WO2007119918A1

WO2007119918A1 - Apparatus for shifting the center of gravity of a vehicle having three wheels or more and a lozenge-shaped automobile having the same

Info

Publication number: WO2007119918A1
Application number: PCT/KR2006/005027
Authority: WO
Inventors: Je-Woo Yu
Original assignee: Je-Woo Yu
Priority date: 2006-04-18
Filing date: 2006-11-27
Publication date: 2007-10-25

Abstract

An apparatus for shifting the center of gravity for use in a vehicle having three wheels or more, and a lozenge- shaped automobile having the same are provided. The apparatus comprises a stationary chassis, a movable chassis, and a gear device for moving the movable chassis relative to the stationary chassis. The stationary chassis is disposed perpendicular to the forward direction of the automobile, and has a stationary rail. The stationary rail is formed in a circular shape having, as the origin, a point on the line projected on the ground from the longitudinal center line of the car body parallel to the forward direction of the automobile. The movable chassis is disposed parallelto the forward direction of the automobile, and has a moving rail engaged with the stationary rail so as to move therealong. The moving rail moves to the left/right relative to the forward direction along the stationary rail. A moving gear is installed on the movable chassis parallel to the moving rail. A rotating gear is installed on the stationary chassis so as to be engaged with the moving gear. A ball screw device is installed so as to be engaged with the rotating gear. The lozenge- shaped automobile having the above construction includes a steering unit for simultaneously steering three front wheels in the forward direction of the automobile.

Description

APPARATUS FOR SHIFTING THE CENTER OF GRAVITY OF

A VEHICLE HAVING THREE WHEELS OR MORE AND A

LOZENGE-SHAPED AUTOMOBILE HAVING THE SAME

Technical Field

[1] The present invention relates to a vehicle having three wheels or more, and more particularly to an apparatus for shifting the center of gravity of a vehicle having three or more wheels by which upon driving in a curve in the road, the center of gravity of the vehicle is shifted to the left/right side relative to the driving direction so as to secure stability and driving safety, and a lozenge-shaped automobile having the same. Background Art

[2] In general, a tricar means a vehicle having three wheels, wherein two wheels are mounted before the driver and one wheel is mounted behind the driver (called in general a reversed tricar), or otherwise, two wheels are mounted behind the driver and one wheel is mounted before the driver (called in general a regular tricar).

[3] To secure the stability and safety of the tricar during driving in a curve, it should be configured such that the breadth of the car at a position where two wheels are mounted in parallel is made larger than that of a common 4- wheel car, or that like a motorcycle, the center of gravity is partially or completely shifted in the direction of the centripetal force opposite to the centrifugal force. The former case causes the vehicle to have a large size due to an increase in breadth thereof, and the latter case causes problems of stability and safety thereof. Because of this, development of the tricar has been carried out by excluding the former case but solving the problems of the latter case.

[4] Recently, more particularly, in the 1997 Frankfurt motor show, Mercedes-Benz was noted worldwide for an announcement of a reversed tricar named "F300 Life-jet". However, such a reversed tricar had a problem in that power beyond a reasonable need was consumed, and power required for a shift itself of the center of gravity of a car body was also consumed because the tricar was designed so that upon shifting the center of gravity, the car body and all wheels were to be tilted in the direction of the driver's manipulation. In addition, such a tricar still had a problem of shaking upon restoration to a regular position after the shift of the center of gravity, upon stopping, and upon boarding.

[5] Furthermore, also in the recent Tokyo motor show, Phiaro, Japan was noted worldwide for an announcement of a regular tricar named "P67b ETERNITY". However, in such a regular tricar, as shown in FIG. 14, the center point of the shift of the center of gravity is positioned above the ground, so that upon tilting the car body 12, side-skidding occurs on a front wheel 16 of a one wheel- support point, thereby causing severe wearing of the tire thereof. Such a phenomenon will be weighted particularly upon sharp turning. In addition, such a tricar is designed so that the center of gravity of an engine installed on the side of the rear wheels 14 having the largest weight in the car body 12 is not shafted, so that upon turning sharply, there will be a greater possibility of incurring an accident as compared to the reversed tricar.

