WO2012092182A1

WO2012092182A1 - Motorized cycle

Info

Publication number: WO2012092182A1
Application number: PCT/US2011/067154
Authority: WO
Inventors: Peter Dilworth; Benjamin Gulak
Original assignee: BPG Recreational Inc
Current assignee: BPG Recreational Inc
Priority date: 2010-12-29
Filing date: 2011-12-23
Publication date: 2012-07-05
Anticipated expiration: 2013-06-29

Abstract

A motorized cycle is provided in which the operation of the motorized cycle is based on the physical position and movements of the rider. The cycle includes a frame, a seat mounted upon the frame, suspensions mounted to the frame, and wheels of which two are coupled to a suspension. The suspension system is configured so that each wheel is able to move relative to the other wheels and the frame. The motorized cycle includes a rider positioning system including handle bars and a seat wherein the movement of the handle bars affects the movement of the seat. The motorized cycle also includes mechanical systems that permit operation in a tilted and transitioned manner.

Description

Motorized Cycle

Background of the In ention

[0001] Transportation is one of the most important challenges faced by individuals in the modern

world. As cities throughout the world grow larger and more complex, individuals who require transportation face more complex challenges relating to cost, efficiency, and timeliness. These challenges are also present in less densely populated areas, where individuals are often highly dependent on transportation to accomplish their basic needs such as shopping, attending work and school, and visiting family and friends.

[0002] Cars and trucks are popular methods of transportation, but this option is limited because of the high cost of owning such a vehicle. Other people are concerned a bout pollution that cars and trucks emit to the environment.

[0003] The acceptance by much of the world that greenhouse gas emissions are responsible for global warming has created a need for transportation vehicles, such as electric cars, that are less harmful to the environment. Unfortunately, such vehicles are in the early stages of development and the cost of owning such a vehicle is prohibitive for many people. In some places, smaller vehicles such as scooters and motorcycles have enjoyed wide acceptance because they are inexpensive and less harmful to the environment compared to cars and trucks. The gear, braking, and steering systems of scooters and motorcycles, however, are often complex to use and involve a significant amount of training to operate safely. Furthermore, many scooters and motorcycles are heavy, which adds additional cost, and makes them cumbersome.

[0004] The operation of conventional electric motorized cycles involves virtually no pollution and has achieved widespread acceptance in modern society. Motorized cycles suffer from different limitations, however, mainly in relation to speed, safety, and rider fatigue involved with operating the vehicle.

[0005] In view of these and other known deficiencies in the art, there remains a need for

improvements. Brief Summary of the Invention

The present invention relates to a motorized cycle for transporting one or more individuals on conventional roads and in smaller spaces that are not accessible to a car.

[0006] In some aspects, a personal transport vehicle is provided that includes a frame, and a wheel connected to the frame through a swing arm mechanism. The swing arm mechanism is a four bar linkage that includes a first link including a first end and a second end opposed to the first end, the first end of the first link rotatably attached to the frame. The swing arm mechanism includes a third link including a first end and a second end opposed to the first end. The swing arm mechanism includes a second link which connects respective first ends of the first and third links, a fourth link which connects respect second ends of the first and third links, and a swing arm driver mounted on the frame and connected to the first link at a location spaced apart from the first end of the first link. The wheel rotational axis is located at the second end of the third link, and the swing arm driver moves the wheel rotational axis relative to the frame between a first position and a second position by pivoting the first link about its first end.

