WO2013186572A1 - Améliorations apportées et associées à des véhicules automoteurs - Google Patents

Améliorations apportées et associées à des véhicules automoteurs Download PDF

Info

Publication number
WO2013186572A1
WO2013186572A1 PCT/GB2013/051563 GB2013051563W WO2013186572A1 WO 2013186572 A1 WO2013186572 A1 WO 2013186572A1 GB 2013051563 W GB2013051563 W GB 2013051563W WO 2013186572 A1 WO2013186572 A1 WO 2013186572A1
Authority
WO
WIPO (PCT)
Prior art keywords
frame
wheel
relative
mobility vehicle
vehicle
Prior art date
Application number
PCT/GB2013/051563
Other languages
English (en)
Inventor
Jonathan Andrew Cornelius MEADOWCROFT
Original Assignee
Wizz Mobility Limited
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 Wizz Mobility Limited filed Critical Wizz Mobility Limited
Publication of WO2013186572A1 publication Critical patent/WO2013186572A1/fr

Links

Classifications

    • A—HUMAN NECESSITIES
    • A61—MEDICAL OR VETERINARY SCIENCE; HYGIENE
    • A61G—TRANSPORT, PERSONAL CONVEYANCES, OR ACCOMMODATION SPECIALLY ADAPTED FOR PATIENTS OR DISABLED PERSONS; OPERATING TABLES OR CHAIRS; CHAIRS FOR DENTISTRY; FUNERAL DEVICES
    • A61G5/00—Chairs or personal conveyances specially adapted for patients or disabled persons, e.g. wheelchairs
    • A61G5/06—Chairs or personal conveyances specially adapted for patients or disabled persons, e.g. wheelchairs with obstacle mounting facilities, e.g. for climbing stairs, kerbs or steps
    • A—HUMAN NECESSITIES
    • A61—MEDICAL OR VETERINARY SCIENCE; HYGIENE
    • A61G—TRANSPORT, PERSONAL CONVEYANCES, OR ACCOMMODATION SPECIALLY ADAPTED FOR PATIENTS OR DISABLED PERSONS; OPERATING TABLES OR CHAIRS; CHAIRS FOR DENTISTRY; FUNERAL DEVICES
    • A61G5/00—Chairs or personal conveyances specially adapted for patients or disabled persons, e.g. wheelchairs
    • A61G5/003—Wheelchairs attached to a cycle steerable by an attendant
    • A—HUMAN NECESSITIES
    • A61—MEDICAL OR VETERINARY SCIENCE; HYGIENE
    • A61G—TRANSPORT, PERSONAL CONVEYANCES, OR ACCOMMODATION SPECIALLY ADAPTED FOR PATIENTS OR DISABLED PERSONS; OPERATING TABLES OR CHAIRS; CHAIRS FOR DENTISTRY; FUNERAL DEVICES
    • A61G5/00—Chairs or personal conveyances specially adapted for patients or disabled persons, e.g. wheelchairs
    • A61G5/10—Parts, details or accessories
    • A61G5/1051—Arrangements for steering
    • A—HUMAN NECESSITIES
    • A61—MEDICAL OR VETERINARY SCIENCE; HYGIENE
    • A61G—TRANSPORT, PERSONAL CONVEYANCES, OR ACCOMMODATION SPECIALLY ADAPTED FOR PATIENTS OR DISABLED PERSONS; OPERATING TABLES OR CHAIRS; CHAIRS FOR DENTISTRY; FUNERAL DEVICES
    • A61G5/00—Chairs or personal conveyances specially adapted for patients or disabled persons, e.g. wheelchairs
    • A61G5/10—Parts, details or accessories
    • A61G5/1078—Parts, details or accessories with shock absorbers or other suspension arrangements between wheels and frame
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G13/00—Resilient suspensions characterised by arrangement, location or type of vibration dampers
    • B60G13/14—Resilient suspensions characterised by arrangement, location or type of vibration dampers having dampers accumulating utilisable energy, e.g. compressing air
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/02—Tricycles
    • B62K5/023—Tricycles specially adapted for disabled riders, e.g. personal mobility type vehicles with three wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/02—Tricycles
    • B62K5/06—Frames for tricycles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/10—Cycles with handlebars, equipped with three or more main road wheels with means for inwardly inclining the vehicle body on bends
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/13—Independent suspensions with longitudinal arms only
    • B60G2200/132—Independent suspensions with longitudinal arms only with a single trailing arm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/40—Auxiliary suspension parts; Adjustment of suspensions
    • B60G2204/421—Pivoted lever mechanisms for mounting suspension elements, e.g. Watt linkage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/82—Interactive suspensions; arrangement affecting more than one suspension unit left and right unit on same axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/83—Type of interconnection
    • B60G2204/8302—Mechanical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/80—Interactive suspensions; arrangement affecting more than one suspension unit
    • B60G2204/83—Type of interconnection
    • B60G2204/8304—Type of interconnection using a fluid
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/24—Wheelchairs
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/45—Rolling frame vehicles

