JP2002516220A - Lightweight transport vehicle - Google Patents

Abstract

(57) [Summary] Man-powered hydraulic drive means, primary and secondary frames, two rear wheels (6, 7), suspension (14) assembly, one front wheel (8), and primary Three-wheel lightweight transport vehicle including a suspension assembly mounted on a frame, a front wheel (8), a suspension assembly, and a steering means (9) mounted on the primary frame for controlling the front wheel and the suspension assembly. Wherein the hydraulic drive means comprises pump means (34) for generating pressurized oil and at least one hydraulic drive motor (6a, 7a) adapted to drive at least one wheel assembly. Vehicle.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001] The present invention relates to a hydraulically driven tricycle with a tiltable suspension.

BACKGROUND OF THE INVENTION Tricycles are known per se. One example is disclosed in US Pat. No. 4,313,51.
No. 7 discloses a vehicle. In this patent, an electrically driven tricycle is disclosed in which a rear wheel assembly is driven by an electric motor. In order to overcome the instability caused by being a tricycle, a method of reducing the center of gravity of the vehicle by arranging a heavy battery has been adopted as a countermeasure. Power is transmitted using a system battery connected to the rear wheel electric motor. Vehicle braking systems include both mechanical and electromagnetic braking systems, both of which operate together. The electromagnetic brake is applied by the short circuit system that locks the electric motor, and the vehicle decelerates. Further, the pedal may be connected to at least one wheel to apply driving force to the vehicle.
Finally, a removable canopy on the frame of the vehicle according to the invention is a feature of the invention and protects occupants from the weather.

[0003] This vehicle has several disadvantages. As a tricycle, a heavy battery is arranged and used as a countermeasure to overcome the stability problem, so that an extra weight is added, which adversely affects the performance of the entire vehicle. In addition, the battery must be charged periodically, which is time consuming and inconvenient. In addition, the power generated by the human pedal system cannot be stored for later use, nor can energy be consumed when braking mechanically or electromagnetically. Finally, the lack of an advanced suspension system makes it difficult for the occupants to drive comfortably and has poor maneuverability around corners at high speeds.

[0004] Hydraulically driven vehicles are also a known technique. For example, US Pat. No. 5,423,56
No. 0 discloses a hydraulically driven bicycle equipped with a manually driven pump. In this invention, vane pumps are provided on both the front and rear wheel hubs,
The pump assembly is located where the conventional bicycle crankshaft is located. When pressure is applied to the pedal assembly connected to the pump input shaft, the pedal moves forward. The pressure on the pedal causes the pump to rotate and pump fluid through the steel tubular frame of the bicycle. In this case, the frame serves as a piping network that sends hydraulic fluid to the motor. This system has several disadvantages. The characteristics of the bicycle itself are unstable, and the ability to maintain an upright position while riding depends on the agility of the driver. The rider is uncomfortable when riding on uneven terrain because the bicycle has no suspension means. A final disadvantage is that there is no means to store the energy generated by driving or to regenerate the energy when braking.

[0005] In the case of chain-driven bicycles, both man-powered and engine-driven bicycles are known, and the latest suspension systems are integrated into the rear and front tires. However, it is an inherent property of a bicycle to incline on a curve, so the suspension system employed is not suitable for tricycles.
In addition, riding a bicycle protects the cyclist from the weather to some extent, but ultimately leaves the cyclist exposed to the weather.

One example of a full-fledged hydraulically powered vehicle is disclosed in US Pat. No. 3,966,365, which includes a hydraulic power transmission and braking system suitable for vehicles such as passenger cars. Have been. The pressurized hydraulic fluid is supplied by a variable displacement hydraulic pump driven by an internal combustion engine. Fixed displacement hydraulics are connected to both the front and rear wheels. When the driver operates the fluid flow control device, the device acts as either a motor or a pump. In the power transmission mode, high pressure fluid from the variable displacement hydraulic pump is circulated to the wheel motor to propel the vehicle. The fluid flow is determined by the flow regulator, which will accelerate the vehicle. When a back pressure is applied to the wheel motor, a braking action occurs, so that the motor acts as a pump to slow down the vehicle.

[0007] This system also has several disadvantages. When the vehicle is viewed as a whole, the weight becomes extremely heavy and a combination of a hydraulic component and an internal combustion engine component results in a complicated structure. Furthermore, since the braking system is not regenerated, the energy used for braking is not stored and cannot be reused. No surplus energy from the variable displacement hydraulic pump is stored. Finally, driving the pump with an internal combustion engine further increases the weight and is not environmentally friendly.

SUMMARY OF THE INVENTION It is an object of the present invention to overcome the problems of the prior art by providing a high efficiency three-wheel lightweight transport vehicle with a tiltable suspension.

It is a further object of the invention that the power system comprises a manually driven hydraulic propulsion system,
Tricycle with integrated front and rear wheel suspensions, with a wheel suspension that inclines when the vehicle turns due to the rear suspension and that normally stays vertical on uneven terrain It is to provide.

In a preferred embodiment of the present invention, the tricycle is provided with a detachable weatherproof shield.

A first embodiment according to the present invention is a lightweight hydraulically driven vehicle comprising a chassis and one front suspension means and two rears provided on the chassis for damping vibrations associated with the movement of the vehicle. Suspension means; at least two rear wheel assemblies and one front wheel assembly provided on the suspension means; drive means fixed to the chassis for propelling the vehicle; braking means; A lightweight hydraulically powered vehicle for steering a wheel assembly including both front suspension means and a front wheel assembly and a steering means mounted on a chassis, the drive means comprising a pump for producing pressurized oil; Means and unpressurized oil A reservoir hydraulically connected to the pumping means, at least one hydraulic drive motor provided to drive at least one of the wheel assemblies, and both pumps acting on oil in the oil reservoir. An accumulator for storing energy in the form of pressurized oil produced by the accumulator, and an oil reservoir, accumulator, pump means and motor for preventing significant energy loss while the accumulator is accumulating or releasing pressure. Hydraulically connected pressure transducing means, control means for regulating the flow of pressurized oil between the accumulator and the at least one wheel assembly, and clutch means incorporated in the motor. The rear suspension means is a suspension capable of inward inclining. It is an object of the present invention to provide a lightweight hydraulically driven vehicle including a vehicle.

