MC1129A1 - NARROW MOTOR VEHICLE WITH CONTROLABLE TILT - Google Patents

Description

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PATENT FOR INVENTION

Roger

Mr. SANMORI Laurent-Jean Baptiste

"NARROW AUTOMOBILE WITH CONTROLLABLE TILT"

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The present invention relates to narrow and tilting motor vehicles, which can be considered as intermediate between motorcycles and currently existing motor vehicles.

5 It is well known that current motor vehicles have many drawbacks in terms of size and maneuverability, particularly for urban traffic. On the other hand, motorcycles, which are maneuverable and compact, do not offer the same level of comfort and safety as conventional motor vehicles.

The invention aims to remedy the aforementioned disadvantages and provide a solution to these problems by providing for the creation of a light vehicle that is not only narrow and maneuverable like a motorcycle but also equipped with a body and safety devices like a motor vehicle.

More specifically, the invention is materialized in a light motor vehicle, characterized primarily in that it is narrow and can be tilted at will under the command and control of the driver and in that it is equipped with a body-20 rie, which is mounted on a structure comprising at least two transverse hoops and which essentially includes two side doors each capable of pivoting on a substantially transverse axis, a roof forming a helmet and articulated on one of the hoops so as to lock onto the other hoop 25 while locking the two doors in the closed position, a safety belt which automatically comes into place when the doors are closed and a shock-absorbing face shield.

Various embodiments of the invention will now be described, by way of example only, with reference to the 30 attached drawings, given by way of non-limiting example, in which:

Fig. 1 is a schematic front view of a classic motor vehicle.

Fig. 2 is a schematic front view of a possible embodiment of a tilting motor vehicle according to 35 1' invention.

Fig. 3 is a schematic, reduced-scale representation of the support polygon corresponding to the embodiment which is visible in Fig. 2.

Fig. 4 is a schematic side view of the embodiment of the vehicle according to the invention which is shown in Fig. 2.

Fig. 5 is a schematic top view of the embodiment of the invention which is visible in Figs. 2 and 4.

Figures 6 and 7 are respectively side and top views schematically showing the propulsion and suspension assembly of the particular embodiment of the vehicle according to the invention, which is visible in Figures 2, 4 and 5. Figure 8 is a schematic view of a hydraulic device that can be used for controlling the side wheels in the embodiment of the invention, which is visible in Figures 2 to 7.

Figs. 9 and 10 are respectively side and top views with cross-section showing in particular some details of the vehicle's bodywork visible in Figs. 2, 4 and 5.

Fig. 11 is a cross-sectional view of a locking device that can be used to lock the pavilion onto the front hoop.

20 Figs. 12 and 13 are side and front views with partial sections showing another embodiment of the invention adapted to an existing motorcycle.

Fig. 14 is a schematic side view, with partial tear-out, showing a possible mounting of the side wheels 25 in the case where the invention is adapted to an existing motorcycle.

Fig. 15 is a schematic front view, with tear-off and partial section, of a mechanical servo control device that can be used in the case where the invention is adapted to an existing motorcycle.

30 Fig. 16 is a schematic front view of a suspension control device that can be used in the case of a three-wheeled triangular vehicle or a four-wheeled rectangular vehicle.

Referring now to Fig. 1, this schematically shows the front face of a conventional motor vehicle subjected to a centrifugal force that is approximately horizontal and directed to the left of the figure. The location of the static center of gravity Gg is also indicated in this figure.

of the vehicle and the upward shift of its dynamic center of gravity Gp. In the case of a conventional motor vehicle such as the one shown, the half-track is relatively small compared to the initial track width. For example, for an initial track width of 130 cm, the displacement of the dynamic center of gravity under the effect of centrifugal force results in a half-track with a value not exceeding 57 cm. This phenomenon is illustrated by the "support triangle" ABGD.

10. Fig. 2 shows the front face of a possible embodiment of a tilting motor vehicle according to the invention, which is subjected to a centrifugal force equal and in the same direction as that of the conventional motor vehicle shown in Fig. 1. It is evident that, in this case, the very low position 15 of the dynamic center of gravity G'D results in a significant increase in the half-track of "defense" or support, as schematically represented by the support triangle A'B'G'^. For example, for a light, tilting vehicle of this type, an initial track of approximately 70 cm allows for a half-track of defense or support of 76 cm.