Definitions

  • the present invention relates to mobility vehicles, and in particular, although not exclusively to attendant propelled mobility vehicles such as wheelchairs, buggies, pushchairs and the like.
  • Mobility vehicles are known and provide personal mobility to users.
  • One example of a known mobility vehicle is an attendant propelled vehicle, wherein a passenger sits in the vehicle and is pushed along.
  • mobility vehicles are self propelled by a user rotating the wheels themselves or by powering the wheels so they are driven by an onboard motor.
  • a brief introduction will be given to related art mobility vehicles in relation to an attendant propelled wheelchair.
  • Attendant propelled wheelchairs typically comprise a frame or chassis having wheels rotatably attached thereto.
  • the frame also has a user harness such as a chair or seat for supporting the user. Handles at the rear of the wheelchair allow an attendant to propel the vehicle by pushing from behind.
  • Some wheelchairs have four wheels, two on each side. However, better stability on uneven ground can be achieved using three wheels.
  • the three wheels are arranged with a single front wheel with two rear wheels sharing a common pivot axis.
  • the front and/or rear wheels can be movably attached to the frame so relative movement between the frame and wheel attempts to prevent unevenness in the surface being traversed being transmitted through to the user.
  • movement of the wheel axle relative to the frame may be governed by a spring.
  • Wheelchairs typically use castor mounted wheels to enable the chair to be steered.
  • the effect of gravity is to cause the wheel to rotate so that it points down the slope. Since many pavements are cambered towards the road to facilitate drainage, the effect is that the wheelchair is constantly trying to turn into the road and the user has to apply a counter steering force to resist the motion.
  • European Patent Publication No.1078622 discloses an undercarriage for a wheelchair which comprises two opposite swivel or castor type wheels and two opposite driven wheels.
  • the swivel wheels are pivotable only around a substantially vertical axis, and otherwise fixed to a frame of the undercarriage.
  • the driven wheels are each connected to a mechanism such that upward or downward movement of one driven wheel relative to the frame effects an opposite movement of the other driven wheel.
  • the undercarriage disclosed in EP-1078622 addresses some of the problems with prior wheelchairs, in that the driven wheels provide the ability to pass over an obstruction whilst reducing tilting of the wheelchair (and so an occupant), there remain several significant problems. Firstly, the castor wheels are fixed to the frame, and if one of these wheels encounters an obstruction, they cannot pass over it without tilting the wheelchair and so the occupant. Furthermore, the undercarriage does not provide the ability to pass over transversely inclined ground without titling the wheelchair, due to the fixed arrangement of the castor wheels on the undercarriage. Still further, passage over transversely inclined ground will cause the castor wheels to rotate and steer the vehicle down the slope, as described above.
  • a mobility vehicle comprising:
  • a wheel assembly comprising:
  • first and second wheels are each movable relative to the frame in a direction parallel to the main central plane of the frame, and constrained such that an angle between the respective wheel plane and the main central plane remains substantially constant during such movement; a coupling means arranged to couple movement of the first and second wheels relative to the frame such that, in response to one of the wheels being urged to move upwardly relative to the frame, the coupling means urges the other wheel to move downwardly relative to the frame; and
  • the frame is arranged so that it can be tilted, and the further wheel is pivotally attached to the frame in such a way that tilting of the frame pivots the further wheel to cause the mobility vehicle to turn, the angle between the first and second wheel planes and the main central plane of the frame remaining substantially constant during tilting.
  • the vehicle of the present invention provides numerous advantages over prior vehicles, in particular over that disclosed in EP-1078622.
  • the provision of the wheel assembly comprising the first and second wheels and the further wheel pivotally attached to the frame, and the arrangement whereby the frame can be tilted, overcomes the problems with EP- 1078622.
  • the further wheel encounters an obstruction, this does not necessarily cause the vehicle to tilt.
  • the ability to tilt the frame to steer the vehicle is a significant improvement over the wheelchair disclosed in EP-1078622, in which steering is achieved using the castor wheels, in a conventional fashion. This overcomes the problem of steering on transversely inclined ground.
  • the vehicle can pass over transversely inclined ground without tilting the harness and so an occupant of the vehicle, because the frame can tilt to accommodate the incline, the first and second wheels taking up different positions (heights) relative to the frame, in the direction described above.
  • Tilting of the frame may be permitted by the arrangement of the wheel assembly and the further wheel on the frame, in particular the way in which the first and second wheels are arranged on the frame for coupled movement via the coupling assembly, and the way in which the further wheel is arranged to pivot when the frame is tilted.
  • an attendant or potentially the occupant
  • tilt the frame with the resultant effect of moving one of the first and second wheels downwardly, and the other of the first and second wheels upwardly, to account for such tilting.
  • tilting of the frame causes the further wheel to pivot, which turns the vehicle as it advances over the ground.
  • the main central plane may be a plane which extends substantially through a centre of the frame in a lengthwise direction (and so from front to back of the frame).
  • the main central plane may be one which is perpendicular to the ground, when the vehicle is on level (i.e. non- inclined, and in particular non-transversely inclined) ground and the first and second wheels at the same relative position (or height) relative to the frame, in the direction described above. It will be understood that, when the frame is tilted, the main central plane will correspondingly tilt, relative to the vertical and so from the position that the plane is in when the vehicle is on level ground.