[0012] Preferably, the hydraulic drive motor is a vane motor.

More preferably, the tricycle includes a weather protection shell that can be removably attached to the chassis.

Preferably, the tiltable rear suspension means is configured to restrict the flow of oil from one side of the piston to the other from an air chamber delimited by a flexible diaphragm from an oil cylinder including the piston means. A first trailing means having first valve means included in the arranged piston means, and control means for opening and closing the first valve means inserted between the first rear suspension means and the frame; A first hydraulic / pneumatic strut means inserted between the arm and the frame; an air chamber delimited by a flexible diaphragm from an oil cylinder including the piston means, for controlling the flow of oil from one side of the piston to the other. A second valve means included in said piston means configured and arranged to restrict; Second hydraulic and pneumatic strut means inserted between the second trailing arm and the frame, having control means for opening and closing the second valve means inserted between the suspension means and the frame; A balancing pipe connecting the air chambers of the first and second hydraulic and pneumatic strut means; a one-way valve configured to allow air to flow only from the air reservoir and disposed within the first connection; A flow control valve configured to select the amount of air flowing out of the reservoir and the air flowing into the air reservoir and disposed in the second connection.

The vehicle according to the present invention has many advantages. By avoiding the use of heavy propulsion systems, the vehicle can be made extremely lightweight. The integrated wheel suspension allows drivers to lean when turning and tricycles to stay upright on uneven terrain, so they can ride comfortably. Become. In addition, the removable protective shell allows the driver to use the vehicle in any weather conditions.

With the regenerative braking system, the energy expended during braking is regenerated at least in part for later use when the vehicle is driven.
The use of human power to drive the pump simplifies the design and eliminates the need for a backup power source that requires regular recharging. Finally, since the propulsion system can store energy, the driver does not have to constantly drive the pump, and can generate much more drive energy than the driver can supply.

Preferred embodiments of the present invention will be described with reference to the accompanying drawings. For simplicity, the rear of the tricycle frame has been omitted from the figure. The structure of the necessary support members for the frame follows that of a normal bicycle.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring first to FIGS. 1 and 2, the main components of a hydraulically powered configuration of a vehicle are shown. The chassis 2 has first and second subframes. The first frame supports the vehicle occupant and all other mechanical and suspension components. The second frame supports a small vehicle component and a weather protection shell 4 removably attached to the second frame.

The rear wheel assemblies 6, 7 and the front wheel assembly 8 form a triangular vehicle base. The rear wheel assemblies 6, 7 include a propulsion system motor. The front wheel assembly 8 is detachably attached to the cantilever front fork 13. The fork 13 is connected to a steering mechanism 9 including a steering column 12, a linkage 10, and a handlebar 11. The steering mechanism 9 is attached to a chassis so that the steering mechanism 9 can be rotated by a steering column 12. The rear suspension means 14 is shown connected to the rear wheel assemblies 6, 7 and the chassis 2. The trader pedal 16 is used by the driver 18 to drive the variable displacement pump.
Hereinafter, the hydraulic drive system will be described in more detail.

FIGS. 3, 4, 5 and 6 show tiltable suspension means. In these suspensions, an equalizing means is used together with the suspension member to prevent the transmission of the roll torque along the longitudinal direction of the frame, especially when the speed is high, in order to prevent the transmission of the roll torque. The suspension is arranged such that when one of the rear wheel assemblies 6, 7 moves upward relative to the axis of the chassis 2, the other rear wheel assembly can move. This has two consequences. In this regard, the tricycle can lean, as shown by the angle α in FIG. When traveling on a non-flat surface, the tricycle is held substantially vertically, as indicated by plane A, shown in phantom in FIG. The above two cases can also be combined, and the driver can drive the tricycle with significantly improved control.

According to the embodiment shown in FIG. 3, the cross beam 20 is attached to the frame 2 shown by a dashed line so as to be rotatable at a center point 21. From the ends of the cross beam 20, substantially vertically downward from the opposite ends, the connecting posts 22, 23 of the spring and the shock absorber
Is growing. The bottom ends of the columns 22 and 23 are connected to the trailing arm 19. The front end of each trailing arm is pivotally connected to the chassis, and the rear end supports wheel assemblies 6,7. Beam 20
By adjusting the movement of the trailing arm 19 and the trailing arm 19, the three-wheeled vehicle is controlled so that the stability and inclination of the vehicle are enhanced.

4 and 5 show another embodiment of the rear suspension of the hydraulic vehicle according to the invention. In this forward cross beam system, the cross beam 15 located in the horizontal direction is rotatably connected to the chassis 2 at a point 17. The mating struts 22,23 extend substantially horizontally rearward from the cross beam 15 and are pivotally connected to L-shaped trailing arms 25,26, which are connected to the rear -It supports the wheel assemblies 6,7. The elbows of the L-shaped trailing arms 25 and 26 are rotatably connected to the frame 2 at points 27 and 28 (only point 28 is shown in FIG. 4). This system operates in the same manner as shown in FIG. 3 and has the advantage of requiring less vehicle space. This system also transmits the load of the suspension directly to the chassis frame 2 of the tricycle. FIG. 6 shows a modification of FIG. Although the system is shown in a vertical orientation, it can be used in a horizontal orientation as shown in FIG. In this system, the columns 22, 23 are replaced by rigid members 22A, 23A. The spring force is applied by using a single column 24, and the column 24 is disposed between the pivot point 21 of the cross beam and the mounting position 21A of the column 24 to the chassis.

