PERSONAL MOBILITY DEVICE

• US 20130153311A1
• Filed: 09/01/2011
• Published: 06/20/2013
• Est. Priority Date: 09/01/2010
• Status: Active Grant

• Current Assignee: Timothy Huntzinger
• Original Assignee: Timothy Huntzinger
• Inventors: Huntzinger, Timothy
• Granted Patent: US 9,216,763 B2
• Time in Patent Office: Days
• US Class Current: 180/55
• CPC Class Codes: B60G 17/015 the regulating means comprising electric or electronic elements B60G17/002, B60G17/005 take precedence
• CPC Class Codes: B60G 2200/132 with a single trailing arm
• CPC Class Codes: B60G 2204/30 In-wheel mountings
• CPC Class Codes: B60G 2204/421 Pivoted lever mechanisms for mounting suspension elements, e.g. Watt linkage
• CPC Class Codes: B60G 2300/122 Trikes
• CPC Class Codes: B60G 2300/13 Small sized city motor vehicles
• CPC Class Codes: B60G 2300/38 Low or lowerable bed vehicles
• CPC Class Codes: B60G 2300/45 Rolling frame vehicles
• CPC Class Codes: B60G 3/08 the arm forming the axle housing
• CPC Class Codes: B60K 7/00 Disposition of motor in, or adjacent to, traction wheel roller-skate driving mechanisms A63C17/12
• CPC Class Codes: B60L 15/2036 Electric differentials, e.g. for supporting steering vehicles
• CPC Class Codes: B60L 2200/24 Personal mobility vehicles
• CPC Class Codes: B60L 2220/42 with use of more than one motor
• CPC Class Codes: B60L 2220/44 Wheel Hub motors, i.e. integrated in the wheel hub
• CPC Class Codes: B60W 10/00 Conjoint control of vehicle sub-units of different type or different function for propulsion of purely electrically-propelled vehicles with power supplied within the vehicle B60L50/00 - B60L58/00
• CPC Class Codes: B62D 9/02 combined with means for inwardly inclining vehicle body on bends
• CPC Class Codes: B62D 9/04 combined with means for inwardly inclining wheels on bends B62D9/02 takes precedence
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility

Abstract

A personal mobility vehicle is described. Generally, the vehicle includes a vehicle frame with multiple wheels rotatably connected thereto. The vehicle further includes one or more components that allow the vehicle to be leanable, yet stable. In this regard, such components may include: a fifth link suspension mechanism that couples at least one of the wheels to the vehicle frame, an offset hub motor system that is connected to at least one of the wheels, a lean adjustment system connected to at least one of the wheels, a return to neutral lean position mechanism connected to at least one of the wheels, and a differential system for a leanable vehicle. While the vehicle can seat any suitable number of occupants, in some cases, the vehicle seats one or two occupants. Other implementations are also described.

Claims

1. A personal mobility vehicle comprising:

a vehicle frame having multiple wheels connected thereto;

a first fifth link suspension mechanism coupling at least one of the wheels to the vehicle frame;

an offset hub motor system connected to at least one of the wheels;

a lean adjustment system connected to at least one of the wheels; and

a return to neutral lean position mechanism connected to at least one of the wheels.

2. The vehicle of claim 1, wherein the personal mobility vehicle comprises a center of gravity that is disposed at or above a roll axis of the personal mobility vehicle.

3. The vehicle of claim 1, further comprising:

a horizontal member that is pivotally attached to the vehicle frame at a root axis to allow the horizontal member to rotate in a first plane of motion;

a first wheel connected to a first end of the horizontal member; and

a second wheel connected to a second end of the horizontal member,

wherein the first wheel and the second wheel are substantially parallel to each other,

wherein the second wheel leans and turns in harmony with the first wheel when the first wheel leans and turns,

wherein the first fifth link suspension mechanism is attached to the first wheel,

wherein a second fifth link suspension mechanism is attached to the second wheel, and

wherein the first and the second fifth link suspension mechanisms each comprise a biasing member so the first and second wheels are suspended independently.

4. The vehicle of claim 3, wherein the first fifth link suspension mechanism comprises:

a swing arm having a first pivot joint near its first end and a second pivot joint near its second end, wherein the first pivot joint is pivotally attached to the first end of the horizontal member;

a suspension arm having a first end portion and a second end portion, wherein the first end portion of the suspension arm is pivotally attached to the swing arm'"'"'s second pivot joint, and wherein the first wheel is rotatably coupled to the suspension arm; and

an extendable fifth link connected to and extending between the second end portion of the suspension arm and the swing arm.

5. The vehicle of claim 3, wherein the fifth link suspension system comprises:

a swing arm having a pivot joint disposed near a first end of the swing arm, wherein the first wheel is rotatably connected to the swing arm near a second end of the swing arm, and wherein the pivot joint is pivotally connected to the first end of the horizontal member;

a support arm having a first end that is pivotally attached to the vehicle frame and a second end that is pivotally attached to the swing arm; and

an extendable fifth link connected to and extending between the swing arm and the vehicle frame.