  • the harness may intersect with the main central plane.
  • the main central plane may extend through a centre of the harness, which may be advantageous in terms of balancing a load of an occupant to resist tilting of the frame.
  • the first wheel plane may be parallel to the second wheel plane, and the first and second wheel planes may both be parallel to the central main plane of the frame. Accordingly, the wheel planes may be disposed at parallel angles (i.e. 0°) relative to the main central plane.
  • the first and second wheels may be constrained so that the first and second wheel planes remain parallel to one another and to the main central plane during movement in said direction, and during tilting of the frame.
  • the first and second wheel planes may be disposed at a non-parallel angle relative to the main central plane, and so may be cambered relative to the frame. This may improve stability, by increasing an effective 'footprint' of the vehicle. Suitable angles may be in the range of 1° to around 30°.
  • the first and second wheels may be constrained so that the first and second wheel planes remain at said non-parallel angle relative to the main central plane during movement in said direction, and during tilting of the frame.
  • the further wheel may be a single further wheel, so that the vehicle comprises three wheels in total.
  • the further wheel may be pivotable relative to the frame about a pivot axis which is parallel to the main central plane, and which may be disposed within or lying on the plane. In this way, the further wheel may be caused to turn by the effect of gravity when the frame (and so the main central plane) is inclined away from perpendicular to the earth's surface (on level ground), and so inclined from the vertical.
  • the further wheel may define a further wheel plane, and the further wheel may be pivotally attached to the frame in such a way that an angle between the further plane and the central main plane can be adjusted, to turn the vehicle when the frame is tilted.
  • the further wheel may be attached to the frame so that at least part of the further wheel is disposed in or on the main central plane when the vehicle is on level ground.
  • the further wheel plane may be on or in the main central plane when the vehicle is on level ground.
  • the further wheel may be a leading wheel provided in front of the first and second wheels, relative to a forward direction of travel of the vehicle. This may be of assistance in mounting obstructions, such as when passing over a step.
  • the further wheel may be a trailing wheel provided behind the first and second wheels, relative to the forward direction of travel.
  • the further wheel may be arranged so that the pivot axis is forward of a contact point between the further wheel and the ground, relative to a forward direction of travel. This may be advantageous both in that it may cause the further wheel to pivot when the frame is tilted, and in that it may encourage the further wheel to take up a position where it follows the pivot during normal forward movement of the vehicle.
  • the further wheel may be arranged so that the pivot axis intersects the ground at a location which is forward of a contact point between the further wheel and the ground, relative to a forward direction of travel.
  • the pivot axis may be disposed substantially vertically, when the vehicle is on level ground.
  • the pivot axis may be inclined from the vertical, when the vehicle is on level ground, and may incline in a rearward direction, from a bottom of the axis to a top of the axis.
  • the mobility vehicle may be an attendant propelled mobility vehicle.
  • the mobility vehicle may be a wheelchair, buggy, pushchair or the like, and may be any such vehicle which is particularly designed or intended for 'off-road' use.
  • a mobility vehicle comprises a first wheel and a second wheel that are mounted to a frame wherein each wheel is moveable with respect to a portion of the frame and such that upwards movement of one of the wheels relative to the portion of the frame causes downward movement of the other wheel relative to the portion of the frame.
  • the frame includes a user harness, such as a seat, for accommodating a user that is attached to the portion of the frame.
  • movement of the wheels refers to movement of a point of the wheel in contact with the ground
  • the frame may be arranged to have a generally vertical axis.
  • the seat is fixed relative to this axis and arranged so that a user sits substantially upright.
  • the harness is arranged with respect to a central plane of the mobility vehicle. That is a plane generally equidistant between he two wheels in the side-to-side direction.
  • the vehicle includes a first variable coupling and a second variable coupling to movably mount the first and second wheels to the frame and means to couple movement of the first and second wheels.
  • the means to couple movement of the first and second wheels couples movement of the first and second variable couplings together.
  • the means to couple causes one of the variable couplings to move said wheel in response to a change in the other of the variable couplings. For instance, when one of the variable couplings is caused to move upwards relative to the frame by an external force, the coupling means causes the other of the variable couplings to apply a force between the other wheel and frame to urge said wheel to move downwardly with respect from the frame.
  • the means to couple is attached to the frame so as to act through the central plane.
  • the first and second wheels may be constrained to move in a substantially vertical plane.
  • each wheel rotates about an axle.
  • the axle has a central point coincident with the central plane of the wheel and this central point is constrained to move substantially vertically.
  • substantially vertically it is meant that the wheels move parallel to an intended vertical axis of the frame.
  • the harness is suitably arranged aligned to the vertical axis and so that the user is arranged substantially upright or vertical in a side-to-side direction.
  • the first and second variable couplings may be substantially identical and may include a link.
  • the link is pivotally connected to the frame by a pivot point at one end.
  • a wheel axle is mounted spaced from the pivot.
