CA1055851A - Cambering vehicle - Google Patents
Cambering vehicleInfo
- Publication number
- CA1055851A CA1055851A CA252,499A CA252499A CA1055851A CA 1055851 A CA1055851 A CA 1055851A CA 252499 A CA252499 A CA 252499A CA 1055851 A CA1055851 A CA 1055851A
- Authority
- CA
- Canada
- Prior art keywords
- vehicle
- arms
- steering
- tiller
- wheel
- 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.)
- Expired
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D61/00—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern
- B62D61/06—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with only three wheels
- B62D61/08—Motor vehicles or trailers, characterised by the arrangement or number of wheels, not otherwise provided for, e.g. four wheels in diamond pattern with only three wheels with single front wheel
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60G—VEHICLE SUSPENSION ARRANGEMENTS
- B60G2200/00—Indexing codes relating to suspension types
- B60G2200/40—Indexing codes relating to the wheels in the suspensions
- B60G2200/46—Indexing codes relating to the wheels in the suspensions camber angle
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Vehicle Body Suspensions (AREA)
- Body Structure For Vehicles (AREA)
Abstract
CAMBERING VEHICLE
Abstract of the Disclosure:
A narrow track cambering vehicle having a steerable front wheel and a pair of laterally separated rear wheels suspended on trailing arms mounted for independent swinging movement in separate and parallel planes. The arms form part of a cambering system controlled by cables and tillers actu-ated by foot pedals which allow the operator to vary vehicle camber independent of steering to maximize vehicle cornering through a wide range of turns at varying speeds.
Abstract of the Disclosure:
A narrow track cambering vehicle having a steerable front wheel and a pair of laterally separated rear wheels suspended on trailing arms mounted for independent swinging movement in separate and parallel planes. The arms form part of a cambering system controlled by cables and tillers actu-ated by foot pedals which allow the operator to vary vehicle camber independent of steering to maximize vehicle cornering through a wide range of turns at varying speeds.
Description
************
T~is invention relates to a narrow track cambering vehicle with a minimum o~ three ground contact points indepen-dently suspended to provide a separate ride rate and substan-tially a zero roll rate. Two ground contact points are controlled by new and improved camber actuator system which permits a vahicle operator to apply a banking moment to the ve-hicle and a restoring torque ~or dynamic cornering and for sta-tionary balancing purposes.
In the preferred embodiment of this invention a cam-bering vehicle is provided with a main body, a steerable ~ront wheel and a pair of rear wheels mounted on trailing arms that are independently swingable in separate and parallel planes. A
vehicle operator seated in the vehicle operates a camber control system which incorporakes ~oot pedals operatively connected by cable and tiller construction that allows the driver ko camber the vehicle and wheels and permits the driver ko apply a reskor-ing torque ~or dynamic banking and for stationary balancing.
The low center o~ gravity provided by this vehicle materially reduces the restoring movement to compensate ~or any camber angle within design limits. The pre~erred seat and pedal ar-'' 1 , ~ :' . , . .-: . . . . . ~ , ~ . . .
:: : : . - . . :: : .
.:. . , . ,. ,. .. ~ : :
'~: . . . . ' ' '' : . - ' ' ~ : .
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: . . . , ... :
: . : : . : . , . . : ..
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rangement allows the driver to use the back of the seat as a ;~
ground and extend one of his legs forwardly while retracting the other ley to maximize the use of his muscle power to pro- ;
vide the restoring torgue.
With this invention khe camber conkrol s~stem is preferably independen-t of the steering so that the vehicle and wheels can be cambered before entering a turn to ellminate the need of introducing a momentary steering input opposite to the direction of turn as with two wheel cambering vehicles such as bicycles and motorcycles as well as with three wheel cambering vehicles in which cambering is tied to vehicle steering.
Since this vehicle has a narrow body and the rear wheels are supported by the trailing axms longitudinally extend-ing from the body, roadway space i5 ef~iciently used so that kraf~ic congestion i9 reduced~
A particular feature of this invenkion is the pro-vision of a cambering vehicle having independently suspended ~`~
wheels that employ a single ride control spring that does not ^` ;~
affect vehicle camber. With the ride rate independent of the roll rate and with the roll rate approaching zero the vehicle of this invention can be cambered and controlled with minimal driver effort. In addition to the above, the low center of gravity reduces frontal area to provide ~or improved stream-lining of the vehicle to maximize efficiency.
Another feature, object and advantage of this inven-tion is to provide a new and improved three point contact cambering vehicle with a unitary ride control spring and which has a roll rate which approaches a minimal roll rate and which is independent of the ride rate.
Another feature, object and advantage of this inven~ -tion is to provide a new and improved narrow trac~ ca~hering
T~is invention relates to a narrow track cambering vehicle with a minimum o~ three ground contact points indepen-dently suspended to provide a separate ride rate and substan-tially a zero roll rate. Two ground contact points are controlled by new and improved camber actuator system which permits a vahicle operator to apply a banking moment to the ve-hicle and a restoring torque ~or dynamic cornering and for sta-tionary balancing purposes.
In the preferred embodiment of this invention a cam-bering vehicle is provided with a main body, a steerable ~ront wheel and a pair of rear wheels mounted on trailing arms that are independently swingable in separate and parallel planes. A
vehicle operator seated in the vehicle operates a camber control system which incorporakes ~oot pedals operatively connected by cable and tiller construction that allows the driver ko camber the vehicle and wheels and permits the driver ko apply a reskor-ing torque ~or dynamic banking and for stationary balancing.