FIG. 7 shows a circuit layout of each of the hydraulic systems. A manually driven piston pump 34 supplies pressurized oil along with an oil reservoir. The manually driven pump may be either fixed displacement or variable displacement, and is operated using a trader pedal or a standard pedal and crank mechanism. In the case of the variable displacement type, by changing the displacement, the driver can change the flow rate per one revolution of the pump and the pedaling force. The accumulator will be described later. Since the amount of change in the internal capacity of the accumulator 32 is as large as 4 liters during the pressure accumulation / release cycle, a low-pressure oil reservoir is required. Oil reservoir 30 is a conventional tank for storing non-pressurized oil. In a preferred embodiment, the capacity of the oil reservoir 30 is about 4 liters and includes an air chamber, a diaphragm and an oil chamber, the diaphragm expanding and contracting with the amount of oil in the tank. This configuration is designed to eliminate air and debris from the system and act as a pressure equalizer, so if the oil level changes due to the use of a hydraulic system or changes in ambient atmospheric conditions, There is no significant pressure change on either side of the movable seal as in pump 34.

The pump 34 is connected to a pressure regulator 42 connected to the accumulator 32. The most important function of the pressure regulator 42 is to prevent significant energy loss during the accumulator pressure relief cycle of the accumulator 32. The pressure regulator 42 is a compact single armature device, and has two chambers that can receive the pressure and the flow rate from the accumulator 32 and supply the pressure and the flow rate to the accumulator 32. It has the function of maintaining high efficiency. The accumulator 32 is
It stores energy in the form of pressurized oil. Like the oil reservoir, it has a structure including an air chamber, a diaphragm and an oil chamber inside.
The pump 34 sends oil to one of the wheel motors 6A, 7A or the accumulator 32 or to both the wheel motor and the accumulator, and the internal diaphragm expands and compresses the air held in the air chamber, thereby causing the oil to flow into the air chamber. A differential pressure between the oil chambers will occur. Rear wheel hydraulic motor 1
When the pressurized oil is needed at 06 and 107, the pressurized air sends the oil of the accumulator 32 to the wheel motor control valve via the hydraulic pressure converter 42.
Through control valves 29, 31, 33, 37 and 39, the flow of hydraulic fluid to each part of the system is controlled. For example, if the driver has all the fluid in the rear wheel motor 6
When it is desired to stop the fluid flow to the accumulator 32 so that the fluid flows to A and 7A, the control valve 37 is closed. The relief valve clearly shown in FIG. 7 returns oil to the reservoir 30 in the event of an over-pressurization in the system. In this system, the control for each valve is conveniently located in two handgrips 36, 38 (
This handgrip also incorporates an integrated brake lever. In a preferred embodiment, handgrip controls forward acceleration, detent center and regenerative braking, and handgrip controls pedal pump displacement. Fixed displacement wheel motor is a two-way clutch designed to disengage the armature from the wheel shaft (described below)
, Thereby enabling coasting with little friction. With the handgrip 38 in the regenerative braking position, the pump 34 can operate to accumulate pressure in the accumulator even when the vehicle is stopped. When the hand grip 38 is turned to the front body acceleration position, the accumulator 32 is connected to the wheel motors 6A and 7A to advance the vehicle. When the operation of the pump 34 is continued, the hydraulic fluid is continuously supplied to the accumulator and a predetermined wheel motor.

The braking takes place via the primary and secondary systems. The primary system is a regenerative braking system, while the secondary system is a conventional mechanical braking system such as an internal expansion drum brake operated by a handbrake lever provided on handgrips 36,38. In the regenerative braking system, motors 106 and 107 are used as pumps in a deceleration stage. Motor 6A
, 7A set the valve to pump pressurized oil into the hydraulic system so that the motor rotates continuously under resistance and also slows or stops the vehicle. The oil sent by the motor is passed to the accumulator 32, and the kinetic energy of the running vehicle is converted into stored energy in the form of pressurized oil. The fluid flow required for regenerative braking is ensured by reversing the inlet and outlet ports of the wheel motors 6A, 7A using valves 29, 31, 33. Thus, the oil flows toward the pressure transducer 42. Depending on how much the driver 18 rotates the handgrip 38, the amount of oil flowing to the wheel motor increases or decreases.

FIG. 8 shows a preferred wheel motor structure of the motors 6A and 7A. The main shaft 53 is desirably made of stainless steel, so that the oil seal 54 is not damaged by rust of the shaft. The clutch pack 44 puts the motor in a disconnected state, enabling coasting with little friction. The steel cam ring 45 houses a rotor 49 mounted on a torque steel pipe 48. With such a structure, the rotor 49 is completely separated from the force generated from the operating shaft 53 when a load is applied during cornering traveling. The shaft 53 rotates freely within the ball bearing 46 and the roller bearing 50. The ball bearing 46 bears a thrust force acting on the shaft 53. The wheel bolt holes 52 facilitate engagement and disconnection with a rear wheel (not shown). This single bolt construction is also used to secure the front wheel attached to the axle included in the cantilever arm 13. This single bolt construction can be replaced with other well-known methods for securing the front and rear wheel assemblies. The motor is completed by end plates 55, 56 on both sides fixing the steel cam ring 45. The end plates 55 and 56 are preferably made of aluminum and can reduce the weight.

FIG. 9 shows a detailed view of the wheel motor rotor 49 disposed inside the steel cam ring 45. The rotor 49 is connected to the torque steel pipe 48 via the screw-in spline 58, and the torque steel pipe 48 is inserted into a hole passing through the end plates 55 and 56 and has sufficient clearance so as not to contact the main shaft 53. It has become. The rotor 49 includes a plurality of slots 57 in which pressure balanced double vanes 60 are embedded. The steel cam ring 45 is provided with a constant radius portion, so that loss of the vane slot due to friction is reduced by the constant radius portion in a region where a pressure difference occurs between both sides of the vane.

FIG. 10 shows the operation of the valve 30 A of FIG. FIG. 11 shows a schematic diagram of the valve 37 of FIG. Referring to FIG. 7, it can be seen that the wheel motor has ports 206 and 207 connected to 206A and 207A of valve 30A. As shown, the valve also has ports 29, 31, 33 and 35 and reservoir 3
Includes a connection leading to zero. The valve is shown in a stop or motor position. When the valve moves from the stop position to the non-stop position, the valve moves to motor port 206A.
Is turned from port 31 to port 29, and motor port 207A is blocked from port 33. Even in this case, the motor port 207A can exit to the port 35 via the check valve. Similarly, for the valve 37 of FIG. 11, the valve is shown in the open position rather than the stop position and the pedal pump port PUM
P is blocked from the motor circuit by moving the spool to the stop position.