7. The vehicle of claim 1, wherein the first fifth link suspension mechanism comprises a reverse suspension arm.

8. The vehicle of claim 1, wherein the lean adjustment system comprises:

a horizontal member having a first end and a second end, wherein the horizontal member is pivotally attached to the vehicle frame at a root axis so the horizontal member is rotatable in a first plane of motion;

a first swing arm having a pivot joint near its first end, wherein the first pivot joint is pivotally attached to a first end of the horizontal member, and wherein a first wheel is connected to a second end of the first swing arm; and

a first support arm having a first pivot joint near its first end and second pivot joint near its second end, wherein the support arm'"'"'s first pivot joint is pivotally connected to the vehicle frame, and wherein its second pivot joint is pivotally connected to the first swing arm, and

wherein the first wheel leans when either a distance between the pivot joint of the first swing arm and the first pivot joint of the support arm changes, or when a length of the support arm changes.

9. The vehicle of claim 8, wherein lean adjustment system comprises an adjustment mechanism that changes the length of the support arm to raise or lower the first wheel with respect to the vehicle frame.

10. The vehicle of claim 8, wherein the lean adjustment system comprises a movable connection point on the vehicle frame, wherein the support arm is connected to the movable connection point, and wherein the movable connection point is engagable to change the distance between the first end of the swing arm and the first end of the support arm to raise or lower the first wheel.

11. The vehicle of claim 1, wherein the offset hub motor system comprises:

a drive surface connected to a first wheel; and

a spinning drive member in contact with the drive surface, wherein the spinning drive member is pivotally attached to an axle of the first wheel to allow the spinning drive member to rotate around the axle.

12. The vehicle of claim 11, wherein the spinning drive member is positioned so as to force the first firth-link suspension to apply a diving force to a front end of the vehicle frame when the spinning drive member causes the first wheel to accelerate in a forward direction, or to force the first firth-link suspension to apply a lifting force to the front end of the vehicle frame when the spinning drive member causes the first wheel to decelerate when the first wheel is moving in a forward motion.

13. The vehicle of claim 11, wherein the drive surface comprises a radial drive gear.

14. The vehicle of claim 11, wherein the drive surface comprises an inverted drive gear.

15. The vehicle of claim 11, wherein the spinning drive member is pivotally attached to the first wheel'"'"'s axle so as pivot around the axle in a direction that is opposite to the rotational direction of the first wheel when the spinning drive member causes the first wheel to accelerate.

16. The vehicle of claim 11, wherein the spinning drive member is pivotally attached to the first wheel'"'"'s axle so as pivot around the axle in the rotational direction of the first wheel when the first wheel is decelerating.

17. The vehicle of claim 1, wherein the return to neutral lean position mechanism comprises:

a horizontal member attached to the vehicle frame through a root pivot joint that allows the horizontal member to rotate in a first plane of motion;

a first swing arm having its first end pivotally attached to a first end of the horizontal member;

a second swing arm having its first end pivotally attached to a second end of the horizontal member, wherein the first swing arm and the second swing arm are able to pivot about the horizontal member in a second plane of motion that runs substantially perpendicular to the first plane of motion;

a first support arm having its first end pivotally connected to the vehicle frame and its second end pivotally attached to the first swing arm;

a second support arm having its first end pivotally connected to the vehicle frame and its second end pivotally attached to the second swing arm; and

a biasing mechanism that applies a biasing force to the horizontal member, wherein the biasing force biases the horizontal member towards a neutral position.

18. The vehicle of claim 17, wherein the biasing mechanism is selected from a rake angle on the root pivot joint, a spring, a piston, a servo, and a linear actuator.

19. The vehicle of claim 1, further comprising a differential system for a leaning vehicle, wherein the system comprises:

a motor drive shaft; and

a differential box having a power intake mechanism in mechanical connection with the drive shaft;

wherein the differential box is attached to a horizontal member on a vehicle, wherein the horizontal member is pivotally attached to the vehicle about a root axis so the differential box and the horizontal member are rotatable about the root axis, and with respect to the motor drive shaft.

20. The vehicle of claim 19, wherein:

a first end of a first elongated swing arm is pivotally attached to a first end of the axel;

a first end of a second elongated swing arm is pivotally attached to a second end of the horizontal member;

the first and second swing arms are rotatable about an axis that runs substantially perpendicular to the root axis;

a first wheel is attached at a second end of the first swing arm;

a second wheel is attached at a second end of the second swing arm; and

the differential system comprises a first appendage drive shaft mechanism extending between the differential box and the first wheel to provide rotational power to the first wheel.

6. The vehicle of claim 6, wherein a connection mechanism on the vehicle frame between the first end of the support arm and the pivot joint on the first end of the swing aim extends through the root axis and comprises a virtual link in the first fifth-length suspension mechanism.