  • the link is a trailing link. That is, the axle is spaced in a rearward direction from the pivot.
  • the coupling means couples rotation of the respective links. That is, the coupling means couples the link of the first variable coupling to rotate clockwise when viewed from one side in response to the other link of the second variable coupling rotating anti-clockwise when viewed from the same side.
  • each first and second variable coupling includes a linking member.
  • the linking member is attached at one location relative to the pivoting link and at a second, spaced locating to a translating member.
  • the translating member is arranged to pivot relative the frame.
  • the translating member pivots about an axis centrally located on the frame relative to a side-to-side direction.
  • the translating member pivots at a mid point between the connections of the linking member in a side-to side direction. The translating member therefore rocks back and forth as the wheels are moved toward and away from the frame at respective varying amounts.
  • the pivot points of the translating member to the frame and the respective linking members may be arranged in a line so that the rate of movement of one of the wheels upwardly is constrained to be the same as the rate of movement of the other of the wheels downwardly, preferably, the pivots are arranged so that the rate of movement of one of the wheels is different to the rate of movement of the other. In one exemplary embodiment, this is achieved by arranging the pivots to the linking members leading or trailing the pivot axis between the translating member and frame. Consequently, the pivot connections between the respective linking members and the translating member transcribe different arcs of a circle. That is, the arc transcribed by one of the pivot connections moves further in a front-to-back direction that the other.
  • the linking members may be attached between the pivoting link and translating member in either a tension state or a compression state. For instance, if the linking member is attached to a portion of the pivoting link such that the portion moves away from the translating member when the respective wheel moves upwards, the linking member is in a tension state because it transmits the force in tension or puils the translating member. Alternatively, if the linking member is attached to a portion of the pivoting link such that the portion moves toward the translating member when the respective wheel moves upwards, the linking member is in a compression state because it transmits the force in compression or pushes the translating member.
  • variable couplings are prevented from over extension so that the pivots of the translating member to frame, linking member to translating member, and linking member and pivoting arm are prevented from becoming aligned. Once aligned, the movement of the wheel relative to the frame is prevented and when returning back down, the translating member may try to rotate the wrong way.
  • variable couplings may be connected to one another via a differential mechanism.
  • the carrier and its bevel planetary gears are mounted either rigidly or compliantly to the wheelchair chassis, the planetary gears coupling a pair of sun gears, one connected to each variable coupling.
  • a further mechanism between the sun gear and the variable coupling could be used to vary the motion ratio between the variable couplings.
  • the linking members of the first and second variable couplings may be resilient.
  • the linking members include tensile spring and/or damper units to smooth the rocking movement of the translating member.
  • the linking members have a variable length such that some of the upwards movement is absorbed by a change in length of the linking member.
  • the linking members may be fixed length links.
  • the pivot axis between the translating member and frame is moveably mounted relative to the frame.
  • movement relative to the frame can be damped to reduce transmission of vibrations from the wheels through to the frame.
  • the translating member is mounted to the frame by a pivot point and a resilient member forms a brace between the frame and translating member.
  • the means to couple the first and second variable couplings connecting the wheels to the frame includes a lock.
  • the lock prevents relative movement of the wheels and frame.
  • the lock may prevent relative rotation between the translating member and frame.
  • the mobility vehicle may be capable of being manoeuvred over rough and uneven terrain, without causing body roll.
  • the two wheels are constrained to act through a central axis of the frame thus creating no tipping or body roll. Consequently, when one wheel moves upwards, for instance when travelling over a bump, if the other wheel is restrained for instance by being in contact with a level surface from moving downwards, the resulting force is channelled through the central axis of the frame in an up wards direction, which therefore does not create any roil, but rather causes the frame to rise vertically.
  • the user or attendant therefore only has to maintain the mobility vehicle in an upright position. This requires little force even when one wheel axis is substantially above the other.
  • the mobility vehicle does not have a tendency to follow the terrain which would otherwise occur as the centre of gravity of the mobility vehicle shifts from side-to-side induced by the body roll. Consequently, an attendant can push from the side of the mobility vehicle instead of pushing from behind.
  • a further advantage is that the by tilting the frame relative to the vertical, the mobility vehicle can be caused to turn.
  • the mobility vehicle may include monitoring means, wherein the monitoring means monitors the frame's orientation.
  • a control mechanism is arranged to apply a corrective force to the means to couple the two variable couplings so as to apply a force to move one of the wheels upwardly relative to the frame in order to correct an inclination of the frame.
  • a mobility vehicle typically further includes one or more other wheels.
  • pairs of wheels may be grouped and may include a similar coupling means as herein described relative to each other.
  • a single wheel may be used.
  • the single wheel may be attached to the frame in a pivoting or fixed manner and may include suspension as appropriate.
  • the frame may include an attachment to another vehicle, for instance a bicycle or the like to convert the mobility vehicle into a bicycle trailer.
