RU2718512C1 - Two-wheeled vehicle with shifted centre of mass without steering wheel (embodiments) - Google Patents

Abstract

FIELD: machine building.SUBSTANCE: group of inventions relates to machine building, particularly, to two-wheeled vehicles. Two-wheeled vehicle includes a frame, a rear wheel, a steering column, a front wheel fixed in this column. In compliance with first embodiment, proposed vehicle comprises front wheel reciprocating mechanism along its axis. Mechanism allows shifting the centre of gravity of the vehicle to the right or to the left relative to points of contact of wheels with the road without resorting to turning the steering wheel and/or changing the speed of the vehicle. In compliance with second embodiment, vehicle comprises mechanism of steering column relative motion relative to vehicle frame. Trajectory of this motion does not lie in longitudinal vertical plane of frame, which allows shifting centre of mass of vehicle to the right or left relative to points of contact of wheels with road, without resorting to steering wheel and/or change of speed of vehicle.EFFECT: reduction of vehicle weight is achieved.6 cl, 11 dwg

Description

FIELD OF THE INVENTION

This invention relates to two-wheeled vehicles, such as bicycles and motorcycles.

State of the art

Vehicles such as bicycles and motorbikes are ubiquitous. These are single-track two-wheeled vehicles (that is, having two wheels: one on the front, the other on the back in the direction of travel), then - "TS". Typically, the front wheel is mounted in the steering column, and the vehicle turns by turning the steering wheel.

On single-track transport there is a problem of cornering, which is not on other vehicles. The tilt of the vehicle is tightly connected with the rotation of the steering wheel and with the speed of the vehicle. Let the vehicle go straight and the driver must turn left. If, while driving, sharply turn the steering wheel to the left, then the vehicle will strongly tilt to the right, which can lead to a fall (similarly, to the other side). The driver must first tilt the vehicle to the left, and then turn the steering wheel to the left. More specifically, the driver needs to shift to the left the center of mass of the driver-vehicle system relative to the points of contact of the wheels with the road.

But to tilt the vehicle to the left, the driver briefly turns the steering wheel to the right. This technique is called counter control. In the event that the driver needs to go straight, and the vehicle for some reason falls to the left, the driver is forced to turn left to prevent the vehicle from falling. That is, the driver of the vehicle is forced to make an extra turn with the steering wheel, which can be dangerous.

There are inventions that allow you to control the tilt of the vehicle in addition to taxiing. There are a number of vehicles using a gyroscope, for example, US 2013/0233100 A1, where the vehicle is tilted by the gyroscopic moment of the flywheel (the reaction of the flywheel to change the position of the polar axis). But gyroscopes are very heavy, expensive and ineffective. There is a more effective invention RU 2629764 - a mechanism that tilts the vehicle by spinning and stopping the flywheels with the axis of rotation along the direction of movement of the vehicle.

Vehicles equipped with the invention RU 2629764 are closest to this invention, but have the same drawback as inventions of the type US 2013/0233100 A1: significant weight of the flywheels and the flywheel engine.

In this invention, the displacement of the center of mass of the TC-driver system (hereinafter referred to as the "CM") relative to the reference points (that is, the contact points of the wheels with the road) is due to the special design of the vehicle. The advantages of this invention over analogues: better efficiency, less weight and lower cost of production.

Disclosure of Invention

The idea of the invention is the special design of the vehicle (similar to a classic bicycle and motorcycle), which allows you to shift the CM left or right (relative to the direction of movement) without turning the steering wheel and changing the speed of movement. Structurally for this, the front wheel of the vehicle is given an additional degree of freedom (relative to the frame) - translational movement to the left and to the right. It represents novelty and has an inventive step. A special mechanism is responsible for this movement. This motion (hereinafter referred to as the “shear motion”) is controllable and limited, within a few centimeters.

 The work of a special mechanism is manifested in two factors:

1) During the movement of the shift, in the presence of contact of the front wheel with the road. The shear movement causes a reactive force from the side of the road surface, directed in the direction opposite to the shear, which will be transmitted by the vehicle as a whole. Thus, a shift of the wheel relative to the frame to the left will cause a force pushing the vehicle to the right (and vice versa). The bias impulse to the side transferred to the center of mass of the vehicle will remain after the shear movement is completed.

2) At the end of the shift movement (even if there is no contact of the wheels with the road during the shift movement). The CM is shifted to the side relative to the reference points, which under the influence of gravity will cause the blockage and further movement of the center of mass in the same direction.

 Under the CM offset means the displacement of the point corresponding to the CM relative to the straight line connecting the contact points of the wheels with the road, considered in a top view.

