WO2011117820A1 - Smart kick-stand device for two-wheeled vehicles - Google Patents

Smart kick-stand device for two-wheeled vehicles Download PDF

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Publication number
WO2011117820A1
WO2011117820A1 PCT/IB2011/051205 IB2011051205W WO2011117820A1 WO 2011117820 A1 WO2011117820 A1 WO 2011117820A1 IB 2011051205 W IB2011051205 W IB 2011051205W WO 2011117820 A1 WO2011117820 A1 WO 2011117820A1
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WO
WIPO (PCT)
Prior art keywords
lever
actuators
arm
vehicle
mounting structure
Prior art date
Application number
PCT/IB2011/051205
Other languages
French (fr)
Inventor
Vincenzo De Carlo
Original Assignee
Gallicchio Stampi S.R.L.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Gallicchio Stampi S.R.L. filed Critical Gallicchio Stampi S.R.L.
Publication of WO2011117820A1 publication Critical patent/WO2011117820A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62H—CYCLE STANDS; SUPPORTS OR HOLDERS FOR PARKING OR STORING CYCLES; APPLIANCES PREVENTING OR INDICATING UNAUTHORIZED USE OR THEFT OF CYCLES; LOCKS INTEGRAL WITH CYCLES; DEVICES FOR LEARNING TO RIDE CYCLES
    • B62H1/00—Supports or stands forming part of or attached to cycles
    • B62H1/10—Supports or stands forming part of or attached to cycles involving means providing for a stabilised ride
    • B62H1/12—Supports or stands forming part of or attached to cycles involving means providing for a stabilised ride using additional wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62H—CYCLE STANDS; SUPPORTS OR HOLDERS FOR PARKING OR STORING CYCLES; APPLIANCES PREVENTING OR INDICATING UNAUTHORIZED USE OR THEFT OF CYCLES; LOCKS INTEGRAL WITH CYCLES; DEVICES FOR LEARNING TO RIDE CYCLES
    • B62H1/00—Supports or stands forming part of or attached to cycles
    • B62H1/02—Articulated stands, e.g. in the shape of hinged arms
    • B62H1/04—Substantially U-shaped stands for embracing the rear wheel

Definitions

  • This invention relates to a smart stabiliser device (namely, one having a controlled operation) for two-wheeled vehicles according to the preamble of appended claim 1.
  • document FR 2 771 368 An example of such a type of device according to the preamble in appended claim 1 is provided by document FR 2 771 368.
  • This document describes a device having two lateral wheels which is operated by a double-acting hydraulic piston controlled by a pump connected to an electric motor and can be configured in a raised position, a lowered position and an intermediate position. In the lowered position the lateral wheels of the motor cycle are raised off the ground to prevent them from being caused to rotate, while in the intermediate position the lateral wheels act as stabilisers enabling the motor cycle to be driven at low speed without the driver losing balance.
  • the stabiliser device of the abovementioned type cannot be comfortably used under dynamic conditions of low speed travel, since the device does not provide for the attenuation of any stresses transmitted from the ground to the vehicle.
  • the lateral wheels are connected together by means of a transverse bar which helps to transmit stresses to the other wheel when one of the lateral wheels encounters an irregularity in the road, causing instability in the vehicle's travel.
  • One object of this invention is to provide a stabiliser device capable of overcoming these and other disadvantages of the known art, which can at the same time be produced in a simple and economical way.
  • FIG. 1 is a lateral elevation view of a motor vehicle incorporating one embodiment of a stabiliser device according to this invention
  • FIG. 2 is an isometric view which shows details of a first embodiment of a stabiliser device according to this invention
  • Figures 3 and 4 are a posterior elevation view and respectively a lateral elevation respectively, which illustrate the stabiliser device in Figure 2;
  • FIGS. 5 and 6 are an isometric view and respectively a lateral elevation view of a second embodiment of a stabiliser device according to this invention.
  • FIG. 7 and 8 are an isometric view and respectively a lateral elevation view of a third embodiment of a stabiliser device according to this invention.
  • FIG. 9 and 10 are an isometric view and respectively a lateral elevation view of a fourth embodiment of a stabiliser device according to this invention.
  • - Figures from 11 to 13 are lateral views showing some operating positions which can be assumed by the stabiliser device illustrated in Figures 9 and 10; and
  • FIG. 14 shows a block diagram of an embodiment of a control system for a stabiliser device according to this invention
  • FIG. 15 shows a block diagram of an embodiment of the control logic for the control system illustrated in Figure 14;
  • FIG. 16 shows a flow diagram relating to a possible form of operation of the control logic illustrated in Figure 15;
  • FIG. 17 shows a frontal elevation view of a vehicle incorporating an embodiment of this invention
  • FIG. 18 is a view similar to that in Figure 17, but with the vehicle in a position inclined by an angle ⁇ ;
  • FIG. 19 to 23 show a series of diagrammatical views indicating some example parameters detected by a control system for a stabiliser device according to this invention
  • - Figure 24 shows a model of the behaviour of a stabiliser according to this invention.
  • axial and transverse are intended to refer to a direction which is substantially parallel and, respectively, substantially orthogonal to the direction of travel of the two-wheeled vehicle to which the stabiliser device may be fitted;
  • forward and rearward are intended to refer to an axial position which is respectively closer to or further away from the front wheel of the two-wheeled vehicle to which the stabiliser device can be fitted;
  • inner and outer are intended to refer to a transverse position which is respectively closer to and further away from the two-wheeled vehicle to which the stabiliser device can be fitted;
  • lateral plane is intended to refer to an axial plane which is substantially orthogonal to the transverse direction.
  • 10 indicates a first embodiment of a stabiliser device according to this invention.
  • the stabiliser device 10 is in particular intended to be fitted to a two-wheeled vehicle V.
  • two-wheeled vehicle V is for example a scooter.
  • vehicle V may also be any other type of motor vehicle, for example a motor cycle.
  • the stabiliser device 10 comprises:
  • the mounting structure 12 comprises a pair of attachment bars 24 (only visible in Figure 2) located on opposite sides of frame F and in an axially forward position with respect to the actuators 16.
  • the attachment bars 24 are located on the lower part of the frame F.
  • the frame F is for example of the double cradle type and each attachment bar 24 is mounted alongside the lateral tubes T of that double cradle.
  • these attachment bars 24 are secured to frame F, for example by surrounding the lateral tubes T, and are secured to the frame F by means of fixing bolts.
  • each of the actuators 16 is connected to an associated attachment bar 24.
  • attachment bars 24 comprise portions of the frame F on which the actuators 16 are directly mounted.
  • the mounting structure 12 may also be the frame F of the vehicle itself. For example this situation is advantageous when the stabiliser device 10 according to the invention is directly mounted on the vehicle V by its manufacturer.
  • the mounting structure 12 also comprises a connecting rod 26 (Figure 2) which transversely spans the frame F of two-wheeled vehicle V on which the swinging supports 14 are mounted on opposite sides in a freely rotatable manner
  • This connecting rod 26 substantially coincides with first transverse axis XI .
  • This connecting rod 26 is in an axially rearward position with respect to the attachment bars 24.
  • One of the advantages associated with the connecting rod 26 is, for example, to impart a greater overall rigidity to the swinging supports 14.
  • the connecting rod 26 is omitted and replaced by other portions of the mounting structure 12 which are made in one piece with the frame F to which the swinging supports 14 are directly fitted.
  • this variant is advantageous when the stabiliser device 10 according to the invention is directly mounted on the vehicle V by its manufacturer.
  • Each of the swinging supports 14 comprises, or preferably consists of:
  • a wheel assembly 20 mounted on the lever 18 and capable of being supported on and rolling on the ground in order to maintain the two-wheeled vehicle V in balance.
  • the stabiliser device 10 also comprises a pair of damping members 22, wherein each of them is connected to the lever 18 and is capable of damping out the oscillations imparted to the wheel assembly 20 by the road.
  • each arm 18 can be rotatably mounted on one side of the mounting structure 12 associated with the frame F.
  • both levers 18 are mounted so as to rotate about the same first transverse axis or fulcrum axis XI . More preferably each lever 18 is rotatably mounted about the transverse rod 26.
  • Each actuator 16 is connected with an associated lever 18 in such a way as to be able to assume an inactive position and at least one active position in which the actuator 16 rotates the associated lever 18 of the swinging support 14 between:
  • each actuator 16 is articulated or hinged on the associated lever 18 about a second transverse axis X2.
