IT202300014874A1 - DEVICE FOR SPORTS ROAD MOTORCYCLES, WITH 2, 3 OR 4 WHEELERS, WITH A ROCKER PLACED INSIDE THE TANK AND THE SADDLE AND/OR REAR TAIL SADDLE, TO ACTIVATE OTHER DEVICES FOR IMPROVING PERFORMANCE, SAFETY AND COMFORT - Google Patents

Description

TITLE: Device for sports road motorcycles, with 2, 3 or 4 wheels, with a rocker switch located inside the tank and the saddle and/or rear seat, to activate other devices to improve performance, safety and comfort

FIELD OF TECHNOLOGY

The technical field that this patent application is based on is the use of road racing motorcycles but also registered motorcycles.

The rider's points of contact with the road motorcycle are the right and left handlebars, the right and left footpegs and the seat for all motorcycles, the rear pillion positioned on the tail fairing and the tank, especially during braking more specifically for road motorcycles, especially sports motorcycles.

In reality, the rider of a racing road bike is always in contact only with the handlebars and almost always with the footpegs; almost always because in recent years, during the braking phase, riders have been removing their foot and the inside leg from the curve they are about to take. This lowers the center of gravity, provides additional aerodynamic braking (in addition to lifting the torso), and creates a natural "pendulum" (the inside leg) to better dampen and modulate the forces at play and improve corner entry.

The technical field remains primarily that of motorcycling and, above all, racing, where costs are very high in relation to the development of electronics. Furthermore, in MotoGP, only the rider can make mechanical, not electronic, adjustments (the famous front and rear lowering devices, the so-called hole-shots), which are activated with various levers, usually on the upper triple clamp for starting; therefore, adjustment of the front and rear on the upper triple clamp of the forks at the start and then a lever operated by the thumb on the left handlebar to lower the rear when exiting the corner.

As far as SBK is concerned, the bikes are derived from production and, for this reason, they must reach a certain number (250 currently) of production with registration plate.

Then, as far as road motorcycles are concerned, you can never have too much safety, both active and passive; clearly, a higher-performance vehicle has greater safety margins and is more comfortable.

STATE OF THE PRE-EXISTING TECHNOLOGY

Currently, no elements have been found that suggest the active use of other elements of the motorcycle other than the grips and footpegs (usually gears on the left footpeg and rear brake on the right footpeg).

In sport road motorcycles, a strip of sufficiently abrasive material is used on the tank, especially during the leaning phase, where the rider's only knee (inner part) in contact with the tank must not be able to slip.

The actual seat is very rigid, so much so that the riders have an addition of soft material inside their suits, right at the bottom; clearly, a rigid seat makes it much easier to feel the movements of the bike and allows for quicker reactions.

There's also the rear seat; it serves to support the rider's rear end, especially on a straight line and therefore at pure speed, to stabilize the bike/rider system and achieve the best possible aerodynamics. It should be positioned neither too far forward nor too far back, both for the sake of movement during riding and to achieve, as already mentioned, the best aerodynamics.

As for motocross/enduro seats, they are long to allow the body to travel the entire length of the motorcycle, whether it is the braking phase (so the body is entirely on the front of the saddle) or the loop phase (so the rider's bottom touches to dampen the rebounds from the rear of the motorcycle. When cornering, the rider tends to stay central to the vehicle in any case.

The saddle is usually abrasive enough to get a good grip (but there are no creases like on road bikes) but not so much as to allow for forward sliding (for example when braking); certainly no "active" saddles have been seen.

TECHNICAL PROBLEM TO BE RESOLVED

The technical problems to be solved are essentially those of the limits of use of the controls on motorcycles, that is, the need to intervene on the dynamics of the vehicle without taking one's eyes off the road (or track) given the characteristics of the vehicles themselves.

The use of two-wheeled vehicles, especially for racing, involves the use of a few voluntary elements, namely levers (clutch and brake), pedals (gears and rear brake), buttons (both the right and left grips, but especially the latter), and other levers (on the two grips) operated with the thumbs.

