CN110217332B

CN110217332B - Three-wheeled vehicle

Info

Publication number: CN110217332B
Application number: CN201910489617.7A
Authority: CN
Inventors: D·凯利
Original assignee: D Kaili
Current assignee: D Kaili
Priority date: 2013-03-15
Filing date: 2014-03-17
Publication date: 2022-02-01
Anticipated expiration: 2034-03-17
Also published as: CN105143027A; EP2969719A1; CN105143027B; CN110217332A; EP2969719A4; WO2014145878A1

Abstract

A three-wheeled vehicle having a wheel arrangement with two front wheels and one rear wheel and a profile adjustment feature is described. The rear wheels may be configured as steerable wheels, and in some cases are the only steerable wheels. The two front wheels are arranged substantially parallel to each other and the rear wheel is arranged substantially centrally between the two front wheels in a rear position. This arrangement of the wheels provides stability without requiring a person to maintain balance to keep the vehicle in a vertical position. The profile adjustment feature may automatically adjust the height of the vehicle based on vehicle speed. The height may be reduced as the vehicle accelerates to provide a more stable vehicle by tilting the vehicle during cornering than by turning the rear wheels.

Description

Three-wheeled vehicle

The application is a divisional application of Chinese application with application date of 2014, 3, 17, application number of 201480023027.0(PCT/US2014/030718) and invention name of 'three-wheeled vehicle'.

Cross Reference to Related Applications

This application claims the benefit of U.S. provisional patent application No. 61/798693 entitled "Three-wheel Vehicle" filed on 2013,

month

3 and 15, the entire contents of which are incorporated herein by reference.

Technical Field

The present invention relates to a three-wheeled vehicle, and more particularly to a power-assisted three-wheeled vehicle.

Background

Traffic, and particularly daily routine local traffic such as commuting to and from work, is an expensive necessity for many people. The cost of purchasing and operating automobiles is extremely high and has risen sharply in recent years. In addition, automobiles cause road congestion and finding parking spaces may also be annoying. In addition, automobiles do not provide a means for physical exercise, also pollute the environment, and burn fossil fuels of limited resources.

For many people, riding on and off work does not exceed about ten miles, making it practical for them to use traffic in the form of human power, such as a bicycle. However, some people are uncomfortable on a bicycle because a two-wheeled vehicle requires the rider to maintain balance. Many people fear that riding a bicycle by themselves will lose balance and be injured, and are uncomfortable to ride with a car because the bicycle does not provide protection to the cyclist. In addition, bicycles do not provide protection to riders from the weather (including wind, rain, snow and cold) making them look uneven when they reach their destination. Moreover, cycling can be very tiring, especially on uphill slopes, and when reaching the destination, sweat can come down and feel exhausted.

Electric bicycles (electric vehicles) are used as personal means of transportation to benefit from their low cost, effective use in densely populated urban areas, "last mile," and personal and social health benefits. However, as is the case with standard bicycles, many people are not accustomed to operating electric vehicles on busy roads, fear they may be injured, and do not have protection from the elements or other vehicles. Moreover, bicycles provide limited cargo capacity or no cargo capacity at all. The result of attempts to provide both the advantages of an electric vehicle and an automobile on one vehicle has heretofore been that neither advantage is effectively provided as a composite.

There is a need for a stable vehicle that the rider may operate without the need to maintain balance, that provides protection from other vehicles and the elements, that provides some cargo carrying capability, that is powered assistance, that provides opportunities for exercise and that is low cost to own and operate.

Disclosure of Invention

The present invention is directed to a three-wheeled vehicle that includes a wheel arrangement having two front wheels and one rear wheel. The two front wheels are arranged substantially parallel to each other and the rear wheel is arranged substantially along the centre line of the vehicle, or substantially aligned between the two front wheels and disposed towards the rear of the vehicle. This arrangement of wheels provides a stable vehicle without requiring a person to maintain balance to keep the vehicle in a vertical position; as required for a bicycle two-wheeled vehicle. In addition, this wheel arrangement provides a zero turning radius whereby the vehicle can turn about a single point between the two front wheels. The rear wheel may be turned to 90 degrees from the two front wheels and the two front wheels may be turned in opposite directions, providing a zero turning radius about a point at the center between the two front wheels.

A three-wheeled vehicle as described herein further comprises a profile adjustment device coupled to the rear wheel, whereby the rear wheel can be braked, for example by using a linear actuator or a rotating arm, or any combination thereof, to adjust the height of the vehicle. In one embodiment, the height of the three-wheeled vehicle is adjusted automatically, or as a relative function of speed, when the three-wheeled vehicle exceeds a threshold speed. At low speeds, the height of the vehicle, or the height of the head of an operator sitting in the vehicle, may be at a first height, and as the three-wheeled vehicle accelerates to higher speeds, the height of the vehicle may decrease. The reduction in vehicle height reduces air resistance, improves efficiency and makes the three-wheeled vehicle more stable by lowering the center of gravity, thereby reducing moments around the inclined axis. The profile adjustment device is any device or combination of devices that adjust the height of the vehicle and may include, but is not limited to, a linear actuator, a pivot, a gear reduction on a rack and pinion, a pivot, a plurality of pivots, and the like. The profile adjustment device may include one or more gas rods and/or springs to facilitate movement and alignment of the profile adjustment. In an exemplary embodiment, the profile adjustment device is configured to reduce the vehicle height when a threshold speed is exceeded, or to continuously adjust the vehicle height as the speed changes to maintain the desired characteristic.

The three-wheeled vehicle described herein may also include a protective case on at least the front of the vehicle. The protective shell or any portion of the protective shell may be configured to be removably connected to a three-wheeled vehicle. The protective case may include one or more windows and/or vents that may be configured to open to allow air to flow into the three-wheeled vehicle. In one embodiment, a protective case substantially encloses a three-wheeled vehicle as shown herein. In some embodiments, one or more doors may be configured in the protective case. The door may be considered part of the protective case of a three-wheeled vehicle as described herein. Additionally, the wheels, and in particular the front wheels, of the three-wheeled vehicle may be configured to move up into the cavity or body of the protective case, for example when cornering.

In an exemplary embodiment, the protective shell of the vehicle provides the primary structural support for the vehicle, with components of the vehicle (e.g., pedal devices, wheels, etc.) connected to the shell. The shell may include an inner skin and an outer skin, and a porous polymer layer disposed therebetween. Structural supports may be provided on or within the housing to provide additional strength to components attached thereto or configured therethrough.

Three-wheeled vehicles may include an automatic roll or lean feature of the vehicle whereby at elevated speeds, the amount of roll the vehicle is able to perform increases. The automatic tilt feature may prevent the three-wheeled vehicle from falling and allow a safe amount of tilt at any speed, where the operator may not be operating the vehicle outside of the safe zone. In an exemplary embodiment, the steering input splitter is coupled to the profile adjustment device, whereby the height of the vehicle adjusts the pivot point on the steering ratio mechanism, thereby adjusting the steering contribution between the rear wheel turning and the tilt steering control. At low speeds, the ratio is weighted towards rear wheel turning, and at higher speeds, the ratio is shifted more to lean steering control. The steering control actuator is coupled to the steering device, whereby the steering input from the operator is divided into rear wheel turning and tilt steering. In yet another embodiment, an electrical actuator changes the position of the front swing arm to produce roll so that the operator or rider does not experience substantial lateral or transverse acceleration. An inertial sensor may be coupled to the wheel actuator and automatically control the roll position. The differential may be disposed between the front wheels and lift the vehicle when rolling to tend to stabilize the vehicle.

A three-wheeled vehicle as described herein may be configured with a front access door whereby an operator enters between the front and two front wheels of the vehicle. For example, an operator may lift or swing the front protective housing and enter the vehicle through the front of the vehicle, and then close the front protective housing. In other embodiments, the door may be configured on one or more sides of the vehicle.