  • the second transverse axis X2 can move according to the position assumed by each actuator 16 and is parallel to the first transverse axis or fulcrum axis XI .
  • each lever 18 is capable of adopting a first and a second extracted or working condition.
  • each lever 18 of the swinging supports 14 is mounted in such a way as to rotate independently of the lever 18 of the other swinging support 14.
  • the connecting rod 26 is used for the purpose of achieving such mounting.
  • Each lever 18 has a first arm or force arm 28 and a second arm or resistance arm 32 which extend on opposite sides of fulcrum axis XI and which are connected to and act cooperate with the associated actuator 16 and the associated wheel assembly 20 respectively in such a way as to form a first class lever or "interfulcrum" lever.
  • first arm or force arm 28 and a second arm or resistance arm 32 which extend on opposite sides of fulcrum axis XI and which are connected to and act cooperate with the associated actuator 16 and the associated wheel assembly 20 respectively in such a way as to form a first class lever or "interfulcrum" lever.
  • the second arm 32 is directed transversely outward with respect to the first arm 28.
  • each lever 18 may instead lie in a lateral plane defined by the first arm 28 and the second arm 32.
  • a rotating support such as a bearing for example of the roller-bearing type (unnumbered detail), is located between the connecting bar 26 and the first arm 28.
  • the actuator 16 is connected to the first arm 28 in a hinged or articulated way about the second transverse axis X2.
  • the second transverse axis X2 extends from the distal extremity of the first arm 28.
  • the lever 18 also comprises an appendage 34 (see in particular Figure 2) which extends substantially transversely inward and is rotatably mounted on the mounting structure 12 about the first transverse axis XI .
  • the appendage 34 has a proximal segment 34a extending inwards (preferably along a predominantly transverse direction) and a distal segment 34b extending axially (preferably forward) and rotatably mounted on the mounting structure 12.
  • the appendage 34 is also rotatably mounted about the connecting rod 26, for example through distal portion 34b.
  • a further rotational support such as a bearing, for example of the roller-bearing type (unnumbered detail) is placed between connecting rod 26 and the further arm 34.
  • a further rotational support such as a bearing, for example of the roller-bearing type (unnumbered detail) is placed between connecting rod 26 and the further arm 34.
  • the mounting structure 12 associated with frame F has a pair of U-shaped appendages G.
  • Appendages G are preferably incorporated (or alternatively only connected) to a transverse portion of the frame tubes T.
  • the connecting rod 26 is mounted in a transverse direction between appendages G.
  • each of further arms 34 for example the distal segments 34b, is inserted into the cavity formed by an associated appendage G.
  • a first spacer 36 is inserted in the space located between each first arm 28 and the associated further arm 34.
  • a second spacer 38 is inserted in the space located between the appendages 34 of the two supporting bodies 18.
  • the structure of the stabiliser device 10 can be adjusted to frames belonging to different vehicle types and models.
  • the levers 18 are located in an asymmetrical position with respect to the plane of symmetry of frame F by means of the spacers 36, 38.
  • each wheel assembly 20 is located in a transversely outer position with respect to the lever 18, for example with respect to the second arm 32.
  • each wheel assembly 20 comprises a wheel 40 and a movable member 42 on which the wheel 40 is rotatably mounted and which is connected in a movable manner with respect to the lever 18, and each damper unit 22 is located between the associated lever 18 and the associated movable member 42.
  • the movable member 42 is movable on a transversely outer lateral side of the lever 18, for example the second arm 32.
  • the movable member comprises a shoe or slider 42 which is translatably movable in a guided manner with respect to the lever 18.
  • the lever 18 has a transversely outwardly projecting track 44 capable of guiding the slider 42.
  • this track 44 is provided on the second arm 32.
  • the damping member 22 may be any device of a known type capable of damping the oscillations to which the wheel assembly 20 is subjected, for example it may be of the friction, mechanical, pneumatic, hydraulic or dynamic type.
  • the damper comprises a resilient member, for example a spring 22, preferably a helical spring loaded under compression, located between the slider 42 and a bracket 52 projecting transversely from the lever 18, for example from the second arm 32.
  • each of the actuators 16 comprises a first portion 54 and a second portion 56 which can move reciprocally in a controlled manner substantially in an axial direction and capable of assuming the inactive position (Figure 1, reference A) and the active position or positions (Figure 1, references B and C).
  • the second portion 56 is articulated or hinged on an associated swinging support 14, for example on the lever 18 about the second transverse axis X2.
  • the second portion 56 is hinged to the first arm 28.
  • the first portion 54 is articulated or hinged on the mounting structure 12, for example on an associated attachment bar 24, about a third transverse axis X3.
  • the second portion 56 is movably mounted with respect to the first portion 54.
  • the second portion 56 can move longitudinally with respect to the first portion 54.
  • the first and second portions 54 and 56 are telescopically mounted one to the other.
  • each of the actuators 16 can be operated linearly with an anti-reverse feature.
  • each actuator 16 comprises a hydraulic piston or cylinder, for example of the double-acting type.
  • the actuator 16 in the inactive position, is in an axially reduced condition (Figure 1, reference A), while in the active positions it is in a corresponding axially extended condition ( Figure 1, references B and C).
  • Figure 1, reference A in the axially reduced condition the first and second portions 54, 56 are close one to the other, while in the axially extended conditions the first and second portions 54, 56 are spaced one from the other.
  • the first active position of the actuators 16 (and, as a consequence, the first extracted condition of levers 18) preferably corresponds to a range of different angular positions which those actuators 16 (and levers 18) are able to assume with respect to the mounting structure 12.
  • These angular positions of the actuators 16 (and levers 18) are comprised between the angular position adopted when actuators 16 are in the inactive position (retracted condition of lever 18) and the second active position (second extracted condition of levers 18) respectively.
  • control system 58 comprises a control interface 60 intended to be manually activated by a user and is also preferably intended to display the operating condition assumed by the stabiliser device 10.
  • the control interface 60 preferably includes press-buttons which can be operated by a user and are designed to transmit command signals to a control unit 62.
  • the command interfaces may be suitably located on the handlebars or the instrument panel of vehicle V.
  • the control system 58 comprises a plurality of sensors which will be described in greater detail below and which are designed to detect parameters indicated purely by way of example with particular reference to Figures 17 to 23.
  • references x(t), y(t) and z(t) are concerned, these merely represent a set of three Cartesian axes orthogonal to each other and defining the space within which the vehicle V can move, in which x(t) is the direction of axial movement of the vehicle V, y(t) is a transverse direction with respect to the vehicle V and z(t) is a vertical direction with respect to possible movements of the vehicle V in an axial or transverse direction.
  • the control system 58 comprises a plurality of vehicle sensors 64 arranged to detect a number of reference parameters for the vehicle V, for example a motor cycle, on which the sensors 64 are installed.
  • the sensors 64 comprise a speed sensor 64a designed to detect information x (t) relating to the speed over time of the motor cycle V on which the stabiliser device 10 is installed, a yaw sensor 64b designed to detect information 5(t) relating to the yaw angle assumed by the motor cycle V over time, and an inclination sensor 64c designed to detect information 0(t) relating to the angle of inclination assumed by motor cycle V.
  • control system 58 comprises a pair of left-hand and right-hand current sensors 66 designed to detect information i sx (t) and idx(t) relating to the current which passes in the control circuits of the left-hand and right-hand actuators 16 respectively of the associated left-hand and right-hand stabilisers 10.
  • the control system 58 also comprises a pair of left-hand and right-hand position sensors 67 designed to detect information p sx (t) and pdx(t) about the position assumed by the actuator 16 or the compressional condition of damper 22.
  • the control system 58 also comprises a diagnostics and debugging unit 68 and/or an emergency operation unit 70 which cooperate with the control unit 62 in accordance with operating means which are in themselves known to those skilled in the art.
  • the control unit 62 is arranged for transmitting a left-hand and right-hand control signal u sx (t) and ua x (t) to the left-hand and right-hand actuators 16 on the basis of information x (t), 5(t), 0(t), i sx (t), idx(t), Psx(t) and pdx(t) in order to arrange the device 10 in the desired position.
  • the procedure and control logic through which the left-hand and right-hand control voltages u sx (t) and Udx(t) from the control unit 62 are determined are shown purely by way of example in Figures 15 and 16, in the form of a block diagram and flow diagram respectively.