  • the portion of the frame for receiving the front wheel may also provide coupling to the bicycle. That is, the wheel may be removed to allow coupling of the bicycle.
  • Figure 1 is a perspective view of a mobility vehicle according to an exemplary embodiment
  • Figure 2 is a schematic view of a suspension assembly according to a first embodiment
  • Figures 2A, 2B and 2c are highly schematic rear views of the vehicle of Figure 1 shown respectively on level ground moving forward in a straight line, on level ground during a turn to the right, and on transversely inclined ground moving forward in a straight line;
  • Figure 3 is a schematic view of a suspension assembly according to a second embodiment
  • Figures 3A and 3B are views of a variation on the vehicle shown in Figures 1 to 2C, which correspond to Figures 2A/2B, respectively;
  • Figure 4 is a perspective, side view of a suspension assembly according to a third embodiment.
  • Figure 5 is a perspective, side view of a suspension assembly according to a fourth embodiment.
  • the mobility vehicle comprises a frame 20, which may define a generally vertical plane when viewed from the front or back of the mobility vehicle.
  • a harness 30 is fixed to the frame, wherein the harness is arranged to position a user upright in the generally vertical plane.
  • the harness 30 may, for example, comprise one or more of a seat 32, hold bars 34, back rest 36, foot rest 38 and restraints (not shown).
  • the seat for instance, is arranged orthogonal to the vertical plane.
  • harnesses are known to suit a number of applications, a further detailed explanation is not given here, but it will be appreciated that any known harness feature or the like may be readily employed as long as the harness provides support to a user to ride on the mobility vehicle. In particular, the harness could be suitable for users with reduced mobility.
  • a wheel assembly 40 comprising a pair of first 42 and second 44 wheels is attached to the frame via a coupling assembly or means 110, which may form part of a suspension arrangement 100.
  • the suspension arrangement is attached to one end of the mobility vehicle 10.
  • a further wheel assembly 45 is attached to the other end.
  • the suspension arrangement 100 may be attached to either a front or rear end of the frame.
  • the further wheel assembly may comprise a single wheel 46 (as shown) or two or more wheels.
  • the further wheel assembly 45 comprises the single wheel 46, and the wheel assembly 40 with the suspension assembly 100 is provided at the rear end of the frame.
  • the frame 20 defines a main central plane 22.
  • the main central plane 22 extends substantially through a centre of the frame 20 in a lengthwise direction, and so from front to back of the frame.
  • the centre of the frame 20 is generally indicated by the line 24 in the drawing.
  • the main central plane 22 is perpendicular to the ground 26, when the vehicle is on level (i.e. non-inclined, and in particular non-transversely inclined) ground and the first and second wheels 42 and 44 are at the same relative position (or height) relative to the frame 20, in a direction which will be described below.
  • the frame 20 can be tilted, whereupon the main central plane 22 correspondingly tilts relative to the vertical, and so from the position that the plane is in when the vehicle 10 is on level ground 26.
  • the harness 32 intersects with the main central plane, which extends through a centre of the harness. This may be advantageous in terms of balancing a load of an occupant to resist tilting of the frame 20 due to the weight of the occupant.
  • the mobility vehicle 10 includes the further wheel assembly 45 mounted at the front of the frame, the further wheel assembly 45 including the single wheel 46.
  • the single wheel 46 is mounted to the frame 10 and arranged to rotate about a vertical axis 47.
  • a suspension unit 48 may also be provided wherein the wheel 46 is able to move upwardly and downwardly relative to a point on the frame.
  • the further wheel assembly is detachable from the frame.
  • the frame includes an attachment point for the frame to mounted to another vehicle to convert the frame and suspension arrangement 100 into a trailer.
  • the frame may be attached to a bicycle or the like.
  • the mobility vehicle 10 is an attendant propelled vehicle.
  • the mobility vehicle 10 may be an attendant propelled mobility vehicle such as a wheelchair, buggy, pushchair or the like, and in particular may be any such vehicle which is designed or intended for 'off-road' use.
  • a handle bar 50 is provided at the rear of the frame.
  • the handle bar may include any number of known features and is provided to give the attendant pushing the mobility vehicle a convenient grip.
  • Brake levers may be supplied on the handle bars and connected to the brakes for retarding rotation of any of the wheels of the further wheel assembly or one or both of the wheels 42, 44 as will be understood in the art.
  • the handle bars may also provide a convenient mounting point for a brake lever to control a locking of the suspension arrangement 100.
  • the suspension assembly mounts the first and second wheels 42, 44 to the frame.
  • the wheels may be mounted so that they are each moveable in a generally vertical direction relative to the frame. That is, an axis that each wheel rotates about is moveable relative to the frame in at least a vertical direction.
  • the suspension assembly includes a coupling assembly or means 110 to couple movement of one wheel to move relative to the other.
  • the coupling means 110 controls one wheel 42 to move downwards relative to the frame 20, optionally in the vertical direction, in response to the other wheel 44 moving upwards relative to the frame, again optionally in the vertical direction.
  • the coupling means 110 exerts a force between the frame and wheel to urge said wheel to move downwardly relative to the frame.
  • the coupling means 110 may comprise two hydraulic cylinders 112 housing respective pistons 114, each of which is coupled to a respective wheel 42 or 44, as indicated in schematic fashion in the drawing.
  • the cylinders 112 are interconnected via hydraulic conduits 116 so that, when the pistons 114 move within the cylinders 112 (in response to movement of the wheels 42, 44), fluid exhausted from an end 118/119 of one cylinder is supplied to the corresponding end 118/119 of the other cylinder.
  • the pistons 114 form variable couplings between the frame and respective wheels.