A three-wheeled vehicle as described herein may be configured for a single occupant or operator, or may be configured for two or more occupants, such as one operator and one passenger. In an exemplary embodiment, the three-wheeled vehicle is configured for one operator and for cargo and/or a child disposed behind the operator. In yet another embodiment, the three-wheeled vehicle is configured for only one operator and cargo behind the operator. In other embodiments, the three-wheeled vehicle is configured for more than two passengers, more than three passengers, and the like. In yet another embodiment, a passenger or storage trailer may be configured to be connected to a three-wheeled vehicle. For example, a passenger trailer may be coupled to a rear of a three-wheeled vehicle and may be at least partially controlled by the three-wheeled vehicle. In yet another embodiment, two or more three-wheeled vehicles may be coupled together, and the towing vehicle may provide additional power to propel the connecting vehicle, or may provide additional electrical power to tow the vehicle. One three-wheeled vehicle may be connected to another three-wheeled vehicle by any suitable means, including but not limited to, folding tow bars, connecting to a conventional vehicle by a suction cup device, whereby suction cups on at least one of the coupled vehicles are connected to a bar between the vehicles, such as a tether, or a resilient bar. However, when towing another one of the vehicles, the integrated towing system does not require suction cups for connection. When a three-wheeled vehicle as described herein is coupled to a car, the three-wheeled vehicle may provide additional thrust to the car, or simply be pulled by the car. A three-wheeled vehicle coupled to an automobile may provide additional power, e.g., electrical power, to the automobile, electric automobile, or hybrid automobile. Three-wheeled vehicles may use the forward motion of the car to recharge their batteries, and may be configured to do so only when the car is decelerating. A three-wheeled vehicle may sense acceleration, deceleration, and steering of the vehicle via an accelerometer device and react accordingly. The three-wheeled vehicle can be used for providing thrust for the automobile and reducing the energy consumption of the automobile. Three-wheeled vehicles can be used to slow the vehicle down, reduce braking and save energy.

A three-wheeled vehicle as described herein may be a fully human vehicle or may have one or more human input features. In fully human powered embodiments, the three-wheeled vehicle may be configured with one or more pedal devices that enable an operator and/or passenger to step on and propel the three-wheeled vehicle. The pedal device may be coupled to one or more wheels of the three-wheeled vehicle by any suitable means, including chains, gear bars, belts, any combination of coupling features provided, and the like. In an exemplary embodiment, the pedal apparatus is coupled with a generator, and the generated electrical power is provided to one or more electric motors to propel the vehicle. The electric motor may be coupled to the two front wheels and may be, for example, a hub motor. In yet another embodiment, the three-wheeled vehicle is configured with a pedal device of the operator and a separate pedal device of the passenger. A three-wheeled vehicle as described herein may be configured for a single passenger to sit behind an operator, and the pedal devices may be coupled whereby the operator and passenger combine their pedaling forces. The pedal device may be of any suitable type, including rotary, as seen with most conventional bicycles, or reciprocating, whereby the two pedals move back and forth in a substantially linear manner, including an arcuate path but not a rotational path. In an exemplary embodiment, a reciprocating step arrangement is configured at the front of the operator and includes steps that flip or pivot away until the operator is ready to use them so that the steps are out of the way when entering and exiting the vehicle. Additionally, the step mechanism may be configured to be at least partially inside the shell of the vehicle and extend the pedal into the cabin.

In an exemplary embodiment, the pedal device is coupled to a generator, whereby pedaling charges a battery that may be configured to drive one or more wheels of a three-wheeled vehicle via an electric motor. Three-wheeled vehicles may use pedaling force from a human input feature to control the forward speed of the vehicle when desired by the operator.

In an exemplary embodiment, a three-wheeled vehicle as described herein includes one or more power assist devices, such as an electric motor. The power assist device may be coupled to at least one wheel of a three-wheeled vehicle. The electric motor may be coupled to the wheel by any suitable lever, or may be configured on the wheel such that it is generally located around the wheel as shown and described herein. In an exemplary embodiment, two electric hub motors are configured on two front wheels. In yet another exemplary embodiment, an electric motor is configured on each of the three wheels of a three-wheeled vehicle. Any suitable type of electric motor may be used with the three-wheeled vehicle, including, but not limited to, brushless AC motors, brushless DC motors, synchronous motors, induction motors, brushless motors, brushed motors, universal motors, induction motors, torque motors, stepper motors, servo motors, transverse flux motors, and the like. In an exemplary embodiment, a MetGlas-based transverse flux motor is used. The motor used in the three-wheeled vehicle may have any suitable power output, including, but not limited to, about l.5kW or greater, about 7.5kW or greater, about 15kW or greater, and the like.

Three-wheeled vehicles as described herein may be designed to achieve any suitable speed or speed range, including, but not limited to, 20mph or higher, 30mph or higher, 40mph or higher, 55mph or higher, 65mph or higher, and any range therebetween, and including provided speeds, such as between and including 20mph and 65 mph. In an exemplary embodiment, a three-wheeled vehicle is designed to reach speeds of 65mph or higher, making it feasible for most roads other than interstate highways outside the urban area. In yet another embodiment, a three-wheeled vehicle as described herein is configured to achieve speeds of 125mph or greater.

A three-wheeled vehicle as described herein may also include regenerative braking features and a rechargeable battery, whereby braking energy may be stored in the rechargeable battery. The braking and/or regenerative braking features may be on one or more of the wheels, such as only the rear wheels, on both front wheels, or on all three wheels. Three-wheeled vehicles may provide control so that the wheels do not slip during braking or acceleration. The wheels may be driven such that the steering input also controls the torque, speed and/or position of the wheels, thereby helping to control steering, among other things. Control of the wheels may also be used to roll or lean the vehicle using differential position or moment or speed rather than other means of producing the desired roll.

A three-wheeled vehicle as described herein may include any suitable type of battery or combination of batteries, including but not limited to lithium-chemistry batteries. In an exemplary embodiment, a plurality of lithium chemical batteries are configured to be quickly and easily installed into a three-wheeled vehicle. In one embodiment, the battery pack is characteristically equipped with a plug whereby the battery pack can be removed from the vehicle and inserted into a standard wall socket to recharge the battery. The three-wheeled vehicle may include any number of removable and rechargeable battery packs, including one, two, three or more, etc. One or more batteries may have a charger and/or BMS system integrated into the unit with a handle for hand carrying so that they can be removed and charged using a conventional power plug without the need for other equipment or special plugs. In yet another embodiment, the three-wheeled vehicle characteristically includes a plug, whereby the three-wheeled vehicle can be plugged in to charge the battery.

A three-wheeled vehicle as described herein may include an intelligent electronic device interface whereby any conventional intelligent electronic device may be inserted into the docking station and provide electronic data, entertainment, directions, music, traffic alerts, and control one or more functions of the three-wheeled vehicle. In yet another embodiment, the intelligent electronic device has a program specifically designed for use with a three-wheeled vehicle, and in some embodiments is responsible for some control of the three-wheeled vehicle. For example, in one embodiment, an intelligent electronic device connected to the vehicle may control the profile adjuster setting based on speed. In one embodiment, the intelligent electronic device may be coupled to a three-wheeled vehicle and provide navigational information, speed, power state of the vehicle, estimated range, duration of human output and total output, average human output, heart rate, caloric rate or expenditure, and any other information related to vehicle travel. In an exemplary embodiment, the operator's heart rate is monitored and displayed. The sensor may be configured on a steering device (e.g., a handle) and the heart rate display may be provided on an intelligent electronic device. In an exemplary embodiment, calories burned may be calculated and displayed as a rate, a sum over time, and/or a sum for a given distance traveled. Other information related to the trip may also be displayed, including maximum speed, average speed, crawl, etc. In yet another exemplary embodiment, the display shows the input power generated by the operator of the vehicle to a human input device, such as a pedal device. For example, the display may show the operator's power input in watts, and this power may be converted by the generator into electrical energy that is stored in a battery or used directly to drive the vehicle.