[0007] The personal transport vehicle may include one or more of the following features: The frame includes a longitudinal axis extending between front and rear ends of the vehicle, and the rotational axes of the first ends of the first and third links are angled relative to the frame longitudinal axis in a range of 95 degrees to 115 degrees. The frame includes a longitudinal axis, and the first and second positions are spaced apart along the direction of the frame longitudinal axis. The first and second positions are spaced apart along a direction transverse to the frame longitudinal axis. The frame includes a second wheel connected to the frame through a second swing arm mechanism, and the first and second swing arm mechanisms are configured to orient the wheels such that the plane of rotation of the first wheel is parallel to the plane of rotation of the second wheel, and move the wheels between the first position in which the spacing between the planes of rotation of the first and second wheels is a first distance, and a second position in which the spacing between the planes of rotation of the first and second wheels is a second distance which differs from the first distance. The vehicle further comprises a third wheel and a third wheel link, the third wheel connected to the frame via the third wheel link such that the third wheel may pivot about a longitudinal axis of the wheel link, and such that the third wheel moves relative to the frame about an axis transverse to the longitudinal axis of the wheel link. The frame includes a frame longitudinal axis extending between the front and rear ends of the vehicle, the first link includes a first link longitudinal axis extending from the first end to the second end of the link, and when in the first position the first link longitudinal axis is about 60 degrees from the frame longitudinal axis, and when in the second position the first link longitudinal axis is about 115 degrees from the frame longitudinal axis. The vehicle further includes a suspension system comprised of a shock absorber and springs which are connected at one end to the frame and at an opposed end to the swing arm mechanism, and configured to permit the wheel to move relative to the frame. The suspension system is connected at the opposed end to the second link. The suspension system includes a second shock absorber which is connected at one end to the frame and at an opposed end to the second swing arm mechanism, wherein the first and second shock absorbers are configured to permit the first and second swing arms to move independently of each other relative to the frame. The wheel rotational axis and the rotational axis of the first end of the first link are non-parallel.

[0008] In one aspect of the present invention, there is provided a motorized cycle comprising: a frame, a seat mounted on the frame for supporting a rider seated on the motorized cycle, handle bars coupled to the frame, a plurality of suspensions coupled to the frame, a plurality of wheels consisting of two rear wheels with hub-mounted motors and a front wheel, a motor for controlling the tilting of the bike, a motor for driving the transition of the bike, and swing arms which are part of a four bar linkage.

[0009] In another embodiment, there is provided a motorized cycle comprising: a frame, a swing arm mechanism which is mounted to the frame consisting of a front swing arm, a rear swing arm, a top linkage, and a bottom linkage which make up a four bar linkage which is coupled to the rear wheels and orients the plane of rotation of the right and left rear wheel such that they are always parallel.

[00010] In another aspect, there is provided a motorized cycle comprising: a frame, a plurality of wheels consisting of two rear wheels and a front wheel, a motor for controlling the tilting of the bike, and swing arms which are part of a four bar linkage whereby the motorized cycle actively controls the tilt of the cycle with respect to the contact surface of the wheels.

[00011] For the motorized cycle comprising a frame, a plurality of wheels consisting of two rear wheels and a front wheel, a motor for driving the transition of the bike, and swing arms which are part of a four bar linkage, there is a transition system which is driven by a transition motor which converts the motorized vehicle between a two-wheeled configuration and a three-wheeled configuration.

[00012] For a motorized cycle comprising a frame and a plurality of wheels the rear of which are laterally displaced relative to each other, there is provided a suspension system comprising: a plurality of elements where each is coupled via a pivoting bearing to the frame at one and connected to one of the plurality of wheels at the other end through a linkage such that each element and its associated wheel can move relative to the frame and each of the other elements.

[00013] Other aspects and features of the present invention will become apparent to those ordinarily skilled in the art upon review of the following description of embodiments of the invention in conjunction with the accompanying figures.

[00014] Reference will now be made to the accompanying drawings which show, by way of example, embodiments of the present invention and in which:

[00015] FIG. 1(a) shows in diagrammatic form a profile view of a motorized cycle in the two-wheeled configuration according to an aspect of the present invention; FIG. 1(b) shows in diagrammatic form a profile view of a motorized cycle in the three-wheeled configuration according to an aspect of the present invention

[00016] FIGS. 2(a) and 2(b) show in diagrammatic form the frame structure from top of and bottom of the motorized cycle in the two-wheeled configuration from a left side perspective of the motorized cycle of FIG. 1(a);

[00017] FIGS. 3(a) and 3(b) show in diagrammatic form the frame structure from top and bottom of the motorized cycle in the two-wheeled configuration from a right side perspective of the motorized cycle of FIG. 1(a);