The low center o~ gravity provided by this vehicle materially reduces the restoring movement to compensate ~or any camber angle within design limits. The pre~erred seat and pedal ar-'' 1 , ~ :' . , . .-: . . . . . ~ , ~ . . .
:: : : . - . . :: : .
.:. . , . ,. ,. .. ~ : :
'~: . . . . ' ' '' : . - ' ' ~ : .
: : . .. .. : ~ . . : . .
: . . . , ... :
: . : : . : . , . . : ..
. :: , ;: :' , , ' ' ' ' ' ," ' . ' '" : , ' ~OSS85~
rangement allows the driver to use the back of the seat as a ;~
ground and extend one of his legs forwardly while retracting the other ley to maximize the use of his muscle power to pro- ;
vide the restoring torgue.
With this invention khe camber conkrol s~stem is preferably independen-t of the steering so that the vehicle and wheels can be cambered before entering a turn to ellminate the need of introducing a momentary steering input opposite to the direction of turn as with two wheel cambering vehicles such as bicycles and motorcycles as well as with three wheel cambering vehicles in which cambering is tied to vehicle steering.
Since this vehicle has a narrow body and the rear wheels are supported by the trailing axms longitudinally extend-ing from the body, roadway space i5 ef~iciently used so that kraf~ic congestion i9 reduced~
A particular feature of this invenkion is the pro-vision of a cambering vehicle having independently suspended ~`~
wheels that employ a single ride control spring that does not ^` ;~
affect vehicle camber. With the ride rate independent of the roll rate and with the roll rate approaching zero the vehicle of this invention can be cambered and controlled with minimal driver effort. In addition to the above, the low center of gravity reduces frontal area to provide ~or improved stream-lining of the vehicle to maximize efficiency.
Another feature, object and advantage of this inven-tion is to provide a new and improved three point contact cambering vehicle with a unitary ride control spring and which has a roll rate which approaches a minimal roll rate and which is independent of the ride rate.
Another feature, object and advantage of this inven~ -tion is to provide a new and improved narrow trac~ ca~hering
2 `~
` ' ~ ; ' 1~55851 ``~
vehicle having a pair of wheels independently supported by a ~;
pair of pivoted arms extending rearwardly from the body of the ;i~
vehicle and interconnected in series with foot pedals of a cambering control system so that a controlled banking movement can be applied to the vehicle and so that a maximized restoring torgue can be applied for dynamic ~anking and for stationary balance. ~
Another feature, object and advantage of this inven- -tion is to provide a new and improved three wheeled cambering ~ -vehicle having operator controlled cambering system independent o vehic~e steering so that the vehicle can be cambered before ;~i -turning so centrifugal forces do not have to be overcome for cambered turns. This invention further provides a low center of gravity so effort required to restore the vehicle to an upright position after such turns is minimized.
Another feature, object and advantage o this inven-tion is to provide a new and improved suspension for a wheeled vehicle which incorporates a single ride control spring opera- ~
tively connected to a pair of wheel suspension arms supported -~ -for independent pivotal movement with respect to the body of the vehicle.
These and other features, objects and advantages of this invention will become more apparent from the following detailed description and drawings in which:
FIGURE 1 is a perspective view of a preferred embod-iment of this invention, FIGURE 2 is a front end view of the preferred embod- ``
iment of this invention taken along lines 2-2 of FIGURE };
FIGURE 3 is a rear end view of the preferred embod-iment of this invention taken along lines 3-3 of FIGURE l;
FIGURE 4 is a side elevational view partially in , .. . . ' '' ; ' ' : ~
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section of the preEerred embodiment of the invention, FIGURE 5 is a plan view partly in section taken alon~
lines 5-5 of FIGURE 4, FIGURE 6 is a cross sectionaL view taken along lines 6-6 of FIGURE ~;
FIGURE 7 is a top plan view ta~cen along lines 7-7 of FIGURE 6;
FIGURE 8 is a sectional view taken along lines 8-8 of FIGURE 6;
FIGURE 9 is an end view taken along lines 9-9 of ~ ~:
FIGURE 4; and FIGURE 10 is a side view taken along lines 10-10 of FIGURE 9.
Turning now in greater detail to the drawing, there is shown in FIGURE 1 a three-wheel cambering vehicle 10 with a unitized body 12 having a seat 14 supported therein :Eor vehicle operator 16A The lower sides 17 o~ body 12 are inclined at a -45 angle to permit camber of the vehicle up to 45 degrees during operation. The body 12 has a canopy 18 pivotally mounted ;~
on the front end thereof which can ~e raised and lowered to acilitate operator inyress and egress. The canopy 18 is a hood of sheet mkaterial which covers the front of the vehicle and ex~
tends from the ~ront of the vehicle along the sides thereof and around the back rest of seat 14.
As shown the canopy is supported ~or limited pivotal movement with respect to the vehicle body between the full and phantom line positions by a li~cage system comprising a pair of elonyated metal struts 20 and 22 and by skeering shaft 24.
Struts 20 and 22 are pivotally connected at their front ends to support li~cs 26 khat in turn are pivota~ly connected to the body structure. The struts 20 and 22 converge as they extend ; ?