In an exemplary implementation, human input is measured by the vehicle, and the three-wheeled vehicle may not be operating unless human input is made. This can be done to meet the specifications of a particular class of vehicles, such as electric bicycles. In another embodiment, a three-wheeled vehicle may limit the performance (e.g., speed) of the vehicle to meet the specifications of a particular class of vehicles. In another embodiment, the information may be used to enhance training, treatment reasons, or for exercise.

An intelligent electronic device connected with a three-wheeled vehicle may provide communication between an operator or passenger within the three-wheeled vehicle and a person or any other person in another three-wheeled vehicle as described herein. The intelligent electronic device may automatically reduce background noise picked up by the microphone prior to communicating the speech from the sender to the recipient. The noise may be any background noise, music being played by the vehicle audio system, etc. In this way, passengers in two or more different three-wheeled vehicles as described herein may communicate as if they were in the same vehicle, thereby providing a more common experience when operating the three-wheeled vehicle. In another embodiment, the intelligent electronic device may also reduce or suppress the spread of music or sounds produced by the three-wheeled vehicle sound system. For example, a person driving a three-wheeled vehicle may be listening to music and listening to a friend's phone. The intelligent electronic device may transmit the driver's voice but suppress or reduce the transmission of music to the caller. The intelligent electronic device may access electronic signals of music played in the vehicle, thereby helping to reduce the spread of music.

A three-wheeled vehicle as described herein may include one or more rear-view mirrors that are automatically adjustable with vehicle height to provide a substantially constant viewing direction. For example, a three-wheeled vehicle may change height as a function of speed by a profile adjustment feature. When the vehicle height changes, the operator may not be able to see the proper viewing direction through the rear view mirror. However, the automatic rearview mirror adjustment feature may adjust the viewing direction of the rearview mirror to maintain a substantially constant viewing direction according to the profile adjustment feature. The automatic rearview mirror adjustment feature may be coupled with the profile adjustment feature, such as by a control system. Smart devices may also be used to supplement rear view mirrors and the like by displaying information from one or more cameras on the vehicle. The headlight may be integrated into the same unit as the mirror so that it is also automatically adjusted as the profile changes. The flash may be integrated into the same unit to reduce parts, effort and complexity. This system may also be removable or collapsible or retractable or have some means so that at strategic times (e.g. when passing through a doorway) it does not increase the width of the vehicle.

In an exemplary embodiment, the three-wheeled vehicle includes an automatic tilt feature whereby the inertial sensors provide input controlling the raising and lowering of the front wheels whereby one front wheel is raised while the other wheel may be lowered as the vehicle moves around a corner to reduce lateral acceleration felt by the operator of the vehicle.

The three-wheeled vehicle, in its most upright position, can be any suitable height, including but not limited to no greater than 6 feet, no greater than 5 feet, no greater than 4 feet, no greater than 3.5 feet, and any range therebetween, and including the height values provided. Likewise, when in the inclined-up high speed mode, the three-wheeled vehicle can have any suitable height, including, but not limited to, no more than 5 feet, no more than 4 feet, no more than 3 feet, no more than 2.5 feet, and any range therebetween, and including the height values provided. The three-wheeled vehicle can have any suitable maximum width, including, but not limited to, no more than 48 ", no more than 36", no more than 34 ", no more than 32", no more than 30 ", no more than 28", and any range therebetween, and including the width values provided. In an exemplary embodiment, the three-wheeled vehicle is configured to be disposed between standard exterior door openings or through a 34 "wide opening. The side view mirror may be configured to fold and/or collapse inward, and/or be removed to reduce the maximum width of a three-wheeled vehicle as described herein. In an exemplary implementation, a person may get on and off duty with the three vehicles described herein, and bring the vehicles into their work building, and in some cases, into an elevator and ideally into their office or workplace. A three-wheeled vehicle can be configured and sized to reach anywhere that a wheelchair can reach. A three-wheeled vehicle can be plugged into a wall outlet to charge the batteries for riding home after work, or one or more batteries can be carried into the workplace and charged.

The three-wheeled vehicle may include any suitable or desired features of a road and/or on-highway vehicle, including, but not limited to, headlights, trouble lights, brake lights, front turn signals, rear turn signals, and/or side turn signals of the vehicle, rear mirrors or cameras, side mirrors or cameras, wipers, and any combination of the provided features. In one embodiment, one or more mirrors change position depending on the tilt of the vehicle, thereby providing more effective viewing when the vehicle is cornering or tilting.

The summary of the invention is provided as a general description of some embodiments of the invention and is not intended to be limiting. Any suitable combination of the features described in the summary of the invention may be incorporated into a three-wheeled vehicle as desired. Additional exemplary embodiments including variations and alternative configurations of the present invention are provided herein.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the principles of the invention.

FIG. 1 shows an isometric view of an exemplary three-wheeled vehicle as described herein.

FIG. 2 illustrates a side view of an exemplary three-wheeled vehicle.

FIG. 3 illustrates a top view of an exemplary three-wheeled vehicle.

FIG. 4 illustrates an isometric view of an exemplary three-wheeled vehicle with an access door open.

FIG. 5 shows a side view of an exemplary three-wheeled vehicle with the side windows open.

FIG. 6 illustrates a side view of an exemplary three-wheeled vehicle in an up or high-profile position.

FIG. 7 illustrates a side view of an exemplary three-wheeled vehicle in a down or low profile position.

FIG. 8 shows a side view of an exemplary three-wheeled vehicle in a mid-cutaway position.

FIG. 9 shows a side view of an exemplary three-wheeled vehicle in a mid-cutaway position.

FIG. 10 illustrates a side view of the exemplary tricycle frame in an up-section position.

FIG. 11 shows a side view of an exemplary tricycle frame in a down or low profile position.

Fig. 12 shows a side view of an exemplary three-wheel frame with the rear wheels turned 90 degrees to a zero turn radius axle.

Fig. 13 shows a top view of an exemplary tricycle frame with the rear wheels rotated 90 degrees to a zero turn radius axis.

FIG. 14 illustrates a bottom view of an exemplary three-wheel frame with the rear wheels turned 90 degrees to a zero turn radius axle.

15A and 15B show top views of an exemplary three-wheeled vehicle at zero turning radius.

FIG. 16 illustrates a top view of an exemplary three-wheeled vehicle front wheel drive and pivot configuration.

Fig. 17 illustrates an isometric view of an exemplary wheel and an exemplary swing arm.

Fig. 18 shows a top view of a three-wheeled vehicle geometry in which a person is sitting.

FIG. 19 shows an isometric view of an exemplary three-wheeled vehicle with an intelligent electronic device disposed therein.

FIG. 20 illustrates an isometric view of an exemplary three-wheeled vehicle having a light, a flashlight, and a mirror assembly.

FIG. 21 shows a view of an exemplary three-wheeled vehicle with a battery module configured to be removed by an operator and easily carried.

FIG. 22 shows an isometric view of an exemplary three-wheeled vehicle shell body having a top portion.

FIG. 23 shows an isometric view of an exemplary three-wheeled vehicle towing another three-wheeled vehicle.

FIG. 24 shows an isometric view of an exemplary three-wheeled vehicle being towed by an automobile.

FIG. 25 illustrates a side view of an exemplary steering input splitter in a low speed configuration.

FIG. 26 shows a side view of an exemplary steering input splitter in a high speed configuration.

FIG. 27A shows a side view of an exemplary steering input splitter in a high speed configuration.

FIG. 27B shows a side view of the exemplary steering input splitter in a medium speed configuration.

FIG. 27C illustrates a side view of the exemplary steering input splitter in a low speed configuration.

Fig. 28 illustrates an isometric view of an exemplary rack and pinion steering device.

Fig. 29 illustrates an isometric view of an exemplary rack and pinion steering device.

