RU209153U1 - Single-track vehicle with permanently vertical wheels with variable intelligent roll - Google Patents

Abstract

The proposed utility model relates to mechanical vehicles and can be used mainly in the production of single-track vehicles such as a motorcycle, moped. The essence of the proposed utility model is that a single-track vehicle containing a frame with an engine installed on it, a brake system, an electric transmission, a steering wheel for controlling the direction of movement and wheels made leading and steered with a wheel tread width of 400-600 mm and connected to the frame through vertical suspension forks by means of a double joint in front and a conventional joint in the rear. In the case of a rigid connection of the double hinge with the front suspension fork due to the blocking device at the command of the control unit according to the speed and steering angle sensors, it becomes possible to deviate the frame from the vertical plane to the side by a given angle, depending on the steering angle rigidly connected to the front suspension fork and, accordingly, the front double hinge, while the plane of rotation of the wheels is made vertical, and the driving and steered wheels themselves are made with the ability to turn left and right depending on the direction of the steering wheel, contacting the road surface with the entire width of the tread. In the case of a rigid connection of the double hinge with the frame due to the blocking device, at the command of the control unit, according to the speed and steering angle sensors, it becomes possible to turn the front suspension fork and the wheel sideways at a given angle, depending on the steering angle rigidly connected to the front suspension fork. In this case, the frame and the double joint remain stationary and the rear wheel is also stationary, the plane of rotation of the wheels remains vertical. The technical result consists in the emergence of the possibility for GPV with PVK when maneuvering at low speeds to move without a roll.

Description

The proposed utility model relates to the field of mechanical engineering, and more specifically to mechanical vehicles, and can be used mainly in the production of single-track vehicles such as a motorcycle, moped.

A single-track vehicle (STV) is known from the prior art, comprising a frame, an engine mounted on the frame, driving and driven wheels, a mechanical transmission connecting the engine and the driving wheel with the possibility of changing the gear ratio, a brake system and a control system associated with the engine, transmission and brake (patent RU 2066651, published 20.09.1996). OTS with the help of the control system can accelerate, brake and turn. In a turn, the OPV must lean towards the center of the turn so as not to be overturned by centrifugal force, while the wheels are tilted and in contact with the road side edge.

Also known is a bicycle with an electric drive, consisting of a frame, a driven wheel with a steering wheel, a drive wheel, an electric drive (application for invention RU No. 2001124441, published on 20.07.2003). The bike is propelled by the driver's feet and electrically driven, turns by the steering wheel. In a turn, the bike must also be tilted to overcome the centrifugal force and its wheels interact with the road surface with a side edge.

The disadvantages of the above OTS are: unstable equilibrium in a stationary state; poor stability at low speeds; the complexity of the control in the turn; rigid dependence of the angle of inclination of the frame when driving in a turn, depending on the speed and turning radius; reduction of the contact patch of OTS wheels with the road surface when cornering, as they tilt together with the frame and begin to contact the side surface of the road.

The above drawbacks are:

to a high probability of a vehicle falling in the parking lot and at low speeds;

the need to use additional support (footboards or driver's legs) so that the vehicle does not fall when parking and stopping;

to the need for taxiing at low speeds;

to reduce stability in a turn;

to reduce reliability and increase the risk of a traffic accident.

Among the OTS known from the prior art, the closest in technical essence to the proposed utility model is a single-track vehicle with permanently vertical wheels (PVC), taken as a prototype, which contains two wheels made driving and steerable with a wheel tread width of 400-600 mm and connected to the frame through vertical suspension forks by means of hinges with the possibility of deviation from the vertical plane to the side by a given angle, depending on the angle of rotation of the steering wheel, rigidly connected to the front hinge, while the plane of rotation of the wheels is made vertical, and the driving and steered wheels themselves are made with the possibility turning left-right depending on the direction of the steering wheel, contacting the road surface with the entire width of the tread (utility model patent No. RU 133498, published on October 20, 2013).

The aforementioned single-track vehicle travels in a straight line and in a curve with permanently vertical wheels (the plane of rotation of the wheels is always perpendicular to the road surface) and is therefore stable when stationary, in a straight line and in a curve. When entering a turn, the driver turns the steering wheel, which is rigidly connected to the hinge. The hinge rotates the front suspension fork and through it the front steering wheel at a given angle in the direction of rotation, leaving it in a vertical position, while the frame rotates around the hinge, leaning in the direction of rotation (Fig. 2b), simultaneously with the tilt of the frame, the rear wheel hinge rotates , forcing the rear suspension fork and the rear steered wheel to turn in the direction of rotation, while the rear suspension fork and the wheel remain in a vertical plane (Fig. 2b). To ensure the stability of the GPV with PVK in the turn, it is necessary that the direction of the vector of the resulting force Pr from the action of the GPV gravity Ga and the centrifugal force Ru be inside the contact patch of the wheel with the road surface (Fig. 2b between the dashed lines).