In both FIGS. 10 and 11, R indicates the drain connection to the reservoir 30.

FIG. 12 shows details of the control valves numbered 39 in FIG. This control valve is a pilot operated valve and has three purposes. The first is to prevent leakage from the accumulator. The second is to prevent unintended reverse operation of the vehicle, and the third is to prevent a sudden situation exceeding the speed of the wheel motor when operating in the freewheel mode. In the valve 39,
Port A connected to the accumulator and port B connected to the wheel motor and pedal pump circuit are included. The piston 79 includes the head section 80 and the rod section 8.
8. Piston 79 is slidably received within housing 82. At the proximal end of the head section 80, an O-ring 84 is provided on the seat surface designed to block fluid flow when the control valve is in the closed position (shown). A spring 86 is wound around the rod portion 88. In operation, the valve operates under the following four conditions. 1. When the vehicle is stopped, the accumulator accumulates pressure and generates a brake signal. If there is no pilot operation, valve 39 will remain closed. 2. When the vehicle is stopped or running, the pressure is stored in the accumulator. A group of pilot valves (not shown) use a pressure higher than the pressure at port B of accumulator 32 to quickly open valve 39 (head 80 slides into housing 80). This operation is caused by the driver's forward acceleration signal. 3. When the vehicle is coasting, the accumulator accumulates to some extent and the driver issues a signal for regenerative braking. There is no pilot valve signal, but instead the pressure builds up at port B, opening valve 39. Once open, the valve remains open unless a close signal is transmitted and only if the pressure at A and B is at least 600 psi above the pressure of reservoir 30. 4. The system pressure release spring 86 opens the valve and depresses the pedal by port A,
Alternatively, the vehicle is prepared for regenerative braking at port B.

FIG. 13 shows a cross-sectional side view of a single-way variable displacement tradle piston pump in which the vehicle is propelled when the driver 18 steps on and the pressure is accumulated in the accumulator 32. Drive arc 91 is rotatably connected to chassis 2 at point 90. The foot 92 is mounted so as to face the drive arc 91. The movement of the foot 92 with respect to the drive arc 91 is limited by the engagement of the meshing teeth (see FIG. 14) integrally provided on the bottom surface of the drive arc 91 and the foot 92. A connecting rod 93 extends between the foot 92 and the piston 96,
They are linked by pins 94 and 99, respectively. The piston 96 is inserted into a cylinder 98, and a spring 97 is accommodated at an end of the piston 96.
When the drive arc 91 rotates around the point 90, the drive arc 91 moves the connecting rod 93 in the forward direction, thereby pushing the piston 96 into the cylinder 98 and compressing the spring 97. When the spring 97 expands, the piston 96 returns to the stop position (illustrated) of the piston 96. When the piston 96 makes a cycle motion,
Oil moves through the cylinder 98. Oil moves into and out of the cylinder through a self-acting check valve. The drive arc 91 and the foot 92 have the same center of curvature about the pin 94.

Slotted arms 100 and 101 that rotate about pins 102 (see FIGS. 15 and 16) serve to hold base 92 in place and limit movement of piston 96. The slotted arms 100 and 101 allow a slight gap between the drive arc 91 and the engaging teeth of the foot 92 when the piston is in the rest position (see FIG. 14). If the driver 18 wants to change the capacity of the pump 34, he moves the foot 92 to a different position on the drive arc 91. The slotted arms 100 and 101 and the foot 92 are connected to a control device (
(Not shown).

The pins 94 may be replaced by balls and sockets, which are more common in hydraulic designs. The movement of the piston 96 is limited by a piston stop provided at the end of the cylinder 96. Variable displacement tradle pedal and piston pump
It can be replaced with a standard pedal assembly and fixed displacement pump or a two cylinder variable displacement tradle pedal / piston pump. In the latter case, each pedal must be connected to an individual tradel pedal that cooperates with a piston leading to one of the two cylinders. In this case, it is necessary to use a mechanism such as a chain or a linkage that engages with the trader pedal so that the pedal moves in the same direction and in the opposite direction.

The operation of the two-way clutch 44 shown in FIG. 8 will be described with reference to FIGS. In order to explain the operation of the bidirectional clutch, the clutch will be briefly described by showing a linear arrangement in FIG. 17 instead of a circular arrangement. Slotted roller 103 is race 1
05 are present in most pockets 104. A spring 106 in the slot 107 presses the roller 103 against the center bottom of the pocket 104. With this operation, the retainer 108 is moved to the position shown in FIG. The ratchet pawl 109 is attached to the retainer 108 by a slot 110 and is pressed in the slot in the direction of arrow 17A by a spring (not shown). In the "passive" direction, when the race 112 moves in the direction of arrow 17B, the pawl 10
9 enters pocket 111 in race 112 under spring load. During regeneration braking, another pawl (not shown) pointing in the direction of arrow 17B is included in another pocket. Means for manually raising the pawls are provided, and regeneration brakes can be disabled when not needed. The regenerative braking pawl should not be raised during loading, but a short motor direction pulse can release the pawl. If the race 112 moves in the direction of arrow 17B, the pawl 109
Engages with the pocket 111 to move the retainer 108 in the same direction. The slot spring of the pawl 109 is strong enough to prevent all roller springs 106 from being activated immediately. This movement also causes the roller 103 to move in the direction indicated by arrow 17.
Moved in the direction of B and into pockets 111 and 114. Roller pin slots in retainer 108 allow this movement. Roller 103 is pocket 11
1 and 114 to simultaneously transmit the load. Pawl slots 110 and springs (not shown) prevent significant loads from being transmitted from pawls 109. Similarly, when the opposite pawl is lowered, the clutch engages in the opposite direction. The groove in the roller 103 can be made unnecessary by providing a second spring slot in the race 112.

