CA2509102A1

CA2509102A1 - Adaptive energy absorbing suspension for a wheel

Info

Publication number: CA2509102A1
Application number: CA 2509102
Authority: CA
Inventors: Geoffrey Boyer; Johannes Sander Boelen
Original assignee: GEOFFREY BOYER MARKETING INT'L Ltd
Current assignee: Individual
Priority date: 2005-06-03
Filing date: 2005-06-03
Publication date: 2006-12-03
Also published as: WO2006128291A1

Abstract

An adaptive suspension for a wheel, comprising an outer support assembly; an inner support assembly rotatably supported by the outer support assembly; and axle means resiliently supported by the inner support assembly for movement to the inner and outer support assemblies.

Description

Adaptive Energy Absorbing Suspension for a Wheel FIELD OF INVENTION
There is disclosed an improved suspension system for a wheel and an anti-nose dive mechanism, and/or an improved fork containing therein a suspension system and an anti-nose dive mechanism, for any type of ground/air/space/water (liquid or solid) vehicle, comprising a hub for rotation about an axis and within, or attached to that hub an adaptive "reactive" planar suspension system. Thus the axle moves freely forward or aft, up or down, relative to or from the virtual centre of the hub. This motion is caused through any dynamic oscillation, excitation, or disturbance and can smooth out the frequencies and amplitudes when displaced by an obstacle. Essentially the wheel's axle floats within the hub. This is an improved, natural, and ideal way of absorbing and dissipating energy and braking through rolling motion.
This improved wheel and/or fork provides a high insulating efficiency between the wheel and/or the frame and/or the chassis. The ideal resonant frequency at the chassis/frame level targeted to be one hertz (1 Hz) see pp. 58 "High-Tech Cycling" titled "Frequency Response". This adaptive "reactive" planar suspension system also reduces mean oscillation amplitude. For example, in the use of bicycles, this suspension system is attached to the front/rear fork axles) which is/are connected to the frame.
The forks) whether Cantilever or Parallel, Front or Rear, can now adapt to the natural reaction of forces (the vector sum of forces) when set in a rolling motion to overcome and render a smooth and stable ride over any type of pavement, or surface (smooth, rough, wet or dry or slippery), including overcoming obstacles such as pot holes, sidewalks, tree stumps, rocks (small & large), irregular surfaces, jumps (whether anticipated or not anticipated). Another object of the invention is to maintain lateral stiffness while providing suspension.

Further we have found that while riding over smaller obstacles such as grass or rough concrete, there is an excitation about the rotation of the centre plate as shown in Figures 7C and 7D for example. This causes the reactive mechanism and brake linkages, if present, to absorb the smaller amplitudes without putting the lateral sway arms into motion. This is useful because it clearly shows that the mechanism is fine tuned enough (efficient) to accept and react to many different types of amplitudes and frequencies caused by obstacles traversed by the wheel. Currently, there are forks and suspensions available that provide the same benefit, but they are very expensive and usually require micro-computer controlled input/output (see C.O.A.S.T., and Audi A8 and Cadillac active suspension system CVRSS).
Further there is included an anti-nose dive braking mechanisms) which is/are attached to the suspension system "centre plate" and also attached to the fork and/or chassis of a vehicle or other like means to house a frame or chassis. The attachment is spring loaded to constantly apply a pushing force against the fork. The anti-nose dive braking system drives the front fork and/or axle upwards, when attached to the front wheel. This upward motion is caused by the coupled brake motion which cooperates with the rotation of the brake disc which also serves as the main "V" guide disc to the fork. Basically, when the brake begins to engage the disc, the rotation energy couples to the fork and gives the fork the free energy. The brake linkage is spring loaded to Push in the default position so as to render a smoother deceleration and further push the brake mechanism back to the original default position "A" when disengaged, as shown in fig. 101. The rear wheel has the system placed in reverse so as to couple the motion downward. This provides further stability because the front fork remains up and the rear fork descends down. This places the 60/40 weight split (on a bicycle) further to the rear which effectively creates enhanced braking (less distance to brake) and more stability because the rider is placed in a downward sloping angled plane relative to the forward motion.