 The essential features of the invention:

- frame;

- rear wheel;

- steering column;

- front wheel fixed in the steering column;

- the mechanism of translational movement of the front wheel along its axis or the mechanism of translational movement of the steering column relative to the frame of the vehicle (and the trajectory of this movement does not lie in the longitudinal vertical plane of the frame).

 In the second version of the mechanism, the trajectory of translational motion can be varied (while the axis of the steering column remains parallel to itself in the frame space). Any such movement will cause the CM to shift left or right (except for movement in the vertical longitudinal plane of the frame).

 Structurally, this invention is similar to such inventions as a bicycle and a motorcycle. The vehicle includes a frame used for attaching other elements. The rear wheel (rear) and the steering column (front) are mounted on the frame, the front wheel is mounted in the steering column. The wheels serve as supports for the vehicle, due to their rotation around their axes the movement of the vehicle. For turns of the vehicle, the steering column is used. The driver turns the steering wheel with his hands, while most of the driver’s weight falls on the frame. A distinctive feature of this invention is the mechanism of translational movement of the front wheel along its axis or the mechanism of translational movement of the steering column relative to the frame of the vehicle (and the trajectory of this movement does not lie in the longitudinal vertical plane of the frame).

 This invention can be used without a drive, that is, be driven by pushing the driver off the ground. Also, the rear wheel drive can be mounted on this invention, for example (but not limited to):

 - a chain drive driven by legs through the pedals;

 - a chain drive driven by an internal combustion engine;

 - a chain gear driven by an electric motor.

 The technical result of the use of this invention:

- the ability to make turns without counter steering (which allows you to quickly leave the trajectory leading to the accident);

- the ability to keep the vehicle from dropping to the side without turning the steering wheel to the side of the crash during movement (which avoids a collision with another vehicle located on the side or avoids traveling outside the road).

Tasks to which the invention is directed and results of its use

Task 1. Avoidance of obstacles in emergency situations.

 The most common and dangerous cause of accidents with ordinary two-wheeled motorcycles is an unexpected exit in front of a motorcycle car. Consider why it is not possible to go around. In FIG. 1 shows the desired trajectory of a classic motorcycle, on the path of which an obstacle appeared. Let the driver decide to turn right. At point A1, the driver begins a turn, and at point E1 ends.

 But the fact is that in order to avoid an obstacle, the motorcycle must first be tilted in the direction of rotation, and only then can it be turned in the right direction. This is achieved by counter steering.

 The actual turning path is shown in FIG. 2. At point A, the driver resorts to counter steering, that is, intentionally turns left to tilt the motorcycle to the right. After he turns right. At point B, the driver has already aligned the steering wheel and continues to turn right. At point C, the motorcycle reaches the required tilt to the right. At point D, the motorcycle crosses the original straight path. At point E, the motorcycle ends the turn. Driving from point A to D, the driver runs the risk of crashing into an obstacle, but it is impossible to avoid this path on a classic motorcycle.

 This invention allows you to give an impulse to the CM to the right simultaneously with the start of turning the steering wheel to the right. The shift of the CM relative to the points of contact of the wheels with the road to the right will cause the vehicle to tilt to the right.

 Result. The use of this invention will allow the driver to quickly leave the original trajectory, without resorting to control.

Task 2. Maintaining balance. Vehicle retention within the road.

 The inconvenience encountered by novice motorcyclists is the loss of stability of the motorcycle at low speeds, which is especially important when driving next to standing cars. Trying to eliminate the stall of the motorcycle to the side, the driver intuitively seeks to level the vertical position of the motorcycle by turning the steering wheel to the stall direction. And this can lead to a collision with a nearby car.

Result. The use of this invention allows the driver to maintain equilibrium and to avoid blocking the vehicle without turning the steering wheel. It also becomes possible to keep the vehicle from leaving the road on a turning section, even if the driver did not have time to reduce speed in advance and tilt the vehicle in the direction of rotation.

Brief Description of the Drawings

 In FIG. 1 shows the desired trajectory of a conventional motorcycle or bicycle when turning right (bottom-up movement). At point A1, the driver begins to turn, at point E1 ends.

 In FIG. 2 shows the real trajectory of the rotation of a conventional motorcycle when turning right (movement from bottom to top). At point A, the driver resorts to counter steering, that is, intentionally turns left to tilt the motorcycle to the right. After he turns right. At point B, the driver has already aligned the steering wheel and continues to turn right. At point C, the motorcycle reaches the required right angle. At point D, the motorcycle crosses the original straight path. At point E, the motorcycle ends the turn.

In figures 3..11 shows three different variants of the present invention. The vehicles are depicted in a simplified manner, without seats, brakes and other possible equipment (for example, a chain drive or engine), in order to maximize the disclosure of the invention.