[6] FIGS. 15 and 16 illustrate the states of driving in a curve by the above-mentioned tricars.

[7] Seeing the driving in a curve by the regular tricar 10 referring to FIG. 15, upon action of the centrifugal force, side-skidding outside the curve occurred on the side of the front wheel 16 of the one wheel- support point.

[8] Further, seeing the driving in a curve by the reversed tricar 20 referring to FIG. 16, upon action of the centrifugal force, side-skidding outside the curve occurred on the side of a rear wheel 26 of the one wheel-support point. The unexplained reference numeral 24 is a front wheel.

[9] Like this, in the tricars, side-skidding outside a curve occurred on the side of the one wheel-support point, which does not provide a driver with stability. Disclosure of Invention Technical Problem

[10] Therefore, the present invention has been made in view of the above-mentioned problems, and the present invention provides an apparatus for shifting the center of gravity of a vehicle having three or more wheels and a lozenge- shaped automobile having the same, capable of minimizing power consumption in shifting the center of gravity, and upon driving in a curve, preventing side-skidding outside the curve. Technical Solution

[11] In accordance with an aspect of the present invention, there is provided an apparatus for shifting the center of gravity, comprising: a stationary chassis having thereon a circular, stationary rail having, as the origin, a point on the line projected on the ground from a longitudinal center line of the car body; a movable chassis having a movable rail engaged with the stationary rail so as to be movable to the left/right relative to the longitudinal direction of the car body along the stationary rail; and a gear device installed for moving the movable chassis relative to the stationary chassis, the gear device including a circular moving gear provided on the movable chassis parallel to the movable rail, and having, as the origin, a point on the same line as the former origin of the stationary rail, a circular rotating gear provided on the stationary chassis so as to be engaged with the moving gear, a first ball nut provided outside with a rack gear so as to be engaged with the rotating gear, and a first ball screw engaged with the inside of the first ball nut and rotating to move the first ball nut.

[12] The gear device further includes a first motor connected with the first ball screw, and a first electronic control unit that outputs a signal to the first motor to operate the first motor according to the rotation of a handle.

[13] In accordance with another aspect of the present invention, there is provided a lozenge-shaped automobile having the apparatus for shifting the center of gravity, the automobile further comprising: a steer by wire (SBW)-type steering means for simultaneously steering three front wheels in the forward direction of the automobile, and including: a second ball screw rotating along with the rotation of the handle; a second ball nut engaged with the outside of the second ball screw so as to move along with the rotation of the second ball screw; a wire having one end connected to the second ball nut, and the other end connected to two wheels disposed in the lateral direction of the automobile; and an axle shaft for connecting the two wheels with each other.

[14] A rotation axis of the handle is provided with a bevel gear, and the second ball screw is provided, on one end, with a counter bevel gear engaged with the bevel gear.

[15] The steering means further comprising: a second motor connected with the second ball screw, and a second electronic control unit that outputs a signal to the second motor to operate the second motor according to the rotation of the handle.

[16] A ball screw support is provided under the first and second ball screws.

[17] The first and second electronic control units control the number of revolutions of the first and second motors by outputting signals according to a related function of a rotation angle of the handle, and weight and driving speed of the automobile.

Advantageous Effects

[18] As set forth above, according to the present invention, the load of the car body is applied to only the front and rear wheels, minimizing the power required for the left/ right shift of the center of gravity, and the center of gravity is on a ground contact point, preventing the side-skidding phenomenon upon the shift of the center of gravity, thereby providing the driver with stability upon driving in a curve.

[19] Moreover, according to the present invention, the three wheels are simultaneously steered so that although the car body is tilted upon driving in a curve, the tires thereof cannot be overloaded.