  • Figure 19 shows an example of a model of the behaviour of the device 10 in which p(t) indicates the position of the actuator 16 (right-hand or left-hand) in relation to time, where q(t) is the elongation, representing the compressional condition, assumed by the damper 22 over time.
  • p(t) indicates the position of the actuator 16 (right-hand or left-hand) in relation to time
  • q(t) is the elongation, representing the compressional condition, assumed by the damper 22 over time.
  • Both the abovementioned parameters p(t) and q(t) can be determined respectively from the sensors of control system 58 (for example from the position sensors 67).
  • the stabiliser device 10 is controlled by the control system 58 in such a manner as to perform the function of an "active suspension", for example being able to control the extension of the actuators 16 by means of the u sx (t) and Ud x (t) signals on the basis of x (t), 5(t), 0(t), isx(t), idx(t), Psx(t) and pdx(t) information.
  • control unit 62 transmits a u sx (t) and/or uj x (t) signal to the actuators 16 in order to vary the extension of the first and second portions 54, 56 of the actuators 16 when the x (t), 5(t), 0(t), i sx (t), idx(t), p sx (t) and pdx(t) information indicates that one of the wheels 40 of the stabiliser device 10 has encountered a dip or bump of significant dimensions.
  • Figures 26 to 30 show a model of the behaviour adopted by the stabiliser 10 in different configurations in which the device 10 may be found during normal operation and acts as an active suspension, by way of example.
  • the position pb, p c and pd assumed by the actuator 16 is always the same, whereas the positions qt,, q c ad qa substantially vary in order to achieve a damping effect owing to the dampers 22.
  • the control system 58 acts upon the actuator 16 placing it in position p e in order to compensate that the dip found in the ground does not allow the dampers 22 to exercise a satisfactory damping effect.
  • the functioning of the stabiliser device 10 can be controlled automatically and/or manually.
  • the control system 58 may be arranged to cause actuator 16 to assume the inactive position when:
  • - information x (t) relating to the velocity of vehicle V over time indicates that vehicle V is moving at a normal speed (for example above a predetermined threshold, such as 5 km per hour), or
  • control interface 60 is activated directly by the user in such a way that it assume a condition representing that the user wishes to move the wheels 40 into the retracted condition manually.
  • control unit 62 activates the actuator 16 to cause lever 18 to move into the resting position, in which the wheels 40 can be housed in suitable housings provided, for example, in the fairing of the vehicle V.
  • control system 58 may be arranged so as to cause the actuator 16 to assume the first active position when:
  • - information (t) relating to the speed of vehicle V over time indicate the fact that the vehicle V is moving at slow speed (for example below a predetermined threshold, such as 5 km per hour), or
  • control interface 60 is activated directly by the user in such a way that it assumes a condition representing that the user wishes to arrange wheels 40 in an extracted condition.
  • control unit 62 activates the actuator 16 so as to move lever 18 into a first working position, in which the wheels 40 are capable of rolling on the ground ( Figure 1, reference B), keeping the vehicle V in balance if it moves at slow speed or is temporarily stopped.
  • the sensors 67 are arranged to monitor the effective stress on dampers 22.
  • the control unit is arranged to control the condition assumed by the associated actuator 16 (and consequently the lever 18) depending on the stress on the damper 22 detected by sensors 67.
  • control system 58 may be arranged to cause the actuator 16 to assume the second active position when the control interface 60 is activated by the user in such a manner that it assumes a condition representing that the user wishes to park vehicle V.
  • control unit 62 activates an actuator 16 so that either arm 18 is arranged in the second working condition, in which it overcomes the force of the damper 22 and rests on the ground in a rigid position allowing the vehicle V to be parked ( Figure 1, reference C).
  • the swinging support 14 substantially behaves as a rigid lateral stand in order to hold the vehicle still in an erect position.
  • the power supply to the control system 58 may be provided by the battery with which the vehicle V is provided, or by an independent battery located in the vehicle V in a suitable space protected from the weather.
  • a second embodiment of the present invention is indicated by 110.
  • the movable member of the wheel assembly 20 comprises a swinging arm 142 which is rotatably mounted with respect to the lever 18 about a corresponding rotation axis X5.
  • the wheel 40 is rotatably mounted on the swinging arm 142 about a corresponding axis of rotation X6.
  • the associated actuator 16 and the associated damper 22 are connected, for example through hinges or articulations, to the distal end of the first arm 128.
  • the actuator 16 and the damper 22 are hinged to the first arm 128 at two different points which are close one to the other.
  • the swinging arm 142 is hinged on the lever 18, preferably on the second arm 32 and more preferably at the distal extremity thereof.
  • the damper member 22 is mounted between the first arm 128 and the swinging arm 142.
  • the further arm 134 is provided in such a manner as to be adjustable as regards the transverse distance from the rest of the associated lever 18.
  • the further arm 134 comprises a first proximal segment 134a and a second distal segment 134b which extends substantially in the same way as the segments 34a and 34b of the first embodiment.
  • the first proximal segment 134a can be selected from a plurality of components (for example bars) of different length which can be removably connected to the arm 18 (for example, at the second arm 32).
  • the second distal segment 134b has advantageously predetermined dimensions and can be removably connected to the first proximal segment 134a. In this way the stabiliser device 110 can be particularly effectively adapted to frames belonging to vehicles of different type and is therefore suitable for fitting and installation even after the vehicle has been manufactured.
  • the dampers 122 are of the fluidic type, for example a hydraulic damper of a type known to those skilled in the art.
  • the dampers 122 are in a rearward position (and not in a laterally outer position) with respect to the lever 18.
  • 210 indicates a third embodiment of the present invention.
  • each damper member 222 is located in an axially forward position with respect to lever 18.
  • each damper member 222 is located between an associated lever 18 and an associated actuator 16.
  • the damper member 222 is articulated or hinged to both actuator 16 about the second transverse axis X2 and to the lever 18 about a fourth transverse axis X4.
  • the damper 222 is a damper of the fluidic type, for example a hydraulic damper of a type known to those skilled in the art.
  • the structure of the lever 18 is similar to that described in the first and second embodiments. However, this lever structure is in this case not provided with the further arm 34 (or 134), which may also be optionally included in this embodiment.
  • the wheel 40 is directly mounted on the lever 18 about a rotation axis X6, preferably on the third arm 32, without any movable member (shoe 42 or swinging arm 142) being placed in between.
  • the axis X2 is omitted, but in this embodiment it denotes a fixed mounting between each actuator 16 and the damper 222 associated therewith.
  • the connection between each actuator 16 and the associated damper 222 is preferably provided in such a way that these are longitudinally aligned with each other in a substantially axial direction. In this way the unit formed by each actuator 16 and the associated damper 222 does not rotate about the rotation axis X3, but remains operative ly in line in the same axial direction while the device 10 is in operation.
  • 310 indicates a fourth embodiment of the present invention.
  • the lever 18 is not hinged to the mounting structure 12 through the connecting rod 26.
  • each of the levers 18 is individually hinged on one side of the mounting structure 12 associated with the frame F through a corresponding pin 326.
  • the appendages G and the third arm 34 are therefore omitted in this embodiment.
  • the actuator 16 is hinged to the mounting structure 12, for example to the supports 24.
  • the first portion 56 is movably mounted on the mounting structure 12, for example on the supports 24.
  • each of the actuators 16 is connected to and acts together with the associated lever 18 through a gear mechanism, for example a rack and pinion.
  • each of the actuators 16 has a first toothed part 356 associated with the second portion 56, and each of the levers 18 has a further toothed part 328, acting as the first arm, which is complementary to the first toothed part 356.
  • the first toothed part is a toothed bar 356, while the further toothed part is a sector of a toothed wheel 328 which acts as the force arm of lever 18.
  • the toothed bar 356 and the sector of toothed wheel 328 cooperate in such a manner as to transmit the force exerted by actuator 16 to the lever 18.
  • the sector of toothed wheel 328 extends over an arc of circumference of more than 90°.
  • the wheel assembly 20 of the stabiliser 310 comprises a movable member 342 rotatably mounted with respect to the lever 18 about an axis of rotation X5.
  • the movable member 342 is hinged with respect to the lever 18 on an intermediate section of the second arm 32.
  • the wheel 40 is rotatably mounted on the movable member 342 about an axis of rotation X6.
  • each of the damper components comprises a corresponding resilient member 322.
  • the resilient member is preferably a spring of the torsion type.