Fig. 30 illustrates an isometric view of an exemplary rack and pinion steering device.

FIG. 31 illustrates a top view of an exemplary compound steering arm arrangement.

FIG. 32 shows a spreadsheet of steering input separator ratios.

FIG. 33 shows a plot of steering response as a function of steering input.

FIG. 34 illustrates an exemplary center differential configuration.

FIG. 35 illustrates an exemplary center differential configuration.

FIG. 36 illustrates an exemplary geometry for controlling rear wheel traction for an exemplary three-wheeled vehicle.

Fig. 37A-37C illustrate exemplary three-wheeled vehicles and trailing wheel track geometry.

Detailed Description

Corresponding reference characters indicate corresponding parts throughout the several views of the drawings. The drawings represent an illustration of some embodiments of the present invention and should not be construed as limiting the scope of the invention in any way. Additionally, the figures are not necessarily to scale, some features may be exaggerated to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.

As used herein, the terms "comprises," "comprising," "includes," "including," "has," "having" or any other variation thereof, are intended to cover a non-exclusive inclusion. For example, a process, method, article, or apparatus that comprises a list of elements is not necessarily limited to only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Also, the use of "a" or "an" is used to describe elements and components described herein. This is done merely for convenience and to provide a general sense of the scope of the invention. This description should be read to include one or at least one and the singular also includes the plural unless it is explicitly stated otherwise.

Certain exemplary embodiments of the invention are described herein and shown in the accompanying drawings. The described embodiments are only intended to illustrate the invention and should not be taken as limiting the scope of the invention. Other embodiments of the invention and certain modifications, combinations, and improvements of the described embodiments will occur to those skilled in the art and all such alternative embodiments, combinations, modifications, and improvements are within the scope of the invention.

As shown in fig. 1, the exemplary three-wheeled vehicle 10 includes two

front wheels

22, 23 and one rear wheel 20, and a protective hull 17. The left front wheel 22 and the right front wheel 23 constitute two front wheels. The three-wheeled vehicle shown in fig. 1 has a protective case that surrounds the three-wheeled vehicle, or substantially covers at least the front, rear, top, and sides of the vehicle body. The protective shell 17 extends over the two front wheels, as shown in fig. 1 to 4. The protective case of a three-wheeled vehicle is configured to be aerodynamic and have low resistance. The protective case surrounding the three-wheeled vehicle may not cover the wheels of the vehicle as shown in fig. 1. A protective case configured to be substantially on an entire three-wheeled vehicle may form a weatherproof enclosure, or may form a complete enclosure around an occupant as shown in fig. 1-4. When the door and/or window is in the closed orientation, air outside the vehicle may be substantially prevented from entering the interior of the three-wheeled vehicle. Additionally, a vent (not shown) may be disposed at the front of the vehicle or any other suitable location, and may be opened to provide heat dissipation to the operator. The protective shell is a material that prevents the passage of wind and rain, provides some protection in the event of an accident, and may comprise any suitable material or combination of materials, including, but not limited to, polymers, polypropylene, glass, metals, fabrics, composites, and the like. The protective case may include a transparent portion or window, whereby an operator or passenger may look out through the case. Additionally, one of the more windows may be configured to open. The protective case may be configured on any portion of the three-wheeled vehicle. For example, the protective shell may cover portions of the front of the vehicle and any sides of the vehicle. The protective case may include one or more case plates that may be configured to be removably connected to the vehicle. For example, the operator may decide to remove the side panels when the weather is good, and the operator may choose to add additional panels when the weather is bad or the air temperature is too low.

As shown in FIG. 2, the exemplary three-wheeled vehicle has a plurality of windows, including a front window 72, and a side window 74. The window may be configured to open or be detached from the vehicle. The shape of the protective shell may be aerodynamic, whereby it provides a low resistance. The shape of the protective case shown in fig. 1-4 may be described as generally tear-drop in shape, where the outer surface is circular and has a continuous profile from the front of the vehicle to the rear of the vehicle, and where the front has a greater volume than the rear. Conventional automobiles typically have multiple generally flat surfaces, wherein the hood is a generally flat surface that is parallel to the ground and transitions to the windshield that is configured at an angle to the ground plane, whereby the contour from the hood to the windshield is a non-continuous contour or has a rapid change in inflection or slope.

As shown in fig. 3, an exemplary three-wheeled vehicle has an aerodynamic protective shell surrounding the vehicle. The protective case has an uneven surface along the case from the front of the vehicle to the rear of the vehicle. The exemplary three-wheeled vehicle shown in fig. 1-4 is configured for one operator without passengers.

As shown in FIG. 4, the exemplary three-wheeled vehicle 10 includes a front access opening 70, whereby the front access opening 70 is opened to allow access to the vehicle interior. The front entrance 70 may include a front window 72 and may be considered a door 73. The front entrance 70 may open in any suitable manner, including opening to the side as shown in fig. 4, opening up from the bottom using a pivot along the top of the window, or sliding along the contour of the vehicle, whereby the front window slides up from the bottom. The door may be disposed at any suitable location, such as at the front of the vehicle (as shown in fig. 4), along the side of the vehicle, or at the rear of the vehicle. The front of the vehicle is the portion of the vehicle that faces forward, and in one embodiment is the portion of the vehicle above and in front of the two front wheels.

As shown in FIG. 5, the exemplary three-wheeled vehicle has an open side window 74. The operator 11 is shown in a vehicle with feet on the pedal arrangement 15. The person may step on the pedal device to power the vehicle directly, or to charge one or more batteries 19, for example by means of a generator. The human input device 50, such as a pedal device, may be disposed at any suitable location on the vehicle. As shown in fig. 5, the pedal device 51 includes an armature 53 and a pedal 55 coupled thereto. A human input device, such as a pedal device, may be coupled to the generator to convert input power to electrical energy. This electrical energy may be used to propel the vehicle, run any suitable vehicle system, be stored in a battery, or be fed to any other system, such as a home, as AC or DC power. The pedal device may be configured for the operator to use both arms to pedal the device. The control system 13 may provide a resistance to the pedal device 15 that is related to the speed of the vehicle, thereby providing a pedaling resistance at a lower gear ratio at low speeds and a pedaling resistance at a higher speed at a higher gear ratio or comparable resistance to the higher gear ratio. The control device may provide the person with an exercise program that varies the resistance to pedaling according to a protocol, and this protocol may use feedback features such as heart rate to control the resistance to pedaling. For example, the steering device may include a heart rate monitor that measures the operator's heart rate. The control system may monitor the operator's heart rate and may vary the pedaling resistance to maintain or change the operator's heart rate with the protocol. The operator may be able to step on the pedal device when stopping in front of the traffic light to charge the battery. The operator may use pedal inputs to control the forward speed of the vehicle as necessary. The pedal device may be a conventional rotary pedal device whereby both pedals rotate in a substantially circular manner around. In an alternative embodiment, the pedal device may include a pair of pedals that reciprocate or travel in an arc.

As shown in FIG. 6, the exemplary three-wheeled vehicle 10 is in a vertical cross-sectional position, such as when parked. The profile adjustment feature 14 extends to raise the rear of the three-wheeled vehicle. The height H of the three-wheeled vehicle may be maximized when the vehicle is in the parked configuration. When the profile adjustment feature is in the up position as shown in fig. 6, the length L of the vehicle and its wheelbase, or the distance between the front and rear wheels, may be minimal. When the three-wheeled vehicle is in the up-cut position as shown in fig. 6, the rear wheel 20 is pulled closer to the front wheels 22, 23 (not shown). At the up-profile position, the turn radius will be minimal.