From the foregoing, it is clear that a vehicle according to the invention exhibits significantly greater dynamic stability than a conventional motor vehicle. This characteristic can also be demonstrated by comparing the lateral lift angle α of a conventional motor vehicle (which can hardly exceed 40°) with the lateral lift angle α of a vehicle according to the invention (the value of which can exceed 56°).

It should be noted that embodiment 30 of the invention, shown in Fig. 2, is given here only by way of example. Indeed, the research that led to the invention demonstrated the advantage of providing a narrow-track vehicle whose essential characteristic is its ability to tilt at will. It is evident that such a vehicle 35 can be of the three-wheeled type arranged in an isosceles triangle, or of the four-wheeled type arranged in a rectangle, or even of the four-wheeled type arranged in an isosceles quadrilateral. To facilitate understanding of the invention,

f. It is only this latter embodiment that has been schematically represented in front view in Fig. 2, and whose support polygon is shown at a reduced scale in Fig. 3, the reference point G designating the center of gravity of this embodiment of the vehicle according to the invention. In this Fig. 3, the simplest case of a steering front wheel is also shown, but it is clear that other solutions can be adopted.

10. The vehicle can utilize most of the known and already used powertrains for conventional small-capacity motor vehicles or relatively large-displacement motorcycles. Referring to Figures 4 and 5, these show, respectively, in side and top views, the particular embodiment of the vehicle according to the invention, which is shown in front view in Figure 2. From a mechanical point of view, this vehicle is shown in more detail in Figures 6 and 7 and essentially comprises a frame or chassis that forms a platform on which are mounted, in a known manner, a rear fork for the rear drive wheel 1 and a front fork for the front steering wheel 2. The front fork may be of the side-lever type and is steerable by means of a steering wheel or handlebars. A powertrain 4 is mounted at the rear of the frame and drives the drive wheel 1 by means of a chain or otherwise.

Regarding the lateral wheels 5, in the specific case described here, which corresponds to a wheel arrangement in an isosceles quadrilateral, they can be considered as stabilizing wheels, providing dynamic stability to a single-track vehicle. More precisely, if these lateral wheels can be driven (for example, by chain drive or otherwise from the axle of the rear drive wheel 1), they are necessarily articulated relative to the chassis to allow for upward and downward movement. The stroke corresponding to this movement must be sufficiently large to allow for significant tilting of the

Generally speaking, a vehicle that tilts according to the invention

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vehicle.

In practice, this large amplitude travel of the lateral wheels or of the wheels of the same train can be obtained by the implementation of any known systems such as deformable parallelograms, transverse or longitudinal,

pulled arms, pushed arms, fixed axles or trumpet axles, etc.

Tilting vehicles have often been proposed, but their practical use has consistently encountered the difficulty of controlling this tilt in all circumstances of use: slow speeds, changes in elevation and uneven terrain, off-center loads, urban traffic, etc. The essential characteristic of the invention lies precisely in the ability to command and control this tilt at all times, which must not depend solely on speed.

However, no automatic system can meet this need and only the use of the driver's natural reflexes has proven to be able to accommodate the data of practice.

A key feature of the invention is the use of the feet for support, as this is where balance reflexes are most natural and sensitive. It also consists of providing these reflexes with suitable means of transmission and amplification.

For illustrative purposes only, Fig. 8 schematically represents a hydraulic device for controlling the travel of a lateral wheel 5 from the associated pedal 6. In the case described here, the wheel is supported by one end (not shown) of a trailing arm 7, the other end of which is articulated at 8, 30 for example on the shaft carrying the rear drive wheel 1. At a point 9 on this support arm 7, one end of a shock absorber block 10 is articulated, the other end of which is articulated, on an upper part of the frame or chassis via the hydraulic control device. This hydraulic device essentially comprises a high-pressure pump 11 (not shown in detail) supplying, via a pressure-limiting valve 12, a circuit including a single reservoir of incompressible fluid.