Another problem is soaring costs; in fact, the trend is to limit the use of electronics to keep them from becoming too expensive. For example, today's motorcycles have (adjustable) electronic systems such as traction control or front wheel anti-wheelie, but they still required significant development costs, yet were then brought into "civilian" use, i.e., on the road with a license plate. It must be remembered that there is not only active safety, but also passive safety; a vehicle that responds better to commands and is more reactive is also safer.

The issue of costs also arises; in MotoGP, for example, there is a tendency to limit the use of electronics because it forces manufacturers, and consequently the teams that invest, to spend significant amounts of money and then perhaps fail to bring the research done to the general user or at exorbitant list prices.

So, in addition to the technical problem, there is another economic one.

There is also the problem of introducing modifications aimed at improving performance, safety and comfort without disrupting the existing fleet, also in order to avoid increasing costs.

BRIEF DESCRIPTION OF THE DRAWINGS

DRAWING 1. The first drawing, consisting of two plates, shows the device positioned at the rear, between the rear portion of the saddle and the rear tailgate, in the inactive position (PLATE I) and in the activated position by the rider (PLATE II). It is activated by the introduction of a small piston that is pushed by the movements of the rider.

DRAWING 2. The second drawing represents the front variant of the device; it is therefore placed between the front of the saddle and the inside of the tank. Plate I represents the device in a stationary position, while Plate II shows it in the position pushed by the rider.

DRAWING 3. Drawing no. 3 shows the simultaneous use of both devices; in plates I and III the front device (braking) is moved, while in plates II and IV the rear device (acceleration, "egg" position). Plates III and IV highlight the connection of the devices to the suspension.

DRAWING 4. In the fourth drawing, the device is modified; instead of the lever-operated piston, a rotating piston is introduced inside the pin, with the aim of saving space.

DRAWING 5. The fifth drawing highlights the possibility, already seen, of using both the front and rear devices and the already seen connection to the suspensions.

DRAWING 6. The last drawing highlights the housing of the devices inside the saddle/tank and saddle/rear tailgate, highlighting the recesses for their movement; it also highlights the difference between the use of pistons (PLATES I, II) and the active pin (PLATES III, IV).

DISCLOSURE OF THE INVENTION

The exhibition aims to activate and activate parts of the motorcycle that are usually passive and support-based; in this specific case, it involves a sporty road motorcycle (two, three, or four wheels), equipped with a fuel tank (always in the shape of a fuel tank) and a rear seat, thus featuring a substantially vertical separation between the seat and the seat itself. In this case, the activated parts are the front of the seat combined with the rear of the fuel tank, thus connected, and the rear of the seat combined with the vertical seat between the seat and the rear seat.

The device is composed of a saddle (9) placed between the front part of the saddle (6) and the tank (4) at the front with a pin in the centre (14.1 and 14.2 if inactive and 14.3 if active) and a rear saddle (11) for the rear part of the saddle (6) and the rear tail. To allow these movements, recesses are produced in the saddle (6), one at the front (10) and one at the rear (12).

To create resistance and subsequently the pressure necessary to move other devices useful for having benefits on the vehicle, a small piston (13) has been introduced inside the tank (4) for 9 and inside the rear tail (5) for 11. To allow for movement, recesses (10 for 9 and 12 for 11) have been created inside the saddle (6) to allow the movement of the curved saddles (9 and 11). When these are pushed, they become the original shape of a motorcycle; the tank (4), the saddle (6) and the rear tail (5) become the same shape as an original sports road motorcycle, thus not creating any problems.

To allow movement between the curved saddles 9 and 11 and the points inside both the tank and the rear tail fairing, rotating pins (16) have been inserted which avoid dangerous twisting of the elements.

A further step was made by replacing the pistons (13), the rotating pins (16) and the pins/fulcrums 14.1 and 14.2 with an active pin/fulcrum 14.3, a sort of hydraulic and/or pneumatic rotating suspension that replaces 13. This innovation means that less space is used.

It should therefore be noted that using the piston(s) or the active fulcrum(s) activates a hydraulic and/or pneumatic circuit 15 whose connections and related pressure changes will be used to achieve the goals of improving driving.