  • the two variable couplings are controlled by the coupling means to move in opposite directions, movement of the wheels relative to the frame does not exert a roll force on the frame. That is, the wheels can move without acting to tilt the frame away from the vertical direction.
  • a shock absorber 166 is provided between the coupling means 110 and the frame 20, to restrict the transmission of shock loads to the frame during use.
  • FIG. 2A there is shown a highly schematic rear view of the vehicle 10 on level ground 26, during movement in a forward direction on level ground 26.
  • the first wheel 42 is arranged on one side of the frame 20 and defines a first wheel plane 42a.
  • the second wheel 44 is arranged on another side of the frame 20 and defines a second wheel plane 44a.
  • the first and second wheels 42, 44 are each movable relative to the frame in a direction A/B which is parallel to the main central plane 22 of the frame 20, and constrained such that an angle between the respective wheel plane 42a, 44a and the main central plane 22 remains substantially constant during such movement.
  • the first wheel plane 42a is parallel to the second wheel plane 44a, and the first and second wheel planes are also both parallel to the central main plane 22 of the frame 20. Accordingly, the wheel planes 42a, 44a are both disposed at parallel angles (i.e. 0°) relative to the main central plane 22.
  • the first and second wheels 42, 44 are also constrained so that the first and second wheel planes 42a, 44a remain parallel to one another and to the main central plane 22 during movement in said direction A/B.
  • the frame 20 is further arranged so that it can be tilted, and the further wheel 46 is pivotally attached to the frame 20 in such a way that tilting of the frame pivots the further wheel to cause the mobility vehicle 10 to turn. It will be noted that the angle between the first and second wheel planes 42a, 44a and the main central plane 22 of the frame 20 remains substantially constant during tilting.
  • Tilting of the frame 20 is permitted by the arrangement of the wheel assembly 40 and the further wheel 46 on the frame 22, in particular the way in which the first and second wheels 42 and 44 are arranged on the frame 22 for coupled movement via the coupling assembly 110, and the way in which the further wheel 46 is arranged to pivot when the frame is tilted.
  • an attendant or potentially the occupant
  • This movement of the wheels 42, 44 is achieved via the coupling assembly 110.
  • Tilting the frame 20 in this way has the effect of turning and so steering the vehicle 10.
  • the single further wheel 46 is pivotable relative to the frame about a pivot axis 47 which is parallel to the main central plane 22, and in fact which is disposed within or lies on the plane 22.
  • the further wheel 46 is caused to turn by the effect of gravity when the frame 20, and so the main central plane 22, is inclined away from perpendicular to the earth's surface, and so inclined from the vertical.
  • the further wheel 46 defines a wheel plane 49 ( Figure 2A), and the further wheel is pivotally attached to the frame 20 in such a way that an angle between the further plane 49 and the central main plane 22 can be adjusted, to turn the vehicle 10 when the frame 20 is tilted.
  • Figure 2B where it can be seen that the further wheel 46 has pivoted about the pivot axis 47, and effectively turned to the right, thereby causing the vehicle 10 to turn and so steer it to the right as it moves forward.
  • the further wheel 46 is attached to the frame so that at least part of the further wheel is disposed in or on the main central plane when the vehicle is on level ground. This is best shown in Figure 2A, where it will be seen that the plane 49 of the further wheel 46 is disposed within the main central plane 22, when the vehicle is on level ground 26.
  • the further wheel 46 is arranged as a leading wheel, provided in front of the first and second wheels 42 and 44, relative to a forward direction of travel of the vehicle 10. This is of assistance in mounting certain obstructions, such as when passing over a step.
  • the further wheel may be a trailing wheel provided behind the first and second wheels, relative to the forward direction of travel.
  • the further wheel 46 is also arranged so that the pivot axis 47 is forward of a contact point 49 (Figure 1) between the further wheel and the ground 26, relative to the forward direction of travel. This is advantageous both in that it may cause the further wheel 46 to pivot when the frame 20 is tilted. It may also encourage the further wheel to take up a position where it follows the pivot 47 during normal forward movement of the vehicle 10. This is achieved by mounting a hub 50 of the wheel 46 to the frame 20 via a post 52, which is secured within a bearing 54 so that the post 52 (and thereby the hub 50 and wheel 46) can pivot and so rotate relative to the frame 20.
  • a contact point 49 Figure 1
  • the further wheel 46 is additionally arranged so that the pivot axis 47 intersects the ground 26 at a location 47a which is forward of the contact point 49 between the further wheel and the ground, relative to a forward direction of travel.
  • the post 52 and bearing 54 are arranged so that the pivot axis 47 is disposed substantially vertically, which may be preferred as a vertical pivot axis provides the most resistance to turning of the further wheel 46 by a transverse slope.
  • the pivot axis 47 may be inclined from the vertical (considering the vehicle on level ground 26), inclining in a rearward direction, from a bottom of the axis to a top of the axis. This may assist pivoting and so turning of the wheel 46 when the frame 20 is tilted. In either case, the sensitivity of the further wheel 46 to turning may be enhanced, if desired, by increasing the distance or spacing between the ground contact points 47a and 49.
  • FIG. 2C there is shown a further advantageous feature of the mobility vehicle 10 of the present invention.
  • the vehicle 10 is shown moving forward in a straight line on transversely inclined ground 28, that is ground which is inclined in a direction that is transverse to an intended direction of travel of the vehicle.
  • Prior vehicles including the wheelchair disclosed in EP-1078622, would tilt when traversing such ground, causing discomfort to the occupant, would also make it extremely difficult to proceed in the desired straight line.