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13 and two pipes 14 and 15, each associated with one of the lateral wheels. Pipe 14, for example, is connected to a cylinder 16 capping the shock absorber body, and a valve 17 is provided with automatic admission but with discharge controlled by the driver's action via a mechanical linkage and return system between the pedal 6 (not shown in this figure) and the valve 17. It should be noted that, to maintain the autonomy of each wheel with this particularly safe "direct feed" system, the pump 10 must be a double-piston pump with separate circuits.

Referring now to Figs. 9 and 10, these show, respectively in side view and top view, certain details of the bodywork provided for the particular embodiment of the invention, the whole of which is visible 15 in Figs. 2, 4 and 5. This bodywork is mounted on a structure which is made integral with the frame or chassis forming the platform and which essentially comprises two transverse peripheral hoops 19 and 20 visible in section in Fig. 9. This gives rise to a rigid assembly presenting important safety characteristics.

In addition to the conventional elements of a monobloc body, it is specifically designed so that each of the two side doors 21 is pivotally mounted on a substantially transverse and horizontal axis 22. As Fig. 259 best illustrates, this arrangement allows the doors to open by tilting upwards and forwards without altering the vehicle's overall dimensions or creating an additional risk of the doors opening, as is the case with conventional motor vehicles. Furthermore, a roof 23 30 is also provided, which is hinged on two axes 24 attached to the uprights of the rear roll bar 20 and which locks in the closed position onto the front roll bar 19. According to a particular feature of the invention, the roof must be open, i.e., raised, for the doors to be released 35 and can in turn be opened. It is obvious that the mechanical details of the door and roof assembly and hinges are based on conventional techniques and do not need to be described in detail. However, as

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As an example only, Fig. 11 shows a possible embodiment of the locking device intended to lock the pavilion 23 onto the front hoop 19. This hoop carries a ramp 24 while the pavilion carries a rib on the-5 on which are mounted shackles 25 supporting a roller 26 forming a weight which rolls against the ramp 24. A spring 27 attached to the pavilion tends to rotate the shackles towards the hoop by strongly applying the rib in the ramp to ensure locking.

10 From the inside, the opening can be achieved by acting on a lever 28 to pull the binoculars 25 backwards and compress the spring 27 upwards, thus releasing the ear cup. The closing is achieved from the inside by acting on a handle 29 (Fig. 9), the assembly of which will be explained below with reference to the helmet, which is an integral part of the ear cup. From the outside, the ear cup is unlocked by acting on a handle 30 (Figs. 9 and 10), which is connected to the lock by a sheathed cable 31 and which can be associated with a lock and the fuel tank chute.

20. The roof is closed from the outside by simply folding down the roof, which locks automatically. It is clear that the locking system described above has only been given as an example and that other embodiments are also possible. However, it is necessary to note 25 the advantage of a roof that locks the doors in the closed position and, because these doors only open by pivoting upwards, they allow the vehicle to be maneuvered safely with the roof and doors open.

Besides the fact that a device can be provided to limit the opening of the roof, it should be noted that, according to a particular feature of the invention, this roof forms a helmet for the vehicle driver. Referring in particular to Figures 2 and 4, and more specifically to Figure 9, it is clear that this is a protective helmet that can be heavily padded and does not hinder the driver's movements in any way, while also serving as a headrest. Furthermore, this helmet has the roof locking handle and carries

Its rear part has padding providing protection for the passenger seated at the rear of the vehicle. As shown in Figs. 9 and 10, this helmet may also include a ventilation channel 32.

5. Furthermore, a protective face shield 33 (Fig. 4) hinged to the uprights of the front roll bar 19 can be provided. According to a particular feature of the invention, this face shield can be folded down against a return spring by an adjustable connecting element (not shown) which would be fixed to an abdominal safety belt 34 (Figs. 4 and 5). It should be noted that this belt can be permanently fixed to the bottom of the doors behind the driver so as to automatically and necessarily move into position when the doors are closed and to automatically retract when one of them is opened.

It should be noted that the embodiment of the tilting vehicle according to the invention, described with reference to Figures 2 to 11, has been given only as an example and in the specific case of a four-wheeled vehicle with wheels arranged in an isosceles quadrilateral. It is clear that other technical solutions can be applied to this particular embodiment without departing from the scope of the invention. However, this particular wheel arrangement has been described because the principles of this embodiment are directly adaptable to an existing motorcycle.