[00018] FIGS. 4(a) shows in diagrammatic form the frame structure of the motorized cycle in the three- wheeled configuration from a top perspective of the motorized cycle of FIG. 1(b); FIG. 4(b) shows in diagrammatic form the frame structure of the motorized cycle in the three-wheeled configuration from a bottom perspective of the motorized cycle of FIG. 1(b); [00019] FIGS. 5(a) and 5(b) show in diagrammatic form the movement of the tires in relation to each other for the motorized cycle in the two-wheeled configuration of the motorized cycle of FIG. 1(a); FIGS. 5(c) and 5(d) show in diagrammatic form the movement of the tires in relation to each other for the motorized cycle in the three-wheeled configuration of the motorized cycle of FIGS 1(b);

[00020] FIG. 6 shows in diagrammatic form the frame structure of the motorized cycle in the three- wheeled configuration from a bottom perspective which shows the components of the tilt system of FIGS. 1(b) according to another aspect of the present invention;

[00021] FIGS. 7(a), 7(b), and 7(c) show in diagrammatic form a profile view of a motorized cycle without a body in stages of transition according to another aspect of the present invention, 7(a)

corresponding to a two-wheeled configuration, 7(c) corresponding to a three-wheeled

configuration, and 7(b) corresponding to a transitional configuration between the two- and three- wheeled configurations;

[00022] FIG. 8 shows in diagrammatic form the movement of the motorized cycle components from the two-wheeled configuration to the three-wheeled configuration of the motorized cycle of FIGS. 1(a) and 1(b);

[00023] Fig. 8(a) is to top view of the motorized cycle in the two-wheeled configuration illustrating the planes of motion A, B of the respective rear wheel four bar linkages.

[00024] FIGS. 9(a) shows in diagrammatic form the movement of the rear wheels and four bar linkage from the two-wheeled configuration to the three-wheeled configuration of FIGS. 1(a) and 1(b); and 9(b) shows in diagrammatic form the movement of the front wheel and front fork from the two- wheeled configuration to the three-wheeled configuration of the motorized cycle of FIGS. 1(a) and Kb);

[00025] FIG. 10 shows in diagrammatic form the frame structure of the motorized cycle in the three- wheeled configuration from a top perspective which shows the components of the rear suspension system of the motorized cycle according to another aspect of the present invention;

[00026] FIG. 11 shows in diagrammatic form the rear wheel suspensions and four bar linkage system for the motorized cycle of the motorized cycle of FIGS. 1(a) and 1(b). Detailed Description of the Embodiments

Exterior of the M torized Cycle

[00027] Reference is first made to FIG. 1 which shows in diagrammatic form the profile view of a

motorized cycle 100 that can transition between, and operate in, both a two-wheeled configuration and a three-wheeled configuration according to one embodiment of the present invention.

[00028] Motorized cycle 100 comprises a frame (not shown), a body or cowling 102 including seat 106, handlebars 120, one front tire 116 which sits upon wheel 115, and two rear tires indicated individually by references 110 and 111 which sit upon wheels 112 and 213 (wheel 213 shown in Fig. 2b) respectively. The motorized cycle 100 has a front 130, a back 132, a left side 131, and a right side (shown in Fig. 3). According to an embodiment, the motorized cycle 100 is self-balancing and the distance between the rear tires 110 and 111 is sufficient to support the motorized cycle 100 in a stable position while it is at rest in the two-wheeled configuration of FIG. 1(a).

[00029] FIGS. 2(a), 2(b) and 3(a), and 3(b) illustrate a motorized cycle 100 in the two-wheeled

configuration according to another aspect of the present invention. As illustrated in FIGS. 2(a), 2(b) and 3(a), and 3(b) the motorized cycle 100 comprises a frame 216, handle bars 120, a rear left wheel 112, a left front swing arm 204 which rotates about left front pivot 205 and a left rear swing arm 206 which rotates about a left rear pivot 207, a battery pack 214 which may include one or more batteries, and a seat mount 208. The right side of the motorized cycle 100 has a rear wheel 213 and a corresponding front swing arm 244 which rotates about the right front pivot 245 and a right rear swing arm 246 which rotates about a left rear pivot 246. The motorized cycle 100 is a "naked" version of the motorized cycle 100 as will be appreciated by those skilled in the art. It will also be appreciated that a body or cover may enclose any component of the motorized cycle 100 to create a partially "naked" motorized cycle 100.