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rearwardly from the front of the vehicle through a bxacket 28 extending downwardly rom the canopy and are pivotally connected at their ends to a handlekar bracket 30~ The steering shaft 24 is pivotally connected at its front end to a horizontally~
extending steering arm 32 by a universal joint 34 while the rear end of the steering shaft 24 is pivotally connected to the handlebar bracket by universal joint 36. Handle~axs 38 are supported by the handlebar bracket 30 for limited turning move-ment with respect to pivot 40. To raise the canopy for exiting from the vehicle, the operator grips the handlebars ana pushes upwardly to thereby raise the canopy to the phantom line,over-center position. If the operator is in the vehicle and desires ~;~
to close the canopy, the handlebars may be gripped and the canopy pulled downwardly to the full }ine position. A suitable locking mechanism, not shown, is used ~o secure the canopy in the closed position. The steering arm 32, actuated by steering shaft 24, is drivingly connected to a steering knuckle 44 that has upper and lower ear portions pivotally mounted on support bracket 45 integral with vehicle body 12 for limited turning movement with respect to a vertical steering axis 46. Thesteering knuckle 44 has a rearwardly inclined arm portion 48 to which a forwardly extending suspension control arm 50 is artic-ulated by pivot pin 52. The suspension control arm 50 has at its forward end a spindle 54 secured thereto on which steerable front wheel S6 is rotatably mounted. Disposed ou~board of the -~
front wheel 56 is a coil suspension spring 58 opexatively mounted between the spindle 54 and an upper portion of the steering knuckle 44. A direct acting shock absorber 60 mounted internally of spring 58 controls the movement of the spring 58 to improve vehicle roadability and handling characteristics.
With the steering structure described above, the .. . . ~ ., . ~ ~ . .
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handlebars 28 can be turned with respect to pivot 40 to actuate steering shaft 24 and thereby turn steerin~ knuckle 44 and the steerable front wheel 56. The movement of front wheel 56 with respect to pivot 52 from road bumps and other irregu-larities is controlled by the suspension spring 58 in conjunc-tion with the shock absorber 60.
When seated in the vehicle the legs of the operator extend forwardly and his feet may engage in left and riyht ;~
pedals or stirrups 64 and 66 as illustrated in FIG. 1 which 10 form part of a manually actuated system to control vehicle :~
camber. As best shown in FIGURES 4 and 5 this system incorp-orates a pair of trailing arms 68 and 70 which have rearwardly extending ~ork portions that support the axles 71 and 73 for rotatably mounting the rear wheels 72 and 74. The arms 68 and 70 have downwardly extending cran~ portions 76 and 78 that are connected respectively to the opposite ends o~ a cable 82 that ~i i5 wrapped around and secured to a circular tiller 84 which is : ~
yieldably supported in a centralized location within the vehicle ~-: ; -.
body 12 forward of the trailing arms 68 and 70. ;
The trailing arms 68 and 70 are pivotally mounted on body 12 by pivot bolt means 88 and 90 which permit the arms 68 . ~ ~ :
and 70 to swing upwardly and downwardly in separate planes ., ;
within the pro~ile of the body and parallel to a plane throu~h .. ;
the longitudinal axis o~ the vehicle, when tiller 84 is turned .
as will be later described. The tiller 84 is operatively con- ;;
nected by universal joint 92 to a shaft 94 that extends upwardly into a conical support or tower 96 within the vehicle body 12.
The upper end of shaft 94 is connected by universal joint 98 to :
an upper tiller 100 supported for rotation on the top o~ tower .
96.
An upper cable 102, wrapped around and secured to second circular tiller 100 as shown in FIG. 7, has one end :~?,,',.~
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fastened to the left side stirrup 64 and the opposite end fastened to stirrup 66. Stirrups 64 and 66 are further inter~
connected by a front cable 106 which extend around left and right pulleys 108 and 110 rotatably supported in the vehicle ~ :
body 12.
The lower tiller 84 is yieldably supported in position by a single ride control spring 114 which has one end seated on `~
a depending flange 116 which projects from a lower panel 118 of :
the vehicle body. The ~orward end of spring 11~ seats against a retainer 120 which has upper and lower arms 122 and 124 that ~ `~
extend around the central pivot shat 126 of the tiller 84.
~hen the wheels 7~ and 74 rebound the trailing arms 68 and 70 ~ ~ :
actiny through cable 82 displace tiller 84 rearwardly to comprassively load spring 114. A shock absorber 130, disposed : :~
within spring 114 to dampen the ride imposed oscillations o~
the spring, has a cylinder tube welded or otherwise connected to retainer 120 and a piston rod 134 connected at one end to a .~
flange 136 depending from body 12. l~his connection includes an : :
elastomeric bump stop 138 to limit the inward telescoping stroke ~ .
20 of shocX absorber 130 .
The vehicle is powered by an internal combustion engine 140 whose speed and tor~ue is controlled by rotatable `;
hand throttle 1~1 on handlebars 38. Engine 140 is mounted to .
vehicle body by a support bracket 142~ As shown in FIG. 10 bracket 142 is secured by bolts 1~4 and 146 to the body of the . .~.
vehicle and the engine in turn is secured to this bracket by suitable bolt means such as 148 and 150. The engine 140 is operatively connected to an output sprocket 154 by a change ~;
speed transmission, not shown. Sprocket 154 drives chain 156 which in turn drives a sprocket 158 ixed to jack shaft 160.