Once the new devices have been highlighted, a method of using active saddles is introduced, whether they have a piston or an active fulcrum (14.3); this involves connecting the circuits of the saddles to the suspensions, a topic that will be the result of a claim.

It is therefore possible to connect the front seat (9) and the related hydraulic/pneumatic systems 15 with the front suspension (17) in order to have a natural anti-dive system; when braking, the inertia of the rider's body tends to move forward and, by rotating forward (and therefore rotating 9), it intervenes on the circuit 15, putting it under pressure. This, being connected to the front forks (17), puts the hydraulic and/or pneumatic part under pressure, creating greater resistance to diving.

Similarly, the rear seat affects the rear suspension (18); when accelerating and also on a straight line (on the track, a straight line almost always means acceleration in races) the rider's body moves backwards, pushing 11 and intervening in 15, creating pressure. This pressure can be used to lower the rear tail and therefore be able to better unload the horsepower. It should also be remembered that a lower bike at the rear reduces the incidence of the wings (when present), thus decreasing the resistance of the bike itself.

The main purposes are:

PURPOSE 1: To activate portions of the motorcycle that are not usually actively used.

PURPOSE 2: To use the inertia of the driver's/pilot's body during braking (braking) or acceleration to activate the newly introduced devices.

PURPOSE 3: to use existing hydraulic/pneumatic circuits such as the suspension circuit (other methods are claimed in other patent applications filed by me).

PURPOSE 4: More effective but still natural driving.

PURPOSE 5: Improved performance, safety, and comfort with limited use of electronics, which can contribute to increased production and price list costs later.

PURPOSE 6: Avoid engineering disruptions.

PURPOSE 7: To find a system with a very advantageous cost/benefit ratio.

LEGEND.

1. Sports road motorcycle

2. Front wheel

3. Rear wheel

4. Tank

5. Rear tail

6. Saddle

7. Frame of 1

8. Frame of 5

9. Front swinging saddle

10. 9-hole recess in the tank (4) and in the front portion of the saddle (6)

11. Rear swinging saddle

12. 11-way recess in the rear tailpiece (5) and in the rear portion of the saddle (6)

13. Piston

14.1. Fulcrum/pivot of 9

14.2. Fulcrum/pivot of 11

14.3. Active fulcrum/pivot of 9 and 11

15. Hydraulic and/or pneumatic circuit

16. Rotating pins to hold and allow movement of 9 and 11 with 4 and 8

17. Front suspension

18. Rear suspension

DETAILED DESCRIPTION OF THE DRAWINGS

DRAWING 1. The first drawing is made up of two tables, where the first represents the device placed between the saddle (6) and the rear tail (5) first in the rest position (TABLE I) and then in the position activated by the pilot/driver (TRAV. II).

The device, as seen, is composed of a curved saddle (11), with a fulcrum/pin in the centre (specific 14.2) which allows it to oscillate. When at rest the saddle is rotated forward and the lower part is inserted into the recess (12) created inside the saddle (6) thanks to the pressure of the piston (13); however, when the rider/driver moves backwards to accelerate or get into an aerodynamic position (but usually always while accelerating) the shape of the saddle (6) and the rear tail fairing (5) become normal but the pressure created on 13 and the hydraulic and/or pneumatic circuit (15) will be the one that can be used. The saddle 11, rotating backwards, becomes one (at least at the rear) with 6 and also the upper portion of 11 becomes one with 5.

DRAWING 2. In the second drawing the device is instead placed at the front, in the front portion of the saddle (6) and in the rear portion of the tank (4). It should be remembered that nowadays the tank containing the petrol is placed lower down for reasons of centre of gravity and that in the visible tank there is usually a system of ducts inserted to better direct the air from the air-box to the combustion chamber of a thermal engine. If the motorbike is electric there are even fewer problems, but in conclusion there are not many space problems to insert the new device.