S l g /!rros of t e Motorized Cycle

[00030] FIG. 4(a) illustrates a motorized cycle 100 in the three-wheeled configuration, according to

another aspect of the present invention. The left rear wheel 112 is connected to the frame 216 through a swing arm mechanism 403, wherein the left front swing arm 204 and the left rear swing arm 206 creates a four bar linkage that includes the two swing arms and a top link 433 and a bottom link 434. The front swing arm 204 and the rear swing arm 206 are attached via rotating bearings to the frame at 205 and 207 respectively. The right side of the motorized cycle 100 has a corresponding front swing arm, rear swing arm, top linkage, and bottom linkage (not shown).The front swing arm 204 and the rear swing arm 206 have a different axis of rotation than the rear wheel 112. The front 204 and rear 206 swing arms are configured to orient the rear wheels such that the plane of rotation of the left wheel 112 is parallel to the plane of rotation of the right wheel 213, and so that the planes of rotation of the left and right rear wheels 112, 213 are parallel to the direction of travel of the vehicle.

[00031] The motorized cycle 100 has a left 403 and right (not shown) swing arm mechanism each having a front and rear swing arm with a top 434 and bottom linkage 433 to compensate for the axis of rotation of the swing arm mechanism 403 differing from the axis of rotation of the rear wheel 112. The rear wheels of the motorized cycle 100 are not mounted parallel to the plane of motion through which the swing arm mechanisms move. The frame 216 includes a longitudinal axis 300 extending between the front 130 and the rear 132 end of the motorized cycle. The axis of rotation of the swing arm mechanism 403 is angled relative to the longitudinal axis 300, creating an arc by which the swing arms can rotate and change the distance between the plane of rotation of the left rear wheel 112 and the right rear wheel 213. The rear wheels 112, 213 of the motorized cycle 100 are not mounted parallel to the arc-like motion through which the swing arm mechanisms move and the rear swing arm mechanisms move through a motion that is not parallel to the direction of travel of the bike. The offset in mounting of the swing arms, wheels, and longitudinal axis 300 of the bike allow for the swing arm mechanisms to keep the axis of rotation of the rear wheels parallel and the axis of travel parallel as it changes from a two-wheeled configuration to a three-wheeled configuration.

Tilt System of the Motorized Cycle

[00032] FIGS. 5(a), 5(b), 5(c), and 5(d) illustrate the tilt technology utilized by the motorized cycle 100 in both two- and three-wheeled configurations to stabilize the wheel base. FIGS. 5(a), 5(b), 5(c), and 5(d) illustrate from a rear position the movement of the tires 110 and 111 in relation to each other according to an embodiment of the present invention. According to this embodiment, the swing arms of the right side 503 and left side 403 are independent from each other. [00033] FIGS. 5(a), 5(b), 5(c), and 5(d) illustrate the position of the tires 110 and 111 when the motorized cycle is in a tilted mode such that there is a relative vertical displacement between the tires 110 and 511 in the direction of arrow 520.

[00034] FIGS. 5(a), 5(b), 5(c), and 5(d) illustrate the position of the tires 110 and 111 in relation to each other when the motorized cycle of the present invention encounters a turn or a non-central distribution of the center of mass. The left rear wheel 112 and the right rear wheel 213 move independently in the vertical plane, which is perpendicular to the longitudinal axis 300 of the motorized cycle running from the front to the back and the horizontal plane, which is parallel to the longitudinal axis 300. The rear wheels 112 and 213 move independently in each of these planes due to the independent freedom of each respective swing arm 503 and 403. The independence of each swing arm allows one wheel to move to a position that is not tandem with the second wheel, but still parallel to the plane of rotation of the second wheel. The tandem offset distance between the rear wheels allows the motorized cycle to tilt according to an embodiment of the motorized cycle. According to this embodiment, the motorized cycle has a tilt control system which is controlled actively in the two-wheeled configuration of the motorized cycle and passively in the three-wheeled configuration of the motorcycle.

