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WO2006009958A2 - Amelioration du guidon, de l'ergonomie des plates-formes, des repose-talons, et du pivot de dandinement d'une trottinette tricycle - Google Patents

Amelioration du guidon, de l'ergonomie des plates-formes, des repose-talons, et du pivot de dandinement d'une trottinette tricycle Download PDF

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Publication number
WO2006009958A2
WO2006009958A2 PCT/US2005/021675 US2005021675W WO2006009958A2 WO 2006009958 A2 WO2006009958 A2 WO 2006009958A2 US 2005021675 W US2005021675 W US 2005021675W WO 2006009958 A2 WO2006009958 A2 WO 2006009958A2
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WO
WIPO (PCT)
Prior art keywords
cambering
vehicle according
cambering vehicle
trailing arms
vehicle
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/US2005/021675
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English (en)
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WO2006009958A3 (fr
Inventor
J. Gildo Beleski
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Trikke Tech Inc
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Trikke Tech Inc
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Publication date
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Publication of WO2006009958A2 publication Critical patent/WO2006009958A2/fr
Anticipated expiration legal-status Critical
Publication of WO2006009958A3 publication Critical patent/WO2006009958A3/fr
Ceased legal-status Critical Current

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Classifications

    • 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
    • B62K3/00—Bicycles
    • B62K3/002—Bicycles without a seat, i.e. the rider operating the vehicle in a standing position, e.g. non-motorized scooters; non-motorized scooters with skis or runners
    • 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
    • B62K15/00—Collapsible or foldable cycles
    • 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

Definitions

  • the present inventions relate generally to small, three wheeled, operator propelled vehicles, and more specifically to the class of vehicle known as "cambering vehicles,” in which forward motion is provided by the alternating shifting of weight from side to side as the vehicle travels a sinusoidal path, due to, in part, the conservation of angular momentum.
  • a type of operator propelled three wheeled vehicle known as a "cambering vehicle” has a single steerable front wheel and a pair of laterally spaced rear wheels on trailing arms which are articulated to the front column from which the front wheel extends.
  • the operator shifts his or her weight to the inside of each turning arc, thus shifting the center of mass to the inside of each arc. This results in a series of accelerations due to the conservation of momentum of the vehicle and operator, hi this manner, forward motion is attained, however, other techniques for forward propulsion can also be used.
  • U.S. Pat. No. 6,220,612 issued April 24, 2001 to Beleski, Jr., titled "Cambering Vehicle and Mechanism” teaches a cambering vehicle with a compact cambering joint, a folding mechanism, and other inventions.
  • the footboards are generally flat and mounted on top of the read ends of the trailing arms.
  • the handle bars are a low-profile type. Additionally, the cambering joint is exposed to the elements.
  • Irwin titled "Trailing Arm Cambering Vehicle With Stabilizer Linkage Having Locking Means For Parking And Stowage,” describes a cambering vehicle in which the trailing arms are linked to a bellcrank which is pivotally attached to the front column well above the attachment point of the arms to the front column. The two arms are linked to the bellcrank by puslirods.
  • a locking plate having an arcuate slot therein with a threaded locking pin extending therethrough, permits a threaded knob to be tightened to lock the mechanism in a stationary position for upright storage of the vehicle.
  • U.S. Pat. No. 4,050,711 issued on Sep. 27, 1977 to Richard E. Denzer, titled "Cambering Device For Cambering Vehicle,” describes a trailing arm interconnect mechanism having two opposed arms disposed about a single pivot. The arms may be locked together to form a bellcrank to provide opposite action of the two trailing arms, or may be folded to allow the front column to be folded to the trailing arms for storage of the device. As in the other cambering vehicles discussed above, the Denzer vehicle links the trailing arms to the actuating mechanism by connecting rods.
  • the device of the '713 Patent comprises a pair of arcuate bellcranks which may be locked together to provide the opposite lifting and descending action of the two trailing arms, with the locking means allowing the two bellcranks to be arcuately folded together for folding the forward structure adjacent the trailing arms for storage.
  • a pair of bellcranks works between opposite links to the two trailing arms, to cause the trailing arms to work opposite one another, as is known in the cambering vehicle art.
  • the two bellcranks may be adjusted relative to one another to allow the vehicle to fold, in the manner generally described in the 713 U.S. Patent.
  • “Occupant Propelled Cambering Vehicle” describes one embodiment wherein the two trailing arms are resiliency interconnected by means of a torsion bar between the two trailing arm pivot axles, and another embodiment wherein the trailing arms are resilient. In both cases the resilient means allows the arms to move independently of one another.
  • U.S. Pat. No. 4,540,192 issued on Sep. 10, 1985 to L. H. Shelton, titled “Three- Wheeled Scooter-Type Vehicle,” describes a different principle of operation for such tricycle type vehicles, in which the two rear wheels remain in the same plane, but caster inwardly and outwardly with the two trailing arms also moving laterally inwardly and outwardly relative to one another.
  • the operation is similar to skating or cross country skiing, in which the skate or ski is angled relative to the path of travel, with lateral thrust developing a forward thrust vector to propel the skier, skater, or (in the present case) vehicle forward.
  • German Patent Publication No. 2,413,377 published on Oct. 2, 1975 illustrates a scooter and vertically undulating track, with the operator shifting his/her weight forwardly and rearwardly to shift the center of gravity of the vehicle over the crest of an undulation and thereby coast down the opposite side.
  • the device of the German Patent Publication is constructed in the reverse of the present invention, with two forward wheels and one rearward wheel, and the frame is rigid, thus precluding any cambering action or operation by conservation of angular momentum.
  • a cambering vehicle comprises a forward column and at least first and second trailing arms pivotally mounted relative to the forward column.
  • the first and second trailing arms can have first and second forward portions, respectively, and first and second rear portions, respectively.
  • First and second footboards can be connected to upper surfaces of the first and second rear portions of the first and second trailing arms, respectively.
  • the first and second forward portions can extend downwardly from their respective forward ends toward the footboards at first and second angles relative to the ground, respectively, when the cambering vehicle is resting on the ground.
  • the first and second rear portions of the trailing arms can extend at third and forth angles relative to the ground, when the cambering vehicle is resting on the ground, the third and forth angles being less than the first and second angles.
  • Another aspect of at least one of the embodiments disclosed herein includes the realization that riders of cambering vehicles can experience fatigue regardless of the angle of the footboards. Some of this fatigue can be caused by the prolonged positioning of the feet at one angle. Thus, the experience of riding a cambering vehicle can be enhanced where the rear end of the footboards of a cambering vehicle is raised relative to the central area of the footboard. A rider can use such a raised portion in a number of ways. For example, riders can simply stand with their hells or toes on the raised portion and achieve a different feeling while riding.
  • a cambering vehicle can comprise a forward column and at least first and second trailing arms pivotally mounted relative to the forward column.
  • First and second footboards assemblies can be supported by the first and second trailing arms, respectively.
  • At least one of the first and second footboard assemblies can comprise a central portion and a rearward portion, the central portion being generally flat and the rearward portion proj ecting upwardly relative to the central portion.
  • cambering joint of a cambering vehicle can become damaged over time and/or foreign substances can become lodged in the joint thereby impairing its performance.