As shown in FIG. 7, the exemplary three-wheeled vehicle 10 is in a cross-sectional down position, such as when traveling at an elevated speed. The profile adjustment feature 14 extends outward to lower the three-wheeled vehicle and push the rear wheel rearward and further away from the front wheel. The height H of the three-wheeled vehicle may be at a minimum when the vehicle is in the down-profile configuration. When the profile adjustment feature is in the down position as shown in fig. 7, the length L of the vehicle may be maximized. When the three-wheeled vehicle is in the down-profile position as shown in fig. 7, the rear wheel 20 is pushed further away from the front wheels 22, 23 (not shown).

As shown in fig. 8 and 9, the profile adjustment feature may adjust the height of the rear of the vehicle as a function of the speed of the vehicle, and may have any number of positions between the fully upward position shown in fig. 6 and the fully downward position shown in fig. 7. The deformation of the profile may be continuously and automatically adjusted by the control system, or it may have some or all of the operator input controls. The operator may be able to adjust the profile or provide some input in personal preferences or under certain types of conditions, such as a relaxed road environment or a windy environment. The profile adjustment feature may include one or more linear actuators (not shown but shown in fig. 10 to 14), and one or more pivots, to enable adjustment of the height of the vehicle, as shown in fig. 8 and 9. The length of the actuator is adjusted to change the height of the vehicle and as it changes, the wheelbase also changes, thereby enhancing stability.

As shown in fig. 10, the tricycle frame includes a linear actuator coupled to the rear wheel 20. As shown in fig. 10, the frame is raised upwardly or vertically. The upward position, for example when the three-wheeled vehicle is parked, allows easy access to the vehicle. As shown in fig. 11, the tricycle frame is in a downward position.

As shown in fig. 12, the three-wheeled vehicle has a rear wheel 20, and the rear wheel 20 is turned 90 degrees from a zero turning radius. A zero turning radius is between the two front wheels, whereby the two front wheels turn in opposite directions when the rear part of the vehicle is rotated about a centre point between the two front wheels. As further shown in fig. 12, steering control 16 includes steering control actuators 60, steering control actuators 60 being independent tow bars configured on each side of operator 11. The steering control actuator pivots generally about the elbow and is configured to push or pull to steer and/or roll the vehicle. Any suitable type of steering control may be used, including wheels, joysticks, and the like. In one embodiment, a three-wheeled vehicle as described herein can pivot or rotate 360 degrees substantially within its own dimensions.

As shown in fig. 13 and 14, the rear wheel 20 of the tricycle is turned 90 degrees to a zero turning radius.

Fig. 15A and 15B show graphs of zero turning radius of three-wheeled vehicles. The rear wheel 20 is turned 90 degrees to the front wheel axle 27, or line between the two front wheels. The two front wheels move in opposite directions as indicated by the arrow on the wheels, with the left front wheel 22 moving forward and the right front wheel 23 moving rearward. This motion causes the vehicle to move about the midpoint between the two front wheels along the front wheel axle or zero turning radius point 25. When the vehicle is in an up-profile position, or when the rear wheels are as close as possible to the front wheels, the three-wheeled vehicle may be configured with a very small turning radius or substantially within its own dimensions. Fig. 15B shows the turning radius 27 around the zero turning radius point 25.

Fig. 16 illustrates an exemplary embodiment in which an actuator controlled by an accelerometer circuit (not shown) moves a cable or strap connecting two swing arms rearward, thereby rolling (tilting) the vehicle so that the operator does not experience substantial lateral or transverse acceleration.

Fig. 17 shows the two

front wheels

22, 23 and the rear wheel 20 with the swing arms 28 arranged thereto. The two front swing arms are trailing link swing arms. The front wheel is connected to a swing arm in front of the wheel or at least in front of the front axle. Likewise, the rear wheel is coupled to a swing arm 28' arranged in the front of the rear wheel. The strap may be connected to the swing arm.

As shown in fig. 18, the operator is disposed in the frame of the three-wheeled vehicle. The operator's hand is placed on the handlebar-type steering controller 16.

As shown in fig. 19, the three-wheeled vehicle 10 includes an intelligent electronic device 34 that can control portions of the vehicle. The intelligent electronic device may be part of a three-wheeled vehicle or a device coupled to the vehicle, such as a phone or tablet computer. For example, a user may enter a vehicle and install their smartphone into an input jack, extension, or docking station of a three-wheeled vehicle and load the corresponding application. This application may receive input from vehicle sensors and provide control of vehicle operation. Inertial sensors and/or a speedometer may be used to control, for example, profile adjustment features. As the speed increases, the three-wheeled vehicle may decrease. When the second speed is greater than the first speed, the first height of the three-wheeled vehicle may be higher than the second height at the second speed at the first speed. For example, when the vehicle enters a turn, the inertial sensor 36 may provide a signal to the actuator to raise one wheel and lower the other wheel to provide a suitable and safe amount of lean while turning. Fig. 19 also shows an automatic tilt feature that includes an inertial sensor 36, the control system 13, and a wheel actuator 39 coupled to the left and right front wheels. The inertial sensor 36 may control an actuator that controls the height of the front wheels as previously described. The three electric motors 18 are configured to be coupled to wheels of a three-wheeled vehicle. The electric motors may be directly connected to the wheels, for example, the hub motor 80 is connected to all three wheels of the vehicle as shown. Any suitable number of motors may be used, such as only two on the two front wheels, or one on the rear wheels. The electric motor may be coupled to the one or more wheels by any suitable means, including by gears and drive shafts or belts, etc. The display 35 may be part of a detachable electronic device that is connected with the three-wheeled vehicle, or it may be a permanently attached component of the three-wheeled vehicle.

As shown in FIG. 20, the exemplary three-wheeled vehicle 10 has a light and mirror assembly 101 disposed on the side of the vehicle. The lamp and mirror assembly 101 includes a lamp 100, such as a high beam, and/or may include a low beam, and a mirror 103 disposed on the rear side of the assembly. The assembly may also incorporate a flash lamp. The roll correction cable 108 adjusts the position of the light assembly and/or mirror based on the height of the vehicle. This is a simplified kinematic feature whereby the headlamps and/or mirrors are physically coupled to the positional elements of the vehicle. The headlamps and/or mirrors may be automatically adjusted according to the profile adjustment feature position or height of the vehicle and the roll or tilt of the vehicle to provide effective forward and rearward viewing as the vehicle changes orientation. The camera may be configured on the vehicle to provide side and rear view images of the vehicle and displayed on the smart device. The camera may also be coupled with a roll correction cable. The lights, mirrors, cameras, or assemblies including any of these components may be configured to be detachable from the three-wheeled vehicle and may be configured on the left side 120, right side 124, and/or top of the vehicle.

As shown in fig. 21, the exemplary three-wheeled vehicle 10 has a battery module 90 configured to be removed by an operator and easily carried. The module is shown with a battery module handle 93 whereby an operator can easily remove the battery module from the vehicle and insert it into a receptacle, such as a 110 receptacle. The battery module may include an integrated charger and/or BMS (battery management system). A three-wheeled vehicle may include any number of battery modules, including one, two, three, more than three, etc. The battery module may include any suitable number of cells, including one, two, three, more than five, more than ten, and any ratio therebetween, and including the number of cells listed.

Fig. 21 also shows a window assembly 76 extending from one side of the vehicle to the other side of the vehicle. The window assembly may be curved to substantially match the contour of the vehicle and may include one or more window portions. In an exemplary embodiment, the window assembly consists essentially of a transparent window, whereby a continuous window portion extends from the left side of the vehicle to the right side of the vehicle. The open option may be only partially transparent, and portions may also be structured.

As shown in FIG. 22, the exemplary three-wheeled vehicle housing 17 includes a top portion, a front window 72, and separate side windows 74, 74'. In the event of an overturn, the top portion 77 may provide improved safety to the passenger. The separate side windows 74, 74' may be any suitable size, and may be configured to open, such as by sliding or pivoting an opening, and/or may be removable. The front window 72 may be any suitable shape and may also be a front entrance 74. Any portion of the front access opening may include a window portion of any suitable shape and size, and this window portion may be removable or configured to open, such as by a sliding opening or such as by a hinge. In one embodiment, a lower portion of the front access opening 74 is constructed of a structural material and a window is disposed in an upper portion of the front access opening.