Front Tilt System & Rear Tilt System

[00035] FIG. 6 illustrates the location of components which are utilized as a part of the tilt system

according to an embodiment of the present invention. The components used are interactive with each other and control the tilt through both the front end 130 and the rear end 132 of the motorized cycle 100. The linkages for the tilt system in the front and rear of the motorized cycle are different and are comprised of different components.

[00036] FIG. 6 demonstrates that there exists a linkage 604 which connects another linkage 608 with the front fork pivot tu be 609. The front fork pivot tube 609 allows the entire front fork assembly 620 to pivot. As the linkage 604 moves, it rotates the fork pivot tube 609 and the entire front fork assembly 620 so as the fork pivot tube 609 rotates the entire front fork a ssembly 620 rotates on an axis that is parallel to the axle 633 or rolling axis of the wheel 115. There are bearings 619 inside of the front fork pivot tube 609 which allow the front fork system 620 to rotate for steering. The steering mechanism is able to control the motorized cycle mechanically through the transition from a two- wheeled configuration to a three-wheeled configuration. [00037] FIG. 6 also demonstrates that there exists a linkage 613 which moves and subsequently moves a fork linkage 623. Attached to the fork linkage 623 is an arm 624 which pivots in the middle of the motorized cycle and also attached to fork linkage 623 is a motor drive system or tilt motor 625. The rotation of the arm 624 with respect to the fork linkage 623 due to the tilt motor 625 causes the motorized cycle to tilt and can control the amount of tilt of the motorized vehicle 100. This system can also operate without the actuation of a motor due to the freedom of the arm to move when the motor is not actuating the system. In another embodiment, the fork linkage 623 is replaced with a direct drive gear system.

Tilt System Lo Two- and Three-Wheeled Co s ^r tscms

[00038] FIG. 6 also illustrates the different components which are used to control the tilt of the

motorized cycle 100 in both the two- and three-wheeled configuration.

[00039] The two-wheeled configuration utilizes an actively controlled tilt system. The rotation of the arm 624 and with the fork linkage 623 due to the tilt motor 625 causes the motorized cycle to tilt.

Attached to either end of the arm 624 are a set of linkages 622 and 632 that connect the arm 624 with the front swing arms so that when the arm 624 is rotated by the tilt motor 625 the arm 624 displaces the left front swing arm 204 and the right front swing arm 244 in opposite directions of arrow 650. The tilt motor 625 pushes on the swing arm mechanism 403 of the left rear wheel 112 and the right rear wheel 213. The connection of the swing arm mechanism 403 to the tilt motor 625 allows the tilt motor 625 to actuate the four linkages (433, 434, 206, 112) to stay balanced in the two-wheeled configuration. When driving straight in the two-wheeled configuration, the tilt system attempts to keep the rider and motorized cycle 100 level. The independence of each rear wheel allows for one rear wheel to move up while the other rear wheel moves down and thus the motorized cycle can tilt. When steering at lower speeds, the tilt motor 625 actuates to move the center of mass of the motorized cycle 100 into the turn to offset the centripetal force of the turn, allowing the two-wheeled motorized cycle 100 to turn much like a single-tracked vehicle would. This makes the center of mass of the motorized cycle 100 control the lateral stability during turning.

[00040] The independence of each rear wheel allows for one rear wheel to move up while the other rear wheel moves down and thus the motorized cycle can tilt. The wheel alignment in the two-wheeled configuration can be observed in FIG. 5(a) and 5(b). [00041] The three-wheeled configuration utilizes a passively controlled tilt system which is not controlled by a motor. The weight of the motorized cycle 100 and the rider forces the rear wheels 601 and 602 to stay in contact with the ground surface and the motorized cycle will tilt as it turns. The wheel alignment in the three-wheeled configuration can be observed in FIG. 5(c) and 5(d).