In FIG. 3..5 shows a vehicle having a movable steering column (in the space of the frame 1). The rear wheel 2 is attached to the frame 1. The front wheel 3 is attached to the steering column 4, rotating in the sleeve 5. The sleeve 5 is made in one piece with a gear rack moving along the guide surfaces of the bracket 7. The bracket 7 is screwed to the frame 1, it leaves one degree freedom of movement of the sleeve 5 (when viewed in the space of the frame 1). A worm gear motor 8 is fixed to the bracket 7 with a gear wheel meshing with the gear rack of the sleeve 5. Thus, the gear motor 8 forces the sleeve 5 to move along the guides of the bracket 7 left or right (relative to the vertical longitudinal plane of the frame); the inclusion and direction of rotation of the gear motor 8 is set by the handle 6. The guiding surfaces of the parts 5 and 7 define a rectilinear motion, but, in the general case, can specify a circular or other translational motion.

In FIG. 6..8 shows a vehicle having a movable front wheel (in the space of frame 1). The feathers of the steering column 4 are wide apart, and the front wheel 3 can not only rotate around the axis 9, but also slide along it. To do this, flanges 10 are fixed on both sides of the wheel hub 3, having a protrusion for which the rails 11 cling. The rails 11 can slide along the axis 9 without interfering with the rotation of the flanges 10. The rails 11 themselves are driven by cables 12. On an arm 13 fixed to 1, the lever 14 is attached, which can turn around the axis 15 to some extent. The driver of the vehicle, pressing one or the other foot on the lever 14, causes tension of one of the cables 12, thus causing the wheel 3 to shift along axis 9 (in space frames 1). The brake caliper 19 fixes the rack 11, and when you press the handle 21, the brake caliper 19 through the cable 20 releases the rack 11, making it possible to move the wheel 3 along the axis 9.

In FIG. 9..11 shows a vehicle having a movable steering column (in the space of frame 1). In contrast to the embodiment shown in FIG. 3..5, the steering column 4 is shifted by the muscular power of the driver. The sleeve 5 here has two axles 16. The same axis 16 with the same center distance is on the frame 1. The frame 1 and the sleeve 5 are kinematically connected by plates 17, which can rotate on the axes 16. Thus, the sleeve 5 can translationally move in the space of the frame one.

The implementation of the invention

Option No. 1 of the execution of this invention.

In FIG. 3..5 shows a vehicle having a movable steering column (in the space of the frame 1). The rear wheel 2 is attached to the frame 1. The front wheel 3 is attached to the steering column 4, rotating in the sleeve 5. The sleeve 5 is made in one piece with a gear rack moving along the guide surfaces of the bracket 7. The bracket 7 is screwed to the frame 1, it leaves one degree freedom of movement of the sleeve 5 (when viewed in the space of the frame 1). A worm gear motor 8 is fixed to the bracket 7 with a gear wheel meshing with the gear rack of the sleeve 5. Thus, the gear motor 8 forces the sleeve 5 to move along the guides of the bracket 7 left or right (relative to the vertical longitudinal plane of the frame); the inclusion and rotation direction of the gear motor 8 is set by the handle 6. In the neutral position of the handle 6, the gear motor 8 is turned off, and thanks to its worm gear, the sleeve 5 is stationary relative to the frame 1. The guiding surfaces of the parts 5 and 7 specify their rectilinear relative motion, but, in general, they can specify a circular or other translational motion.

 For simplicity, FIG. 3..5 the following equipment is not shown: a seat, an electric drive of a vehicle with a chain drive to the rear wheel, a battery, a brake system, and some controls.

 Suppose a vehicle driver was driving straight at high speed and in front of a sudden obstacle he wants to turn sharply to the right. To do this, he needs to tilt the vehicle to the right. More specifically, the driver needs to shift to the right the center of mass of the driver-vehicle system relative to the points of contact of the wheels with the road. To do this, the driver turns the handle 6 towards himself, which causes the displacement of the wheel 3 together with the steering column relative to the frame 1 to the left (see Fig. 4). This will give an impulse to the CM to the right, which was to be achieved. Simultaneously with the rotation of the handle 6, the driver turns the steering wheel to the right. After that, the driver restores the symmetrical position of the sleeve 5 by rotating the handle 6 from itself.

Option No. 2 of the execution of this invention.

Consider the embodiment shown in FIG. 6..8. The rear wheel 2, the hub 5 and the bracket 13 are attached to the frame 1 of the vehicle. The steering column 4 rotates in the hub 5. This is similar to the layout of a conventional motorcycle or bicycle, but there are differences: the front wheel 3, rotating around the front axle 9 of the steering column, can still slide along this axis. The position of the front wheel along the axis 9 is determined by the racks 11. The rails 11 can move along the axis 9; they engage with the flanges 10, determining the position of these flanges along the axis 9, while not interfering with the rotation of the flanges. The flanges 10 themselves are rigidly fixed on both sides of the wheel 3. To control the position of the wheel 3 along the axis 9, a lever 14 is used, swinging on the axis 15 of the bracket 13. When turning the lever 14, one of the cables 12 is pulled, driving the rail 11, which means , and the wheel 3 along the axis 9. The driver of the vehicle, pressing on the lever 14 from one side, then from the other, respectively, shifts the wheel 3 relative to the steering column 4 to one or the other side.