BACKGROUND OF THE INVENTION
Modern day vehicles such as cars, motorcycles, bicycles, lawn mowers, baby carriages, aircraft, wheelbarrows, have fixed frames or bodies, as well as articulating frames also known as suspension frames. One method of attachment (frame of vehicle to wheel) is by the use of forks. Another method is by use of cantilever axles) attachments such as in cars. Forks or cantilever axles are always attached to the centre of the wheel, meaning that the wheel turns fixed around the centre of the fixed axle.
Suspension forks which are piston-like shock absorbing forks are also attached to the fixed centre of the wheel. Therefore in a normal suspension system the fixed centre of the wheel along with the entire wheel (sprung mass) moves up and down along the normal axis.
For the bicycle application in particular, rear suspension frames which are of the articulating type have certain drawbacks with respect to chain length variation, articulation joints, friction, rigidity, and are also more complex to manufacture. (Please see "High Tech Cycling" pp.62 & 63 titled "Chain-Suspension Interaction".
Also, please see Fig. 2.3 on pp.63.) The ideal frame or body whether it's for a car, bicycle, motorcycle, airplane, lawn mower, baby carriage or any other vehicle is a fixed frame.
This is obvious because fixed frames are easier to manufacture, have fewer parts, weigh less, and are structurally more rigid. Further disadvantages of front suspension forks are that they are relatively heavy, have friction when they work (stiction), and reduce the trail when compressed, thereby decreasing turning and overall stability as they absorb impact for the rider or occupant.
It is therefore understood that a new vehicle geometry setup would be advantageous to combine all the ideal requirements for a rider or occupant.
The ideal requirements would be a fixed frame in the rear and front i.e. fixed front forks or cantilever axle(s), fixed rear forks and cantilever axle(s). In combination with a fixed frame the ideal vehicle geometry would incorporate a shock absorbing system into the wheel itself thereby reducing complexity in the frame, reducing unsprung mass, reducing friction, increasing trail which increases stability, and eliminating stiction. Another ideal requirement for any vehicle would be to discard the centre axle connection to the hub thereby eliminating unsprung mass, and rotational mass. This would also allow a direct attachment point from the frame to the axle directly to the hub by way of planetary guide rollers that would simply be attached directly to the hub and support the frame or body of the vehicle. This would also aid in steering and controlling the vehicle.
Therefore ideally if one had an open hub construction one could use that inner area to place the shock adaptive suspension system as well as other components which may propel the wheel directly without use of transmission, gear boxes, and clutches.
PRIOR ART
The prior art includes the "Pantour" suspension hub, the Michelin "Tweet", and the Michelin "Active wheel", the Audi A8 "Adaptive air suspension", the Cadillac "CVRSS
Active suspension system", the "COAST" or "Computer Optimized Adaptive Suspension Technology", Rosta AG, The Germany Landing Gear Nosewheel. The "Pantour"
suspension hub revolves around a central axis in a predefined arc; therefore this is not an adaptive suspension. The Michelin "Tweet" revolves around a fixed central axle as in a regular wheel construction and has radially extending polyurethane spokes above the hub to the tire tread. The Michelin "Active wheel" has an open hub core with electro-mechanical springs/ dampeners as well as sensors incorporated inside the open hub.
As well the "Active wheel" incorporates a traction motor within the open core hub. The "Active wheel" suspension is merely a motorcycle or car type spring which moves simply up and down and is not an adaptive suspension. Further the weight of all the electromechanical sensors and springs increases the unsprung mass of the wheel.

DETAILED DESCRIPTION
In one embodiment, the inventions comprise a wheel, such as a bicycle wheel, with a central hub that revolves about an axis. From the central hub there are a series of spokes that radially extend outwards to a rim which supports a tire.
Within the central hub, there is a shock absorbing mechanism attached to two lateral support arms. These two lateral support arms are attached to three inner planetary rollers which guide the central hub about its axis. The fork is fixed within a sliding spindle. The sliding spindle is attached to a spring or springs which are either in tension or compression. Since the spindle is attached to the lateral arms the spindle can also move freely up and down and/or about its rotating axis within the central hub at the same time (real time) thereby allowing the spindle to virtually float freely anywhere within the central hub and not be constrained to only an up and down motion. This action adapts its movement relative to the reaction force (vector forces) which ten to displace the spindle normal to its vectored reaction when the wheel is hitting and overcoming an obstacle. See figures 1-2.

Claims

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:

1. An adaptive suspension for a wheel, comprising:
an outer support assembly;
an inner support assembly rotatably supported by said outer support assembly;
and axle means resiliently supported by said inner support assembly for movement to said inner and outer support assemblies.