Tran ition System of the Motorized Cycle

[00042] FIG. 7(a), 7(b), and 7(c) demonstrates the transition process of the motorized cycle 100. FIG. 7(a) demonstrates the motorized cycle 100 in the two-wheeled configuration and FIG. 7(c) demonstrates the motorized cycle 100 in the three-wheeled configuration according to an embodiment of the present invention. According to the embodiment, the motorized cycle 100 has the ability to transition between a two-wheeled motorized cycle as shown in FIG. 7(a) and a three-wheeled motorized cycle as shown in FIG. 7(c).

[00043] The left swing arm mechanism 403 is comprised of a front swing arm 204 and a rear swing arm

206 which are connected to the frame 216 of the motorized cycle. The right side (not shown) of the motorized cycle 100 has a corresponding swing arm mechanism comprised of a front and rear swing arm which are attached to a right rear wheel. The front swing arm 204 and the rear swing arm 206 orient the rear wheel 112 such that the plane of rotation of the left rear wheel 112 is parallel to the plane of rotation of the right rear wheel.

[00044] When the motorized cycle 100 is in a two-wheeled configuration as demonstrated in FIG. 7(a), the transition system orients the rear wheels to a forward position to centralize the mass of the entire vehicle and balance the system.

[00045] FIG. 8 illustrates that the swing arm mechanism is comprised of a front swing arm 204, a rear swing arm 206, a top linkage 434, and a bottom linkage 433, which each have a separate rotational axes parallel to one another. The parallel axes allow the linkages restrict movement parallel to the longitudinal axis 300 of the motorized cycle 100 which runs from the front 130 to the back 132 of the motorized cycle. The restriction of the movement parallel to the longitudinal axis 300 of the motorized cycle allows the swing arm mechanism 403 to alter the distance between the planes of rotation of the rear traction wheels. The swing arm mechanisms 403, 503 move the wheels between a first (relatively forward) position 810 and a second (relatively rearward) position 820. The spacing between the planes of rotation of the left rear wheel 112 and the right rear wheel 213 in the first position is different than the spacing in the second position, as discussed further below.

[00046] In other words, the rear wheels 112, 213 are moved from the two-wheeled configuration to the three-wheeled configuration via the pair of four-bar linkage swing arm mechanisms 403, 503. As discussed above, there is one four-bar linkage for the right wheel 213 and one for the left 112, so the rear wheels 112, 213 can move independently. Referring to Fig. 8(a), the plane A (shown hatched) in which the right rear wheel's 213 four-bar linkage 503 moves, or rotates, is derived from the result of two rotation operations on the Y-plane of the bike:

1) rotate the Y-plane clockwise when viewed from above, about the Z-axis an angle θζ , where the Z-axis is perpendicular to the page of Fig. 8(a), by 10-degrees, which can be thought of as A-temp,

2) rotate the new plane, plane A-temp, about it's major horizontal axis an angle θχ' (not shown) by 7 degrees such that the top of the plane A-temp rotates toward the left side of the bike.

For plane B, the corresponding mirror image rotations are made on the Y-plane. Thus, the rotational axes of the four bar linkages are angled about 10 degrees relative to an axis transverse to the X-Z plane, and about 7 degrees relative to an axis transverse to the X-Y plane.

In some embodiments, as the wheels move from the two-wheeled configuration to the three- wheeled configuration, they are constrained by the corresponding set of four-bar linkages to move along the corresponding planes A and B. In some embodiments, elements of the four-bar linkage move along corresponding parallel planes, the parallel planes having an orientation that is parallel to planes A and B. Because the rotational axes of the first ends of the first and third swing arms 204, 206 are angled (Θ) relative to the frame longitudinal axis in a range of 5 degrees to 25 degrees, the two planes A and B are not parallel, and are angled in the proper way, the two rear wheels 112, 213 will tend to come together as they rotate from the two-wheeled configuration to the three-wheeled configuration, and they will tend to move apart as they rotate from three-wheeled configuration to two-wheeled configuration.