For simplicity, FIG. 6..8 the following equipment is not shown: a seat, an internal combustion engine with a gearbox and rear-wheel chain transmission, a fuel tank, a brake system, and some controls.

 Suppose a vehicle driver was driving straight at high speed and in front of a sudden obstacle he wants to turn sharply to the left. To do this, he needs to tilt the vehicle to the left. More specifically, the driver needs to shift to the left the center of mass of the driver-vehicle system relative to the points of contact of the wheels with the road. For this, the driver briefly presses on the left side of the lever 14, which causes the displacement of the wheel 3 relative to the steering column to the right (see Fig. 7). This will give the impetus to the left of the CM, which was to be achieved. Simultaneously with pressure on the lever 14, the driver turns the steering wheel to the left. After that, the driver restores the symmetrical position of the wheel 3 on its axis 9 by pressing on the right side of the lever.

In order that the front wheel 3 does not move arbitrarily along the axis 9, a brake caliper 19 is installed. In the normal position, this caliper fixes the rack 11, turning this vehicle into a classic motorcycle. When you press the handle 21, the force through the cable 20 is transmitted to the brake caliper 19, which frees the rack 11, making it possible to move the wheel 3 along the axis 9.

Option No. 3 of the execution of this invention.

In FIG. 9..11 shows a vehicle having a movable steering column (in the frame space). In contrast to the embodiment shown in FIG. 3..5, the steering column 4 is shifted by the muscular power of the driver. The sleeve 5 here has two parallel axes 16. Parallel axes 18 with the same center distance are on the frame 1. The frame 1 and the sleeve 5 are kinematically connected by plates 17, which can rotate around the axes 16 and 18. Thus, the sleeve 5 can move forward in the space of the frame 1. In the normal state, when driving straight, the steering column 4 will occupy a symmetrical position relative to the vertical longitudinal plane of the frame 1, since the gravity of the frame and the driver will tend to set the plates 17 to a vertical position.

For simplicity, FIG. 9..11 the following equipment is not shown: seat, pedal drive with chain transmission to the rear wheel, brake system, some controls.

Suppose a vehicle driver wants to turn sharply to the right. To do this, he needs to tilt the vehicle to the right. More specifically, the driver needs to shift to the right the center of mass of the driver-vehicle system relative to the points of contact of the wheels with the road. To do this, the driver shifts the steering column 4 to the left with the effort of the hands, while pressing the right handle down and the left handle up (see Fig. 10). This will give an impulse to the CM to the right, which was to be achieved.

Since this vehicle is light (does not have an engine), the driver can jerk the front wheel off the road and move the steering column 4 to the left in the air, without contact with the road, which will give a similar result.

Simultaneously with the shift of the steering column to the left, the driver turns the steering wheel to the right. After turning, the driver restores the symmetrical position of the sleeve 5 (relative to the vertical longitudinal plane of the frame) by hand effort.

Option No. 4 of the execution of this invention.

This option is not shown in the figures. It is similar to option number 3. The difference is that there is no pedal drive, chain drive and seat, the frame has a footrest like scooters, on which the driver stands, and the driver pushes off the road directly with his foot.

Claims (6)

1. Two-wheeled vehicle (TS), including a frame, a rear wheel, a steering column, a front wheel fixed in this column, characterized in that it has a forward movement mechanism of the front wheel along its axis, which allows you to shift the center of mass of the vehicle to the right or left relative to points of contact of the wheels with the road, without resorting to turning the steering wheel and / or changing the speed of the vehicle. 2. Vehicle under item 1, characterized in that it includes a pedal drive to the rear wheel. 3. A vehicle according to claim 1, characterized in that it includes a mechanical motor with a rear wheel drive. 4. Two-wheeled vehicle (TS), including a frame, a rear wheel, a steering column, a front wheel fixed in this column, characterized in that it has a translational mechanism of the steering column relative to the frame of the vehicle, and the trajectory of this movement does not lie in the longitudinal vertical plane frame, which allows you to shift the center of mass of the vehicle to the right or left relative to the points of contact of the wheels with the road without resorting to turning the steering wheel and / or changing the speed of the vehicle. 5. Vehicle under item 4, characterized in that it includes a pedal drive to the rear wheel. 6. Vehicle according to claim 4, characterized in that it includes a mechanical motor with a rear wheel drive.

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