  • the torsion spring 322 is placed between the lever 18 and the movable member 342. More preferably the torsion spring 322 is located between the second arm 32 and the movable member 342 in such a manner as to tend to keep them apart from each other.
  • the end of the second arm 32 comprises a shoe 332 designed to come in contact with the ground when the stabiliser device 310 is in the second active position in order to prevent undesired movements of the vehicle V when standing.
  • the shoe 332 may be made of rubber or other suitable materials.
  • Figures 11 to 13 illustrate the stabiliser device 310 when it is in the inactive position, in the first active position and in the second active position.

Abstract

The device (10, 110, 210, 310) comprises: a mounting structure (12) associated with a frame (F) of a two-wheeled vehicle (V); a pair of swinging supports (14) located on opposite sides of the structure (12), in which each of the supports (14) comprises a single lever (18) rotatably mounted on one side of the structure (12) about a corresponding fulcrum axis (XI) and a wheel assembly (20) mounted on the lever (18) and capable of rolling in order to maintain vehicle (V) in balance; and a pair of actuators (16) located between structure (12) and supports (14). Each of the actuators (16) is connected to a lever (18) such as to adopt an active and an inactive position in which this rotates the lever (18) between a resting position in which said assembly (20) is brought close to the structure (12) and a working condition in which the assembly (20) is far away from the structure (12) to be supported on the ground. The device also comprises a pair of dampers (22; 122; 222; 322) in which each of these is connected to the associated lever (18) and is able to dampen out the oscillations imparted to assembly (20). Each lever (18) has a force arm (28; 128; 328) and a resistance arm (32) which extend from opposite sides with respect to the fulcrum axis (XI) and which are connected to and cooperate with the associated actuator (16) and the associated wheel assembly (20) respectively in such a way as to define a first order or interfulcrum lever. In a preferred way the device (10; 110; 210; 310) provides for a control system (58) designed to command the actuators (16) in such a way as to actuate the lever (18).

Description

"Smart kick-stand device for two-wheeled vehicles"
DESCRIPTION
Technical field
This invention relates to a smart stabiliser device (namely, one having a controlled operation) for two-wheeled vehicles according to the preamble of appended claim 1.
Prior art
The use of controlled-action stabilisers for two-wheeled vehicles, in particular for motor cycles, of the type specified above, is known in the art.
An example of such a type of device according to the preamble in appended claim 1 is provided by document FR 2 771 368. This document describes a device having two lateral wheels which is operated by a double-acting hydraulic piston controlled by a pump connected to an electric motor and can be configured in a raised position, a lowered position and an intermediate position. In the lowered position the lateral wheels of the motor cycle are raised off the ground to prevent them from being caused to rotate, while in the intermediate position the lateral wheels act as stabilisers enabling the motor cycle to be driven at low speed without the driver losing balance.
However a stabiliser device of the abovementioned type suffers from a number of disadvantages.
For example, one disadvantage arises from in that the lateral wheels of the stabiliser device directly transmit stresses received from the ground caused by irregularities, such as hollows or depressions and bumps or projections on the road travelled by the motor cycle, to the double-acting hydraulic piston directly. In this way there is a risk not only of imbalancing the motor cycle when it is travelling, but also of damaging the function of the hydraulic piston, compromising proper operation of the stabiliser device.
Another disadvantage arises from in that the stabiliser device of the abovementioned type cannot be comfortably used under dynamic conditions of low speed travel, since the device does not provide for the attenuation of any stresses transmitted from the ground to the vehicle. On the other hand the lateral wheels are connected together by means of a transverse bar which helps to transmit stresses to the other wheel when one of the lateral wheels encounters an irregularity in the road, causing instability in the vehicle's travel.
Summary of the invention
One object of this invention is to provide a stabiliser device capable of overcoming these and other disadvantages of the known art, which can at the same time be produced in a simple and economical way.
According to this invention, this and other objects will be accomplished through a stabiliser device according to appended claim 1. It should be understood that the appended claims constitute an integral part of the technical teaching provided here in this description in respect of the invention.
Brief description of the drawings Further features and advantages of this invention will be apparent from the following detailed description, provided purely by way of a non-limiting example, with reference to the appended drawings in which:
- Figure 1 is a lateral elevation view of a motor vehicle incorporating one embodiment of a stabiliser device according to this invention;
- Figure 2 is an isometric view which shows details of a first embodiment of a stabiliser device according to this invention;
- Figures 3 and 4 are a posterior elevation view and respectively a lateral elevation respectively, which illustrate the stabiliser device in Figure 2;
- Figures 5 and 6 are an isometric view and respectively a lateral elevation view of a second embodiment of a stabiliser device according to this invention;
- Figures 7 and 8 are an isometric view and respectively a lateral elevation view of a third embodiment of a stabiliser device according to this invention;
- Figures 9 and 10 are an isometric view and respectively a lateral elevation view of a fourth embodiment of a stabiliser device according to this invention; - Figures from 11 to 13 are lateral views showing some operating positions which can be assumed by the stabiliser device illustrated in Figures 9 and 10; and
- Figure 14 shows a block diagram of an embodiment of a control system for a stabiliser device according to this invention;
- Figure 15 shows a block diagram of an embodiment of the control logic for the control system illustrated in Figure 14;
- Figure 16 shows a flow diagram relating to a possible form of operation of the control logic illustrated in Figure 15;
- Figure 17 shows a frontal elevation view of a vehicle incorporating an embodiment of this invention;
- Figure 18 is a view similar to that in Figure 17, but with the vehicle in a position inclined by an angle Θ;
- Figures 19 to 23 show a series of diagrammatical views indicating some example parameters detected by a control system for a stabiliser device according to this invention; - Figure 24 shows a model of the behaviour of a stabiliser according to this invention; and
- Figures from 25 to 30 show diagrammatically the model illustrated in Figure 24 under different operating conditions of the stabiliser according to this invention.
Detailed description of the invention
A number of terms and attributes are used in the following detailed description to define the directions of components and different parts of a stabiliser device. As will be clear to those skilled in the art, these directions relate to a position of the stabiliser device when it is mounted on a two-wheeled vehicle solely for the purpose of defining a reference system to indicate spatial relationships between the various components and parts of such a stabiliser device. In particular the terms:
- "axial" and "transverse" are intended to refer to a direction which is substantially parallel and, respectively, substantially orthogonal to the direction of travel of the two-wheeled vehicle to which the stabiliser device may be fitted;
- "forward" and "rearward" are intended to refer to an axial position which is respectively closer to or further away from the front wheel of the two-wheeled vehicle to which the stabiliser device can be fitted; - "inner" and "outer" are intended to refer to a transverse position which is respectively closer to and further away from the two-wheeled vehicle to which the stabiliser device can be fitted; and
- "lateral plane" is intended to refer to an axial plane which is substantially orthogonal to the transverse direction.
With reference to Figures 1 to 4, 10 indicates a first embodiment of a stabiliser device according to this invention. The stabiliser device 10 is in particular intended to be fitted to a two-wheeled vehicle V. In the embodiment illustrated in Figure 1, two-wheeled vehicle V is for example a scooter. Of course, as will be clear to a person skilled in the art from reading this description, vehicle V may also be any other type of motor vehicle, for example a motor cycle. With reference in particular to Figures 2 to 4, the stabiliser device 10 comprises:
- a mounting structure 12 associated with the frame F of two-wheeled vehicle V,
- a pair of swinging supports or struts 14 located on opposite sides of the mounting structure 12 and capable of maintaining two-wheeled vehicle V in balance, and
- a pair of actuators 16 located between the mounting structure 12 and the swinging supports 14.
Preferably the mounting structure 12 comprises a pair of attachment bars 24 (only visible in Figure 2) located on opposite sides of frame F and in an axially forward position with respect to the actuators 16. For example the attachment bars 24 are located on the lower part of the frame F. In the first embodiment illustrated in Figures 1 to 4, the frame F is for example of the double cradle type and each attachment bar 24 is mounted alongside the lateral tubes T of that double cradle. Preferably, these attachment bars 24 are secured to frame F, for example by surrounding the lateral tubes T, and are secured to the frame F by means of fixing bolts. In the first embodiment illustrated in Figures 1 to 4, each of the actuators 16 is connected to an associated attachment bar 24.
