektrische Kleinstfahrzeuge zur Freizeitgestaltung. Im Bereich des Sports gibt es Ansätze, neue Sportarten und Reglements zu entwickeln. Auch Berufspendler nutzen diese neue „Fahrzeugklasse“. In der StVO finden diese Fahrzeuge noch keine Beachtung. Für die Novellierung der StVO möchte ich gerne mein Expertenwissen beisteuern. " Für die Fahrzeugklasse der elektrischen Mobilitätshilfen hat sich noch kein Fachbegri$ etabliert. Begri$e wie „Personal Light Electric Vehicle“ (kurz: „PLEV“) oder „Light Electric Vehicle“ (kurz „LEV“) sind gebräuchlich. In meiner Expertise werde ich den Begri$ „Elektrokleinst- fahrzeuge“ (kurz „EKF“) gebrauchen, da er von der Bundesregierung verwendet wird (vgl. BT- Drucksache 19/3006 vom 27.06.2018). " Meine Motivation, diesen Artikel zu verfassen, ist eine gemeinnützige. Aufgrund meines Fachwissens, meiner Berufserfahrung sowie meinen persönlichen Interessen und Erfahrungen, verfüge ich über hilfreiches Expertenwissen, das der Neugestaltung der StVO im Bereich der Fahrzeugklasse der EKF dienen kann. Ich habe keine private oder berufliche Verflechtung zu Herstellern, Verbänden oder politischen Parteien. Mich leitet der Nachhaltigkeitsgedanke und die Neugierde an neuen Mobilitätsformen. " Das Revolutionäre an EKF ist die Entwicklung der Akkumulatoren der letzen Jahre. „Akkus“ mit niedrigem Gewicht und hoher Energiedichte, gepaart mit Brushlessmotoren, ermöglichen den Bau von leichten und kompakten Antrieben. Zunehmende Reichweiten ermöglichen nun auch die Konstruktion alltagstauglicher Fahrzeuge. Der Elektroantrieb kann zur Beschleunigung, Fahrzeugsteuerung und Verzögerung eingesetzt werden. Deshalb verfügen nahezu alle EKF über Fahrzeugbremsen. " In diesem Artikel versuche ich mit Hilfe unterschiedlicher Fahrzeugklassifizierungen, allgemeine Prinzipien unterschiedlicher Fahrzeuge herauszuarbeiten. Diese allgemeine Prinzipien dienen als Orientierungshilfe, um EKF für die StVO geeignet zu klassifizieren. " Jedem Kapitel ist ein kurzes Fazit nachgestellt. Es ermöglicht dem fachkundigen Leser, einzelne Kapitel zu überspringen. Es hält wesentliche Aussagen des jeweiligen Kapitels fest. " Das Kapitel 6 bündelt wesentliche Erkenntnisse der Kapitel 1 bis 5. " Das Kapitel 7 enthält die Empfehlung für die Novellierung der StVO. " Fahrzeugklassifizierung Radstand und Spurweite Fahrzeuge und Sportgeräte lassen sich nach Prinzipien der Konstruktion und Anwendung bzw. Nutzung klassifizieren, ganz unabhängig davon, ob sie durch Muskelkraft in Kombination mit Schwerkraft bzw. Hangabtriebskraft, dem Wind oder elektrisch angetrieben werden." Der Radstand und die Spurweite eines Fahrzeuges sind - neben Anderen - hilfreiche Prinzipien, eine Klassifizierung vorzunehmen. Diese Konstruktionsprinzipien finden sich auch bei Wasser- oder Wintersportgeräten in ähnlicher Weise wieder und haben Einfluss auf das Fahrverhalten, Wendigkeit, Geradeauslaufeigenschaften sowie Kippeigenschaften, und damit auch auf den Einsatzzweck eines Fahrzeuges. Längere Radstände eignen sich eher für höhere Geschwindigkeiten und sind in Fahrtrichtung kippstabiler, kürzere sorgen für mehr Wendigkeit. " EKF-Expertise, Dipl.-Geogr. Matthias Heier, Bietigheim-Bissingen, 2018 Seite !4 Abbildung 1: Radstand und Spurweite am Beispiel Kinderfahrzeuge Radstand Spurweite Radstand einspurig einachsig einspurig" Tretauto Tretroller Einrad Nach dieser Kategorisierung lassen sich Fahrzeuge in einachsige und zweiachsige (bzw. mehrachsige), als auch nach Anzahl der Spuren einteilen, also einspurige oder zweispurige. Ein Einrad ist demnach ein einachsiges, einspuriges Fahrzeug, ein Tretauto ein zweiachsiges, zweispuriges. Ersteres muss vom Fahrer in alle Richtungen ausbalanciert werden, letzteres ist konstruktionsbedingt selbstausbalanciert. Fahrzeuge mit sehr kurzem Radstand verhalten sich wie einachsige, Fahrzeuge mit sehr kurzer Spurweite verhalten sich wie einspurige Fahrzeuge. Mit zunehmender Fahrgeschwindigkeit und entsprechender Konstruktion neigen Fahrzeuge dazu, sich selbst auszubalancieren. Beispielsweise rollt ein Gymnastikreifen ab gewissen Geschwindigkeiten von selbst, ohne zu kippen. Nach den Kriterien Radstand und Spurweite lassen sich Einräder, „Pedalos“, „Monowheels“,
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