In table I the front seat (9) is at rest and therefore the push of 13 inside the tank (4) pushes it backwards thanks to the pin/fulcrum (14.1) relegating the lower portion of 9 inside the recess 10 inside the seat (6). However, when the rider/driver brakes hard or even under hard braking, the inertia of the body causes the external part of 9 to be pushed, causing it to rotate thanks to the pin/fulcrum (14.1); this causes a rotation of 9 and the push of 13, thus creating pressure in 15, which can be used for various purposes.

Again, by rotating 9, the saddle (6) becomes one (at least at the front) obtaining stability like a motorcycle without these modifiable elements.

DRAWING 3. The third drawing, composed of four tables, introduces two important innovations:

- the first is that both new devices are joined together, so 9 at the front and 11 at the rear;

- the second is the possibility of using the pressures created in the circuits (15) produced by the pistons (13).

Tables I and II show how the devices can function on the same motorcycle (1); in table I, 9 and its piston are activated when the rider is braking, while in table II, 11 and its piston (13) are activated when the rider is accelerating or on a straight line. It is therefore clear how only one device is activated at a time, either 9 or 11, never together.

As a consequence of this, the following tables III and IV are explained; when braking or braking (table III) the 9 is rotated and its piston (13) is consequently put under pressure; this is connected to the front forks (17) so that greater pressure is created inside, helping the fork itself to sink less, creating an important advantage in terms of stability. When instead accelerating or on a straight line (usually still accelerating) the curved saddle 11 is rotated, putting pressure on its piston 13; this pressure passes through the circuit 15 to the suspension 18, intervening as is done now in MotoGP to lower the rear. In this case, instead of a button on the left side of the semi-handlebar there is a rear saddle.

It is therefore highlighted that devices 9 and 11 can be activators both directly (table III) and indirectly (table IV).

DRAWING 4. The fourth drawing introduces the important innovation of using an attic pin/fulcrum (14.3) instead of the pistons (13) already seen; this results in less space being used. Also in this case 9 is at rest when rotated backwards and 11 is at rest when rotated forwards.

DRAWING 5. The fifth drawing therefore includes the modification introduced in the previous drawing and also the use of both devices as in drawing no. 3; this means that during the driving phases either 9 or 11 is used alternatively, using the pressures created (now in 14.3) as desired.

DRAWING 6. The sixth and final drawing shows, with 3/4 top views, how the curved saddles 9 and 11 are inserted inside the tank (4), the saddle (6) and the rear tail (5).

In the first two tables, I and II, the pistons (13) can be seen, while in the two subsequent tables, III and IV, the pin/fulcrum is active (therefore 14.3).

WAYS OF IMPLEMENTING THE INVENTION

The implementation methods are more suitable for a completely new motorcycle engineering; furthermore, as far as the connection to the suspension is concerned, the latter must also be modified in any case.

In the racing world, however, the speed of realizing a potential improvement is exaggerated, despite the significant advantage. Considering the relatively low costs of the products, which require careful engineering, it seems clear that there is a possibility of using less electronics or achieving better results if used synergistically.

Claims (5)

TITLE: Device for sports road motorcycles, with 2, 3 or 4 wheels, with a rocker switch located inside the tank and the saddle and/or rear seat, to activate other devices to improve performance, safety and comfort 1) Device for a sporty road motorcycle with a balance composed of a curved seat (11) with a central pin (14.2) to allow its rotation, placed inside a recess (12) in the saddle (6) and resting on the vertical part of a tailpiece (5), connected to it at the rear with a small piston (13) which is connected to a hydraulic and/or pneumatic circuit (15) for the activation of other devices in the motorcycle itself; 2) Device as per claim 1, but characterised by being positioned between the rear part of the tank (4) and the front part of the saddle (6); 3) Device as per claims 1 and 2, but characterised by having connected the hydraulic and/or pneumatic circuit 15 integrally or separately with the hydraulic and/or pneumatic components of the suspensions (17 and 18); 4) As per claims 1 and 2, but characterised by the use of an active pin/fulcrum 14.3 with hydraulic and/or pneumatic components in place of the non-active pins/fulcrums 14.1 and 14.2 of the pistons (13); 5) Device as per claims 1, 2, 3 and 4, characterised both by the use of active pins/fulcrums (14.3) and by the connection with the suspensions (17 and 18).