The main disadvantage of the prototype is the lack of stability of the GPV when maneuvering, that is, when moving along curvilinear trajectories of small radius at low speeds. Due to the fact that at low speeds the centrifugal force Ru is very small, and at small turning radii the roll of the GPV can be significant, the direction of the vector of the resulting force Pr from the action of the gravity force of the GPV Ga and the centrifugal force Ru will be directed away from the contact patch of the wheel with surface of the road - the GPV will tip over (Fig. 2c).

The technical task of the proposed utility model is to increase the stability of the GPV during maneuvering, that is, when driving at low speeds along curvilinear trajectories of small radii, and as a result, to improve the safety of the operation of the GPV.

The essence of the proposed utility model is that a single-track vehicle contains a frame with an engine installed on it, a brake system, an electric transmission, a steering wheel for controlling the direction of movement and two wheels made leading and steerable with a wheel tread width of 400-600 mm and connected with the frame through the vertical forks of the suspension by means of hinges with the possibility of deviation from the vertical plane to the side by a given angle, depending on the angle of rotation of the steering wheel, while the plane of rotation of the wheels is made vertical, and the driving and steered wheels themselves are made with the possibility of turning left or right, depending on direction of steering, contacting the road surface with the entire width of the tread.

The difference is that, according to the utility model, the steering wheel is connected to the fork of the front steering wheel through a special double hinge, with the possibility of locking the hinge depending on the driving mode, while at high speeds, the steering wheel turns the vertical fork of the front wheel (rigidly connected to the hinge by a locking device). ) together with the hinge to the side at a given angle and tilts the OTS frame depending on the angle of rotation of the steering wheel (Fig. 2b, 3c), at low speeds, the hinge remains stationary (rigidly connected to the frame by a blocking device), and the steering wheel turns the vertical fork of the front wheel ( the locking device is disabled and the fork is not connected to the hinge) to the side at a given angle depending on the angle of rotation of the steering wheel, without tilting the GPV frame (Fig. 2d, 4c). Commands to the blocking devices are given by the control unit, depending on the signals of the speed sensor and the steering angle sensor.

The technical result consists in the possibility for the GPV with PVC to maneuver at low speeds without frame roll.

The proposed utility model is illustrated by drawings, which show:

fig. 1 is a diagram of an OTS with permanently vertical wheels with a variable intelligent roll and a double front hinge, side view;

fig. 2a is a diagram of the rectilinear movement of the GPV with permanently vertical wheels, rear view;

fig. 2b is a diagram of the movement of the OTS with permanently vertical wheels with a roll when turning at high speeds;

fig. 2c - scheme of movement of GPV with constantly vertical wheels with a roll when maneuvering at low speeds;

fig. 2d - scheme of movement of GPV with permanently vertical wheels without roll when maneuvering at low speeds;

fig. 3a - double front hinge, rigidly connected by a blocking device to the front fork;

fig. 3b is a diagram of an OTS with permanently vertical wheels with a variable intelligent roll, front view when driving straight;

fig. 3d is a diagram of the OTS with constant-vertical wheels with variable intelligent roll, front view when cornering at high speed;

fig. 4a - double front hinge, rigidly connected by a blocking device to the OTS frame;

fig. 4b is a diagram of the OTS with permanently vertical wheels with variable intelligent roll, front view when driving straight;

fig. 4c is a diagram of the GPV with permanently vertical wheels with variable intelligent roll, front view when driving in a turn at low speed (during maneuvering).

A single-track vehicle (Fig. 1) consists of a frame 1, to which, through the vertical forks of the front 2 and rear 3 suspension, the front 6 and rear 7 steered and driven wheels are attached by means of a double hinge 4 and hinge 5. Also placed on the frame 1 are: steering wheel 8 (motorcycle type) connected to the front fork 2 through a double hinge 4, engine 9, electric transmission 10. The double hinge 4 contains two locking devices 11, 12. When the hinge 4 is locked by the locking device 12, the steering wheel 8 can rotate the front suspension fork 2 around the axis 14 together with the hinge 4, while the frame 1 will rotate around the axis 13, tilting sideways from the vertical. When the hinge 4 is locked by the blocking device 11, the steering wheel 8 can rotate the front suspension fork 2 around the axle 14, while the frame 1 and the hinge 4 remain fixed and interconnected. The blocking devices are commanded by the control unit 15, mounted on the frame, depending on the signals from the steering angle sensor 16 and the speed sensor 17.