Jack sha~t 160 is rotatably mounted by suitable bearings in : ~
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cuplike housings 162 secured by threaded fasteners 164 to engine mounting bracket 142. The jack shaft has le~t and right sprockets 166, 168 to drive left and right chains 170 and 172 respectively. The chains 17Q and 172 respectively drive sprockets 174, 176 which are in turn connected to the left and right drive wheels 72 and 74. The gear ratios of the transmission are controlled by rotatable grip 178 on handlebars 38. Manual lever 180 forward of handlebars 38 controls a clutch ~;~
actuated when shifting between gear ratios. Lever 182 pivokally supported on bracket 30 in front of throttle control 141 i5 manually gripped and sgueezed to operate drum brakes not shown on all three wheels for vehicLe braking.
In the preferred embodiment of this invention, yield-able means are employed to limit the amount o~ downward travel of the trailing arm~ and wheels 72 and 74 suah as may occur when the vehicle is traveling on rough ~errain or bumper roadways.
As shown in FIGS. 9 and 10 there is a brac~et 184 securea to engine mounting bracket 142 which rotatably support left and right pulleys 186 and 188. A left side cable 190 extending over pulley 186 is fastene~ at one end b~ connector means 192 to trailing arm 68 and at the other end to a pin 194 slidable in slot 196 in bracket 184. The pin 194 is also connected to the end o~ an arm 198 of a spring device 200 which is centrally ;~
mounted on bracket 184. When the wheel 72 is jouncad and trailing arm 68 moves upwardly the spring arm 196 ~olds inwardly . . .
to take u~ slack in cable 190. Rebound travel of trailing arm ~`
68 and wheel 72 is limited when the cable 190 moves pin i94 to the end of the slot 1960 ;~
In a similar manner trailing arm 70 is connected by a right side cable 202 which extends o~er pulley 188 to a pin 206 in slot 208 in bracket 184. This pin is c~nnec*ed to arm ~055~35~
210 of the spring device 200. Opexation of the right side cable and spring construction is the same as described in connection with wheel 72 and thus further description of such construction is not necessary.
A cover 214 extends rearwardly from driver's seat 14 to cover engine 140. Suitable support and pivot means, not shown, at the rear of the cover are provided to permit the cover to be raised rearwardly to provide access to the engine, transmission and other components within the engine compartment.
10 The cover 214 is held down by suitable latching means not illus-trated. Left and right fenders 216 and 218 covering the xear wheels are secured to cover 214 and are raised and lowered along ~S
with the cover 214.
In operation the operator can readily ~teer this vehicle in a normal straight-ahead course or make a turn without camber since there is no rake angle in the front steering axis as shown by FIGS. 4 and 5. However, for improved stability and better cornering, the operator may impress loads on the trailing arms by actuating the stirrups 64 and 66 to turn the tillers 100 20 ana 84 to camber the vehicle and wheels left or right as dia-grammatically illustrated in FIGo 9. With the vehicle body shaped for maximized clearance of approximately 45 degrees for cambering a high lateral acceleration potential, such as lg, is readily permitted. This permits the vehicle to malce gradual or tight turns a-t a wide range of vehicle speeds.
With the operator seated in the vehicle, the center of gravity is quite low and above the triangle t formed by the wheel contact points and the ground. This low center o~ gravity and the camber control features of this invention provide for im-30 proved vehicle stability whether the vehicle is stationary,traveling a straight course, or making a cam~ered right or left corner. Maximized cornering ability is readily obtained by l~SSBS ~ .
cambering the vehicle and wheelæ just prior to entering a turn.
For example, in making a cambered right turn the operator ex-tends his left leg to actuate the cables to turn the tillers 100 and 84. This action causes the cables ~32 to move and turn ~ ;
the le~t arm 86 downwardly. This action rolls the vehicle to the right so that a subsequent steered and cambered right turn can be made. When the vehicle is rolledJ all wheels remain in contact with the ground and cambered by an amount equal to the vehicle roll. The resultant force due to gravity and centrif-10 ugal ~orce is directed through the triangular area t so that a `~
stabilized turn is made. In this vehicle there is no need to keep a precise relationship between speed, turning radlus and cambered angle as with conventional vehicles so that severe handling maneuvers can be accomplished with ease and with mini-mal driving skills. Camber steering to the left requires oppo-site action as compared to right turn camber steering described above. In negotiating a cambered left turn the operator turns steerable front wheel 56 slightly to the left and pushes on strut 66 to turn the tillers 100 and 84 in a clockwise direction.
This action activates cable 82 which forces swing arm 70 down-wardly while allowing arm 68 to swing upwardly by an equal amount.
The action of trailing arms using ground reaction rolls the vehicle about the roll axis and cambers the vehicle and the wheels to the le~t so that high speed le~t cornering is possible.
The amount of camber in both left and right turn operation is dependent upon the amount of movement of the stirrups and the movement of the control arm.
If turns with minimal vehicle and wheel camber are desired, stirrup displacement is quite small. As increasing camber is desired the amount of stirrup displacement is accord-ingly increased. In any event, cornering ability is maximized .~ i ~ 51~
when the vehicle and wheels are cambered by an amount suffi-cient to offset lateral acceleration. The cambering feature further allows improved stationary balance and manual banking independent of steering allows said vehicle to be cambered prior to entering into a turn so that centrifugals do not have to be overcome during the turn.