Referring now to Figures 12 and 13, these schematically illustrate another embodiment of the invention designed to be adaptable to an existing motorcycle. In this case, the occupants straddle a tunnel covering the engine and ensuring its cooling, and the rider operates the pedals vertically to control the movement of the side wheels. These side wheels can be braked conventionally, in conjunction with the rear wheel, and in a balanced manner.

35 In figs. 12 and 13, the body structure with its front pyramid and its attachment to the motorcycle frame at the points designated by A, B, C, D and E in fig. 12 and by A, B, C, C', D and E in fig. 13 can be clearly distinguished.

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We should also note the front and rear arches which are more visible in fig. 12 and on which the two doors and the roof are mounted.

Furthermore, when applying the invention to motorcycles, it is advantageous to implement a number of specific devices, including a method of mounting the side wheels on the frame or chassis, directional control of these wheels, mechanical servo control of the stabilization system, and an additional gear. Specific embodiments of these devices are described below by way of example only, and are described only in their essentials because the technical means employed are known to specialists.

If we now refer to Fig. 14, this shows, together with Figs. 12 and 13, a method of mounting the side wheels 35 and 36, which are carried by longitudinal suspension arms 37 and 38 of the "pulled" type, these arms being articulated on a lower cross member 39 which connects the rear part of the frame 40 of the motorcycle to the body frame 41.

Besides the fact that this mounting method directly uses one of the main parts of the structure, it leaves, at the level of the engine, all the space that is available between the wheels.

Furthermore, when the invention is applied to an existing motorcycle, the side wheels are necessarily steerable. The desired linkage can be implemented very economically, using a semi-desmodromic system, by providing a single cable 42 to connect the ends of the wheel levers 43 and 44, via rocker arms 45 and 46 and fork tubes 47, to which this cable is fixed in order to ensure its drive by the handlebar 48. Springs 49 and 50, mounted respectively on the pivots 51 and 52, apply force to the wheels 35 and 36 so as to pivot them against the tension exerted by the cable 42, the restoring force of the springs thus balancing that of the cable.

In the particular case described here, and as best shown in Fig. 14, the suspension of each lateral wheel is provided by a conventional shock absorber block 53, which is articulated between the arm 38 and a lever 54. One end of this

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lever is articulated on a fixed point 55 while its other end carries a roller 56 around which a belt 57 is wound. This belt also winds around a hub 59, which is part of a mechanical servo control device shown in more detail in Fig. 15, and winds again around another roller 60 allowing the multiplication coefficient to be increased.

Referring now to Fig. 15, this shows a front view, with partial cutaway and tearaway, of a mechanical servo-control device that can be used in the embodiment of the invention described so far and which is adapted to an existing motorcycle. This servo-control device essentially comprises a transverse shaft 61, which is mounted in a housing 62 fixed to the frame 40 and which carries a pinion 63 allowing its direct drive by the motorcycle's drive chain 64, as also shown in Fig. 14. At each end of this shaft 61, clutches 65 and 66 are mounted, which are respectively attached to the hubs around which the belts 57 and 58 are wound respectively (only one of these hubs is visible in Fig. 15 and is designated by 59).

According to the embodiment described here, the clutches 65 and 66 are controlled by means of respective linkages 67 and 68 which are driven by a transverse rocker arm 69. The ends of this rocker arm 69 carry two pedals 70 and 71 which are made up of oscillating soles allowing the gearbox and brakes of the vehicle to be controlled respectively by means of levers 72 and 73.

It should be noted that, in this embodiment given by way of example, the rocker arm 69 oscillates on an axis 74 which is supported by the frame 40. A powerful spring 75 is interposed between the axis 74 and the body of the rocker arm 69, such that when the driver exerts strong pressure on both pedals simultaneously, both clutches 65 and 66 are actuated at the same time. Furthermore, the strength of the spring 75 is calculated so that, normally, this spring simply balances the weight of the driver's legs, allowing only selective clutch control.

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Furthermore, when adapting the vehicle according to the invention to an existing motorcycle, it is necessary to add a gear-changing device to the motorcycle's conventional transmission. Figure 14 schematically depicts a parallel-gear reversing device with variable center distance, mounted on the secondary transmission chain. This type of mechanism is well known to specialists and does not require further description here.