  • the vehicle 10 can easily traverse the ground 28, this being achieved by the attendant (or potentially the occupant) tilting the frame 20. Tilting of the frame 20 causes the wheels 42 and 44 to move in the fashion described above, to effectively adopt the same position relative to the frame 20 as that shown in Figure 2B.
  • the vehicle 10 comprises first and second wheels 42' and 44' having respective wheel planes 42a' and 44a' which are disposed at a non-parallel angle a relative to the main central plane 22 of the frame 20, and so cambered relative to the frame.
  • This may improve stability, by increasing an effective 'footprint' of the vehicle 10. Suitable angles may be in the range of 1° to around 30°.
  • the first and second wheels 42', 44' are however constrained so that the first and second wheel planes 42a' and 44a' remain at said non-parallel angle relative to the main central plane during movement in the direction A/B, and during tilting of the frame 20.
  • shock absorbers 120 are arranged between each wheel and coupling means 110 in order to dampen the transmission of movement.
  • the shock absorbers may be resilient members such as springs and / or dampers as is known in the art.
  • FIG 4 shows a particularly exemplary embodiment of the suspension arrangement.
  • each wheel 42, 44, (not shown in Figure 4) is attached to the frame by a variable coupling having a pivoting link 122 by an axle that rotates in bearing 124.
  • the wheel is attached to rotate about an axis arranged on one end of the pivoting link 122.
  • the pivoting link pivots with respect to the frame.
  • the pivoting link 122 is connected to the frame by a pivot 126 spaced from the wheel axis. Consequently, said wheel is mounted to the frame so that rotation of the pivoting link 122 causes the wheel to move upwardly and downwardly relative to the frame, in direction A/B and/or in the vertical direction.
  • the axis of the pivot 126 is arranged substantially orthogonal to the main central plane 22/vertical plane. Consequently, the wheel is constrained to move in a plane parallel to the main central plane 22/vertical plane. Furthermore, as shown in the Figures, it is particularly suitable if the pivoting links attached to the first and second wheels have a common axis.
  • the coupling means couples movement of the first and second wheels.
  • the coupling means couples rotation of the respective pivoting links. That is, the coupling means couples the pivoting links so that they contra-rotate.
  • a number of suitable coupling means are envisaged such as gears and independently controlled drive means on each link
  • Figure 4 shows a particularly exemplary embodiment.
  • a linking member 130 is attached between each pivoting link 122 and a translation member 132.
  • the translation member 132 is pivotally attached relative to the frame.
  • the translation member 132 pivots about a vertical axis.
  • the linking members of the first and second wheels is attached to the translation member at either side of the pivot axis relative to the main central plane 22/vertical plane.
  • the connections between the translation member and linking members may be arranged on a straight line that bisects the main central plane 22/vertical plane at a perpendicular angle, when the wheels are arranged in a rest position, i.e. at the same height relative to, or vertical displacement from, the frame.
  • the line may intersect the axis between the translation member and frame, preferably, the line is arranged in forward or rearward of the axis. This is advantageous as it changes the rate of movement of one wheel relative to the other.
  • the translation member is connected to the frame on a central axis. Consequently, when one of the wheels is lifted upwards the forces react against the opposing wheel which attempts to move downwards. However, if the other wheel is reacting against the ground, the relative downward movement of the wheel to the frame is achieved by actual upwards movement of the frame. This reacts through the central axis and directly vertically, therefore no roll forces are created. Rather, the frame has the affect of being lifted up and down.
  • the translating member 132 is also pivotally attached to the frame about an axis orthogonal to the axis about which the translation member rocks.
  • the translation member pivots about pivot 162 having a horizontal axis.
  • a housing 164 is provided so that the housing rocks about the horizontal axis and the translation member is pivotally attached to the housing and so that it rocks about the vertical axis.
  • the housing 164 is suitably attached to a shock absorber 166 at a location spaced from the pivot 162.
  • the other end of the shock absorber is connected to the frame. Consequently, as the housing 164 reacts to the forces applied to the wheels, the housing can rock towards the frame and against the shock absorber so that vibrations can be damped.
  • a lock is optionally provided between the housing and the translation member.
  • the lock When activated, the lock prevents the translation member from moving relative to the vertical axis and therefore locks the connections of the linking arms relative to the housing 164. Consequently, the wheels are prevented from moving relative to the frame in the direction A/B or vertical direction.
  • the lock can therefore be applied, for instance, when the mobility vehicle is not in use to provide stability thereto.
  • the housing includes a drive means to drive rotation of the translation member about the axis to which it rotates relative to the housing.
  • the drive means can be controlled to correct or alter the alignment of the vertical direction of the frame to a true vertical alignment.
  • the mobility vehicle described herein provides reduced roll forces compared to known mobility vehicles. Consequently, for instance, the mobility vehicle can transverse the side of an incline, with the harness maintaining a substantially vertical position. Moreover, because the displacement of the wheels works against each other, there is no tendency for the mobility vehicle to follow the downward direction of the incline and therefore an attendant does not have to force the mobility vehicle to hold its course requiring significantly less effort and strength.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Animal Behavior & Ethology (AREA)
  • General Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Veterinary Medicine (AREA)
  • Nursing (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Handcart (AREA)