With this invention, it will be appreciated that the ride control spring is independent of the roll control so that a zero roll rate can be approached. This is particularly im- `~
portant since the vehicle operator does not have to work against the ride control suspension spring to camber the vehicle~ Add-itionally, the low center of gravity provided by this vehicle construction permits the operator to move the vehicle to the cambered or upright position with a minimized effort. The particular pedal and seat arrangement allows the rnaximized use oE muscle power in controlling the camber angle o the vehicle.
A suitable manually operated locking mechanism, not shown, `~
may be employed to ground the upper tiller to the vehicle body to hold the trailing arms 68 and 70 stationary to stabilize the vehicle ~or parking.
While preferred embodiments of this invention have been shown and described to illustrate the invention, other embodiments will now be apparent to those skilled in the art~
Accordingly, the scope of this invention is set for~h in the following claims.
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vehicle having a pair of wheels independently supported by a ~;
pair of pivoted arms extending rearwardly from the body of the ;i~
vehicle and interconnected in series with foot pedals of a cambering control system so that a controlled banking movement can be applied to the vehicle and so that a maximized restoring torgue can be applied for dynamic ~anking and for stationary balance. ~
Another feature, object and advantage of this inven- -tion is to provide a new and improved three wheeled cambering ~ -vehicle having operator controlled cambering system independent o vehic~e steering so that the vehicle can be cambered before ;~i -turning so centrifugal forces do not have to be overcome for cambered turns. This invention further provides a low center of gravity so effort required to restore the vehicle to an upright position after such turns is minimized.
Another feature, object and advantage o this inven-tion is to provide a new and improved suspension for a wheeled vehicle which incorporates a single ride control spring opera- ~
tively connected to a pair of wheel suspension arms supported -~ -for independent pivotal movement with respect to the body of the vehicle.
These and other features, objects and advantages of this invention will become more apparent from the following detailed description and drawings in which:
FIGURE 1 is a perspective view of a preferred embod-iment of this invention, FIGURE 2 is a front end view of the preferred embod- ``
iment of this invention taken along lines 2-2 of FIGURE };
FIGURE 3 is a rear end view of the preferred embod-iment of this invention taken along lines 3-3 of FIGURE l;
FIGURE 4 is a side elevational view partially in , .. . . ' '' ; ' ' : ~
~L~S58~
section of the preEerred embodiment of the invention, FIGURE 5 is a plan view partly in section taken alon~
lines 5-5 of FIGURE 4, FIGURE 6 is a cross sectionaL view taken along lines 6-6 of FIGURE ~;
FIGURE 7 is a top plan view ta~cen along lines 7-7 of FIGURE 6;
FIGURE 8 is a sectional view taken along lines 8-8 of FIGURE 6;
FIGURE 9 is an end view taken along lines 9-9 of ~ ~:
FIGURE 4; and FIGURE 10 is a side view taken along lines 10-10 of FIGURE 9.
Turning now in greater detail to the drawing, there is shown in FIGURE 1 a three-wheel cambering vehicle 10 with a unitized body 12 having a seat 14 supported therein :Eor vehicle operator 16A The lower sides 17 o~ body 12 are inclined at a -45 angle to permit camber of the vehicle up to 45 degrees during operation. The body 12 has a canopy 18 pivotally mounted ;~
on the front end thereof which can ~e raised and lowered to acilitate operator inyress and egress. The canopy 18 is a hood of sheet mkaterial which covers the front of the vehicle and ex~
tends from the ~ront of the vehicle along the sides thereof and around the back rest of seat 14.
As shown the canopy is supported ~or limited pivotal movement with respect to the vehicle body between the full and phantom line positions by a li~cage system comprising a pair of elonyated metal struts 20 and 22 and by skeering shaft 24.
Struts 20 and 22 are pivotally connected at their front ends to support li~cs 26 khat in turn are pivota~ly connected to the body structure. The struts 20 and 22 converge as they extend ; ?
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rearwardly from the front of the vehicle through a bxacket 28 extending downwardly rom the canopy and are pivotally connected at their ends to a handlekar bracket 30~ The steering shaft 24 is pivotally connected at its front end to a horizontally~
extending steering arm 32 by a universal joint 34 while the rear end of the steering shaft 24 is pivotally connected to the handlebar bracket by universal joint 36. Handle~axs 38 are supported by the handlebar bracket 30 for limited turning move-ment with respect to pivot 40. To raise the canopy for exiting from the vehicle, the operator grips the handlebars ana pushes upwardly to thereby raise the canopy to the phantom line,over-center position. If the operator is in the vehicle and desires ~;~
to close the canopy, the handlebars may be gripped and the canopy pulled downwardly to the full }ine position. A suitable locking mechanism, not shown, is used ~o secure the canopy in the closed position. The steering arm 32, actuated by steering shaft 24, is drivingly connected to a steering knuckle 44 that has upper and lower ear portions pivotally mounted on support bracket 45 integral with vehicle body 12 for limited turning movement with respect to a vertical steering axis 46. Thesteering knuckle 44 has a rearwardly inclined arm portion 48 to which a forwardly extending suspension control arm 50 is artic-ulated by pivot pin 52. The suspension control arm 50 has at its forward end a spindle 54 secured thereto on which steerable front wheel S6 is rotatably mounted. Disposed ou~board of the -~
front wheel 56 is a coil suspension spring 58 opexatively mounted between the spindle 54 and an upper portion of the steering knuckle 44. A direct acting shock absorber 60 mounted internally of spring 58 controls the movement of the spring 58 to improve vehicle roadability and handling characteristics.