In other embodiments the attachment bars 24 comprise portions of the frame F on which the actuators 16 are directly mounted. Furthermore, the mounting structure 12 may also be the frame F of the vehicle itself. For example this situation is advantageous when the stabiliser device 10 according to the invention is directly mounted on the vehicle V by its manufacturer.
In the embodiment illustrated in Figures 1 to 4, the mounting structure 12 also comprises a connecting rod 26 (Figure 2) which transversely spans the frame F of two-wheeled vehicle V on which the swinging supports 14 are mounted on opposite sides in a freely rotatable manner This connecting rod 26 substantially coincides with first transverse axis XI . This connecting rod 26 is in an axially rearward position with respect to the attachment bars 24. One of the advantages associated with the connecting rod 26 is, for example, to impart a greater overall rigidity to the swinging supports 14.
In other variant embodiments, the connecting rod 26 is omitted and replaced by other portions of the mounting structure 12 which are made in one piece with the frame F to which the swinging supports 14 are directly fitted. Again in this case, this variant is advantageous when the stabiliser device 10 according to the invention is directly mounted on the vehicle V by its manufacturer.
Each of the swinging supports 14 comprises, or preferably consists of:
- a single lever or balance arm 18 mounted on one side of the mounting structure 12 which can be rotated about a first transverse axis or fulcrum axis XI, and
- a wheel assembly 20 mounted on the lever 18 and capable of being supported on and rolling on the ground in order to maintain the two-wheeled vehicle V in balance.
The stabiliser device 10 also comprises a pair of damping members 22, wherein each of them is connected to the lever 18 and is capable of damping out the oscillations imparted to the wheel assembly 20 by the road.
In the first embodiment illustrated in Figures 1 to 4, each arm 18 can be rotatably mounted on one side of the mounting structure 12 associated with the frame F.
Preferably both levers 18 are mounted so as to rotate about the same first transverse axis or fulcrum axis XI . More preferably each lever 18 is rotatably mounted about the transverse rod 26. Each actuator 16 is connected with an associated lever 18 in such a way as to be able to assume an inactive position and at least one active position in which the actuator 16 rotates the associated lever 18 of the swinging support 14 between:
- a retracted or resting condition in which the wheel assembly 20 is brought angularly close to the mounting structure 12 (Figure 1, reference A), and respectively
- at least one extracted or working condition in which the wheel assembly 20 is angularly far from the mounting structure 12 and is capable of resting on the ground (Figure 1, references B and C). In the first embodiment illustrated in Figures 1 to 4, each actuator 16 is articulated or hinged on the associated lever 18 about a second transverse axis X2. Preferably the second transverse axis X2 can move according to the position assumed by each actuator 16 and is parallel to the first transverse axis or fulcrum axis XI . As will be described below, in the embodiment illustrated in Figures 1 to 4 each lever 18 is capable of adopting a first and a second extracted or working condition.
In this embodiment, in the first extracted or working condition (Figure 1 , reference B) of the lever 18 the wheel assembly 20 can roll on the ground, maintaining the balance of vehicle V when at low speed or temporarily stopped. Again in this embodiment, in the second extracted or working condition (Figure 1 , reference C) the lever 18 overcomes the resilient force of the damper 22 and is rigidly supported on the ground, preventing the wheel assembly 20 from rolling and causing vehicle V to stand statically and stably. Preferably each lever 18 of the swinging supports 14 is mounted in such a way as to rotate independently of the lever 18 of the other swinging support 14. For example, in the embodiment illustrated, the connecting rod 26 is used for the purpose of achieving such mounting. Each lever 18 has a first arm or force arm 28 and a second arm or resistance arm 32 which extend on opposite sides of fulcrum axis XI and which are connected to and act cooperate with the associated actuator 16 and the associated wheel assembly 20 respectively in such a way as to form a first class lever or "interfulcrum" lever. In the first embodiment illustrated in Figures 1 to 4 (and in particular for an observer examining Figure 3) it will be noted that preferably the second arm 32 is directed transversely outward with respect to the first arm 28. In alternative embodiments (for example see the embodiments illustrated in Figures 9 and 10) each lever 18 may instead lie in a lateral plane defined by the first arm 28 and the second arm 32.
Preferably a rotating support, such as a bearing for example of the roller-bearing type (unnumbered detail), is located between the connecting bar 26 and the first arm 28. Preferably the actuator 16 is connected to the first arm 28 in a hinged or articulated way about the second transverse axis X2. In this embodiment the second transverse axis X2 extends from the distal extremity of the first arm 28.
Optionally the lever 18 also comprises an appendage 34 (see in particular Figure 2) which extends substantially transversely inward and is rotatably mounted on the mounting structure 12 about the first transverse axis XI . For example, with reference to Figure 3, the appendage 34 has a proximal segment 34a extending inwards (preferably along a predominantly transverse direction) and a distal segment 34b extending axially (preferably forward) and rotatably mounted on the mounting structure 12. In the first embodiment illustrated in Figures 1 to 4, the appendage 34 is also rotatably mounted about the connecting rod 26, for example through distal portion 34b. Preferably a further rotational support, such as a bearing, for example of the roller-bearing type (unnumbered detail) is placed between connecting rod 26 and the further arm 34. One of the advantages due to the use of the appendage 34 is of helping to impart a greater rigidity to the lever 18.
Optionally, with reference to Figure 2, the mounting structure 12 associated with frame F has a pair of U-shaped appendages G. Appendages G are preferably incorporated (or alternatively only connected) to a transverse portion of the frame tubes T. For example, the connecting rod 26 is mounted in a transverse direction between appendages G. Preferably each of further arms 34, for example the distal segments 34b, is inserted into the cavity formed by an associated appendage G.
Preferably a first spacer 36 is inserted in the space located between each first arm 28 and the associated further arm 34. Also in a preferred way a second spacer 38 is inserted in the space located between the appendages 34 of the two supporting bodies 18. In this way the structure of the stabiliser device 10 can be adjusted to frames belonging to different vehicle types and models. For example, in this first embodiment it can be noted that, due to mounting requirements, the levers 18 are located in an asymmetrical position with respect to the plane of symmetry of frame F by means of the spacers 36, 38.
Preferably each wheel assembly 20 is located in a transversely outer position with respect to the lever 18, for example with respect to the second arm 32. Preferably each wheel assembly 20 comprises a wheel 40 and a movable member 42 on which the wheel 40 is rotatably mounted and which is connected in a movable manner with respect to the lever 18, and each damper unit 22 is located between the associated lever 18 and the associated movable member 42. Preferably the movable member 42 is movable on a transversely outer lateral side of the lever 18, for example the second arm 32.
In the embodiment illustrated in Figures 1 to 4, the movable member comprises a shoe or slider 42 which is translatably movable in a guided manner with respect to the lever 18. Preferably the lever 18 has a transversely outwardly projecting track 44 capable of guiding the slider 42. Optionally this track 44 is provided on the second arm 32.
The damping member 22 may be any device of a known type capable of damping the oscillations to which the wheel assembly 20 is subjected, for example it may be of the friction, mechanical, pneumatic, hydraulic or dynamic type. In the first embodiment illustrated the damper comprises a resilient member, for example a spring 22, preferably a helical spring loaded under compression, located between the slider 42 and a bracket 52 projecting transversely from the lever 18, for example from the second arm 32.
Preferably, with reference to Figure 4, each of the actuators 16 comprises a first portion 54 and a second portion 56 which can move reciprocally in a controlled manner substantially in an axial direction and capable of assuming the inactive position (Figure 1, reference A) and the active position or positions (Figure 1, references B and C). The second portion 56 is articulated or hinged on an associated swinging support 14, for example on the lever 18 about the second transverse axis X2. In the embodiment illustrated in Figures 1 to 4, the second portion 56 is hinged to the first arm 28. The first portion 54 is articulated or hinged on the mounting structure 12, for example on an associated attachment bar 24, about a third transverse axis X3.
In the first embodiment illustrated in Figures 1 to 4, the second portion 56 is movably mounted with respect to the first portion 54. Preferably the second portion 56 can move longitudinally with respect to the first portion 54. More preferably the first and second portions 54 and 56 are telescopically mounted one to the other.
In the first embodiment illustrated in Figures 1 to 4, each of the actuators 16 can be operated linearly with an anti-reverse feature. Preferably each actuator 16 comprises a hydraulic piston or cylinder, for example of the double-acting type.