This clutch has several advantages. First, the rollers 103 have a large load carrying capacity. This roller in combination with the lightweight engagement pawl 109
It has low coastal friction and means that the clutch is small. Second, the clutch is made up of simple components. Third, the relatively low wheel speed of the tricycle wheels allows for engagement in regenerative braking without damaging the clutch due to the small size of the clutch.

The chassis components, primary and secondary frames are conveniently constructed of welded mild steel, chromium steel tubing, silver brazed lightweight steel tubing, fiber reinforced plastic or similar materials. In a preferred embodiment, the primary frame is a triangular steel tube design that achieves maximum stiffness and minimum weight.

Preferred hydraulic fluids are power steering or automatic transmission fluids, among other suitable fluids.

In the front suspension system, the shock absorber is a cantilever
Includes conventional designs incorporated into arm 13. Alternatively, a standard bicycle fork may be used with or without elastic suspension means.

FIGS. 19 to 26 show another embodiment of the rear suspension system.

FIGS. 19 and 20 show a cable-based system. The two crank trailing arms 191 and 192 are connected to a cable passing around pulleys 193 and 194, and the pulleys 193 and 194 are supported by a cable frame 195. The cable frame 195 is supported on the tricycle frame, and moves against the spring and shock absorber combined support column 196.
The substantially vertical movement of both wheels is controlled by struts 196, and the ability of the wheels to move relative to each other is controlled by cables 19 that move about pulleys 193, 194.
Determined by 0.

FIGS. 21, 22 and 23 show several suspension systems similar to the previous figures. Although the above drawings use a fluid-based system,
FIGS. 21, 22, and 23 illustrate systems that perform the same functions as previous systems. The system can use pneumatic, hydraulic pneumatic or hydraulic components for the spring and tilt functions.

FIGS. 21 and 22 are similar to FIGS. 3 and 4. In FIG. 21 which is a rear view,
3 are replaced by pneumatic or hydraulic pneumatic columns 210, 211, and both columns 210, 211 are connected by a pipe 213. Air can flow freely through pipe 213, but the overall air pressure in the system is controlled by regulating unit 214. In FIG. 22, which is a side view, the arrangement shown in FIG. 4 uses two pneumatic or hydraulic pneumatic columns 210 (only one shown), also connected by pipes 213. Have been replaced. The air pressure is controlled by the adjusting unit 214. In both arrangements, each wheel can respond to rough terrain conditions, the wheels move in opposite directions due to the movement of air between the struts, and the tricycle leans at the corners. The adjusting unit controls the effective spring bias of the column.

The configuration shown in FIG. 21 is similar to that shown in FIG.
And if used in 211. If a double acting cylinder is used, both chambers can be connected together. Both upper chambers are connected by a pipe 213, and both lower chambers are connected by a pipe 221 indicated by a virtual line. The pipe 221 includes a similar reservoir 224, and both pipes 213,
221 is provided with shutoff valves 223, 224, 225 and 226. The regulator 214 is also replaced by an air over pressure unit. This system performs the following functions.

The upper ends of the cylinders 210, 211 serve as a suspension function together with the air pressurized reservoir. The effective spring biasing force is determined by the air pressure in the reservoir. The lower ends of the cylinders 210, 211 serve as a tilting function because oil can flow between the lower ends through the pipe 221. The reservoir 222 is not pressurized and does not affect flow. Four shut-off valves 223, 224, 225 and 226 control the fluid flow between the cylinders. When the tricycle is operating under normal conditions, the four valves are open. When the four valves are closed, there is no fluid flow to the two cylinders 210, 211 and the suspension is locked and immobile. This state has several uses. At low speeds, in this state, the tricycle becomes more operable. When the tricycle stops, it becomes easier to hold it vertically. It can also be used as an anti-theft device. The valves can be easily keyed so that the driver can lock the suspension with the rear wheel upright. Therefore, the tricycle can only ride within the circle.

The configuration shown in FIG. 23 is related to both FIGS. 21 and 22. As shown in FIG. 4, a simple trailing arm 233 is used and attached to the frame attachment pivot means 235. A rotary multiple vane pneumatic unit 236 is provided between the trailing arm 233 and the frame to control the movement of the wheel assembly. Other trailing arms are provided as well. As mentioned above, 2
The two rotary units are interconnected by a pipe 233 and the air pressure is controlled by a regulator 234.

FIGS. 24 and 25 show another mechanical structure, in which a differential gear unit is used. The two trailing arms 243, 244 each have a shaft 250,
Mounted on 251, the shafts 250, 251 are mounted on a suitable support of a frame (not shown). The shafts are each connected to a differential gear. These gears are interconnected by a pair of gears supported by a spider, which is mounted on a gear case 252. The movement of the gear case is achieved by at least one support 25 provided at a support point on the frame.
3, preferably controlled by two columns 253,254. As shown in FIG. 17, the support 253 is arranged rearward, and the support 254 is arranged frontward. If desired, both struts can be forward-facing, saving space. In response to an off-road condition, one or both wheels move to rotate the carrier relative to the strut. When the vehicle is tilted at the corner, the shafts 251 and 252 rotate relative to each other to perform the required tilting function.

FIG. 26 shows the structurally simple spring-free system associated with FIG.
The rear of the frame 260 is attached to a support bar 261 that supports a support 262 with a pivot 263 at the end. The pivot 263 is provided with an equalization beam 264. Beam 264 can rotate within a limited arc around pivot 263. At each end of the beam 264, a pair of connection links 21A and 22A are rotatably attached at the upper ends thereof, and are attached to the two trailing arms 19 at the lower ends thereof. The two trailing arms are supported by pivots 265, 266 on cross burner 267. The cross burner 267 is fixed to the rear end of the frame 260. Each of the two trailing arms 19 can rotate up and down within a limited arc. Since this system does not include any spring biasing means, the two trailing arms 19 cannot both move in the same direction. As shown by a pair of arrows X and Y,
As one arm moves up, one will move down. In this way, the tricycle can incline on a curve and run on rough terrain. in this way,
Since the turning beam 264 is incorporated in the suspension system, the rolling torque generated by the force generated when traveling on uneven terrain or when the vehicle turns a sharp curve is not transmitted to the frame.