As shown in FIG. 23, the exemplary three-wheeled vehicle 10 tows another three-wheeled vehicle 10'. The tow bar 130 of the first three-wheeled vehicle 10 is coupled with the tow bar 130 'of the second three-wheeled vehicle 10'. At least one of the tow bars is provided with a pivot 134, such as a coupling point between two vehicles. The tow bar may be configured to lock into a position, or pivot about a point at which the tow bar is coupled to the vehicle. The power coupler 132 is coupled between two vehicles and provides power transfer between the first vehicle and the second vehicle. As shown, the towing vehicle 10 is towed with the rear wheels raised.

As shown in FIG. 24, the exemplary three-wheeled vehicle 10 is towed by a car 140. The three-wheeled vehicle is towed by the tow bar 130, and the tow bar 130 is fully deployed and extends from the vehicle to the car and is coupled to the suction cups 142. The suction cups are attached to the trunk lid of the car but may be located in any suitable location including windows, rear windows, the top or side of the vehicle, bumpers etc. The connector need not be one suction cup, or may be made up of multiple suction cups. A safety belt is also disposed between the three-wheeled vehicle and the automobile. The power coupler 132 extends from the three-wheeled vehicle to the automobile and may provide power to the three-wheeled vehicle. For example, the automobile may be a hybrid or electric vehicle, and the three-wheeled vehicle may provide power to the automobile during towing or hybrid functions, whereby the three-wheeled vehicle propels and/or brakes with the towing vehicle. The three-wheeled vehicle may generate electricity when the three-wheeled vehicle is towed, or only when the towed vehicle is decelerating. The inertial sensors 36 on the three-wheeled vehicle may sense acceleration and deceleration and may brake or power the three-wheeled vehicle. In this way, the three-wheeled vehicle can provide less drag to the car and save energy.

As shown in fig. 25, the exemplary steering input splitter 150 is in a low speed configuration in which the steering actuator lever 154 is moved more in accordance with a steering input from the steering device lever 160 than in accordance with the tilt actuator lever 162. The profile adjustment lever 158 is coupled to the steering gear ratio mechanism 151, and the steering gear ratio mechanism 151 adjusts the relative amount of steering to vehicle tilt. At low speeds, when the profile adjustment feature places the vehicle in an upward profile orientation, the balance of the steering is weighted to the steering by the rear wheels rather than the tilt of the vehicle. At relatively higher speeds, the profile adjustment feature places the vehicle in a more downward profile orientation that changes the balance of the turn more into a tilt of the turn. Profile adjustment features as described herein are coupled with profile adjustment rod 158 of steering input splitter 150. The steering ratio mechanism 151 shown in fig. 25 and 26 is a sliding member whereby the amount of movement of the two levers (i.e., the tilt actuator lever 162 and the steering actuator lever 152) varies as the steering actuator pivot 154 moves or slides along the steering ratio mechanism 151. The arrows around the steering actuator pivot show how the mechanism rotates according to the steering input of the steering gear lever 160. The long double-headed arrow along the steering actuator rod 152 in fig. 25 shows that during low speed operation of the vehicle, steering predominates, and as shown in fig. 26, as the vehicle moves at higher speeds, the predominance of steering decreases, as indicated by the short arrow along the steering actuator rod 152. Likewise, the short double-headed arrow along the tilt actuator lever 162 in fig. 25 indicates that tilting at low speed makes a smaller contribution to steering and at higher speeds makes a larger contribution to steering, see the longer arrow of fig. 26. Profile adjustment lever 158 may be a physical lever that steers input to separator 150 (as shown in fig. 25 and 26), or it may be controlled by sensors that measure speed, profile adjustment feature location, wind conditions, and/or road conditions such as tire slip, and any combination thereof. For example, a speedometer may be coupled to the control system, and an actuator may move the steering actuator pivot to adjust the steering input balance.

As shown in fig. 26, the exemplary steering input splitter 150 is in a high speed configuration, where the steering actuator lever 154 is moved less in accordance with steering inputs from the steering device lever 160 than in accordance with the tilt actuator lever 162.

As shown in fig. 27A, the exemplary steering input splitter 150 is in a high speed configuration, where the steering actuator lever 154 is moved less according to the steering input from the steering device lever 160 than according to the tilt actuator lever 162.

Fig. 27B shows exemplary steering input splitter 150 in a medium speed configuration, in which steering actuator rod 152 is moved more in accordance with steering inputs from steering device rod 160 than when in the high speed configuration; and the steering actuator lever 152 moves less in accordance with steering inputs from the steering device lever 160 than when in the low speed configuration, or when the vehicle is moving at a higher or lower speed, respectively. Likewise, when steering input splitter 150 is in the medium speed configuration, tilt actuator lever 154 moves less in accordance with steering inputs from steering device lever 160 than when in the high speed configuration; and the tilt actuator lever 154 moves more in accordance with steering inputs from the steering device lever 160 than when in the low speed configuration, or when the vehicle is moving at a higher or lower speed, respectively.

As shown in fig. 27A, the exemplary steering input splitter 150 is in a high speed configuration, where the steering actuator lever 154 is moved less according to the steering input from the steering device lever 160 than when in a lower speed configuration.

As shown in fig. 27B, exemplary steering input splitter 150 is in a medium speed configuration, where steering actuator lever 154 is moved less according to steering inputs from steering device lever 160 than when in a lower speed configuration.

As shown in fig. 27C, exemplary steering input splitter 150 is in a low speed configuration, where steering actuator lever 154 is moved more in accordance with the steering input from steering device lever 160 than when in a higher speed configuration.

As shown in fig. 28, the exemplary rack and pinion steering device has a rack 182 and a pinion 184. The rack may be coupled to a steering actuator rod 152, as shown in fig. 25-27, and the gear may be coupled to a wheel. This rack and pinion is the opposite of normal rack and pinion steering because the movement of the rack is the input and the output turning the wheel is the pinion. This arrangement allows steering to be driven at any angle up to 90 degrees or even beyond 90 degrees in any direction without the swing arm angle causing steering.

As shown in fig. 29, an exemplary rack and pinion steering device has a rack 182 and a pinion 184.

As shown in fig. 30, an exemplary rack and pinion steering device has a rack 182 and a pinion 184.

Fig. 31 shows an alternative rack and pinion arrangement where the housing and position are substantially the same. In this embodiment, the rack bar is replaced with a simple rod (not shown) that moves along the short dashed line at the lower right of the drawing and is pivotally connected to the link 190. The link 190 connects to a large circle representing the storage tube of the swing arm. As the rod moves back and forth, the steering tube of the swing arm rotates, thereby steering the vehicle. This embodiment is more powerful and less costly and shares the benefit of not causing steering when the angle of the swing arm is changed. It also has the advantage of providing variable and advantageous steering input sensitivity, so that when steering at near right angles, larger movements will result in smaller steering. When greater movement is necessary (e.g., at low speeds), the mechanism provides greater movement when at greater steering angles.

FIG. 32 shows a spreadsheet for the steering input splitter as described above. The ratio shown is the adjustment ratio of the steering versus the roll actuator rod movement. As can be seen from this example, more than 3 input steering movements are required around a straight direction in each direction than at approximately 90 degrees. The data also show that the operation is approximately symmetrical about a straight direction. That is, the mechanism provides the same features when turning left and right.

FIG. 33 shows a plot of steering response as a function of steering input. The figure also shows that the operation is substantially symmetrical around a straight direction. That is, the mechanism provides the same features when turning left and right.

FIG. 34 illustrates an exemplary center differential configuration.

FIG. 35 illustrates an exemplary center differential configuration.

