Devices To Let A Tilting Vehicle Lean When Driving And To Keep It Standing When Stopped

• US 20130214503A1
• Filed: 01/02/2012
• Published: 08/22/2013
• Est. Priority Date: 11/02/2010
• Status: Abandoned Application

• Current Assignee: Dastrada SRL
• Original Assignee: Dastrada SRL
• Inventors: Chiuppani, Giovanni Antonio
• Application Number:
  US13/883,211
• Publication Number:
  US 20130214503A1
• Time in Patent Office: Days
• US Class Current: 280/124.103
• CPC Class Codes: B60G 21/007 means for adjusting the wheel inclination
• CPC Class Codes: B60G 2200/144 with two lateral arms forming a parallelogram
• CPC Class Codes: B60G 2200/322 with a single pivot point and a straight axle
• CPC Class Codes: B60G 2200/44 steerable
• CPC Class Codes: B60G 2200/46 camber angle
• CPC Class Codes: B60G 2204/46 Means for locking the suspension
• CPC Class Codes: B60G 2204/82 left and right unit on same axle
• CPC Class Codes: B60G 2300/122 Trikes
• CPC Class Codes: B60G 5/025 the arm being transverse to the longitudinal axis of the vehicle
• CPC Class Codes: B60G 5/043 the arms being transverse to the longitudinal axis of the vehicle
• CPC Class Codes: B60G 9/02 the axle or housing being pivotally mounted on the vehicle , e.g. the pivotal axis being parallel to the longitudinal axis of the vehicle B60G9/003 takes precedence
• CPC Class Codes: B62D 9/02 combined with means for inwardly inclining vehicle body on bends
• CPC Class Codes: B62K 2005/001 Suspension details for cycles with three or more main road wheels
• CPC Class Codes: B62K 3/005 Recumbent-type bicycles
• CPC Class Codes: B62K 5/02 Tricycles children's tricycles B62K9/02
• CPC Class Codes: B62K 5/027 Motorcycles with three wheels specially adapted for disabled riders B62K5/023
• CPC Class Codes: B62K 5/05 characterised by a single rear wheel
• CPC Class Codes: B62K 5/10 with means for inwardly inclining the vehicle body on bends

Abstract

Tilting devices suitable to vehicles that are free to tilt and free to be steered, apt to let them lean when driving and to keep them standing when stopped only by means of their brakes (or the like) (61, 62), characterized in that, due to a suitable tilt axis inclination with reference to the ground and to a proper combination and proportion of parts, any lateral rotation of the tilting vehicle around its tilt axis (at) is kinematically linked to a differential longitudinal displacement (fdd) of at least two wheels (wh1, wh2) (or endless tracks, snow skis, ice skates, or the like), in a way that the tilting vehicle can effectively be kept standing when stopped and can be parked perpendicular to the ground and crosswise a slope of at least 15% by simply operating the vehicle'"'"'s brakes (or the like) (61, 62) and without further locking devices.

Claims

1. Tilting devices, particularly suitable for the tilting vehicles that are free to lean, that are also free to be steered at the front axle, and that leave on the ground at least three not aligned footprints, apt to let said tilting vehicles lean when driving and to keep them standing when stopped, and characterized in that, any change in the lean angle of said tilting vehicles brings about a biunique longitudinal differential movement of at least two footprints, said differential movement being significant in direction and magnitude so that the sideways fall of said vehicles, when they are parked perpendicular to the ground and crosswise a slope of at least 15%, can be prevented by means of the friction forces transmitted from the ground to said vehicles through said footprints, for instance where the vehicles'"'"' brakes, or the like, are operated.

2. Tilting mechanisms according to claim 1, characterized in that said differential movement of said footprints is achieved by means of one suitable steering axle at the front or one at the rear of the tilting vehicle, or two suitable steering axles one at the front and one at the rear of the tilting vehicle, said steering axles being characterized in that, at each end, one or more steerable wheels, or endless tracks, snow skis, ice skates, or the like, are pivotally connected by means of knuckles in a way that, where the steering axle is at the front of the tilting vehicle, said steerable wheels, or the like, are free to be steered, whilst, where the steering axle is at the rear of the tilting vehicle, the steering of said steerable wheels, or the like, is linked to the vehicle'"'"'s chassis by the means specified in the following claim 13, said steering axles being rotatably connected to the chassis of the tilting vehicle or to a suspension interposed between said steering axle and the vehicle'"'"'s chassis, so that the physical or kinematically equivalent axis of rotation of said steering axles, that is the tilt axis, is substantially on the symmetry plane of said tilting vehicle, suitably inclined over the ground of an angle betaf at the front axle and betar at the rear axle in compliance with the conditions set in the following claim 14, said tilt axis being common to the steering axle and to the chassis (missing the suspension), or to the chassis and the suspension, or to the suspension and the steering axle.

3. Tilting mechanisms according to claim 2, characterized in that said steering axle is, from a kinematic point of view, a transverse beam, substantially reflectively symmetric to the symmetry plane of the vehicle, wherein the steering knuckles are pivotally connected to the ends of said transverse beam which is itself pivotally connected to the chassis of the tilting vehicle or to a suspension interposed between said steering axle and the vehicle'"'"'s chassis.

4. Tilting mechanisms according to claim 2, characterized in that said steering axle is, from a kinematic point of view, a transverse beam and arms linkage, substantially reflectively symmetric to the symmetry plane of the tilting vehicle, wherein the transverse beam works as a cross rocker common to a double symmetrical four bar linkage system and where the steering knuckles behave as opposite coupler links connecting the ends of the transverse beam and of the two opposite transverse arms, said steering axle being suitably rotatably connected to the chassis of the tilting vehicle or to a suspension interposed between said steering axle and the vehicle'"'"'s chassis.