  • dirt or mud can become lodged in a wheeled cambering vehicle during normal use, thereby impairing performance.
  • a cambering vehicle includes skis for use on snow, snow and or ice can become lodged in the cambering joint, thereby interfering with the cambering movements.
  • a cambering vehicle can comprise a forward column and at least first and second trailing arms.
  • a cambering joint assembly can connect the forward column, the first trailing arm, and the second trailing arm.
  • the cambering joint assembly can be configured to allow the cambering vehicle to camber.
  • the cambering joint assembly can include a plurality of connections between the forward column and the first and second trailing arms.
  • the vehicle can include a cover extending over the plurality of connections.
  • riders of cambering vehicles can achieve another mode of operation of the cambering vehicle where the handlebars are configured to flex. For example, the effect of the deflection and subsequent return of the handlebar creates a delayed-reaction response to the rider's manipulation of the handlebar.
  • a cambering vehicle can include a steering column and handle bars.
  • the handle bars can be connected to the steering column at a mid portion of the handlebars.
  • the handle bars can extend outwardly and upwardly from the mid portion to first and second handgrips.
  • the handlebars can be configured to flex during operation in response to an operator pushing on the handgrips so as to cause the handgrips to deflect from a resting position to a position at least about 0.1 inches forward from the resting position.
  • a cambering vehicle can comprise a forward column and at least first and second trailing arms pivotally mounted relative to the forward column with a cambering joint.
  • the first and second trailing arms can have first and second forward ends, respectively, and first and second rear ends, respectively.
  • First and second footboard assemblies can be connected to upper surfaces of the first and second rear ends of the first and second trailing arms, respectively.
  • the first and second trailing arms having first and second forward portions, respectively, that extend downwardly from their respective forward ends toward the footboard assemblies at first and second angles relative to the ground, respectively, when the cambering vehicle is resting on the ground.
  • the first and second rear ends of the trailing arms can extend at third and forth angles relative to the ground, when the cambering vehicle is resting on the ground, the third and forth angles being less than the first and second angles such that upper surfaces of the first and second footboard assemblies are closer to horizontal than the forward portions of the first and second trailing arm assemblies.
  • the vehicle can also comprise raised portions disposed at rear ends of the footboard assemblies, handlebars configured to flex during operation in response to a pushing action by an operator, and a cover extending over the cambering joint.
  • FIG. 1 is an environmental perspective view illustrating a prior art cambering vehicle in operation, and showing its general features.
  • FIG. 2 is a detailed elevation view of the rear side of the front strut of the cambering vehicle of FIG. 1, showing details of the yoke mechanism interconnecting the two trailing arms and the operation thereof.
  • FIG. 3 is a detailed right side elevation view of the yoke mechanism of FIG. 2, showing further details of the operation thereof.
  • FIG. 4 is a detailed exploded perspective view of the yoke mechanism of FIGS. 2 and 3, illustrating the removal of the yoke from the front structure for folding the vehicle for storage.
  • FIG. 5 is a left side elevation view of the cambering vehicle of FIG. 1, illustrating the folded position of the vehicle in broken lines.
  • FIG. 6 is a top plan view in section of the steering column of the present cambering vehicle, showing the attachment of one preferred novel lateral link for connecting the two trailing anus.
  • FIG. 7 is a side elevation view of the lateral link arm connecting means of FIG. 6.
  • FIGS. 8 A through 8D are rear elevation views of various articulations of the lateral link and trailing arm attachment, showing the resilient distortion of the elastomer bearings.
  • FIG. 9 is a front, top, and left side perspective view of a cambering vehicle constructed in accordance with a plurality of the inventions disclosed herein.
  • FIG. 10 is a side elevational view of the cambering vehicle illustrated in FIG. 9.
  • FIG. 1OA is an enlarged left side elevational view of the cambering vehicle illustrated in FIG. 10, illustrating an orientation of the footboards.
  • FIG. 11 is an enlarged side elevational view of the front wheel of the cambering vehicle illustrated in FIG. 9.
  • FIG. 12 is an enlarged front elevational view of the cambering vehicle illustrated in FIG. 9.
  • FIG. 13 is an enlarged front, left, and top perspective view of the cambering joint of the cambering vehicle illustrated in FIG. 9, with the trailing arms removed and with a cover member enclosing the cambering joint.
  • FIG. 14 is an enlarged front elevational view of the cambering joint and cover of the cambering vehicle illustrated in FIG. 9.
  • FIG. 15 is an enlarged front, left, and top perspective view of the cambering joint and front wheel of the cambering vehicle illustrated in FIG. 9 with the cover illustrated as translucent.
  • FIG. 16 is an enlarged left side elevational view of the cambering joint and cover illustrated in FIG. 13.
  • FIG. 17 is a rear elevational view of the cambering joint and cover of the cambering vehicle illustrated in FIG. 9, with the trailing arms removed.
  • FIG. 18 is an enlarged top plan view of the cambering joint and cover illustrated in FIG. 9, with the handlebars removed.
  • FIG. 19 is an enlarged top plan view of the right side footboard of the cambering joint illustrated in FIG. 9.
  • FIG. 20 is a rear elevational view of the right side trailing arm, footboard, and wheel illustrated in FIG. 9.
  • FIG. 21 is a right side elevational view of the wheel and footboard illustrated in FIG. 20.
  • FIG. 22 is a rear, top, and right side perspective view of the footboard and wheel illustrated in FIG. 21.
  • FIG. 23 is a front, top, and left side perspective view of a heel support removed from the footboards of the cambering vehicle illustrated in FIG. 9.
  • FIG. 24 is a bottom, left, and rear perspective view of the heel support illustrated in
  • FIG. 23 is a diagrammatic representation of FIG. 23.
  • FIG. 25 is a cross-sectional view of a cambering joint that can be used as the cambering joint of the cambered vehicle illustrated in FIG. 9.
  • the present inventions are directed generally to operator powered cambering vehicles, in which the vehicle is propelled forwardly by means of the principle of conservation of angular momentum as the center of gravity of the operator and vehicle are repeatedly shifted to the inside of the turn as the vehicle travels a sinusoidal path. Additional propulsion can be generated in several different ways, for example, using the arms, legs and body twist, etc. One of ordinary skill in the art can learn how to use the conservation of momentum principle, as well as other techniques with routine experimentation.
  • FIG. 1 provides an environmental perspective view of a prior art cambering vehicle
  • the vehicle 10 in operation.
  • the vehicle 10 essentially comprises a tricycle frame 12 having a front column 14 and left and right trailing arms, respectively 16 and 18.
  • the trailing arms 16 and 18 are pivotally attached to the front column 14, immediately above its lower end 20. Details of the attachment of the trailing arms 16 and 18 to the front column 14 are shown more clearly in FIGS. 2 through 4 of the drawings.
  • a trailing arm attachment fitting 22 is permanently secured across the front column 14 just above the lower end 20 thereof, with the attachment fitting 22 providing laterally opposed trailing arm attachment points, respectively 24 and 26, to the front column 14.