Abstract

L'invention concerne un véhicule de mobilité comprenant une première roue et une seconde roue qui sont montées sur une caisse, chaque roue étant mobile par rapport à une partie de la caisse et de telle sorte qu'un mouvement vers le haut d'une des roues par rapport à la partie de la caisse entraîne un mouvement vers le bas de l'autre roue par rapport à la partie de la caisse. La caisse comprend un harnais d'utilisateur pour recevoir un utilisateur qui est attaché à la partie de la caisse.
PCT/GB2013/051563 2012-06-16 2013-06-14 Améliorations apportées et associées à des véhicules automoteurs WO2013186572A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB1210713.2A GB201210713D0 (en) 2012-06-16 2012-06-16 Improvements in and relating to attendant propelled vehicles
GB1210713.2 2012-06-16

Publications (1)

Publication Number Publication Date
WO2013186572A1 true WO2013186572A1 (fr) 2013-12-19

Family

ID=46641043

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2013/051563 WO2013186572A1 (fr) 2012-06-16 2013-06-14 Améliorations apportées et associées à des véhicules automoteurs

Country Status (2)

Country Link
GB (1) GB201210713D0 (fr)
WO (1) WO2013186572A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110337243A (zh) * 2017-02-09 2019-10-15 碧卡株式会社 动物用挽具

Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2550507A1 (fr) * 1983-08-11 1985-02-15 Devaux Pierre Tricycle motorise a roues arriere independantes
FR2616405A1 (fr) * 1987-06-11 1988-12-16 Perrin Louis Tricycle motorise a roues arrieres independantes
EP0606191A1 (fr) * 1993-01-04 1994-07-13 Carlos Calleja Vidal Véhicule à roues avec essieu oscillant et balancier articulé blocable
EP1078622A2 (fr) * 1999-08-02 2001-02-28 Tripuck B.V. Chassis pour véhicule et fauteuil roulant pourvu d'un tel chassis
FR2841870A1 (fr) * 2002-07-05 2004-01-09 Philippe Francois Girardi Perfectionnement a la suspension d'un vehicule inclinable a trois roues
US20070075517A1 (en) * 2005-09-30 2007-04-05 Harley-Davidson Motor Company Group, Inc. Leaning suspension mechanics
US20080315549A1 (en) * 2007-06-19 2008-12-25 Dougherty Patrick S All terrain adapter for a wheelchair
US20090121448A1 (en) * 2006-07-28 2009-05-14 Luciano Marabese System to control the trim of motorcycles with three or four wheels
GB2476807A (en) * 2010-01-08 2011-07-13 David Andrew Gale A tiltable vehicle, and a suspension system for such a vehicle
WO2012076731A1 (fr) * 2010-12-07 2012-06-14 Stilz Automotive Galicia, S.L. Système de suspension arrière pour véhicules à trois roues

Patent Citations (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2550507A1 (fr) * 1983-08-11 1985-02-15 Devaux Pierre Tricycle motorise a roues arriere independantes
FR2616405A1 (fr) * 1987-06-11 1988-12-16 Perrin Louis Tricycle motorise a roues arrieres independantes
EP0606191A1 (fr) * 1993-01-04 1994-07-13 Carlos Calleja Vidal Véhicule à roues avec essieu oscillant et balancier articulé blocable
EP1078622A2 (fr) * 1999-08-02 2001-02-28 Tripuck B.V. Chassis pour véhicule et fauteuil roulant pourvu d'un tel chassis
FR2841870A1 (fr) * 2002-07-05 2004-01-09 Philippe Francois Girardi Perfectionnement a la suspension d'un vehicule inclinable a trois roues
US20070075517A1 (en) * 2005-09-30 2007-04-05 Harley-Davidson Motor Company Group, Inc. Leaning suspension mechanics
US20090121448A1 (en) * 2006-07-28 2009-05-14 Luciano Marabese System to control the trim of motorcycles with three or four wheels
US20080315549A1 (en) * 2007-06-19 2008-12-25 Dougherty Patrick S All terrain adapter for a wheelchair
GB2476807A (en) * 2010-01-08 2011-07-13 David Andrew Gale A tiltable vehicle, and a suspension system for such a vehicle
WO2012076731A1 (fr) * 2010-12-07 2012-06-14 Stilz Automotive Galicia, S.L. Système de suspension arrière pour véhicules à trois roues

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110337243A (zh) * 2017-02-09 2019-10-15 碧卡株式会社 动物用挽具
CN110337243B (zh) * 2017-02-09 2021-07-06 碧卡株式会社 动物用挽具

Also Published As

Publication number Publication date
GB201210713D0 (en) 2012-08-01

Similar Documents

Publication Publication Date Title
EP3066001B1 (fr) Bicyclette inclinable à trois roues
US9994277B2 (en) Three-wheeled tilting vehicle
CN101808885B (zh) 三轮后转向踏板车
US10300976B2 (en) Three-wheeled rear-steering scooter
US9381785B2 (en) Tilting vehicle and a method of tilting a vehicle with rear wheel supports having hydraulic cylinders communicating through a pump
EP1984225B1 (fr) Suspension de roue
JP2009544516A (ja) オートバイ車両
US8827296B2 (en) Three-wheeled rear-steering scooter
US8973695B2 (en) Vehicle wheeled device
WO2013186572A1 (fr) Améliorations apportées et associées à des véhicules automoteurs
AU2007100713A4 (en) Shock absorbing mechanism for a stroller
JP6903311B2 (ja) サスペンション装置
WO2015143523A1 (fr) Système de direction avec mouvement de braquage couplé au mouvement d'inclinaison du centre de masse du véhicule ou de l'appareil, et véhicule
EP1889773A2 (fr) Mécanisme de suspension pour poussette
CN108883808B (zh) 双轮车
NL1035799C2 (en) Tiltable tricycle.
EP1206360B1 (fr) Vehicule avec dispositif de stabilisation destine au deplacement de composants structuraux
GB2487708A (en) A powered off road mobility device

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13739483

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 13739483

Country of ref document: EP

Kind code of ref document: A1