Another problem with variable profile vehicles is that if the relationship to the traction is not controlled well, the traction of the rear wheels will be disadvantageous and may not be usable. Fig. 36 and 37A-37C illustrate a multi-link passive solution to facilitate parking by very low speed maneuvers (walking speed), by lower road speeds, by maintaining a drag distance at high speeds. This particular arrangement provides near zero drag while parking, about 35mm at extremely slow walking speeds, 75-100mm at mid-range speeds and up to 133mm at top speed. The actuator moves about 7.5 inches. Another problem is maintaining a favorable damper geometry. In particular, the ratio of the shaking movement to the wheel movement. In one implementation, a higher rate of vibratory movement may be selected at a higher speed to obtain greater "stiffness," and a lower rate and "softer" response may be selected at a lower speed.

As used herein, a protective shell is a material that prevents the passage of wind and rain, and may comprise any suitable material or combination of materials, including, but not limited to, polymeric sheets, glass, metal, fabric, composites, and the like. The protective case may include a transparent portion or a window, whereby an operator or passenger can look out. The window may be configured to open.

Definition of

The term "vehicle" is used interchangeably throughout this specification with a three-wheeled vehicle.

The phrase "wheel set consisting of … …" is used herein to describe a wheel that contacts a road or driving surface, and does not include a spare wheel that may be stored or part of a vehicle.

As used herein, a "profile adjustment device" is defined as a device that moves the rear wheels, for example, by an actuator or a rotating arm, to raise or lower the vehicle. The profile adjustment device may be an automatic profile adjustment device, whereby the profile adjustment device is configured to provide a first vehicle height at a first speed and a second vehicle height at a second speed, and whereby the first height is higher than the second height and the first speed is lower than said second speed.

Further embodiments:

a three-wheeled vehicle in which pedals are connected not from the center of the vehicle but from the sides of the vehicle. A three-wheeled vehicle with pedals folded away to facilitate ingress and egress. A motor is controlled for positioning a three-wheeled vehicle that synchronizes the vehicle motor with the steering direction. A three-wheeled vehicle that steers by motor position and torque with the rear wheels acting as free casters. A three-wheeled vehicle in which the body is structural and serves as the exterior of the vehicle. A three-wheeled vehicle having a reinforcement molded in a body shape. A three-wheeled vehicle that molds hollow areas and ducts, such as for air flow, wiring, and cables, into a body by placing a preformed part (e.g., a tube) into the mold prior to plastic filling the mold. This may include an insulating sleeve already outside the wire in the tube. A three-wheeled vehicle in which a die and/or a pipe and/or a casting is used as a reinforcement. A three-wheeled vehicle with little effort to enter the seat from the door. A three-wheeled vehicle with a transverse flux motor/generator in three wheels as the hub motor.

A three-wheeled vehicle that uses motor torque differences to lean the vehicle. For example, an electric motor may be coupled to each of the two front wheels, such as a hub motor, and these motors may drive the wheels at different speeds to induce a moment on the three-wheeled vehicle and tilt it. This torque difference may be controlled by the control system of the three-wheeled vehicle, and the amount of tilt may vary depending on the vehicle speed or lateral acceleration. An accelerometer device, such as an accelerometer, gyroscope, or integrated as an Inertial Measurement Unit (IMU), may be configured to measure lateral acceleration, or acceleration perpendicular to the length or direction of motion of the vehicle, and may provide an input to the control system. This control system may control motors coupled to the two front wheels to generate a moment difference that causes the lean and thereby reduce and/or eliminate the lateral acceleration perceived by the vehicle operator. For example, at low speeds, a three-wheeled vehicle may travel around a curve and a small amount of lateral acceleration may be measured, thereby introducing a first small amount of lean. However, when a three-wheeled vehicle travels around the same curve at a much higher rate, the accelerometer measures a much higher lateral acceleration, and the vehicle is tilted much more than at low speeds. In both cases, the lateral acceleration perceived by the operator reduces the controlled vehicle inclination as a function of the lateral acceleration.

It will be apparent to those skilled in the art that various modifications, combinations, and variations can be made in the present invention without departing from the spirit or scope of the invention. The particular embodiments, features and elements described herein may be modified and/or combined in any suitable manner. Thus, it is intended that the present invention cover the modifications, combinations, and variations of this invention provided they come within the scope of the appended claims and their equivalents.

Claims

1. A three-wheeled vehicle, comprising:

a. a wheel arrangement, comprising:

i. two front wheels configured substantially parallel to each other;

one rear wheel configured to steer the vehicle;

b. a rear wheel drag distance adjustment feature;

wherein at low speeds, the drag distance is lower than at higher speeds of the three-wheeled vehicle;

c. a human power input feature electrically coupled to the generator,

d. a control system configured to provide a controlled resistance of the human input feature based on a protocol associated with an exercise program.

2. The three-wheeled vehicle of claim 1, further comprising a profile adjustment device coupled to the rear wheel, wherein the profile adjustment device is an automatic profile adjustment device, whereby the profile adjustment device is configured to provide a first vehicle height at a first speed and a second vehicle height at a second speed, and whereby the first vehicle height is higher than the second vehicle height and the first speed is lower than the second speed.

3. The three-wheeled vehicle of claim 1, further comprising a front portion of the vehicle, and means for raising the front portion of the vehicle when the vehicle is rolled.

4. The three-wheeled vehicle of claim 1, further comprising a protective case disposed at least on a front of the vehicle.

5. The three-wheeled vehicle of claim 1, further comprising a protective case configured to extend substantially over the entire three-wheeled vehicle and over the two front wheels.

6. The three-wheeled vehicle of claim 1, further comprising a door configured in a front portion of the three-wheeled vehicle, whereby the door is configured for an occupant to enter the front portion of the three-wheeled vehicle between the two front wheels, and wherein the door comprises a translucent window portion.

7. The three-wheeled vehicle of claim 1, wherein a steering ratio according to a rider steering input decreases as a speed of the three-wheeled vehicle increases.

8. The three-wheeled vehicle of claim 1, further comprising at least one electric motor, wherein the at least one electric motor is disposed on at least one wheel.

9. The three-wheeled vehicle of claim 1, further comprising at least one battery, wherein the at least one battery is configured to be removable and hand-portable.

10. The three-wheeled vehicle of claim 1, further comprising a tow bar coupled to a rear of the three-wheeled vehicle, and wherein the three-wheeled vehicle is configured to be towed by the tow bar when the rear wheel is raised.

11. The three-wheeled vehicle of claim 1, wherein the human input feature is a pedal device.

12. The three-wheeled vehicle of claim 1, wherein the human input feature is a reciprocating pedal device.

13. The three-wheeled vehicle of claim 11, wherein the pedal arrangement includes two pedal features including a pedal attached to an armature, whereby the armature extends from opposing inside surfaces of the three-wheeled vehicle.

14. The three-wheeled vehicle of claim 13, wherein the step device feature is configured to fold inward from a side for use and fold back toward the side when not in use.

15. The three-wheeled vehicle of claim 11, wherein the human input feature is coupled to at least one of the two front wheels or the rear wheel.

16. The three-wheeled vehicle of claim 11, wherein the human input feature is coupled to a battery.

17. The three-wheeled vehicle of claim 11, further comprising a display of a human input level.

18. The three-wheeled vehicle of claim 1, further comprising an automatic tilt feature whereby the front wheels are adjusted in height to produce a tilt of the three-wheeled vehicle to reduce lateral acceleration felt by the occupant.

19. The three-wheeled vehicle of claim 1, wherein the vehicle is pivotable substantially within its own dimensions.

20. The three-wheeled vehicle of claim 1, further comprising at least one rear view mirror.

21. The three-wheeled vehicle of claim 2, further comprising a rear view mirror adjustment feature, wherein the rear view mirror automatically adjusts with the profile adjustment device.

22. The three-wheeled vehicle of claim 1, wherein the head lamp and the rear view mirror are integrated into an assembly.