  • the forward ends of the two trailing arms 16 and 18 have lateral bushings, respectively 28 and 30, thereacross, with a bolt 32 or other suitable fastener secured through each trailing arm bushing 28 and 30 to secure the trailing arms 16 and 18 pivotally to the fitting 22 of the lower end 20 of the front column 14.
  • the fitting 22 can be disposed in front of or behind the front column 14.
  • An attachment point 34 for a yoke (shown more clearly in FIG. 4 of the drawings) or transverse link (shown in FIGS. 6 through 8D of the drawings) extends rearwardly from the front column 14 just above the lower end 20 thereof, and is positioned circumferentially about the front column 14 essentially midway between the two laterally disposed trailing arm attachment points 24 and 26.
  • the yoke attachment 34 has a relatively smaller diameter, rearwardly extending, internally threaded shaft 36 extending therefrom, to which the central bushing 38 of the trailing arm interconnecting yoke 40 is pivotally attached by its pivot passage and removably secured by a single yoke attachment fastener 42 (e.g., threaded bolt, etc.).
  • This attachment means is similar to that used to secure the two trailing arms 16 and 18 to the trailing arm attachment fitting 22 of the lower portion of the front column 14.
  • the yoke 40 comprises an upper and a lower bar, respectively 44 and 46, with the two bars being parallel to one another and spaced apart from one another by the diameter of the central bushing 38 immovably installed (e.g., welded, etc.) therebetween, which serves as a central connecting link between the two yoke bars 44 and 46.
  • the distance between the two yoke bars 44 and 46 is essentially equal to the diameters of the two trailing arms 16 and 18, with the two bars 44 and 46 capturing the two trailing arms 16 and 18 closely therebetween when the yoke 40 is secured to its attachment point 34 of the front column 14.
  • the left ends 441 and 461 of the two bars 44 and 46 capture the left trailing arm 16 therebetween, with the right ends 44r and 46r capturing the right trailing arm 18 therebetween.
  • the operation of the yoke 40 structure is shown clearly in the rear and right side elevation views respectively of FIGS. 2 and 3. hi each of those Figures, the central or neutral position of the yoke 40, and the two trailing arms 16 and 18 captured thereby is shown in solid lines, with the extreme arcuate upward and/or downward positions of the trailing arms 16 and 18 and corresponding positions of the yoke arms 44 and 46 being shown in broken lines.
  • FIG. 2 provides an example in which the vehicle 10 is leaned or cambered to the right, with the right side trailing arm 18 displaced arcuately upwardly, as shown in broken lines in FIG. 2 and by the upper trailing arm position 18 of FIG. 3.
  • the right ends 44r and 46r of the yoke arms 44 and 46 must follow the upward movement of the trailing arm 18 due to their direct contact therewith.
  • the yoke 40 pivots arcuately about its central bushing link 38 and its attachment point 34 to the rear side of the front column 14, thus causing the opposite left ends 441 and 461 of the yoke arms 44 and 46 to deflect downwardly.
  • the yoke 40 is removably secured to the front column 14 of the vehicle 10 by means of a single fastener 42 (bolt, etc.). Removal of this single fastener 42 permits the yoke 40 to be removed from its attachment point 34, thus removing the positive interconnect between the two trailing arms 16 and 18.
  • the ease of removal of this single yoke attachment fastener 42, and removal of the yoke 40 permits the two trailing arms 16 and 18 to be rotated simultaneously to lie generally parallel, or at least somewhat adjacent, to the from column 14.
  • the front column 14 may be folded downwardly to lie adjacent the two trailing arms 16 and 18 to provide a compact configuration for storage as shown in broken lines in FIG. 5 of the drawings.
  • FIGS. 2 and 4 illustrate the trailing arm stop means of the vehicle 10, comprising a lateral stop 48 which is immovably affixed to the back of the front column 14 immediately below the yoke attachment point 34.
  • the stop 48 preferably includes lateral bracing 50, with the stop 48 and bracing 50 together comprising a generally triangular configuration, as shown.
  • the stop means may take on other forms (e.g., a flat plated welded to the back of the column 14, etc.) as desired.
  • the cambering vehicle 10 is illustrated throughout the drawings as a wheeled vehicle, although it will be seen that the vehicle 10 may be equipped with virtually any conventional type of either rolling or sliding surface contact means (e.g., in-line or other wheeled skates, ice skates, skis, etc.), as described in U.S. Pat. No. 4,087,106 to Winchell et al., discussed in the Description of the Related Art further above.
  • the conservation of angular momentum principle of operation, and other principles, utilized by the vehicle 10 is not limited to rolling means (e.g., wheels, roller skates, etc.), but may be applied to any low friction surface contact means allowing the vehicle 10 to travel over a surface with minimal frictional losses.
  • the wheeled embodiment of the vehicle 10 exemplified in the drawings has a steering shaft 52 installed concentrically through the front column 14 (shown most clearly in FIG. 4 of the drawings), with the steering shaft 52 having a lower end 54 extending from the lower end 20 of the front column 14 with a wheel fork 56 (shown in FIGS. 1, 2, 3, and 5) extending therefrom for carrying a single steerable wheel 58 therein.
  • the steering shaft 52 has an opposite upper end 60 which extends beyond the upper end 62 of the front column 14, with the upper end 60 of the steering shaft 52 including steering means (e.g., handlebars 64, as illustrated in FIGS. 1 and 5)) extending therefrom, for the operator to steer the vehicle 10 as desired.
  • steering means e.g., handlebars 64, as illustrated in FIGS. 1 and 5
  • Turning the handlebars 64 (or other steering means which may be provided) turns the steering shaft 52 within the front column 14 and turns the front wheel fork 56 with its front wheel 58 captured therein (or other surface contact means, as noted above) to steer and turn the vehicle 10 as desired.
  • Each trailing arm 16 and 18 has a rearward end, respectively 66 and 68, with surface contact means extending therefrom (e.g., wheels 70 and 72, as shown in FIGS.
  • the two rear wheels 70 and 72 each include conventional brake means, with the left and right brakes being independent of one another.
  • the left and right brakes of the rear wheels 70 and 72 are actuated by separate and independent actuating or control means, e.g., the conventional brake actuating lever 74 illustrated in FIG. 5 of the drawings, with it being understood that an essentially identical second lever, not shown, is provided at the right hand grip of the handlebars 64 for actuating the brake of the right rear wheel 72.
  • the two brake actuating means operate the brakes by means of left and right brake cables, respectively 76 and 78.
  • the operator O of the vehicle 10 operates the vehicle by standing atop the left and right foot rests, respectively 80 and 82, located at the rearward ends 66 and 68 of the two trailing arms 16 and 18 above their respective rear wheels 70 and 72, and gripping the steering means 64.
  • the operator O can push off with one foot, although pushing is not necessary, and simultaneously turn the vehicle 10 to the left or right as desired to establish a given angular momentum for the vehicle 10 and operator O. Leaning into the turn moves the center of gravity of the operator O and vehicle 10 to the inside of the turn.
  • the shifting of the center of gravity to a smaller radius results in a linear acceleration along the arcuate path of the turn, with the acceleration corresponding to the amount of the shift of the vehicle and operator center of gravity, less any frictional losses.
  • the cambering of the vehicle 10 to lean to the inside of the turn is provided by the arcuate travel of the two trailing arms, with their arcuate motion being limited to equal and opposite motions by means of the yoke interconnection means.