According to the above description, each mounting means for mounting the front end of each trailing arm to the frame needs to have a certain clearance in order to obtain a desired trajectory of the rear wheel. There is an interval. For a three-wheeler for single ride, this is typically on the order of 45 cm to 50 cm, and on a three-wheeler there is much less space than a normal bicycle. In this case, since the trailing arm is substantially straight, there is an advantage that a significant torsional stress generated when the suspension is moved is not received. Further, when used as shown in these figures, the cross beam will be of reasonable length. If necessary, the mounting pivots 271 and 272 are located close to each other at the rear end of the frame 283, as shown schematically in FIG. It is also possible to use the arms 284, 285.

A preferred hydraulic pneumatic suspension system that can be used with several of the aforementioned suspensions is shown in FIG. 28, and details of the valve configuration used are shown in FIGS. 29 and 30.

One end 290 of each hydraulic / pneumatic unit is attached to the trailing arm,
Reference numeral 91 is attached to the tricycle frame. At both ends, conventional rubber bushing support methods are used, as shown schematically at 290. The cylinder 292 includes a piston 293 attached to a steel pipe 294. Although not shown, suitable seals are also provided inside piston 293 and cylinder 292.
The upper end of the cylinder is sealed by a flexible diaphragm 295. One end of the diaphragm 295 is attached to an end 292A of the cylinder, and the other end is attached to a support plate 296. The second flexible diaphragm 297 also has one end attached to the cylinder end 292A and the other end 298 attached to the casing 299. Both diaphragms are of the so-called "rolling stock" type. A bearing 300 for the steel pipe 294 is also provided at the end 292A of the cylinder,
A suitable seal (not shown) is provided. When both ends 290, 291 move relative to each other, the piston 293 slides in the cylinder, and the steel pipe 294 moves to the bearing 30.
Slide inside 0. All of the spaces 301, 302, 303 and 304 contain oil, and the space 305 contains air.

The piston 293 has at least two bores 306 and 307 communicating with the space 304 in the steel pipe 294. Inside the steel pipe 294 and inside the piston 293, a valve 308 described in detail below is provided. The valve 308 is operated by a rotatable control rod 309 passing through an oil seal 310. When the ends 290, 291 of the struts move relative to each other, the rod 309
The control rod 309 does not move because the lowermost end of is attached to the valve 308 within the piston 293. The air space 305 is connected by a pipe 311 to a column on the other side (not shown) of the tricycle. Air flows freely through the pipe 311 through the two connected air spaces. The air reservoir 312 is connected to the air pipe 311 by two connection pipes 313 and 314. Pipe 313
Includes a valve 315, and pipe 314 includes a one-way valve 316, which is set to allow only air flow out of reservoir 312.

FIG. 29 shows the valve 308 in the closed position.

The piston 293 has bores 306 and 307 along an inwardly facing pin 580.

The steel pipe 294 is not connected to the valve body 400. The valve body 400 is housed in the piston 293 so as to be rotatable. The valve body 400 has a steel tubular shape, and both ends are open. The valve body 400 includes a pair of rollers 510, at least one upper hole 520, at least one lower hole 530, a pair of springs 540, and a pair of stoppers 550. Further, two pairs of protrusions 560 are provided on the inner surface of the valve body 400. Each roller 510 stays between a pair of ridges 560. Each upper hole 520 has a corresponding lower hole 530.
Is in communication with In each pair of bumps 560, one bump is adjacent to the spring 540, while the other bump is a roller 510 between the stopper 550 and the bump pair 560.
And adjacent. Upper hole 520 is above lower hole 530. The holes 520 and 530 are provided between the stopper 550 and the spring 540. Valve body 400
Is provided with a slot 570 outside. The pin 580 on the inner surface of the piston 293 stays in the slot 570. The slot 570 is long enough to allow the valve body 400 to rotate within a certain distance.

The control rod 309 enters the piston 293 via the open end, and
4 enters through the corresponding open end. At the end of the control rod 309, a pair of detents 600 is provided. Each detent 600 is a roller 51
It is in contact with 0. Each detent 600 is shaped to engage with the stopper 550. The control rod 309 freely rotates inside the valve body 400.

Consider the operation of valve 308. Valve 308 has two positions: locked and unlocked. In the unlocked position, the pair of connection holes 520 on the upper side
And a lower pair of connection holes 530 is formed in the bore 306 of the piston 293.
Match 7. In the unlocked position, oil is free to move from space 301 to space 302 via holes 520 and 530 and via bores 306 and 307. In the locked position, the upper hole 520 is not adjusted to the position of the bore 306 of the piston 293,
The lower hole 530 is not adjusted to the position of the bore 307 of the piston 293. This is effective in preventing oil from flowing from the space 301 to the space 302.

The lock function is performed by rotating the valve body 400. To explain the operation of the locking function, the following description will consider only one side of the valve body 400. It will be appreciated that the other side of the valve body 400 works similarly. In the unlocked position, the spring 540 extends to a raised 560 adjacent the stopper 550.
The roller 510 is pressed. In this regard, control rod 309
Is engaged with the stopper 550. To lock the mechanism, control rod 309 rotates clockwise while moving valve body 400 until pin 580 aligns with the end of slot 570.
This eliminates alignment between connection holes 520, 530 and bores 306, 307.
As the rod 309 continues to rotate, the detent shape 600 causes the roller 510 to rotate.
Is pressed against the inner wall of the valve body 400, and the valve body is deformed and expands outward. The valve body 400 cannot rotate due to the friction between the outer surface of the valve body 400 and the inner surface of the piston 293, and the valve mechanism is locked by the detent shape 600.