With the steering structure described above, the .. . . ~ ., . ~ ~ . .
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handlebars 28 can be turned with respect to pivot 40 to actuate steering shaft 24 and thereby turn steerin~ knuckle 44 and the steerable front wheel 56. The movement of front wheel 56 with respect to pivot 52 from road bumps and other irregu-larities is controlled by the suspension spring 58 in conjunc-tion with the shock absorber 60.
When seated in the vehicle the legs of the operator extend forwardly and his feet may engage in left and riyht ;~
pedals or stirrups 64 and 66 as illustrated in FIG. 1 which 10 form part of a manually actuated system to control vehicle :~
camber. As best shown in FIGURES 4 and 5 this system incorp-orates a pair of trailing arms 68 and 70 which have rearwardly extending ~ork portions that support the axles 71 and 73 for rotatably mounting the rear wheels 72 and 74. The arms 68 and 70 have downwardly extending cran~ portions 76 and 78 that are connected respectively to the opposite ends o~ a cable 82 that ~i i5 wrapped around and secured to a circular tiller 84 which is : ~
yieldably supported in a centralized location within the vehicle ~-: ; -.
body 12 forward of the trailing arms 68 and 70. ;
The trailing arms 68 and 70 are pivotally mounted on body 12 by pivot bolt means 88 and 90 which permit the arms 68 . ~ ~ :
and 70 to swing upwardly and downwardly in separate planes ., ;
within the pro~ile of the body and parallel to a plane throu~h .. ;
the longitudinal axis o~ the vehicle, when tiller 84 is turned .
as will be later described. The tiller 84 is operatively con- ;;
nected by universal joint 92 to a shaft 94 that extends upwardly into a conical support or tower 96 within the vehicle body 12.
The upper end of shaft 94 is connected by universal joint 98 to :
an upper tiller 100 supported for rotation on the top o~ tower .
96.
An upper cable 102, wrapped around and secured to second circular tiller 100 as shown in FIG. 7, has one end :~?,,',.~
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fastened to the left side stirrup 64 and the opposite end fastened to stirrup 66. Stirrups 64 and 66 are further inter~
connected by a front cable 106 which extend around left and right pulleys 108 and 110 rotatably supported in the vehicle ~ :
body 12.
The lower tiller 84 is yieldably supported in position by a single ride control spring 114 which has one end seated on `~
a depending flange 116 which projects from a lower panel 118 of :
the vehicle body. The ~orward end of spring 11~ seats against a retainer 120 which has upper and lower arms 122 and 124 that ~ `~
extend around the central pivot shat 126 of the tiller 84.
~hen the wheels 7~ and 74 rebound the trailing arms 68 and 70 ~ ~ :
actiny through cable 82 displace tiller 84 rearwardly to comprassively load spring 114. A shock absorber 130, disposed : :~
within spring 114 to dampen the ride imposed oscillations o~
the spring, has a cylinder tube welded or otherwise connected to retainer 120 and a piston rod 134 connected at one end to a .~
flange 136 depending from body 12. l~his connection includes an : :
elastomeric bump stop 138 to limit the inward telescoping stroke ~ .
20 of shocX absorber 130 .
The vehicle is powered by an internal combustion engine 140 whose speed and tor~ue is controlled by rotatable `;
hand throttle 1~1 on handlebars 38. Engine 140 is mounted to .
vehicle body by a support bracket 142~ As shown in FIG. 10 bracket 142 is secured by bolts 1~4 and 146 to the body of the . .~.
vehicle and the engine in turn is secured to this bracket by suitable bolt means such as 148 and 150. The engine 140 is operatively connected to an output sprocket 154 by a change ~;
speed transmission, not shown. Sprocket 154 drives chain 156 which in turn drives a sprocket 158 ixed to jack shaft 160.
Jack sha~t 160 is rotatably mounted by suitable bearings in : ~
1~S5~5~
cuplike housings 162 secured by threaded fasteners 164 to engine mounting bracket 142. The jack shaft has le~t and right sprockets 166, 168 to drive left and right chains 170 and 172 respectively. The chains 17Q and 172 respectively drive sprockets 174, 176 which are in turn connected to the left and right drive wheels 72 and 74. The gear ratios of the transmission are controlled by rotatable grip 178 on handlebars 38. Manual lever 180 forward of handlebars 38 controls a clutch ~;~
actuated when shifting between gear ratios. Lever 182 pivokally supported on bracket 30 in front of throttle control 141 i5 manually gripped and sgueezed to operate drum brakes not shown on all three wheels for vehicLe braking.
In the preferred embodiment of this invention, yield-able means are employed to limit the amount o~ downward travel of the trailing arm~ and wheels 72 and 74 suah as may occur when the vehicle is traveling on rough ~errain or bumper roadways.