  • FIGS. 6 through 8D illustrate a preferred embodiment of means for interconnecting the two trailing arms of a present cambering vehicle.
  • the basic configuration of the cambering vehicle is essentially the same as that illustrated in FIG. 1, with essentially the same frame structure, steering mechanism, etc.
  • the trailing arm interconnecting means is different from the yoke of FIGS. 1 through 5.
  • Corresponding components are designated by reference numerals of the one hundred series, e.g., front column 14 of FIGS. 1 and 2 is designated as front column 114 in FIGS. 6 and 7, yoke 40 of FIGS. 1 through 4 is designated as lateral link 140 in FIGS. 6 through 8D, etc.
  • FIGS. 6 and 7 respectively illustrate top plan and left side elevation views of the alternate lateral link connector 140 pivotally secured to the link attachment point 134 extending rearwardly from the front column 114.
  • This link attachment point 134 may be essentially the same as the yoke attachment point 34 illustrated in FIG. 4, with the link 140 having a centrally disposed passage or bushing 138 formed therethrough for attaching the link 140 to the front column 114.
  • a Nylon or other bushing material is provided between the material of the link 140 and the attachment bolt or pin 142, to reduce friction between the components.
  • the link 140 may be permanently installed, as by permanently installing its retaining pin 142 to the link attachment boss or point 134.
  • the permanently installed elastomeric end fittings of the link 140 preclude ease of detachment of the link 140 from the two arms 116 and 118, so there is no motivation to provide for removability of the link 140 from its attachment boss 134, as there is in the yoke 40 embodiment.
  • some form of conventional folding means for the two trailing arms 116 and 118 may be provided to allow compact storage of the vehicle, if so desired.
  • Such folding means are preferably conventional and well known in the art, e.g., telescoping tubular members with an internal tube or rod which is slid across the juncture between the two trailing arm components or hinge means disposed to one side of the trailing arm tubes with locking means opposite the hinges, etc.
  • the forward or attachment ends 124 and 126 of the two trailing arms 116 and 118 include respective bushings 128 and 130, which are in turn secured to a trailing arm attachment fitting 122 which extends across the front of the front column 114.
  • the transverse link 140 is formed of a relatively thick, heavy, and strong metal (steel, etc.), to provide the desired torsional and arcuate rigidity, i.e., resistance to bending.
  • the link 140 has a left and an opposite right end each having an elastomer bushing, respectively 141 and 143, thereon.
  • These bushings 141 and 143 each include an outer and an inner shell or sleeve, respectively 145 and 147, with an elastomer material 149 captured therebetween; the sleeves are indicated in FIG. 6 and shown in other drawing Figures.
  • each bushing The sleeves 145 and 147 of each bushing are affixed to the elastic material 149 therebetween, with relative motion of the two sleeves 145 and 147 of each bushing being allowed only due to the resilience of the elastomer 149; no other mechanical or other motion is provided for by the bushings.
  • the outer sleeves 145 of the bushings 141 and 143 are in turn immovably affixed (pressed in place, etc.) within the retaining bosses 117, 119 of the two trailing arms 116, 118, with the inner sleeves 147 of the elastomer bushings being immovably affixed to the opposite ends of the transverse link 140, e.g., by tightly securing the axial retaining bolts 151 therethrough.
  • the only provision for relative motion between the link 140 and the two trailing arms 116, 118 is by means of the resilience of the elastomer inserts 149 of the bushings 141 and 143.
  • FIG. 8 A through 8D illustrate the action of the link 140 and the flexing of the elastomer insert material 149 within the bushings 141 and 143.
  • FIG. 8 A illustrates the configuration of the transverse link 140 and its attached bushings 141 and 143 and respectively attached trailing arm bosses 117 and 119, when the right trailing arm 118 is deflected downwardly and the left arm 116 is correspondingly and equally deflected upwardly.
  • the rigidity of the link 140 results in its rocking back and forth arcuately about its attachment boss or passage 138, secured to the front column 114 by the link attachment point 134 and bolt or pin 142.
  • the elastomer joints serve to cushion asymmetrical impact forces incurred when traversing rough surfaces. While the tires of the vehicle absorb such impacts and forces where the vehicle is equipped with tires (as opposed to skates, skis, etc.), the resilience of the elastomer material provides further shock absorption capability to cushion the forces imparted to the various mechanisms of the vehicle.
  • FIG. 8C illustrates the link 140, bushing 141 and 143, and trailing arm boss 117, 119 configuration when the left arm 116 is deflected downwardly with the right arm taking a resultant upward deflection, i.e., a situation opposite that shown in FIG. 8A.
  • the deflection of the elastomer material 149 in the two elastomer bushings 141, 143 will be seen to be opposite that shown in FIG. 8 A, where the trailing arms 116, 118 are deflected in the opposite direction.
  • the result is still a restorative force which urges the two trailing arms 116, 118 back to the neutral position illustrated in FIG. 8B.
  • FIG. 8D illustrates the clockwise and counterclockwise pivoting of the transverse link 140 about its link bushing or attachment 138, as would occur during normal operation of the vehicle equipped with the link 140 and bushings 141, 143.
  • the operator of the vehicle need only swing his or her body inwardly toward the center of the arcuate path traveled by the vehicle, in order to overcome this centering force and accelerate the vehicle due to the principle of conservation of momentum, as discussed further above.
  • the restorative force developed by the two elastomer bushings 141, 143 is relatively easily overcome during vehicle operation, yet provides sufficient resistance to restrict trailing arm travel beyond a certain point and to hold the vehicle in an upright position when parked.
  • the resistance of the bushings 141, 143 may be adjusted as desired by adjusting the inner and outer diameter of the elastomer material 149, the length of the bushings 141 and 143, and/or the durometer of the elastic material 149, as desired.
  • the prior art cambering vehicle shown in FIGs 1-8D and its yoke mechanism for controlling opposite arcuate motion of the two trailing a ⁇ ns, provides a more efficient and cleaner means of providing for the control of such motion as required in such vehicles.
  • the unitary, monolithic construction of the yoke mechanism of conventional weldments results in a simple, inexpensive, and easily constructed unit, with no other parts or components being required to affect the required action of the trailing arms.
  • Another advantage to the present mechanism is its attachment and ease of removal by means of a single pivot bolt, which enables the vehicle to be folded to an essentially flat configuration for storage.
  • the yoke may be reinstalled upon its attachment point to the rear of the forward column to preclude its loss during storage, after being removed from the trailing arms.
  • the prior art vehicle may be constructed in the same manner as the yoke mechanism described above, i.e., welded up of conventional metal tubular stock, as shown in the drawing Figures. Other construction means (e.g., stampings, carbon fiber and/or other composites, etc.) may be used for large scale production, if so desired.
  • the present cambering vehicle and its yoke mechanism provide a much needed improvement in efficiency of construction for such devices, with its operation providing excellent exercise, as well as transportation, for the operator.
  • the yoke assembly is replaced with a rigid transverse link having elastomer end bushings which are installed in cooperating fittings within the trailing arms. No, relative mechanical motion is permitted between any of the rigid components of the link and trailing arms. Rather, all relative motion is taken up by the elastomer material within the bushings.