The operation of the device is as follows.

In a stationary state, the proposed OTS has a stable balance from lateral tipping due to the use of wheels 6 and 7 with a tread width of 400-600 mm.

Movement in a straight line is carried out due to the operation of the engine 9 and electric transmission 10, which transmits torque to the drive wheels 6 and 7, regardless of the inclination of the frame 1 of the GPV and the position of the wheels 6 and 7 themselves. The movement in a straight line is stable, since the wheels 6 and 7 with a tread width of 400-600 mm prevents it from tipping over in the transverse plane (Fig. 2a).

When entering a turn, the driver turns the steering wheel 8, connected to the fork 2 of the front suspension through a double hinge 4. If the speed is high, according to the data of the steering wheel sensor 16 and the speed sensor 17, then the device 12 (Fig. 3a) is blocked by a signal from the control unit 15 (Fig. 3a) rigidly connecting the front suspension fork 2 with the hinge 4 and the steering wheel 8 rotates the hinge 4 and the front suspension fork 2 as a whole around the axle 14 and through it the front steerable wheel 6 at a given angle in the direction of rotation, leaving it in a vertical position, while around the hinge 4 frame 1 rotates around axis 13, leaning in the direction of rotation (Fig. 2b, 3c).

Simultaneously with the inclination of the frame 1, the hinge 5 rotates, forcing the rear suspension fork 3 and the rear steered wheel 7 to turn in the direction of rotation, while the rear suspension fork 3 and the wheel 7 remain in a vertical position (Fig. 2b).

The stability of the GPV in a turn at high speed is ensured by the centrifugal force Ru (the direction of the vector of the resulting force Pr from the action of gravity Ga and the centrifugal force Ru is directed inside the contact patch of the wheel with the road surface) and the presence of a large contact patch of steered wheels 6 and 7 with a tread width 400-600 mm, continuing to contact the road surface with the entire width of the tread, since the plane of rotation of the wheels 6 and 7 remains perpendicular to the road surface.

When exiting the turn, the driver turns the steering wheel 8, the front suspension fork 2 and the steered wheel 6 to the initial position together with the hinge 4, leaving the wheel 6 in a vertical position, while the frame 1 rotates around the hinges 4 and 5 to a vertical position, the rear suspension fork 3 of the steered wheel 7 rotates around a vertical axis in the hinge 5, transferring the steered wheel 7 to its original position, while leaving it vertical (Fig. 2a).

When entering a turn at a low speed, according to the data of the steering angle sensors 16 and the speed sensor 17, the hinge 4 is blocked by the device AND at the signal of the control unit 15 (Fig. 4a), rigidly connecting the frame 1 and the hinge 4, and the steering wheel 8 turns the front suspension fork 2 around axle 14 and through it the front steered wheel 6 at a given angle in the direction of rotation, leaving it in a vertical position, while the hinge 4 and frame 1 remain stationary, frame 1 remains in a vertical position (Fig. 2d, 4c).

The use of a double joint with the possibility of locking to connect with the frame or lock to connect with the front suspension fork on the commands of the control unit, depending on the readings of the speed and steering sensors, the solution is new and may be of interest for any OPV, since it creates a stable balance of the OPV in a stationary state , at low speeds of rectilinear movement and when maneuvering at low speeds, and the constant vertical position of the steered wheels when turning with the simultaneous inclination of the frame towards the center of rotation increases lateral stability and facilitates the control of the GPV at high speeds.

Claims (1)

A single-track vehicle with permanently vertical wheels, comprising a frame with an engine installed on it, a brake system, an electric transmission, a steering wheel for controlling the direction of movement and two driving and steered wheels with a wheel tread width of 400-600 mm connected to the vehicle frame through the vertical forks of the suspension, by means of hinges with the possibility of deflecting the frame from the vertical plane to the side by a given angle depending on the angle of rotation of the steering wheel, while the plane of rotation of the wheels is made vertical, and the drive and steered wheels themselves are made with the ability to turn left or right depending on the direction turning the steering wheel, contacting the road surface with the entire width of the tread, characterized in that the front hinge is made double with the possibility of blocking either with the frame, with the possibility in this case of turning the front suspension fork and the front wheel around a vertical axis without frame roll and turning the rear wheel, or with a front suspension fork, with the possibility in this case to rotate the front suspension fork, wheel and hinge around a vertical axis with the possibility of deflecting the frame from a vertical plane to the side by a given angle depending on the angle of rotation of the steering wheel, the hinge is locked by commands from the control unit according to signals from speed sensors and steering angle.

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