As shown in FIGS. 9 and 10 there is a brac~et 184 securea to engine mounting bracket 142 which rotatably support left and right pulleys 186 and 188. A left side cable 190 extending over pulley 186 is fastene~ at one end b~ connector means 192 to trailing arm 68 and at the other end to a pin 194 slidable in slot 196 in bracket 184. The pin 194 is also connected to the end o~ an arm 198 of a spring device 200 which is centrally ;~
mounted on bracket 184. When the wheel 72 is jouncad and trailing arm 68 moves upwardly the spring arm 196 ~olds inwardly . . .
to take u~ slack in cable 190. Rebound travel of trailing arm ~`
68 and wheel 72 is limited when the cable 190 moves pin i94 to the end of the slot 1960 ;~
In a similar manner trailing arm 70 is connected by a right side cable 202 which extends o~er pulley 188 to a pin 206 in slot 208 in bracket 184. This pin is c~nnec*ed to arm ~055~35~
210 of the spring device 200. Opexation of the right side cable and spring construction is the same as described in connection with wheel 72 and thus further description of such construction is not necessary.
A cover 214 extends rearwardly from driver's seat 14 to cover engine 140. Suitable support and pivot means, not shown, at the rear of the cover are provided to permit the cover to be raised rearwardly to provide access to the engine, transmission and other components within the engine compartment.
10 The cover 214 is held down by suitable latching means not illus-trated. Left and right fenders 216 and 218 covering the xear wheels are secured to cover 214 and are raised and lowered along ~S
with the cover 214.
In operation the operator can readily ~teer this vehicle in a normal straight-ahead course or make a turn without camber since there is no rake angle in the front steering axis as shown by FIGS. 4 and 5. However, for improved stability and better cornering, the operator may impress loads on the trailing arms by actuating the stirrups 64 and 66 to turn the tillers 100 20 ana 84 to camber the vehicle and wheels left or right as dia-grammatically illustrated in FIGo 9. With the vehicle body shaped for maximized clearance of approximately 45 degrees for cambering a high lateral acceleration potential, such as lg, is readily permitted. This permits the vehicle to malce gradual or tight turns a-t a wide range of vehicle speeds.
With the operator seated in the vehicle, the center of gravity is quite low and above the triangle t formed by the wheel contact points and the ground. This low center o~ gravity and the camber control features of this invention provide for im-30 proved vehicle stability whether the vehicle is stationary,traveling a straight course, or making a cam~ered right or left corner. Maximized cornering ability is readily obtained by l~SSBS ~ .
cambering the vehicle and wheelæ just prior to entering a turn.
For example, in making a cambered right turn the operator ex-tends his left leg to actuate the cables to turn the tillers 100 and 84. This action causes the cables ~32 to move and turn ~ ;
the le~t arm 86 downwardly. This action rolls the vehicle to the right so that a subsequent steered and cambered right turn can be made. When the vehicle is rolledJ all wheels remain in contact with the ground and cambered by an amount equal to the vehicle roll. The resultant force due to gravity and centrif-10 ugal ~orce is directed through the triangular area t so that a `~
stabilized turn is made. In this vehicle there is no need to keep a precise relationship between speed, turning radlus and cambered angle as with conventional vehicles so that severe handling maneuvers can be accomplished with ease and with mini-mal driving skills. Camber steering to the left requires oppo-site action as compared to right turn camber steering described above. In negotiating a cambered left turn the operator turns steerable front wheel 56 slightly to the left and pushes on strut 66 to turn the tillers 100 and 84 in a clockwise direction.
This action activates cable 82 which forces swing arm 70 down-wardly while allowing arm 68 to swing upwardly by an equal amount.
The action of trailing arms using ground reaction rolls the vehicle about the roll axis and cambers the vehicle and the wheels to the le~t so that high speed le~t cornering is possible.
The amount of camber in both left and right turn operation is dependent upon the amount of movement of the stirrups and the movement of the control arm.
If turns with minimal vehicle and wheel camber are desired, stirrup displacement is quite small. As increasing camber is desired the amount of stirrup displacement is accord-ingly increased. In any event, cornering ability is maximized .~ i ~ 51~
when the vehicle and wheels are cambered by an amount suffi-cient to offset lateral acceleration. The cambering feature further allows improved stationary balance and manual banking independent of steering allows said vehicle to be cambered prior to entering into a turn so that centrifugals do not have to be overcome during the turn.
With this invention, it will be appreciated that the ride control spring is independent of the roll control so that a zero roll rate can be approached. This is particularly im- `~
portant since the vehicle operator does not have to work against the ride control suspension spring to camber the vehicle~ Add-itionally, the low center of gravity provided by this vehicle construction permits the operator to move the vehicle to the cambered or upright position with a minimized effort. The particular pedal and seat arrangement allows the rnaximized use oE muscle power in controlling the camber angle o the vehicle.
A suitable manually operated locking mechanism, not shown, `~
may be employed to ground the upper tiller to the vehicle body to hold the trailing arms 68 and 70 stationary to stabilize the vehicle ~or parking.
While preferred embodiments of this invention have been shown and described to illustrate the invention, other embodiments will now be apparent to those skilled in the art~
Accordingly, the scope of this invention is set for~h in the following claims.
,
Claims (6)
1. A three wheel cambering vehicle comprising a vehicle body, steerable wheel means movably secured to said body for turning movement about a steering axis, steering means for turning said steerable wheel means, a pair of arms extending longitudinally of said body, pivot means independently mounting each of said arms for upward and downward swinging movement with respect to said body, a road wheel rotatably mounted on each of said arms for swinging movement therewith, seat means for supporting a vehicle operator in said body at a low center of gravity with respect to a supporting roadway, force transmitting means independent of said steering means operatively connected to each of said arms and actuated by said vehicle operator to permit the vehicle operator to selectively impress a load to turn either of said trailing arms on said pivot means to camber said wheel and said vehicle, said force transmitting means comprising a tiller operatively connected to a ride control spring rotatably and yieldably mounted in said vehicle body, cable means operatively connected to said tiller and to each of said arms and actuator means operated by said vehicle operator to turn said tiller in either direction to selectively swing either of said arms downwardly to thereby camber said vehicle.