  • FIGS. 1-8 illustrate embodiments of the inventions disclosed herein related to a cambering vehicle, identified generally by the reference numeral 200.
  • the vehicle 200 can have the same components as the cambering vehicle 10 illustrated in FIGS. 1-8, except as noted below. Where the same components are used in the vehicle 200, the same reference numeral will be used except that a "prime" is added. Further, the vehicle 200 can have the additional features described below.
  • the vehicle 200 includes a steering assembly 202, a trailing arm assembly 204, and a cambering joint 206.
  • the cambering joint 206 described in greater detail below, can be configured to provide a restoring force to bias the cambering vehicle 200 towards an upright position in which the trailing arm assembly 204 and the steering assembly 202 are disposed symmetrically to each other, such as the position illustrated in FIGS 9-12.
  • the steering assembly 202 includes a handlebar assembly 208 at its upper end, a steering column assembly 210, and a front wheel assembly 212 at its lower end.
  • the handlebar assembly 208 includes a handlebar 214 defining left and right grips 216, 218 configured to be grasped by a rider of the vehicle 200.
  • the handlebar 214 preferably also carries at least one brake assembly 220, described in greater detail below.
  • the steering assembly 202 also includes a steering shaft 222 extending through the steering column 210.
  • the upper end of the steering shaft 222 is connected to the handlebar 214.
  • the upper end of the steering shaft 222 can be connected to the handlebar 214 with an adjustable clamp.
  • the steering shaft 222 can be formed from multiple components, allowing the shafts 222 to have an adjustable length, thereby allowing the grips 216, 218 to be adjusted vertically.
  • the steering assembly 202 can include a clamp 224 for adjustably securing the shaft 222 to an additional shaft (not shown) disposed within the steering column 210.
  • the front wheel support 212 includes a support 226 for an axle 228 of the front wheel 230.
  • the support 226 can be in the form of what is commonly referred to as "forks".
  • the forks are attached to a lower end of the steering shaft 222, or the additional shaft forming the steering shaft assembly 222.
  • the steering shaft 222 is mounted within the column 210 with at least two bearings, as is common in the art.
  • the handlebar 214 is shaped to flex during operation, thereby providing a leaf-spring type effect.
  • the handlebar 214 can be formed from any type of material that can provide sufficient strength for performing as a handlebar yet provide flexibility allowing it to deflect like a spring during use.
  • a rider of the cambering vehicle 200 can push forwardly against the grips 216, 218, thereby causing the handlebar to bend, like a leaf spring.
  • the forward direction is identified generally by the arrow F.
  • an exaggerated deflected position of the handlebar 214 is illustrated in phantom and identified generally by the reference numeral 214'.
  • the magnitude of the deflection between the resting position of the handlebar 214 (illustrated in solid line) and the deflected position (illustrated in phantom) is represented by dimension lines D.
  • the amount of deflection D depends on the stiffness of the structure defining the handlebar 214.
  • the material used is sufficiently elastic to flex in the manner illustrated, without suffering from fast crack growth that can result in fatigue failure.
  • any of the steel and aluminum alloys commonly used in the bicycle industry can be used.
  • the magnitude of the deflection D experienced during operation can be matched with the rider's preference by shaping the handlebar 214 and using the appropriate material to achieve the desired deflection D. Additionally, the amount of deflection D also depends on the force applied in the forward direction F by the rider. Different riders prefer to apply different forces against the handlebars 214 during riding. Thus, there are a wide range of stiffnesses of the handlebars 214 that can be used to achieve the desired leaf spring effect.
  • the stiffness of a desired handlebar 214 can be measured using a base line amount of force.
  • the handlebar 214 can be provided with a stiffness such that when about 40 pounds of force is applied to each of the grips 216, 218, the handlebar 214 deflects at least about 0.1 inches.
  • a further advantage is achieved where the stiffness of the handlebar 214 provides a deflection D of about at least 0.3 inches when about 40 pounds of force is applied.
  • handlebar 214 provides a deflection D of about at least 0.5 inches when about 40 pounds of force is applied.
  • the handlebar 214 is sufficiently stiff that is does not deflect excessively during riding.
  • the handlebar 214 is sufficiently stiff such that the grips 216,218 deflect in the range of about .3 inches to 1 inch under a 40 pound force. More preferably, the handlebar 214 is sufficiently stiff such that the grips 216,218 deflect in the range of about .5 inches to .8 inch under a 40 pound force
  • More aggressive riders i.e., riders that enjoy riding fast, and turning sharply, may prefer to have their handlebars 214 configured to deflect in the lower portion of the above identified ranges.
  • riders that enjoy riding more slowly may prefer their handlebars 214 to deflect in the upper end of those ranges.
  • the handlebar 214 is turned toward the left during a left-hand turn. The interaction of the wheel 212 against the ground enhances the movement of the wheel 212 toward the left hand direction.
  • the handlebar 214 can apply a force that snaps the front wheel 212 toward the left hand direction, thereby helping the rider complete the left hand turn more quickly, and thus generating more thrust in a smooth manner.
  • the effect of the deflection and reaction of the handlebar 214 creates a delayed-reaction response to the rider's manipulation of the handlebar 214. It is to be noted that the above example of a left hand turn is provided merely for simplicity. The same effects occur during a right hand turn.
  • the vehicle 200 preferably includes at least one brake control for each of the rear wheels 256, 258.
  • a left brake lever 220 and a right brake lever 286 are mounted on the left and right grips 216, 218, respectively.
  • the levers 220, 286 are connected to brakes via brake cables.
  • the left brake cable is not illustrated, the right brake cable is identified with the reference numeral 291.
  • the cables can be connected to brakes configured to engage the left and right wheels 256, 258, respectively.
  • one of the cables can be connected to control both rear brakes simultaneously, while the other of the cables controls a brake configured to engage the front wheel 212.
  • the brakes included in the vehicle 200 can be any type of brake.
  • the brakes provided at each of the rear wheels 256, 258 are configured to benefit from the self-locking brake principle.
  • the brake assembly can be any type of brake, as noted above.
  • the brake assemblies each include a brake arm pivotally mounted to the frame of the vehicle 200 adjacent the wheels 256, 258.
  • the brake arm includes a brake member defining a friction surface configured to engage an outer surface of the wheel 256, 258.
  • the opposite end of the brake arm includes a cable engagement portion.
  • the brake assembly includes a torsional spring configured to bias the brake arm in a direction so as to bias the friction surface away from the outer surface of the wheel.
  • the cable pulls on the brake arm to thereby pivot the brake arm so as to move the friction surface towards the outer surface of the wheel.
  • the friction surface comes into contact with the outer surface of the wheel.
  • the respective wheel rotates in the direction of arrow W shown in FIG. 10.
  • the frictional force acting on the friction surface generates a further torque on the brake arm helping to further rotate the brake arm, thereby generating additional braking force through the self-locking brake principle.
  • the friction surface preferably is curved.
  • the geometry of the brake assemblies configure such that, when acting under the self-locking brake principle, the brake does not achieve a full self-locking state. Rather, it is preferred that the brake can provide a proportional yet releasable braking force during operation.