Brief Description of the Drawings

[20] The foregoing and other objects, features and advantages of the present invention will become more apparent from the following detailed description when taken in conjunction with the accompanying drawings in which:

[21] FIGS. 1 to 4 are views for explaining the principle of the shift of the center of gravit y of an automobile according to the present invention; [22] FIG. 5 is a schematic perspective view of an automobile according to the present invention;

[23] FIG. 6 is a schematic side sectional view of the automobile shown in FIG. 5;

[24] FIG. 7 is a perspective view of a movable chassis of the automobile according to the present invention; [25] FIG. 8 is a perspective view of a stationary chassis of the automobile according to the present invention; [26] FIG. 9 is a perspective view illustrating the assembly between the chassis shown in

FIGS. 7 and 8; [27] FIG. 10 is a view of the structure of a gear device adapted to an apparatus for shifting the center of gravity according to the present invention; [28] FIG. 11 is a perspective view of a steering unit of the automobile according to the present invention; [29] FIG. 12 is a view of the structure of the steering unit of the automobile according to the present invention; [30] FIG. 13 is a view illustrating the driving state in a curve of the automobile according to the present invention; [31] FIG. 14 is a view for explaining the principle of the shift of the center of gravity according to the prior art; and [32] FIGS. 15 and 16 are views illustrating the states of driving in a curve according to the prior art.

Mode for the Invention [33] Hereinafter, exemplary embodiments of the present invention will be described with reference to the accompanying drawings. [34] FIGS. 1 to 4 are views for explaining the principle of the shift of the center of gravity of an automobile according to the present invention. [35] A lozenge-shaped automobile 100 (See FIG. 14) according to the present invention includes longitudinally front, rear wheels 102 and 106, and both lateral wheels 104.

Herein, the longitudinal direction is parallel to the forward direction of the automobile, and the lateral direction is perpendicular to the forward direction of the automobile.

Therefore, in the lozenge- shaped automobile 100, the front wheel 102 and the rear wheel 106 are on the center line of the longitudinal direction of the automobile. [36] The automobile 100 is configured such that upon driving in a curve, the front wheel

102 and the rear wheel 106 are tilted to tilt the car body 110. At this time, the car body

110 moves to the left/right relative to the longitudinal direction of the automobile while arching with reference to the ground contact of the front wheel 102 or the rear wheel 106. [37] The apparatus for the shift of the center of gravity of the automobile enabling such movement is schematically shown in FIGS. 3 and 4.

[38] When connecting the ground contacts of the front wheel 102 and the rear wheels

106 with each other, a line corresponding to the longitudinal center line of the automobile is obtained on the ground. Then, a circular moving gear 126 having one point on the line as the origin is formed on the car body 110, and a rotating gear 146 is installed to move the circular moving gear 126 left/right relative to the longitudinal direction of the automobile.

[39] Upon driving in a curve, as shown in FIG. 4, the moving gear 126 moves to the side where the front wheel 102 (or rear wheel) is tilted relative to the longitudinal direction of the automobile.

[40] FIGS. 5 and 6 schematically illustrate the automobile according to the present invention.

[41] The circular moving gear 126 is installed on a movable chassis 120 connecting the front wheel 102 and the rear wheel 106 with each other. The moving gear 126 is substantially positioned at the half-point of the length of the movable chassis 120, i.e., the middle point between the front wheel 102 and the rear wheel 106. A circular rotating gear 146 is engaged with the moving gear 126.

[42] FIGS. 7 to 9 are views of the chassis of the automobile, wherein FIGS. 7 and 8 separately illustrate the chassis, and FIG. 9 illustrates the assembled chassis.

[43] The movable chassis 120 includes axles 122 connecting the front wheel 102 and the rear wheel 106, and a moving rail 124 and a moving gear 126 installed on the axles 122. The axles 122 have middle portions that protrude from the extension lines between the front wheel 102 and the rear wheel 106. Under the axles, two moving rails 124 are installed parallel to each other across the axles 122. The moving gear 126 is installed between the two rails 124. The moving rail 124 and the moving gear 126 are formed in a circular shape having, as the origin, a point on the extension line between the front wheel 102 and the rear wheel 106.