[00047] The change in lateral distance between the rear wheels 112, 213 can be observed in FIGS. 5(a),

5(b), 5(c), and 5(d) as the motorized cycle 100 is configured in a two-wheel configuration at a first distance in FIGS. 5(a) and 5(b) and then is configured in a three-wheeled configuration at a second distance in FIGS.5(c) and 5(d). In FIGS.5(a) and 5(b), the motorized cycle 100 is in a two-wheeled configu ration and the swing arm mechanism 503 motion corresponds to the rear traction wheels oriented the furthest distance apart to enhance the lateral sta bility and generate storage space for the front wheel 115. In FIGS.5(c) and 5(d), the motorized cycle 100 is in a three-wheeled configuration and the swing arm mechanism 503 motion corresponds to the rear traction wheels oriented relatively closely together to give the functional equivalence of one large rear wheel.

[00048] FIGS.9(a) a nd 9(b) illustrates that the frame 216 includes a longitudinal axis 300 extending between the front 130 and rear 132 ends of the motorized cycle 100. Both the rear swing arm mechanism 403 and the front fork mechanism 620 travel in an arc which can be measure relative to the longitudinal axis 300 of the motorized cycle. The rear arc moves according to the left swing arm mechanism 403 which rotates such that the rea r wheel 112 is located at a first position 915 in the two-wheeled configuration at 60 degrees to the longitudinal axis 300 of the motorized cycle 100 and then the rear wheel is located at a second position 925 in the three-wheeled configuration at 115 degrees to the longitudinal axis 300 of the motorized cycle 100. The swing arm mechanism 403 is attached to a fork link 623 which is responsible for transitioning the rear wheels when actuated by the transition motor by pushing the right swing arm mecha nism (not shown) and the left swing arm mechanism in the same direction so that the right and left rear swing arm mechanism move to the first position 915 and the second position 925 together and are always tandem. The front arc moves according to the front fork mechanism 620 which rotates such that the front wheel 115 is located at a first position 916 in the two-wheeled configu ration at 125 degrees to the longitudinal axis 300 of the motorized cycle 100 and then the front wheel 115 is located at a second position 926 in the three-wheeled configuration at 55 degrees to the longitudinal axis 300 of the motorized cycle 100. In transition, the entire tilt motor rotates which allows the front fork assembly 630 to move to and from the first 926 and second 916 position and the rear wheels to also move between the first 915 and second 925 position. The movement between the first and second position of the rear wheels also changes the distance between the planes of rotation of the rear wheels.

Sus ensions of t e otorized Cycle

[00049] Reference is next made to FIGS.10 and 11 which illustrate from a top and side perspective the rear suspension according to an em bodiment of the present invention. According to the embodiment, the suspensions of tire 112 and 213 are independent from each other. [00050] FIG. 10 illustrates the position of the of left rear tire 112 in relation to the right rear tire 213 when the motorized cycle 100 is on a flat surface. If tire 112 encounters an irregular surface or a bump on a contact surface while the motorized vehicle is traveling, the suspension 1011 of tire 112 will move up in relation to the suspension 1012 of tire 213. Similarly, if the tire 213 encounters a bump on the contact surface, the suspension 1012 of tire 213 will move up in relation to the suspension of tire 112. These independent suspensions allow tires 112 and 213 to remain in contact with the surface when the surface is not smooth or uneven. The dual independent suspension system also allows the motorized cycle to encounter significant irregularities on the contact surface without disturbing the smoothness of the ride. As an example, the dual independent suspension system allows the motorized cycle to travel with on tire riding on the curb (i.e. tire 112) and the other tire riding on the road (i.e. tire 213). From the rider's perspective, the sta bility of the motorized cycle is the same as though the motorized cycle is traveling with both tires on the road.