Preferably, in the inactive position, the actuator 16 is in an axially reduced condition (Figure 1, reference A), while in the active positions it is in a corresponding axially extended condition (Figure 1, references B and C). In the embodiment illustrated, in the axially reduced condition the first and second portions 54, 56 are close one to the other, while in the axially extended conditions the first and second portions 54, 56 are spaced one from the other.
As will be clear below in the present description, the first active position of the actuators 16 (and, as a consequence, the first extracted condition of levers 18) preferably corresponds to a range of different angular positions which those actuators 16 (and levers 18) are able to assume with respect to the mounting structure 12. These angular positions of the actuators 16 (and levers 18) are comprised between the angular position adopted when actuators 16 are in the inactive position (retracted condition of lever 18) and the second active position (second extracted condition of levers 18) respectively.
With reference to Figure 14, this illustrates a block diagram of an exemplary embodiment of a control system relating to the stabiliser device 10 shown in the first embodiment. The control system, indicated as a whole by 58, comprises a control interface 60 intended to be manually activated by a user and is also preferably intended to display the operating condition assumed by the stabiliser device 10. For manual control, the control interface 60 preferably includes press-buttons which can be operated by a user and are designed to transmit command signals to a control unit 62. For example the command interfaces may be suitably located on the handlebars or the instrument panel of vehicle V. Advantageously the control system 58 comprises a plurality of sensors which will be described in greater detail below and which are designed to detect parameters indicated purely by way of example with particular reference to Figures 17 to 23. In particular, as far as references x(t), y(t) and z(t) are concerned, these merely represent a set of three Cartesian axes orthogonal to each other and defining the space within which the vehicle V can move, in which x(t) is the direction of axial movement of the vehicle V, y(t) is a transverse direction with respect to the vehicle V and z(t) is a vertical direction with respect to possible movements of the vehicle V in an axial or transverse direction.
For automatic control, the control system 58 comprises a plurality of vehicle sensors 64 arranged to detect a number of reference parameters for the vehicle V, for example a motor cycle, on which the sensors 64 are installed. For example, the sensors 64 comprise a speed sensor 64a designed to detect information x (t) relating to the speed over time of the motor cycle V on which the stabiliser device 10 is installed, a yaw sensor 64b designed to detect information 5(t) relating to the yaw angle assumed by the motor cycle V over time, and an inclination sensor 64c designed to detect information 0(t) relating to the angle of inclination assumed by motor cycle V.
Furthermore, the control system 58 comprises a pair of left-hand and right-hand current sensors 66 designed to detect information isx(t) and idx(t) relating to the current which passes in the control circuits of the left-hand and right-hand actuators 16 respectively of the associated left-hand and right-hand stabilisers 10. The control system 58 also comprises a pair of left-hand and right-hand position sensors 67 designed to detect information psx(t) and pdx(t) about the position assumed by the actuator 16 or the compressional condition of damper 22. The control system 58 also comprises a diagnostics and debugging unit 68 and/or an emergency operation unit 70 which cooperate with the control unit 62 in accordance with operating means which are in themselves known to those skilled in the art.
The control unit 62 is arranged for transmitting a left-hand and right-hand control signal usx(t) and uax(t) to the left-hand and right-hand actuators 16 on the basis of information x (t), 5(t), 0(t), isx(t), idx(t), Psx(t) and pdx(t) in order to arrange the device 10 in the desired position. The procedure and control logic through which the left-hand and right-hand control voltages usx(t) and Udx(t) from the control unit 62 are determined are shown purely by way of example in Figures 15 and 16, in the form of a block diagram and flow diagram respectively.
Figure 19 shows an example of a model of the behaviour of the device 10 in which p(t) indicates the position of the actuator 16 (right-hand or left-hand) in relation to time, where q(t) is the elongation, representing the compressional condition, assumed by the damper 22 over time. Both the abovementioned parameters p(t) and q(t) can be determined respectively from the sensors of control system 58 (for example from the position sensors 67).
In this manner, the stabiliser device 10 is controlled by the control system 58 in such a manner as to perform the function of an "active suspension", for example being able to control the extension of the actuators 16 by means of the usx(t) and Udx(t) signals on the basis of x (t), 5(t), 0(t), isx(t), idx(t), Psx(t) and pdx(t) information. In this way an improved stabilisation of vehicle V is achieved, for example if the control unit 62 transmits a usx(t) and/or ujx(t) signal to the actuators 16 in order to vary the extension of the first and second portions 54, 56 of the actuators 16 when the x (t), 5(t), 0(t), isx(t), idx(t), psx(t) and pdx(t) information indicates that one of the wheels 40 of the stabiliser device 10 has encountered a dip or bump of significant dimensions. In order to clarify this aspect, Figures 26 to 30 show a model of the behaviour adopted by the stabiliser 10 in different configurations in which the device 10 may be found during normal operation and acts as an active suspension, by way of example. In this respect it will be noted how in Figures 26 to 28 the position pb, pc and pd assumed by the actuator 16 is always the same, whereas the positions qt,, qc ad qa substantially vary in order to achieve a damping effect owing to the dampers 22. However, in Figure 29 it will be seen how the control system 58 acts upon the actuator 16 placing it in position pe in order to compensate that the dip found in the ground does not allow the dampers 22 to exercise a satisfactory damping effect.
The functioning of the stabiliser device 10 will now be described by way of example.
The functioning of the stabiliser device 10 can be controlled automatically and/or manually.
The control system 58 may be arranged to cause actuator 16 to assume the inactive position when:
- information x (t) relating to the velocity of vehicle V over time indicates that vehicle V is moving at a normal speed (for example above a predetermined threshold, such as 5 km per hour), or
- the control interface 60 is activated directly by the user in such a way that it assume a condition representing that the user wishes to move the wheels 40 into the retracted condition manually. In this condition the control unit 62 activates the actuator 16 to cause lever 18 to move into the resting position, in which the wheels 40 can be housed in suitable housings provided, for example, in the fairing of the vehicle V.
For example control system 58 may be arranged so as to cause the actuator 16 to assume the first active position when:
- information (t) relating to the speed of vehicle V over time indicate the fact that the vehicle V is moving at slow speed (for example below a predetermined threshold, such as 5 km per hour), or
- the vehicle V is re-started after standing, or
- the control interface 60 is activated directly by the user in such a way that it assumes a condition representing that the user wishes to arrange wheels 40 in an extracted condition. In this condition the control unit 62 activates the actuator 16 so as to move lever 18 into a first working position, in which the wheels 40 are capable of rolling on the ground (Figure 1, reference B), keeping the vehicle V in balance if it moves at slow speed or is temporarily stopped.
Preferably, when the actuator 16 is located in the first active position, the sensors 67 are arranged to monitor the effective stress on dampers 22. For example if, while the vehicle is in motion, one of the wheels 40 rolls over a dip of considerable depth in the ground, the associated damper 22 is stressed in a substantial manner and is often not able to suitably dampen out the transmitted vibration. In this situation the control unit is arranged to control the condition assumed by the associated actuator 16 (and consequently the lever 18) depending on the stress on the damper 22 detected by sensors 67.
For example, the control system 58 may be arranged to cause the actuator 16 to assume the second active position when the control interface 60 is activated by the user in such a manner that it assumes a condition representing that the user wishes to park vehicle V.
In this condition the control unit 62 activates an actuator 16 so that either arm 18 is arranged in the second working condition, in which it overcomes the force of the damper 22 and rests on the ground in a rigid position allowing the vehicle V to be parked (Figure 1, reference C). In this case the swinging support 14 substantially behaves as a rigid lateral stand in order to hold the vehicle still in an erect position.
The power supply to the control system 58 may be provided by the battery with which the vehicle V is provided, or by an independent battery located in the vehicle V in a suitable space protected from the weather.
With reference to Figures 5 and 6, a second embodiment of the present invention is indicated by 110.