23. The three-wheeled vehicle of claim 1, further comprising a protective case disposed at least on a front of the vehicle, wherein the protective case provides substantial structural support for the vehicle.

24. The three-wheeled vehicle of claim 1, further comprising a plurality of swing arms attaching wheels to the vehicle.

25. The three-wheeled vehicle of claim 2, wherein a wheelbase distance is measured from a center point between the two front wheels and the rear wheel, and whereby the profile adjustment device is configured to increase the wheelbase distance as the speed of the three-wheeled vehicle increases.

26. The three-wheeled vehicle of claim 1, wherein the vehicle is configured to reach a speed of at least 20mph and includes at least one luminescent signal feature.

27. The three-wheeled vehicle of claim 2, further comprising:

a plurality of swing arms having a vehicle attachment position forward of a wheel attachment position,

whereby the profile adjustment device is configured to automatically adjust to provide a first height of the occupant's head at a first speed and a second height of the occupant's head at a second speed, and whereby the first height is higher than the second height and the first speed is lower than the second speed.

28. The three-wheeled vehicle of claim 2, further comprising:

a front portion of the vehicle, and means for raising the front portion of the vehicle to maintain the vehicle in a generally vertical orientation when the vehicle is tilted,

whereby the profile adjustment device is configured to provide a first height of the occupant's head at a first speed and a second height of the occupant's head at a second speed, and whereby the first height is higher than the second height and the first speed is lower than the second speed.

29. The three-wheeled vehicle of claim 1, further comprising a protective case configured substantially entirely over the three-wheeled vehicle.

30. The three-wheeled vehicle of claim 1, further comprising a sound cancellation feature, whereby there is a reduced noise component when the audio signal is communicated through the communication feature.

31. The three-wheeled vehicle of claim 1, further comprising a door configured in a front portion of the three-wheeled vehicle, whereby the door is configured for an occupant to enter the front portion of the three-wheeled vehicle between the two front wheels.

32. The three-wheeled vehicle of claim 1, wherein the three-wheeled vehicle is configured for a single occupant, having a single seat.

33. The three-wheeled vehicle of claim 1, further comprising a power assist device coupled to at least one wheel.

34. The three-wheeled vehicle of claim 33, wherein the power assist device is an internal combustion engine.

35. The three-wheeled vehicle of claim 33, wherein the power assist device is an electric motor.

36. The three-wheeled vehicle of claim 35, wherein the electric motor is disposed on at least one wheel.

37. The three-wheeled vehicle of claim 35, wherein the electric motor is an electric hub motor.

38. The three-wheeled vehicle of claim 35, wherein the electric motor is a transverse flux motor or an axial transverse flux motor.

39. The three-wheeled vehicle of claim 35, wherein an electric motor is disposed on each of the two front wheels.

40. The three-wheeled vehicle of claim 35, wherein the electric motor is disposed on the rear wheel.

41. The three-wheeled vehicle of claim 35, wherein the electric motors are configured on all three wheels.

42. The three-wheeled vehicle of claim 35, wherein the electric motor is controlled to eliminate wheel spin during acceleration.

43. The three-wheeled vehicle of claim 35, wherein the electric motor is controlled to eliminate wheel spin during deceleration.

44. The three-wheeled vehicle of claim 35, wherein a separate electric motor is configured on each of the two front wheels, whereby the electric motors are controlled by a control system to rotate at different speeds as desired when turning the three-wheeled vehicle.

45. The three-wheeled vehicle of claim 35, wherein a separate electric motor is configured on each of the two front wheels, whereby the electric motor is controlled by a control system to provide steering and the rear wheels are free-wheeling wheels.

46. The three-wheeled vehicle of claim 45, wherein the three-wheeled vehicle operates autonomously or semi-autonomously.

47. The three-wheeled vehicle of claim 35, wherein a separate electric motor is configured on each of the two front wheels, whereby the electric motors are controlled by a control system to provide a moment difference and induce tilting of the three-wheeled vehicle.

48. The three-wheeled vehicle of claim 47, further comprising:

a. an accelerometer device configured to measure lateral acceleration of the three-wheeled vehicle,

b. the automatic tilting feature is provided by the automatic tilting feature,

whereby the amount of tilt produced by the vehicle is a function of the lateral acceleration measured by the accelerometer device, whereby the acceleration measured by the accelerometer device is input to the control system, and the control system controls the torque difference of the electric motor coupled to each of the front wheels to cause the tilt of the three-wheeled vehicle.

49. The three-wheeled vehicle of claim 48, wherein any steering input for a full range of motion will tilt the vehicle within safe tilt limits and will steer the vehicle within safe turn limits so that the vehicle will not overturn.

50. The three-wheeled vehicle of claim 1, further comprising an automatic lean feature whereby the amount of lean the vehicle can make decreases at low speeds and increases at increased speeds greater than the low speeds.

51. The three-wheeled vehicle of claim 1, further comprising a regenerative braking feature and a rechargeable battery, whereby braking energy is stored in the rechargeable battery.

52. The three-wheeled vehicle of claim 1, wherein the two front wheels are disposed on a trailing link swing arm to affect leaning and disposed on the rear wheels to affect steering.

53. The three-wheeled vehicle of claim 1, wherein the rear wheel is configured to turn 90 degrees in either direction from a straight orientation.

54. The three-wheeled vehicle of claim 1, wherein the two front wheels are rotatable in opposite directions, such that the three-wheeled vehicle can pivot about a center point between the two front wheels.

55. The three-wheeled vehicle of claim 1, wherein the steering and inclination are variable proportions of steering inputs such that a first steering input at a first low speed produces a first amount of steering and a first amount of inclination, and at a second higher speed than the low speed, a second steering input that is the same as the first steering input produces a second lower amount of steering that is less than the first amount of steering and a second higher amount of inclination that is greater than the first amount of inclination, respectively.

56. The three-wheeled vehicle of claim 1, wherein the rear wheel is configured to rotate more than 65 degrees in either direction from a straight line at zero forward speed of the three-wheeled vehicle.

57. The three-wheeled vehicle of claim 1, comprising a seat and two pedal devices, wherein the seat position is non-adjustable and the pedal device position is adjustable to accommodate multiple occupants of different attitudes.

58. The three-wheeled vehicle of claim 1, comprising a steering input adjustable to accommodate a plurality of different occupants of different attitudes.

59. The three-wheeled vehicle of claim 1, comprising a steering input comprising:

a. a pair of handles configured to move generally about an elbow.

60. The three-wheeled vehicle of claim 1, comprising:

a. a headlamp; and

b. a side rearview mirror;

wherein the head lamp and the side rearview mirror are configured to automatically adjust positions according to the height and the inclination of the three-wheeled vehicle.

61. The three-wheeled vehicle of claim 60, wherein a cable is coupled between a height adjustment component of the three-wheeled vehicle and the side rearview mirror and/or the head lamp.

62. The three-wheeled vehicle of claim 6, wherein the door consists essentially of plastic with a glass layer on the outside to provide rigidity.

63. The three-wheeled vehicle of claim 1, wherein the body contour of the three-wheeled vehicle serves as an exterior of the three-wheeled vehicle.

64. The three-wheeled vehicle of claim 63, comprising reinforcements molded in the body form.

65. The three-wheeled vehicle of claim 1, comprising a tow bar, whereby the three-wheeled vehicle is configured to be towed by the tow bar.

66. The three-wheeled vehicle of claim 1, comprising a tow bar, whereby the three-wheeled vehicle is configured to be towed by the tow bar with another vehicle.

67. The three-wheeled vehicle of claim 66, wherein the other vehicle is a three-wheeled vehicle.

68. The three-wheeled vehicle of claim 1 having a width of no more than 36 inches.

69. The three-wheeled vehicle of claim 1, comprising a differential coupled to the two front wheels such that when tilted, a front of the three-wheeled vehicle is raised to increase clearance.