[00051] FIG. 10 illustrates the position of the tires 112 and 213 in relation to each other when the

motorized cycle is at rest or is moving on a flat surface in a straight line. As shown, there is no relative vertical displacement between the tires 112 and 213 in the direction of arrow 1020.

[00052] FIG. 11 shows in diagrammatic form of one rear suspensions for the motorized cycle 100

according to an embodiment of the present invention. As shown in FIG. 11, the left suspension is indicated by reference 1011 and is comprised of shock absorbers and springs which are connected to the swing arm mechanism 403. The suspension system 1011 subsequently connects to the four bar linkage through the swing arm mechanism and link 434 which is also the top link of the four bar linkage. The suspension system 1011 reacts to the differences between the swing arm linkage components and can control the stability of the vehicle. The rear suspension system 1011 is functional despite the state of any other system of on the vehicle and therefore there is always rear suspension of the vehicle.

Claims

1. A personal transport vehicle comprising

a frame; and

a wheel connected to the frame through a swing arm mechanism,

wherein the swing arm mechanism is a four bar linkage that includes

a first link including a first end and a second end opposed to the first end, the first end of the first link rotatably attached to the frame,

a third link including a first end and a second end opposed to the first end,

a second link which connects respective first ends of the first and third links,

a fourth link which connects respect second ends of the first and third links, and

a swing arm driver mounted on the frame and connected to the first link at a location spaced apart from the first end of the first link,

and wherein

the wheel rotational axis is located at the second end of the third link, and

the swing arm driver moves the wheel rotational axis relative to the frame between a first position and a second position by pivoting the first link about its first end.

2. The personal transport vehicle of claim 1, wherein the frame includes a longitudinal axis extending between front and rear ends of the vehicle, and the rotational axes of the first ends of the first and third links are angled relative to the frame longitudinal axis in a range of 95 degrees to 115 degrees.

3. The personal transport vehicle of claim 1, wherein the frame includes a longitudinal axis, and the first and second positions are spaced apart along the direction of the frame longitudinal axis.

4. The personal transport vehicle of claim 3, wherein the first and second positions are spaced apart along a direction transverse to the frame longitudinal axis.

5. The personal transport vehicle of claim 1 wherein the frame includes a second wheel connected to the frame through a second swing arm mechanism, and the first and second swing arm mechanisms are configured to orient the wheels such that the plane of rotation of the first wheel is parallel to the plane of rotation of the second wheel, and

move the wheels between the first position in which the spacing between the planes of rotation of the first and second wheels is a first distance, and a second position in which the spacing between the planes of rotation of the first and second wheels is a second distance that is different from the first distance.

6. The personal transport vehicle of claim 4, further comprising a third wheel and a third wheel link, the third wheel connected to the frame via the third wheel link such that the third wheel is pivotable about a longitudinal axis of the wheel link, and such that the third wheel moves relative to the frame about an axis transverse to the longitudinal axis of the wheel link.

7. The motorized cycle of claim 1, wherein the frame includes a frame longitudinal axis extending between the front and rear ends of the vehicle, the first link includes a first link longitudinal axis, and when in the first position the first link longitudinal axis is about 60 degrees from the frame longitudinal axis, and when in the second position the first link longitudinal axis is about 115 degrees from the frame longitudinal axis.

8. The motorized cycle of claim 1, wherein the vehicle further includes a suspension system comprised of a shock absorber and springs which are connected at one end to the frame and at an opposed end to the swing arm mechanism, and configured to permit the wheel to move relative to the frame.

9. The motorized cycle of claim 8, wherein the suspension system is connected at the opposed end to the second link.

10. The motorized cycle of claim 5, wherein the vehicle further includes a suspension system comprised of

a first shock absorber which is connected at one end to the frame and at an opposed end to the swing arm mechanism, and

a second shock absorber which is connected at one end to the frame and at an opposed end to the second swing arm mechanism, wherein the first and second shock absorbers are configured to permit the first and second swing arms to move independently of each other relative to the frame.

11. The motorized cycle of claim 1 wherein the wheel rotational axis and the rotational axis of the first end of the first link are non-parallel.