  • One of ordinary skill in the art through a routine experimentation, can determine the desired geometry of such a brake.
  • the trailing arm assembly 204 concludes left and right trailing arm assemblies 240, 242.
  • the trailing arm assemblies 240, 242 include a frame assembly 244, 246, respectively.
  • the frame assemblies 244, 246 are connected to the joint- assembly 206 at forward ends thereof 248, 250, respectively.
  • the rearward ends 252, 254 support foot rests 260, 262, respectively.
  • the cambering joint 206 is configured to allow the trailing arm assemblies 240, 242 to camber relative to the steering assembly 202 during operation, similarly to the cambering vehicle 10 described above with reference to FIGS. 1-8.
  • the trailing arm assembly 204 preferably is removably attached to the steering assembly 202.
  • the cambering joint 206 can be disassembled so as to allow the trailing arm assembly 204 to be removed from the steering assembly 202.
  • trailing arms 240, 242 include a forward portion identified generally by the letters TF and a rearward portion TR in which the forward portion TF extends downwardly from the cambering joint 206 at a first inclination relative to the ground G and the rearward portion TR extends rearwardly from the forward portion TF at a second inclination that is less than the first inclination.
  • the cambering vehicle 200 is illustrated with the wheels 212, 256, 258, resting on the ground G.
  • the forward portion TF of the trailing arms 244, 246 extend rearwardly from the cambering joint 206 at an angle identified as ⁇ F relative to the ground G.
  • the rear portion TR of the trailing arms 244, 246 extend rearwardly from the forward portion TF at an angle ⁇ R relative to the ground G.
  • the angle ⁇ F is greater than the angle ⁇ R.
  • the angle ⁇ F can be from about 10-15 degrees and the angle ⁇ R can be about 0-5 degrees. More preferably, the ⁇ R can be about 0-3 degrees. Even more preferably, the ⁇ R can be about 1-3 degrees.
  • angle ⁇ R is in the range of the 0-5 degrees
  • a further advantage is provided in that comfort of the rider of the vehicle 200 is greatly enhanced.
  • certain known prior art cambering vehicles were configured such that the footboards were inclined at an angle of about 10 degrees.
  • the angle of inclination of the footboard is within the range of about 0-5 degrees, the experience for the rider is far more comfortable and fatigue experienced in the calf muscle of the riders is greatly reduced.
  • the footboards 260, 262 can benefit from the support provided by the rear portion of the trailing arm TR and be oriented at a more comfortable angle.
  • the forward and rearward portions, TF, TR of the trailing arms 244, 246 can be made from tube material. Thus, the multi-dimensional bends illustrated in the figures can be more easily formed.
  • the footboards 260, 262, as noted above, are supported by the rear portion TR of the trailing arms 240, 242.
  • the footboards 260, 262 can comprises generally flat members.
  • the footboards 260, 262 can comprise generally plate-shaped members.
  • term "generally plate-shaped" is intended to encompass any generally flat structure.
  • the generally plate-shaped footboards 260, 262 can have undulations, recesses, textures, or curves.
  • brackets extend downwardly from the footboards 260, 262 and support an axle for each of the wheels 256, 258. Additionally, the brackets can be used to support the brake assembly described above.
  • the footrests 260, 262 include generally planar upper surfaces and can include a texture for providing enhanced friction against a foot or footwear of a rider.
  • the upper surface of the footboards 260, 262 can include a decal with a sandpaper- like texture.
  • the footboards need not be planar, can be provided with other textures, and can be removable.
  • FIGS. 13-16 a further advantage is provided where the vehicle 200 includes a cover member 290 extending over the cambering joint 206.
  • the cover member 290 can be made from any material.
  • the cover member 290 is made from a flexible material such as rubber, vinyl, plastic, etc.
  • the cover member preferably extends from a position above the cambering joint 206 to position below the cambering joint 206.
  • the cover member 290 can include an upper aperture 292 and a lower aperture 294.
  • the upper and lower apertures 292, 294 configured to provide a close fitting engagement with the front column 210.
  • a body portion 296 of the cover member extends between the apertures 292, 294 and extends over and around the cambering joint 206.
  • the upper and lower apertures 292, 294 can be configured to help prevent water and other foreign substances from contacting the cambering joint 206.
  • the cover member 290 also includes at least one aperture 298 configured to allow at least one of the trailing arms 240, 242 to extend therethrough.
  • the cover member 290 includes first and second apertures 300, 302 which are configured to form a tight fight with portions of the left and right trailing arms 240, 242, respectively.
  • first and second apertures 300, 302 are configured to form a tight fight with portions of the left and right trailing arms 240, 242, respectively.
  • the trailing arm assemblies 240, 242 have been disassembled at a folding mechanism, described in greater detail below.
  • the cover member 290 provides further protection from foreign substances entering into the cambering joint 206. It is not necessary for the cover member 290 to be configured to prevent the entry of foreign substances or water. However, this provides a further advantage in that lubricants used on the cambering joint 206 are better protected and remain in contact with the desired components. Additionally, where the cambering vehicle 200 includes skis in place of the wheels 212, 256, 258 for use in traveling over snow, the cover member 290 prevents the buildup of ice on the cambering joint 206 which can interfere with the cambering motion of the vehicle 200.
  • the cover member 290 can provide a cushioning effect helping to prevent the cambering joint from causing scratches on furniture, components of cars, or other surfaces.
  • the cover member 290 can include an additional thickness of material on the forward-most portion thereof.
  • the portion of the cover member 290 covering the forward-most portions of the trailing arms assemblies 240, 242 can be provided with a thickness that is generally greater than that of the remaining portions of the cover 290. This provides the additional advantage in providing a bumper on the front of the vehicle 200.
  • the cover member 290 By constructing the cover member 290 out of a flexible material, the movement of the cambering joint 206 within the cover 290 is not hindered.
  • the forward most portions of the trailing arm assemblies 240, 242 pivot at the forward most portion of the cambering joint 206 and are connected to each other through a pivot member. These motions are essential to the cambering action of the cambering vehicle 200 and thus, should not be inhibited by the cover member 290.
  • the cover member 290 in some embodiments, can be made tight fitting and have some stiffness thereby providing a spring-like effect against the movements of the cambering joint 206. This spring-like effect can be considered in the fine tuning of the components of the cambering joint 206.
  • the cover member 290 can be constructed with any known technique.
  • the cover member 290 is formed by enclosing the cambering joint 206 in a mold, and injecting a material into the mold, thereby forming the cover member directly onto the cambering joint.
  • the cambering joint 206 itself serves as a die in the mold.
  • the injected material can flow around all of the components of the cambering joint 206, without interfering with its motions. Additionally, the material itself can provide a spring-like effect and can be considered in the tuning of the cambering joint 206.
  • the illustrated portions of the trailing arm assemblies 240, 242 define a portion of a folding assembly, as noted above.
  • FIG. 15 illustrates the portion defined on the forward- most portion of the trailing arm assemblies 240, 242.
  • the rear end of the forward most portion of the trailing ami assembly 240 includes a rearwardly extending projection having a generally rectilinear shape.
  • This portion includes an aperture 302 that extends through the rectilinear portion and two locking pin recesses 304, 306. Additionally, the upper edge 308 of the rectilinear portion is curved.