10 It is evident that the devices which have been described above-

The examples given earlier, which may be used in the case of applying the invention to an existing motorcycle, were provided only as examples. Whether the invention is realized in the form of a four-wheeled vehicle with wheels arranged in a quadrant...

15 drilatière isosceles or in the form of an ion vehicle adapted to an existing motorcycle, it is generally a vehicle comprising two axial or central wheels which are load wheels and two lateral wheels which are stabilizing wheels.

20 In the case of three-wheeled vehicles arranged in an isosceles triangle, as in the case of four-wheeled vehicles arranged in a rectangle, support can also be ensured, according to the invention, despite the absence of central load-bearing wheels.

25 If we now refer to Fig. 16, this schematically shows, in front view, a suspension control device that can be advantageously used for the front or rear axle of a three-wheeled triangular vehicle or for the two axles of a four-wheeled rectangular vehicle.

30 This is in fact a relatively conventional device, but its operation is controlled by the driver's feet. This device essentially comprises suspension arms 76 and 77 on which the lower ends of two suspension blocks 78 and 79 are respectively articulated.

35 of a known type with spring and shock absorber. The upper ends of these suspension blocks 78 and 79 are articulated on each end of a rocker arm 80 which is trunnion-mounted, substantially at its center of gravity 81, on a

central point of the frame or chassis 82 of the vehicle. The inclination of this rocker arm 80 is determined by a double-acting cylinder 83 whose two chambers 84 and 85 are supplied separately, under the command and control of the driver, as described with reference to Fig. 8. In addition, it is possible to provide springs 86 and 87 intended to ensure a certain stability in the event of rupture or leakage occurring in the system and also when the vehicle according to the invention is stationary.

10 Other modifications may be made to the embodiments described, in the field of technical equivalences without departing from the invention.

Claims (1)

DEMANDS 1. A light motor vehicle, characterized in that it is narrow and can be tilted at will under the command and control of the driver, and in that it is equipped with a body, which 5 is mounted on a structure comprising at least two transverse hoops and which essentially includes two side doors each capable of pivoting on a substantially transverse axis, a helmet-shaped pavilion articulated on one of the hoops so as to lock onto the other hoop while locking the two doors in the closed position, a safety belt which automatically puts itself in place when the doors are closed and a shock-absorbing face shield. 2. A vehicle according to claim 1, characterized in that it comprises three wheels arranged in an isosceles triangle. 15 whose transverse base corresponds to the reduced track of the vehicle, the two wheels placed at the ends of this base being mounted each, on an associated support, in such a way that these two wheels are substantially centered at the level of the same transverse axis when the vehicle is vertical but are offset 20 one upwards and the other downwards when the vehicle is inclined. 3. A vehicle according to claim 1, characterized in that it comprises four wheels arranged in pairs in a rectangle whose shorter transverse sides correspond to the 25 reduced track of the vehicle, the two wheels placed at the ends of each of these short sides being each mounted on an associated support, so that these two wheels are substantially centered at the level of the same transverse axis when the vehicle is vertical but are offset one upwards 30 and the other downwards when the vehicle is inclined. 4. A vehicle according to claim 1, characterized in that it comprises four wheels arranged in an isosceles quadrilateral, the longer diagonal of which forms the longitudinal axis of symmetry of the vehicle and the transverse diagonal of which corresponds 35. The reduced track width of the vehicle means that the two lateral wheels placed at the ends of this diagonal are each mounted on an associated support, so that these two wheels are substantially centered on the same transverse axis when the vehicle is vertical but are offset one upwards and the other downwards when the vehicle is tilted. 5.- Vehicle according to any one of claims 2 to 4, characterized in that an elastic suspension is associated 5 with each of the lateral wheels and acts regardless of the raised or lowered position of this wheel, while the compensation of the inclination of the vehicle, i.e. the relative displacements of the lateral wheels upwards and downwards, is commanded and controlled by the driver. 10.6. Vehicle according to claim 5, insofar as It depends on claim 4, characterized in that it is adapted to an existing motorcycle and advantageously includes the fixing of its side wheels on the lower frame of the body, a mechanical servo control on the transmission for the vertical control of these wheels, a semi-desmodromic cable control for their directional control, an additional gear change by reverser on the final transmission and a special method of fixing the frame of the body.