The same alphanumeric references are associated with parts and components which are similar to - or have a similar function to - those in the embodiment previously illustrated and, for the sake of conciseness, these parts and components will not be described again here. With regard to those parts and components which have significant differences from the first embodiment from the structural and/or functional point of view, these are associated with the same alphanumeric reference numbers to which the value of 100 has been added. Unlike the first embodiment of the invention, the movable member of the wheel assembly 20 comprises a swinging arm 142 which is rotatably mounted with respect to the lever 18 about a corresponding rotation axis X5. Preferably the wheel 40 is rotatably mounted on the swinging arm 142 about a corresponding axis of rotation X6. In this second embodiment, the associated actuator 16 and the associated damper 22 are connected, for example through hinges or articulations, to the distal end of the first arm 128. For example the actuator 16 and the damper 22 are hinged to the first arm 128 at two different points which are close one to the other. In this second embodiment of the invention, the swinging arm 142 is hinged on the lever 18, preferably on the second arm 32 and more preferably at the distal extremity thereof. Optionally, the damper member 22 is mounted between the first arm 128 and the swinging arm 142. Unlike the first embodiment of the invention, the further arm 134 is provided in such a manner as to be adjustable as regards the transverse distance from the rest of the associated lever 18. As may be seen, the further arm 134 comprises a first proximal segment 134a and a second distal segment 134b which extends substantially in the same way as the segments 34a and 34b of the first embodiment. However, in the second embodiment the first proximal segment 134a can be selected from a plurality of components (for example bars) of different length which can be removably connected to the arm 18 (for example, at the second arm 32). Also the second distal segment 134b has advantageously predetermined dimensions and can be removably connected to the first proximal segment 134a. In this way the stabiliser device 110 can be particularly effectively adapted to frames belonging to vehicles of different type and is therefore suitable for fitting and installation even after the vehicle has been manufactured. Unlike the first embodiment, the dampers 122 are of the fluidic type, for example a hydraulic damper of a type known to those skilled in the art. Preferably the dampers 122 are in a rearward position (and not in a laterally outer position) with respect to the lever 18. With reference to Figures 7 and 8, 210 indicates a third embodiment of the present invention.
The same alphanumeric references are associated with parts and components which are similar to - or have a similar function to - those in the embodiments previously illustrated, and, for reasons of conciseness, these parts and components will not be described again here.
With regard to those parts and components which have significant differences from those in the first embodiment from the structural and/or functional point of view, these are associated with the same alphanumeric reference numbers to which the value of 200 has been added. Unlike the first embodiment, each damper member 222 is located in an axially forward position with respect to lever 18. Preferably each damper member 222 is located between an associated lever 18 and an associated actuator 16. By way of example, the damper member 222 is articulated or hinged to both actuator 16 about the second transverse axis X2 and to the lever 18 about a fourth transverse axis X4. In a preferred manner, the damper 222 is a damper of the fluidic type, for example a hydraulic damper of a type known to those skilled in the art.
In this embodiment the structure of the lever 18 is similar to that described in the first and second embodiments. However, this lever structure is in this case not provided with the further arm 34 (or 134), which may also be optionally included in this embodiment.
Unlike the previous embodiments, the wheel 40 is directly mounted on the lever 18 about a rotation axis X6, preferably on the third arm 32, without any movable member (shoe 42 or swinging arm 142) being placed in between. Unlike the embodiments previously described, the axis X2 is omitted, but in this embodiment it denotes a fixed mounting between each actuator 16 and the damper 222 associated therewith. In more detail, the connection between each actuator 16 and the associated damper 222 is preferably provided in such a way that these are longitudinally aligned with each other in a substantially axial direction. In this way the unit formed by each actuator 16 and the associated damper 222 does not rotate about the rotation axis X3, but remains operative ly in line in the same axial direction while the device 10 is in operation.
With reference to Figures 9 to 13, 310 indicates a fourth embodiment of the present invention.
The same alphanumeric references are associated with parts and components which are similar to - or have a similar function to - those in the embodiments previously illustrated, and, for reasons of conciseness, these parts and components will not be described again here.
With regard to those parts and components which have significant differences from those in the first embodiment from the structural and/or functional point of view, these are associated with the same alphanumeric reference numbers to which the value of 300 has been added. Unlike the first embodiment, the lever 18 is not hinged to the mounting structure 12 through the connecting rod 26. Alternatively, each of the levers 18 is individually hinged on one side of the mounting structure 12 associated with the frame F through a corresponding pin 326. The appendages G and the third arm 34 are therefore omitted in this embodiment. In this embodiment the actuator 16 is hinged to the mounting structure 12, for example to the supports 24. Preferably the first portion 56 is movably mounted on the mounting structure 12, for example on the supports 24.
In the fourth embodiment each of the actuators 16 is connected to and acts together with the associated lever 18 through a gear mechanism, for example a rack and pinion. Preferably each of the actuators 16 has a first toothed part 356 associated with the second portion 56, and each of the levers 18 has a further toothed part 328, acting as the first arm, which is complementary to the first toothed part 356. More preferably the first toothed part is a toothed bar 356, while the further toothed part is a sector of a toothed wheel 328 which acts as the force arm of lever 18. The toothed bar 356 and the sector of toothed wheel 328 cooperate in such a manner as to transmit the force exerted by actuator 16 to the lever 18. For example the sector of toothed wheel 328 extends over an arc of circumference of more than 90°. As in the second embodiment, the wheel assembly 20 of the stabiliser 310 comprises a movable member 342 rotatably mounted with respect to the lever 18 about an axis of rotation X5. In this case the movable member 342 is hinged with respect to the lever 18 on an intermediate section of the second arm 32. Furthermore the wheel 40 is rotatably mounted on the movable member 342 about an axis of rotation X6.
Each of the damper components comprises a corresponding resilient member 322. Unlike the first embodiment, the resilient member is preferably a spring of the torsion type. Preferably the torsion spring 322 is placed between the lever 18 and the movable member 342. More preferably the torsion spring 322 is located between the second arm 32 and the movable member 342 in such a manner as to tend to keep them apart from each other.
Unlike the first embodiment, the end of the second arm 32 comprises a shoe 332 designed to come in contact with the ground when the stabiliser device 310 is in the second active position in order to prevent undesired movements of the vehicle V when standing. Advantageously the shoe 332 may be made of rubber or other suitable materials.
Finally, unlike the previous embodiments, the lateral hinge axis X2 (and in case X4) are not shown, since the connection between the lever 18 and the actuator 16 has been replaced by a mechanical connection of another type.
For the sake of completeness, Figures 11 to 13 illustrate the stabiliser device 310 when it is in the inactive position, in the first active position and in the second active position.
As a person skilled in the art may appreciate in the light of the present description, the technical features which distinguish the different variants and embodiments herein described and illustrated are freely interchangeable among them, wherever compatible. Naturally, the principle of the invention remaining the same, the embodiments and particulars of embodiments can be widely varied from what has been described and illustrated purely by way of a non-limiting example, without thereby going beyond the scope of the invention as defined in the appended claims.

Claims

1. Controlled operation stabiliser device (10, 110, 210, 310) for two-wheeled vehicles (V), comprising:
- a mounting structure (12) associated with the frame (F) of a vehicle (V);
a pair of swinging supports (14) located on opposite sides of said mounting structure (12) and capable of keeping said two-wheeled vehicle (V) in balance, each of said swinging supports (14) comprising
a single lever or lever (18) rotatably mounted on one side of said mounting structure (12) about a corresponding transverse axis or fulcrum axis (XI),
a wheel assembly (20) mounted on said lever (18) and capable of being supported on and of rolling on the ground in order to maintain said two-wheeled vehicle (V) in balance; and
a pair of actuators (16) placed between said mounting structure (12) and said swinging supports (14), each of said actuators (16) being connected to an associated lever
(18) in such a way as to be capable of assuming an active position and at least one inactive position in which said lever (18) rotates between
a retracted or resting condition in which the wheel assembly (20) is angularly close to said mounting structure (12), and respectively
at least one extracted or working condition in which said wheel assembly (20) is angularly far from said mounting structure (12) and is capable of being supported on the ground;
said device being characterised in that it also comprises a pair of damping means (22; 122; 222; 322), each of these being connected to the associated lever (18) and capable of damping out the oscillations imparted to the associated wheel assembly (20) by the road; each of said arms (18) having a force arm (28; 128; 328) and a resistance arm (32) extending from opposite sides with respect to said fulcrum axis (XI) and which connect to and cooperate with the associated actuator (16) and associated wheel assembly (20) respectively in such a way as to define a first order or interfulcrum lever.
2. Device (10; 110; 210; 310) according to claim 1, in which each of said levers (18) of said swinging supports (14) is capable of rotating separately from the lever (18) of the other swinging support (14).
3. Device (310) according to claim 1 or 2, in which each of said actuators (16) is connected to and acts together with the associated lever (18) through a gearing (328, 356).