[44] A stationary chassis 140 includes a frame 142 connecting both lateral wheels 104 with each other, and a stationary rail 144 installed on the frame 142. The stationary rail 144 is formed circularly, and is engaged with the moving rail 124 of the movable chassis 120. Thus, the frame 142 is disposed under the movable chassis 120. The frame 142 is shaped like a hexahedron having space therein. In the frame 142, the rotating gear 146 engaged with the moving gear 126 is installed. The rotating gear is formed circularly.

[45] Referring to FIG. 9, the moving rail 124 and the stationary rail 144 are engaged with each other, so that the movable chassis 120 and the stationary chassis 140 are engaged with each other. Thus, the movable chassis 120 can move left/right on the stationary chassis relative to the longitudinal direction of the automobile. Such movement of the movable chassis 120 is possible because the moving gear 126 moves along with the rotation of the rotating gear 146. Of course, the rotating gear 146 is driven by a first ball screw unit 160 to rotate.

[46] FIG. 10 is a view of the structure of a gear device adapted to an apparatus for shifting the center of gravity according to the present invention.

[47] The gear device includes the circular moving gear 126 installed on the movable chassis 120, the circular rotating gear 146 installed on the stationary chassis 140 so as to be engaged with the moving gear 126, and the first ball screw unit 160 for rotating the rotating gear 146.

[48] The first ball screw unit 160 includes a first ball nut 164 provided outside with a rack gear to be engaged with the rotating gear 146, and a first ball screw 162 for moving the first ball nut 164. To the ball screw 162, a first motor 130 and a first electronic control unit 150 can be connected. The first electronic control unit 150 is connected to a handle 108 of the automobile.

[49] When a drive rotates the handle 108 during driving, the first electronic control unit

150 outputs an operation signal to the first motor 130. Then, the first motor 130 operates to rotate the first ball screw 162. When the first ball screw 162 rotates, the first ball nut 164 linearly moves along the outer face of the first ball screw 162. By the linear movement of the first ball nut 164, the rotating gear 146 rotates to induce the left/right movement of the moving gear 126. Thus, the amount of movement of the moving gear 126 is determined depending upon the number of revolutions of the first ball screw 162. In addition, the number of revolutions of the first ball screw 126 is determined by the operation of the first motor 130, so that it depends upon the output of the first electronic control unit 150 according to the rotation of the handle 108. That is, the first electronic control unit 150 outputs a signal according to a related function of a rotation angle of the handle 108, weight and driving speed of the automobile 100, thereby controlling the operation of the first motor 130.

[50] Alternatively, the first motor 130 can be manually controlled by installing an operating switch of the first motor 130 on the handle 108 or near an acceleration pedal or a brake pedal.

[51] Meanwhile, under the first ball nut 164, a first ball screw support device 166 such as a roller, a rail or the like is provided to prevent the first ball screw 162 from sagging due to its unladen weight.

[52] The reason why the ball screw device is adapted to the apparatus for shifting the center of gravity is because when the automobile stops, the center of gravity is shifted so that the self-tilting of the automobile can be prevented.

[53] FIGS. 11 and 12 illustrate the steering device of the automobile according to the present invention.

[54] In case of the lozenge- shaped automobile accordingto the present invention, the three wheels 102 and 104 must be steered at the same time. The steering device according to the present invention is configured through applying a power transmission device using a wire of a motorcycle. That is, a second ball screw device 180 is provided so as to rotate along with the rotation of the handle 108 connected with the front wheel 102, and to which device both lateral wheels 104 are connected using a wire 194. Then, upon rotating the handle 108, the second ball screw device 180 pulls the wire 194 left or right relative to the longitudinal center line of the automobile, thereby changing the direction of both wheels 104 to any one direction relative to the longitudinal direction.

[55] Seeing the construction more deeply, to the two wheels 104 disposed laterally on the automobile 100, one end of the wire 194 is respectively connected. The other end of the wire 194 is connected with the second ball nut 184. Inside the second ball nut 184, the second ball screw 182 is engaged to move the second ball nut 184. Meanwhile, both lateral wheels 104 of the automobile 100 are connected to each other by means of an axle shaft 192. Although not shown in the drawings, a second motor and a second electronic control unit can be connected to the second ball screw 182, and the second electronic control unit is connected to the handle 108 of the automobile.