5. Tilting mechanisms according to claim 2, characterized in that said steering axle is, from a kinematic point of view, a transverse double arm linkage, substantially reflectively symmetric to the symmetry plane of the vehicle, wherein, on each side of said symmetry plane, the steering knuckles behave as coupler links between the outer ends of two transverse arms which, one upper and one lower, complete the relative four-bar linkage, each arm being pivotally connected to the chassis of said vehicle by means of pivots, or the like, which are suitably inclined towards the ground of said angle betaf at the front axle and betar at the rear axle in compliance with the conditions set in the following claim 14, the two symmetrical upper or the two symmetrical lower transverse arms being connected to each other by resilient means, directly or through a suitable linkage.

6. Tilting mechanisms according to claim 2, characterized in that the differential movements of said footprints are achieved by means of a steering beam axle which is rotatably connected, and at the same time suspended, to the chassis of the tilting vehicle by means of a longitudinal rotoreflected double wishbone suspension, said suspension being characterized in that the lower longitudinal arm is rotatably connected at its apex to said steering beam axle by means of a spherical pair and, on the opposite side, it is pivotally connected to the vehicle'"'"'s chassis by means of a pivot, or the like, which is perpendicular to the vehicle'"'"'s symmetry plane, whilst the upper arm, rotoreflectively to the lower arm, is pivotally connected to the steering beam axle by means of a pivot, or the like, which is parallel to said steering beam axle, and is rotatably connected to the vehicle'"'"'s chassis, on its symmetry plane, by means of a second spherical pair, the two spherical pairs and the two pivots, or the like, of the longitudinal rotoreflected double wishbone suspension being arranged so that that the lower arm, the beam axle and the upper arm are the three moving bars of a longitudinal four bar spatial linkage which is characterized in that the chassis is the grounded link which, as well as the lower arm, lies on the symmetry plane of the vehicle, whilst the coupler link, which is bodily connected to the beam axle, and the upper arm, lie on the symmetry plane of said steering axle and are free to rotate around the axis which connects said spherical pairs, that is around the tilt axis, said tilt axis being suitably inclined towards the ground of said angle betaf at the front axle and betar at the rear axle in compliance with the conditions set in the following claim 14.

7. Tilting mechanisms according to claim 6, characterized in that, in vice of the steering beam axle, a steering axle is implemented which, from a kinematic point of view, is a transverse beam and arms linkage, substantially reflectively symmetric to the symmetry plane of the tilting vehicle, wherein the transverse beam works as a cross rocker common to a double symmetrical four bar linkage system where the steering knuckles behave as coupler links between the ends of the transverse beam and of the two opposite transverse arms, said steering axle being suitably rotatably connected to said longitudinal rotoreflected double wishbone suspension, by means of pivots, or the like, which are parallel to the symmetry plane of the tilting vehicle and inclined towards the ground of said angle betaf at the front axle and betar at the rear axle in compliance with the conditions set in the following claim 14.

8. Tilting mechanisms according to one or more of the preceding claims, characterized in that the possible suspensions of said tilting vehicles, from a kinematic point of view, do not contribute to the elastic rolling of said tilting vehicle when the tilting is prevented.

9. Tilting mechanisms at the front axle according to one or more of the preceding claims, characterized in that the inclination over the ground of the tilt axis is from rear-high to front-low.

10. Tilting mechanisms at the rear axle according to one or more of the preceding claims, characterized in that the inclination over the ground of the tilt axis is from rear-low to front-high.

11. Tilting mechanisms according to one or more of the preceding claims, characterized in that the driver, by means of foot levers suitably linked to the steering axle, can force a load transfer between the footprints connected to the tilting axle, to voluntarily affect the road holding or/and the tilting.

12. Tilting mechanisms according to claim 11, characterized in that the action of the driver on the pedals can be amplified by means of actuators apt to generate a moment around the tilt axis proportional to the differential push by the driver'"'"'s feet

13. Tilting mechanisms according to one or more of the preceding claims, characterized in that, where the steering axle is at the rear of the tilting vehicle, the steering of the rear steerable wheels or the like is suitably linked to the vehicle'"'"'s chassis by means of a linkage characterized in that, any change in the lean angle of said tilting vehicles brings about a biunique steering of said rear steerable wheels relative to the steering axle such that said wheels are substantially not steered with respect to the symmetry plane of said tilting vehicle, or they are steered only to improve the stability of said tilting vehicle while leaning.

14. Tilting mechanisms according to one or more of the preceding claims, characterized in that they comply with both the conditions:

betaf or/and betar >

betal=20 deg and mps %=100*tan((fg/hg)/200)*arcsin(tf*wf % *tan(|betaf|*180/pigreco)* (wf %/200)*kpf+tr*wr %*tan(|betar|*180/pigreco)*(wr %/200)*kpr)>

mpsl %=15, where “

fg”

is the friction coefficient of the wheels on the ground, and “

hg”

is the height of the centre of mass of the vehicle over the ground, and where, respectively at the front and at the rear axle;

“

|betaf|” and

“

|betar|”

are the absolute values of the tilt axis incidences, “

tf” and

“

tr”

are the tracks which are null when the axle has one wheel only;

“

wf %” and

“

wr %”

is the % of the vehicle'"'"'s total weight that burden the front and rear axle respectively;

“

kpf” and

“

kpr”

are coefficients whose value, between 0 and 1, is inversely proportional to the destabilizing effect of the elastic roll due to the suspensions of the respective axles when said suspensions can contribute to the elastic rolling of the vehicle where the tilting has been locked.