4. Device (310) according to claim 3, in which said gearing is a rack and pinion(328, 356).
5. Device (310) according to claim 4, in which each of said actuators (16) comprises a first and a second portion (54, 56) which can move reciprocally in a controlled manner; said rack and pinion comprising
a first toothed part (356) associated with said second portion (56), and
a further toothed part (328) complementing said first tooth part (356) associated with said lever (18) and acting as the force arm of said lever (18).
6. Device (310) according to claim 5, in which said sector of toothed wheel (328) extends over an arc of circumference of more than 90°.
7. Device (310) according to claim 6, in which said first toothed part is a toothed bar (356) borne by said second portion (56) and said further toothed part is a sector of toothed wheel (328) which acts as the force arm for said lever (18).
8. Device (310) according to any one of claims 5 to 7, in which said first portion (54) of said actuators (16) is hinged to said mounting structure (12).
9. Device (10, 110) according to claim 1 or 2, in which each of said actuators (16) is hinged to both the mounting structure (12) and to the force arm (28; 128) of the associated lever (18).
10. Device (10, 110) according to claim 9, in which each of said actuators (16) comprises a first and a second portion (54, 56) which can move reciprocally in a controlled way; said second portion (56) being hinged to said force arm (28) about a second transverse axis (X2) and said first portion (54) being hinged to said mounting structure (12) about a third transverse axis (X3).
11. Device (10, 110, 310) according to any one of the preceding claims, in which each of said damping means (22; 122; 322) is located between an associated lever (18) and an associated wheel assembly (20).
12. Device (10, 110, 310) according to claim 11, in which each wheel assembly (20) comprises a wheel (40) and a movable member (42, 142, 342) on which said wheel (40) is rotatably mounted and connected in a movable manner with respect to said lever (18); each of said damping means (22; 122; 322) being located between the associated lever (18) and the associated movable member (42; 142).
13. Device (10) according to claim 12, in which said movable member comprises a slider (42) which can trans latably mounted with respect to said lever (18) in a guided manner.
14. Device (10) according to claim 13, in which said slider (42) is mounted on the resistance arm (32) of said lever (18) in a slidable manner.
15. Device (10) according to claim 13 or 14, in which each of said damping means comprise a resilient member (22) capable of thrusting upon said slider (42).
16. Device (10) according to claim 15, in which said resilient member is a helical compression spring (22).
17. Device (110; 310) according to claim 12, in which said movable member comprises a connecting arm (142; 342) rotatably mounted with respect to said lever (18).
18. Device (110; 310) according to claim 17, in which said connecting arm (142; 342) is rotatably mounted on the resistance arm (32) of said lever (18).
19. Device (110) according to claim 17 or 18, in which each of said damping means (122) is located between said force arm (128) and said connecting arm (142) and tends to angularly space said force arm (128) from said connecting arm (142).
20. Device (110) according to any one of claims 17 to 19, in which each of said damping means comprises a fluidic damper (122) capable of thrusting against said connecting arm (142).
21. Device (310) according to any one of claims 17 to 18, in which each of the damping means (322) is located between said resistance arm (32) and said connecting arm (342) and tends to angularly space said connecting arm (342) from said resistance arm (32).
22. Device (310) according to any one of claims from 17 to 18 and 21, in which each of said damping means comprises a resilient member (322).
23. Device (310) according to claim 22, in which said resilient member is a torsion- spring (322).
24. Device (210) according to claim 1 or 2, in which each of said actuators (16) is articulated or hinged to both the mounting structure (12) and to one of said damping means (222); each of said damping means (222) being hinged to both the associated actuator (16) and to said force arm (28) of the associated lever (18).
25. Device (210) according to claim 24, in which each of said actuators (16) comprises a first and a second portion (54, 56) which can move reciprocally in a controlled manner; said second portion (56) being connected to said damping means (222) in a fixed manner and said first portion (54) being hinged to said mounting structure (12) about a further transverse axis (X3).
26. Device (210) according to claim 24 or 25, in which each of said damping means (222) is hinged or articulated to said force arm (28) about an additional transverse axis (X4).
27. Device (210) according to any one of claims 17 to 19, in which each of said damping means (222) is a fluidic damper.
28. Device (10; 110; 210; 310) according to any one of the preceding claims, also comprising a control system (58) designed to control the actuators (16) in such a way as to operate said lever (18).
29. Device (10; 110; 210; 310) according to claim 28, in which said control system (58) comprises a control interface (60) intended to be manually operated by a user.
30. Device (10; 110; 210; 310) according to clam 29, in which said control interface (60) is intended to detect the operating conditions assumed by said device (10; 110; 210; 310).
31. Device (10; 110; 210; 310) according to any one of claims 28 to 30, also comprising a plurality of vehicle sensors (64) arranged to detect a number of reference parameters for the vehicle (V) on which said vehicle sensors (64) are installed.
32. Device (10; 1 10; 210; 310) according to claim 31, in which said vehicle sensors (64) comprise a speed sensor (64a) arranged to detect information ( (t)) relating to the velocity of said vehicle (V) over time.
33. Device (10; 110; 210; 310) according to claim 31 or 32, in which said vehicle sensors (64) comprise a yaw sensor (64b) arranged to detect information (5(t)) relating to the yaw angle assumed by said vehicle (V) over time.
34. Device (10; 110; 210; 310) according to any one of claims 31 to 33, in which said vehicle sensors (64) include an inclination sensor (64c) arranged to detect information (0(t)) relating to the angle of inclination assumed by said vehicle (V).
35. Device (10' 110; 210; 310) according to any one of claims 28 to 34, also comprising a pair of left-hand and right-hand sensors (66) arranged to detect information (isx(t), idx(t)) relating to the current passing through the control circuit of the right-hand and left-hand actuators (16) of the associated left-hand and right-hand stabilisers (10) respectively.
36. Device (10; 110; 210; 310) according to any one of claims 28 to 35, also comprising a pair of right-hand and left-hand sensors (67) arranged to detect information (psx(t), Pdx(t)) on the compressional state of the damper (22).
37. Device (10; 110; 210; 310) according to any one of claims 28 to 36, also comprising a diagnostics and debugging unit (68) and/or an emergency control unit (70) which cooperate with the control system (58).
PCT/IB2011/051205 2010-03-23 2011-03-22 Smart kick-stand device for two-wheeled vehicles WO2011117820A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITTO2010A000225 2010-03-23
ITTO2010A000225A IT1399072B1 (en) 2010-03-23 2010-03-23 HORSE RACK FOR TWO-WHEEL VEHICLES.

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WO2011117820A1 true WO2011117820A1 (en) 2011-09-29

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CN104290835A (en) * 2014-09-25 2015-01-21 李陈 Monocycle with auxiliary wheel
CN104760644A (en) * 2015-04-14 2015-07-08 上海理工大学 Electric monocycle
CN107140063A (en) * 2017-06-02 2017-09-08 黄元清 Combined balance system stable sulky vehicle
CN107757759A (en) * 2017-09-08 2018-03-06 浙江绿源电动车有限公司 Aid in wheeled support device and vehicle
CN107839809A (en) * 2017-11-08 2018-03-27 鹤山市创泰科技发展有限公司 A kind of deformation scooter with shock-absorbing function
CN109398538A (en) * 2018-10-25 2019-03-01 东莞市皓奇企业管理服务有限公司 The application method of overturning-preventing motor vehicle
DE102017122917A1 (en) * 2017-10-03 2019-04-04 Andreas Seidel Support device for supporting a Einspurfahrzeugs, and Einspurfahrzeug with at least one such support device and control method

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CN104290835A (en) * 2014-09-25 2015-01-21 李陈 Monocycle with auxiliary wheel
CN104760644A (en) * 2015-04-14 2015-07-08 上海理工大学 Electric monocycle
CN107140063A (en) * 2017-06-02 2017-09-08 黄元清 Combined balance system stable sulky vehicle
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DE102017122917A1 (en) * 2017-10-03 2019-04-04 Andreas Seidel Support device for supporting a Einspurfahrzeugs, and Einspurfahrzeug with at least one such support device and control method
DE102017122917B4 (en) 2017-10-03 2021-10-28 Andreas Seidel Support device for supporting a single-track vehicle, as well as single-track vehicle with at least one such support device and control method
CN107839809A (en) * 2017-11-08 2018-03-27 鹤山市创泰科技发展有限公司 A kind of deformation scooter with shock-absorbing function
CN109398538A (en) * 2018-10-25 2019-03-01 东莞市皓奇企业管理服务有限公司 The application method of overturning-preventing motor vehicle

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