To unlock valve 308, control rod 309 is rotated counterclockwise. Then, the roller 510 is separated from the spring 540. Since the spring is compressed, the roller 510 is separated by the spring 540 itself. Detent 600 is in contact with stopper 550 until roller 510 contacts another bump 560. At this point, the valve body 400 has not been deformed and has not been locked. Further, when the control rod 309 is rotated, the valve body 400 is similarly rotated. However, this rotation causes pin 580 to
When the zero end is reached, there is no control and further rotation is prevented. In the unlocked position, when the pin 580 reaches the end of the slot 570, the pin 580 is in the position of the connection holes 520, 530 and the bores 306, 307. In this case, the oil can freely flow between the spaces 301 and 302.

This suspension system has the functions of two separate modes, unlock and lock.

During the unlocking operation, the valve 308 in the piston 293 opens and the piston 2
93 can move freely. Oil can flow between the spaces 301 and 302, and the volume in the space 304 is arbitrarily changed by the orifice 317. When one strut moves upward or the tricycle leans, for example, on uneven ground, the air flows through the connecting pipe 311 and the air pressure in both struts and the air chamber 312 is kept constant. Valves 315 and 316 serve as shock absorbers. If the pressure in the reservoir 312 is higher than the pressure in the pipe 311,
Valve 316 opens and the pressure is the same. If the pressure in pipe 311 is higher than the pressure in the reservoir, air will flow through valve 315 until the pressure is again equal. By setting the valve 315, the flow of air is controlled so that the pressures are the same.

During the locking operation, the valve 308 is closed. When closed, spaces 301 and 302
Are sealed so that no oil flows between the spaces 301, 302 and 304.
When locked, the trailing arm will not move and will not respond to the irregular surface and cannot tilt.

It is understood that the air chamber 312 can be removed with the associated connecting pipes 313, 314 and valves 315 and 316 without affecting the ability of the vehicle to respond to leaning or irregular surfaces. However, removing this subsystem also eliminates the function of the shock absorber.

In this configuration, the oil exists only as a lubricating oil and performs a locking function. The air chamber performs both functions of spring bias and shock absorber,
It can handle irregular surfaces and slopes.

In the above description, the described embodiment is a trailing arm system.
This system is the preferred configuration for a number of reasons. With such a structure, many parts of the conventional bicycle can be used, and it is lightweight and compact,
Both rear wheels can be securely mounted, and can cope with the load received when driving a tricycle. However, other suspension means, such as a sliding pillar configuration, whether or not to incorporate a spring biasing feature, can also be used. The trailing arm itself can also be changed to, for example, a twin arm or a trailing A frame similar to a bicycle front fork.

With the rear suspension of the present invention, it is possible to select a comfortable riding property, and it is possible to incline at a corner when driving at high speed, and it is possible to run on uneven terrain at an almost vertical position, thereby improving operability of a tricycle. Have been.

[Brief description of the drawings]

FIG. 1 is a plan view of a tricycle according to the present invention.

FIG. 2 is a side view of the tricycle according to the present invention.

FIG. 3 is a view showing an embodiment of a rear suspension system for a tricycle according to the present invention.

FIG. 4 is a diagram showing an embodiment of a rear suspension system for a tricycle according to the present invention.

FIG. 5 is a view showing an embodiment of a rear suspension system for a tricycle according to the present invention.

FIG. 6 is a diagram showing an embodiment of a rear suspension system for a tricycle according to the present invention.

FIG. 7 is a circuit diagram of a power transmission and regeneration braking system.

FIG. 8 is a sectional view of a wheel motor.

FIG. 9 is a sectional view of a rotor of the wheel motor shown in FIG. 8;

FIG. 10 is a cross-sectional view of a spool valve used to control hydraulic fluid flow.

FIG. 11 is a cross-sectional view of a spool valve used to control hydraulic fluid flow.

FIG. 12 is a cross-sectional view of a spool valve used to control hydraulic fluid flow.

FIG. 13 is a sectional view of a variable displacement tradle pedal piston pump.

FIG. 14 is a partial detailed view of FIG.

FIG. 15 is a sectional view of a variable displacement tradle pedal piston pump.

FIG. 16 is a side view of a slot arm incorporated into the variable displacement tradle pedal piston pump of FIGS. 13 and 15;

FIG. 17 is a drawing of a wheel motor clutch.

FIG. 18 is a drawing of a wheel motor clutch.

FIG. 19 shows a possible method of the rear suspension system.

FIG. 20 is a diagram showing a selectable method of the rear suspension system.

FIG. 21 is a diagram illustrating a selectable method of a rear suspension system.

FIG. 22 shows a possible method of the rear suspension system.

FIG. 23 shows a possible method of the rear suspension system.

FIG. 24 shows a method of choice for the rear suspension system.

FIG. 25 shows a possible method of the rear suspension system.

FIG. 26 shows a possible method of the rear suspension system.

FIG. 27 is a view showing one embodiment of a trailing arm mounting configuration.

FIG. 28 shows a preferred hydraulic / pneumatic rear suspension.

FIG. 29 shows a preferred hydraulic / pneumatic rear suspension.

FIG. 30 shows a preferred hydraulic / pneumatic rear suspension.