  • the forward portion of the trailing arm tube 244 includes a slotted portion 310 and a lock mechanism 312.
  • the slotted portion 310 defines a slot into which the rectilinear portion extends into.
  • the slotted portion 310 includes two apertures through which a pivot pin 314 extends in order to secure the pivot aperture 302 therein.
  • the locking mechanism 312 includes a knob 316.
  • the knob 316 includes outer portions configured to be manipulable by a user's hand. Internally, the knob 316 is connected to a pin that is configured to extend into the locking recesses 304, 306. In the position illustrated in FIG. 15, the pin (not shown) which is connected to the knob 316, extends into the recess 304. As such, the pin locks the illustrated relationship of the forward portion TF of the trailing arm tube 244 to the rectilinear member.
  • the knob 316 can be pulled rearwardly away from the cambering joint 206 thereby removing the pin from the recess 304. As such, the trailing tube 244 can be folded upwardly about the pin 314. Additionally, when the pin connected to the knob 316 is hi alignment with the recess 306, the pin can be released thereby locking the trailing arm assembly 240 into the folded position.
  • the knob is spring loaded to bias the knob so as to bias the pin toward the recesses 304, 306.
  • the illustrated folding mechanism 300 is only one of many types of folding mechanisms that can be used. It is to be noted that, however, the folding mechanism 300 utilizes a simple hinge mechanism, i.e., defined by the pin 314 and the aperture 302.
  • a rearward portion of the footboards 260, 262 extends upwardly from the surface defined by the upper surface of the footboard 260, 262.
  • a heel member 320 is attached to the rearward end of the right side footboard 262, so as to define an upwardly extending portion.
  • an additional heel member 320 that can be provided on the left side footboard 260.
  • the footboard 262 includes a generally planar upper surface, described above in greater detail.
  • the heel member 320 includes an upper surface 322 that extends upwardly from the upper surface of the footboard 262.
  • the heel plate member 320 includes a trailing edge 324.
  • the overall height of the trailing edge 324 relative to the upper surface of the footboard 362 can be any magnitude.
  • the overall height H can be in the range of about 1 A to 2 inches.
  • the heel plate member 320 includes a tapered inner edge 326.
  • the inner rearward most edge 326 is curved.
  • the edge 326 could also be flat and tapering inwardly toward the center of the heel plate 320.
  • the term “inner” refers to the side of the heel plate member 320 that faces toward the other trailing arm, in this case, trailing arm assembly 240.
  • the 320 includes a downwardly extending portion 330.
  • the vertical dimension of the surface 328 can be enlarged.
  • the vertical surface 328 provides a larger surface against which the user can press with their foot or shoe.
  • the surface 328 need not be exactly vertical. Rather, the surface 328 can face upwardly or downwardly. However, where the surface faces slightly upwardly, it is easier for a user to generate broader contact with the foot or shoe against the surface 328. Additionally, the surface 328 does not have to be flat along the vertical direction.
  • the surface 328 can be curved along the vertical direction.
  • the upper surface 322 of the heel plate number 320 can include texture for generating additional friction against the rider's foot or shoe.
  • the upper surface 322 includes a plurality of ridges 332.
  • the ridges are merely an example of one kind of texture that can be used on the upper surface 322.
  • other textures can be used, such as, for example, without limitation, a sandpaper-like texture, spikes, etc.
  • the heel plate member 320 can be made from plastic. Thus, any texture provided on the upper surface 322 can simply be incorporated into the mold for creating the heel plate member 320.
  • the heel plate member 320 includes a tapered portion on both lateral sides thereof.
  • the right side tapered portion of the heel plate member 320 is identified by the reference numeral 326R.
  • the shape of the tapered portion 326R can be identical or substantially identical to that of the left side tapered portion 326. Shaped as such, the heel plate member 320 can be used on either the left or right side footboards 360, 362. Thus, it is not necessary to manufacture heel plate members
  • the heel plate member 320 includes a channel for receiving a footboard.
  • the heel plate member 320 includes a pair of opposed channels 340, 342.
  • the channels 340, 342 are sized in range so as to receive the plate member forming the footboard 262.
  • the opposed channels 340, 342 provide an enhanced engagement of the heel plate member 320 with the footboard 262. This is advantageous because, as noted above, a rider may choose to push against the lateral surface 326, 326R with their shoe or foot. As such, torsional loads can be created on the engagement between the heel plate member 320 and the footboard 262.
  • the heel plate member 320 can be secured to the footboard 262 with any type of fastener including, for example, but without limitation, permanent fasteners, threaded fasteners, adhesives, welding, etc.
  • the heel plate member 320 includes two apertures 344, 346. These apertures extend through the channels 340, 342. Thus, it is preferred that holes are provided through the footboard 262 such that a threaded fastener can extend through the apertures 344, 346 and through the footboard 262, to thereby securely fasten the heel plate member 320 to the footboard 262.
  • the heel plate member 320 can provide other advantages.
  • the heel plate member 320 can protect user's and the vehicle 200 itself. hi prior art designs, when such vehicles were folded, the texture provided on the footboards can act as sandpaper against the handlebars, and thereby scratch the handlebars. Where such a vehicle include a heel plate member, such as the heel plate member 320, such scratching can be avoided.
  • the heel plate member 320 can be made from a plastic material which will not scratch the metal material used for handlebars.
  • the heel plate member 320 can support a mud flap (not shown).
  • the heel plate member 320 can include a light, such as a blinking LED light, to provide additional visibility during night-time operation.
  • a further advantage is provided by the inclination of the upper surface 322 o the heel plate member 320 relative to the upper surface of the corresponding footboard 262.
  • a rider can relieve muscle fatigue by orienting their foot at different angles.
  • the rider can move their foot back, so as to be partially on the upper surface of the heel plate member 320.
  • the rider can continue to operate the vehicle 200 with their foot or both feet, at a different angle. This can help reduce to relive fatigue that can be caused by prolonged riding.
  • FIG. 25 further detail of the cambering joint 206 is illustrated therein. Further, it is to be noted that the cambering joint 206 illustrated in FIG. 25 is merely an example of one kind of cambering joint that can be used.
  • the cambering joint 206 can be constructed in accordance with the description of the means for interconnecting the two trailing arms set forth above with reference to FIGS. 6 through 8D.
  • the cambering joint assembly 206 is formed as a separate unit from the steering column assembly 210.
  • the cambering joint assembly 206 can be manufactured independently of the steering column assembly 210 to thereby reduce the labor associated with welding certain portions of the cambering joint assembly 206 to the steering column assembly 210.
  • the cambering joint assembly 206 includes a central support portion 500, left and right pivot arms 502, 504, respectively, and a linking arm 506.
  • the left and right pivot arms 502, 504 are pivotally mounted to a pivot pin 508 so as to be pivotable about a generally horizontally extending pivot axis defined by the pivot pin 508.
  • the linking arm 506 is connected to the pivot arms 502, 504 through elastomeric material, described in greater detail below.
  • the cambering joint assembly 206 can operate in essentially the same manner as the means for interconnecting the two trailing arms described above with reference to FIG. 6 through 8D.
  • the support portion 500 comprises a substantially tubular body 510 that is configured to receive the steering column assembly 210.