[56] Accordingly, when a driver manipulates the handle 108, the rotation of the second ball screw 182 is automatically controlledby the second electronic control unit. Here, the second electronic control unit controls the rotation of the second ball screw 182 according to a related function of a rotation angle of the handle 108, and weight and driving speed of the automobile 100.

[57] Meanwhile, a second ball screw support device 186 such as a roller, a rail or the like can be provided under the second ball nut 184.

[58] FIG. 13 is a view illustrating the driving state in a curve of the automobile according to the present invention.

[59] When the lozenge-shaped automobile 100 according to the present invention is driven in a curve, the centrifugal force is applied to both the front and rear wheels 102 and 106 so that the side-skidding hardly occurs, thereby providing safe driving. That is, in the prior art, upon driving in a curve, the front wheel 102 skids outside the curve due to the centrifugal force, and thus the rear wheel 106 skids inside the curve. However, according to the lozenge- shaped automobile 100, the centrifugal force is applied also to the rear wheel 106 so that the front wheel 102 does not skid outside the curve. Industrial Applicability

[60] Although several exemplary embodiments of the present invention have been described for illustrative purposes, those skilled in the art will appreciate that various modifications, additions and substitutions are possible, without departing from the scope and spirit of the invention as disclosed in the accompanying claims.

Claims

[1] An apparatus for shifting the center of gravity for use in a vehicle having three wheels or more, the apparatus comprising: a stationary chassis (140) having thereon a circular, stationary rail (144) having, as the origin, a point on the line projected on the ground from the longitudinal center line of the car body (110); a movable chassis (120) having a movable rail (124) engaged with the stationary rail (144) so as to be movable to the left/right relative to the longitudinal direction of the car body (110) along the stationary rail (144); and a gear device installed for moving the movable chassis (120) relative to the stationary chassis (140), the gear device including a circular moving gear (126) provided on the movable chassis (120) parallel to the movable rail (124), and having, as the origin, a point on the same line as the former origin of the stationary rail (144), a circular rotating gear (146) provided on the stationary chassis (140) so as to be engaged with the moving gear (126), a first ball nut (1 64) provided outside with a rack gear so as to be engaged with the rotating gear (146), and a first ball screw (162) engaged with the inside of the first ball nut (164) and rotating to move the first ball nut (164).

[2] The apparatus according to claim 1, wherein the gear device further includes a first motor (130) connected with the first ball screw (162), and a first electronic control unit (150) that outputs a signal to the first motor (130) to operate the first motor (130) according to the rotation of a handle (108).

[3] A lozenge- shaped automobile having the apparatus for shifting the center of gravity according to claim 1, the automobile further comprising: a steer by wire (SBW)-type steering means for simultaneously steering three front wheels (102, 104) in the forward direction of the automobile, the steering means including: a second ball screw (182) rotating along with the rotation of the handle (108); a second ball nut (184) engaged with the outside of the second ball screw (182) so as to move along with the rotation of the second ball screw (182); a wire (194) having one end connected to the second ball nut (184), and the other end connected to two wheels disposed in the lateral direction of the automobile; and an axle shaft (192) for connecting the two wheels (104) with each other.

[4] The lozenge- shaped automobile according to claim 3, wherein a rotation axis of the handle (108) is provided with a bevel gear, and the second ball screw (182) is provided, on one end, with a counter bevel gear engaged with the bevel gear.

[5] The lozenge- shaped automobile according to claim 3, wherein the steering means further comprises a second motor connected with the second ball screw (182), and a second electronic control unit that outputs a signal to the second motor to operate the second motor according to the rotation of the handle (108).

[6] The lozenge- shaped automobile according to any one of claims 1 to 5, wherein a ball screw support device (166 or 186) is provided under the first and second ball screws (162 or 182).

[7] The lozenge- shaped automobile according to claim 2 or 5, wherein the first electronic control unit (150) and the second electronic control unit control the number of revolutions of the first motor (130) and the second motor by outputting signals according to a related function of the rotation angle of the handle (108), and weight and driving speed of the automobile.