──────────────────────────────────────────────────続 き Continuation of front page (81) Designated country EP (AT, BE, CH, CY, DE, DK, ES, FI, FR, GB, GR, IE, IT, LU, MC, NL, PT, SE ), OA (BF, BJ, CF, CG, CI, CM, GA, GN, GW, ML, MR, NE, SN, TD, TG), AP (GH, GM, KE, LS, MW, SD, SL, SZ, UG, ZW), EA (AM, AZ, BY, KG, KZ, MD, RU, TJ, TM), AL, AM, AT, AU, AZ, BA, BB, BG, BR, BY , CA, CH, CN, CU, CZ, DE, DK, EE, ES, FI, GB, GD, GE, GH, GM, HR, HU, ID, IL, IN, IS, JP , KE, KG, KP, KR, KZ, LC, LK, LR, LS, LT, LU, LV, MD, MG, MK, MN, MW, MX, NO, NZ, PL, PT, RO, RU, SD, SE, SG, SI, SK, SL, TJ, TM, TR, TT, UA, UG, US, UZ, VN, YU, ZA, ZW (72) Inventor Ridley Robert K1S, Ontario, Canada 0 Kei 7 Ottawa Beckwith Road 40 F term (reference) 3D011 AA03 AA04 AC01 AD01 AD02 AD11 AL01 AL11

Claims (13)

[Claims] 1. A chassis, one front suspension means and two rear suspension means provided on a chassis for attenuating vibration associated with the movement of a vehicle, and at least two suspension means attached to the suspension means. Rear wheel assembly and one front wheel assembly; drive means secured to the chassis for propelling the vehicle; braking means; and front suspension for steering the front wheel assembly. A light hydraulically powered vehicle including both means and a front wheel assembly and steering means mounted on a chassis, said drive means comprising: pump means for producing pressurized oil; and said pump for storing non-pressurized oil. Liza hydraulically connected to the means And at least one hydraulic drive motor arranged to drive at least one of the wheel assemblies; and energy in the form of pressurized oil generated by both pumps acting on the oil in the oil reservoir. An accumulator for accumulating pressure, and a pressure conversion means hydraulically connected to an oil reservoir, an accumulator, a pump means and a motor for preventing significant energy loss while the accumulator is accumulating or releasing pressure. A combination of control means for regulating the flow of pressurized oil to and from at least one wheel assembly and clutch means incorporated in the motor, wherein the rear suspension means is inwardly tiltable. A lightweight hydraulically driven vehicle including suspension means. 2. The hydraulic drive vehicle according to claim 1, wherein the hydraulic drive motor is a vane motor. 3. The hydraulically driven vehicle according to claim 1, wherein said chassis includes first and second frames. 4. The hydraulically driven vehicle according to claim 3, further comprising a weather protection shell detachably provided on the second frame. 5. The clutch means includes a bi-directional wheel motor having first and second positions, wherein the motor is disconnected from the wheel assembly in the first position and the motor is in the second position. A hydraulically powered vehicle according to claim 1, wherein the vehicle is engaged with an assembly. 6. The pump means comprises a manually driven fixed displacement trader pedal piston pump, a manually driven fixed displacement pedal and crankshaft piston pump, a manually driven variable displacement trader pedal piston pump, a manually driven vane and gear pump, Solar driven pump, internal combustion engine driven pump, battery driven pump,
The hydraulically driven vehicle according to claim 1, wherein the vehicle is selected from the group consisting of a fuel cell and a fuel cell driven pump. 7. The hydraulically driven vehicle according to claim 1, wherein said steering means includes a handlebar fixed to a steering column rotatably linked to a cantilever axle for receiving a front wheel assembly. 8. The braking means includes primary and secondary braking systems, the primary braking system including a regenerative braking system including valve means integral with the drive means, wherein the valve means comprises a fluid. Is adjusted to flow from the motor to the accumulator, the motor is used as a pump to transfer kinetic energy generated by the vehicle to the accumulator, and by adjusting the pressure on the motor using the valve means, The hydraulically powered vehicle of claim 1 wherein the degree of braking is controlled and the second braking system includes a brake drum, disc or caliper provided on the rear and front wheel assemblies. 9. The braking means includes a primary and a secondary braking system, the primary braking system including a regenerative braking system including a valve means integral with the drive means, wherein the valve means comprises a fluid. Is adjusted to flow from the motor to the accumulator, the motor is used as a pump to transfer kinetic energy generated by the vehicle to the accumulator, and by adjusting the pressure on the motor using the valve means, The braking degree is controlled and the second braking system includes a brake drum, disc or caliper provided on the rear and front wheel assemblies and driven by a handbrake lever provided on the handlebar. Hydraulic drive vehicle. 10. The hydraulically powered vehicle according to claim 1, wherein the primary and secondary frames are selected from the group consisting of welded mild steel, chrome steel pipe, silver brazed light steel pipe or reinforced plastic fiber. 11. The tiltable suspension means includes a center cross beam pivotally connected to a frame, a pair of struts having first and second ends, and a first and second column. Including two trailing arms with ends,
A first end of a strut is pivotally connected to an opposite end of the cross beam, a second end is provided perpendicular to the trailing arm, and a first end of the trailing arm. The hydraulically driven vehicle according to claim 1, wherein the end is pivotally mounted to the frame and the second end is removably mounted to the rear wheel assembly. 12. The tiltable suspension means includes a forward facing cross beam system, wherein the cross beam system includes a horizontally disposed cross beam pivotally connected to a frame, and first and second cross beams. And a pair of L-shaped trailing arms having first and second ends, the first ends of said posts being fixed to opposing ends of the cross beam. And a first end of the L-shaped trailing arm is pivotally connected to a second end of the shock absorber, and a second end of the trailing arm is detachable from the rear wheel. The hydraulically driven vehicle according to claim 1, mounted on the assembly, wherein the elbow of the L-shaped trailing arm is pivotally connected to the frame. 13. The tiltable rear suspension control means includes: an air chamber separated by a flexible diaphragm from an oil cylinder including a piston means, to limit oil flow from one side of the piston to the other. First valve means included in the arranged piston means, and first rear
Control means for opening and closing the first valve means inserted between the suspension means and the frame, and a first means inserted between the first trailing arm and the frame;
An air chamber separated by a flexible diaphragm from an oil cylinder including the piston means, the piston means arranged to restrict oil flow from one side of the piston to the other; Second valve means, and a first rear
Control means for opening and closing the second valve means inserted between the suspension means and the frame; and a second means inserted between the second trailing arm and the frame.
And a balancing pipe interconnecting the air chambers of the first and second hydraulic and pneumatic strut means, and air connected to the balancing pipe by first and second air connections. A reservoir; a one-way valve configured and arranged in the first connection to allow only air flow from the air reservoir; and an air at a selected flow rate in the second connection. And a flow control valve arranged and arranged to allow air to flow into or out of the reservoir.