  • the support portion 500 can have any shape, including, for example, but without limitation, rectangular, square, oval, elliptical, etc.
  • a further advantage is provided where the support portion 500 is in the form of a substantially cylindrical tubular body 510.
  • the cambering joint 206 can be constructed independently of a vehicle, and thereafter be attached to a steering column of a vehicle by attaching the cylindrical body 510 to a steering column through welding, bonding (including adhesives and other manipulations including shrink fitting) or any other type of fastener.
  • the support portion 500 also includes a pivot support 512 disposed on an outer surface of the cylindrical body 510.
  • the pivot support 512 includes an aperture 514 extending therethrough.
  • the aperture 514 extends generally transverse to the cylindrical body 510.
  • the cylindrical body 510 also includes a link support portion 516.
  • the link support portion 516 is configured to support a pivot shaft 518 defining a pivot axis 520 which extends generally radially away from the cylindrical body 510 and transverse to the aperture 514.
  • the link support portion 516 is disposed on a diametrically opposite portion of the cylindrical body 510 from the pivot support 512.
  • this embodiment is merely exemplary and other orientations are also practicable.
  • This cylindrical body 510 can also include a stiffening rib 522 for further reinforcing the connection between an outer surface of the cylindrical body 510 in the pivot pin support 512.
  • the support portion 500 including the pivot pin support 512 and the link pivot support portion 516, are formed from a single cast component.
  • the support portion 500 can be formed from cast steel, aluminum, plastic, or the like.
  • the pivot support 512 includes bushing supports 524 disposed at both ends of the aperture 514.
  • the bushing supports 524 are configured to support bushings 526.
  • the bushings 526 rigidly support a pivot axle 528 configured to pivotally support the left and right pivot arms 502, 504.
  • the left and right pivot arms 502, 504 can be mirror images of each other. Thus, in the description set forth below, only the pivot arm
  • the left side trailing arm 502 includes an elongate body member 530 having a first pivot aperture 532, a second aperture 534, and a trailing arm connection assembly 536.
  • the first pivot aperture 532 in the illustrated embodiment, includes an access portion 540, a bearing support portion 542, and a retaining ring portion 544.
  • the pivot axle 528 includes a left side bolt head 546 and a right side bolt head 548.
  • the right side bolt head 548 forms an outer portion of a retaining bolt 550.
  • the retaining bolt 550 includes threads on an outer surface thereof cooperating with threads on an inner surface of the pivot axle 528.
  • the access portion 540 of the aperture 532 allows a user to access the bolt head 546 for loosening and/or tightening the pivot axle 528.
  • the bearing support portion 542 comprises an annular wall configured to form a close fit with a bearing 552.
  • the bearing 552 can be any type of bearing, for example, but without limitation, a split-block bearing, a plumber's bearing, a roller bearing, a simple bearing, and the like.
  • the bearing 552 is configured to allow the pivot arm 502 to pivot relative to the pivot axle 528.
  • the retaining ring portion 544 comprises an annular groove configured to receive a retaining ring 554.
  • the retaining ring 554 is configured to retain the bearing 552 in the bearing portion 542. Additionally, the retaining ring 544 acts against the retaining ring portion 544 to maintain the spaced relationship of the pivot arms 502, 504.
  • the bolt heads 546, 548 extend over a portion of the bearings 552.
  • the bolt heads 546, 548 exert an axial inward force against the bearings 552, which is transferred to the retaining rings 544. This force is transferred to the pivot arms 502, 504 through the retaining rings 544, thereby providing a reaction force toward the pivot pin support 512 to maintain the space relationship of the pivot arms 502, 504.
  • the link aperture 534 of the body 530 includes a retaining ring portion 560 and the resilient member supporting portion 562.
  • the retaining ring portion 560 is configured to receive a retaining ring 564.
  • the resilient member receiving portion 562 is configured to receive a resilient member 566.
  • the resilient member 566 is generally annular in shape.
  • the resilient member 566 can be formed from any type of resilient material, such as, for example, but without limitation, rubber, polyurethane, etc.
  • the illustrated resilient member 566 includes an inner sleeve 568 and an outer sleeve 570.
  • the inner and outer sleeves 568, 570 can be formed from a substantially rigid material.
  • the inner and outer sleeves 568, 570 can be connected to a resilient body 572 through any method of connection, such as, for example, but without limitation, melting or adhesives.
  • the resilient material 572 allows the inner sleeve 568 to be moved relative to the outer sleeve 570.
  • the link 506 includes left and right pivot arm connection portions 580, 582.
  • the pivot arm connection portions 580, 582 are configured to be received within the inner sleeves 568.
  • pivot arm connection portions 580, 582 include inner threads (not shown) configured to receive the threads of a bolt 584, 586.
  • spacers 588, 590 are disposed between the bolts 584, 586 and the portions 580, 582, respectively. As such, the bolts 584, 586 retain the resilient member assemblies 566 relative to the portions 580, 582.
  • the pivot link 506 also includes a pivot bearing portion 592 configured to retain a pivot bearing 594.
  • the pivot bearing 594 includes an inner aperture 596 configured to receive the pivot member 518.
  • the pivot link 506 causes the pivot arms 502, 504 to pivot about the axle 528 in opposite directions.
  • the portions 580, 582 cause the inner sleeves 568 of the resilient member assembly 566 to twist relative to the outer sleeves 570. As such, the resilient material 572 provides some resistance against this motion.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

La présente invention concerne une trottinette faite d'une colonne de direction à l'avant reliée par un pivot de dandinement à deux bras de roues tirés. Le guidon est configuré pour fléchir à l'utilisation. Le pivot de dandinement est caché par un capot. Par ailleurs, les plates-formes montées sur les bras tirés sont inclinables pour procurer du confort. Enfin, l'arrière des plates-formes reposant sur les bras est relevé.
PCT/US2005/021675 2004-06-18 2005-06-20 Amelioration du guidon, de l'ergonomie des plates-formes, des repose-talons, et du pivot de dandinement d'une trottinette tricycle Ceased WO2006009958A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US58102604P 2004-06-18 2004-06-18
US60/581,026 2004-06-18

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WO2006009958A2 true WO2006009958A2 (fr) 2006-01-26
WO2006009958A3 WO2006009958A3 (fr) 2007-05-10

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EP2258612A1 (fr) * 2009-06-05 2010-12-08 Laing Ban International Inc. Tricycle avec unités d'entraînement
US8202325B2 (en) 2006-12-13 2012-06-19 Otto Bock Healthcare Gmbh Orthopedic device
NL2010539A (en) * 2012-03-30 2013-10-01 Yvolve Sports Ltd Head tube reset mechanism for a scooter.
US10401012B2 (en) 2002-05-08 2019-09-03 Phoseon Technology, Inc. High efficiency solid-state light source and methods of use and manufacture
CN114555458A (zh) * 2019-08-15 2022-05-27 Dgl集团有限公司 三轮动力漂移滑板车

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US4133551A (en) * 1976-09-28 1979-01-09 General Motors Corporation Cambering device for cambering vehicle
TW518299B (en) * 2000-10-31 2003-01-21 Mel Ton Internat L L C Tricycle

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