2. A three wheel cambering vehicle comprising a vehicle body, steerable wheel means movably secured to said body for turning movement about a steering axis, steering means for turning said steerable wheel means, a pair of arms extending longitudinally of said body, pivot means independently mounting each of said arms for upward and downward swinging movement with respect to said body, a road wheel rotatably mounted on each of said arms for swinging movement therewith, each of said arms having a crank extending therefrom, seat means supporting a vehicle operator within said body at a low center of gravity, force transmitting means independent of said steering means operatively connected to each of said cranks and actuated by said vehicle operator to permit the vehicle operator to selectively impress a load to turn either of said trailing arms on said pivot means to camber said wheels and said vehicle, said force transmitting means comprising a first tiller rotatably and yieldably mounted in said vehicle body by ride control spring means, first cable means having an intermediate portion secured to said first tiller and having one end portion connected to one of said cranks and the other end connected to the other of said cranks, a second tiller means rotatably supported in said vehicle, means drivingly connecting said first and second tiller means, an endless cable means secured to said second tiller means, and actuator means operatively connected to said endless cable means so that said operator can turn said tillers in either direction and selectively swing either of said arms downwardly to thereby camber said vehicle.
3. A steerable narrow track vehicle having a camber control system independent of steering comprising a vehicle body, steerable wheel means operatively supported by said body for limited turning movement about a substantially vertical steering axis, manual steering means operatively connected to said steerable wheel means for turning said steerable wheel means about said steering axis, a pair of arms extending longitudinally rearwardly from said body, pivot means securing said arms for limited swinging motion with respect to said body independent of said manual steering means, separate road wheel means rotatably mounted on each of said arms adjacent to the free ends thereof, tiller means and connector cable means operatively connecting each of said arms to each other for equal movement in opposite directions, support means for receiving the left and right feet of a vehicle operator operatively connected to said connector cable means to permit said operator to actuate said connector cable means and thereby camber said wheel means and said vehicle, and unitary ride control spring means yieldably urging said tiller means in one direction to thereby urge said wheels sup-ported by said arms into engagement with a supporting surface.
4. A narrow track vehicle comprising a vehicle body, steerable wheel means operatively supported by said body for limited turning movement about a steering axis, manual steering means operatively connected to said steerable wheel means for turning said steerable wheel means, a pair of arms extending rearwardly from said body, pivot means securing said arms for limited upwardly and downwardly swinging motion with respect to said body, separate road wheel means rotatably mounted on each of said arms adjacent to the free ends thereof, seat means for supporting a vehicle operator in said body, cable means opera-tively connecting each of said arms to each other, circular tiller means operatively connected to said cable means inter-mediate the ends thereof and ride control spring means supported by said vehicle body and yieldably urging said tiller means in one direction to thereby urge said wheels supported by said arms into engagement with a supporting surface and actuator means operated by said vehicle operator for turning said tiller means for cambering said vehicle.
5. A steerable three-wheel narrow-track cambering vehicle that is cambered independent of steering comprising a vehicle body, steerable front road wheel means movably secured to said body for turning movement about a steering axis, steering means for turning said steerable front wheel means, a pair of trailing arms within the profile of said body extending longitudinally rearwardly therefrom, pivot means pivotally con-necting the forward ends of said arms to said body and independ-ently mounting each of said arms for upward and downward swinging movement with respect to said body, connector means inter-connecting said arms for equal arcuate movement in opposite directions, a road wheel rotatably mounted on each of said arms for swinging movement therewith, seat means for supporting a vehicle operator at a low center of gravity position within said vehicle body in front of said trailing arms, said connector means comprising force transmitting means independent of said steering means mechanically interconnecting each of said arms to permit the vehicle operator to selectively manually impress a load to swing said trailing arms on said pivot means through equal arcs and in opposite directions to camber said wheels and said vehicle body and thereby roll said vehicle for improved cornering stability for a wide range of vehicle speeds and ride control spring unit means operatively coupled to said connector means for yieldably urging said connector means in a linear direction to thereby urge said wheels supported by said arms into engagement with a supporting surface.
6. A steerable narrow-track cambering vehicle in which cambering is independent of steering comprising a vehicle body, a seat in said body between the front and rear ends thereof to position and support said operator at a low center of gravity point in said vehicle, steerable front road wheel means, manual steering means for steering said front wheel means, a pair of trailing arms longitudinally aligned with and extending rear-wardly of said vehicle body and said seat for said operator, a road wheel rotatably mounted on the free end of each of said arms, laterally extending pivot means mounting each of said arms for up and down swinging movement in planes on opposite sides of a central plane through said vehicle and said front wheel tiller and cable means independent of said steering means operatively connecting each of said arms together for swinging said arms on said pivot means in opposite directions through equal arcs in opposite directions, said cable means being operated through the feet of the vehicle operator when positioned in said seat to roll said vehicle body and wheels with respect to a roll axis for maintaining a coordinate turn under steady state conditions for a wide range of vehicle speeds and a ride control spring unit operatively coupled to said tiller means for yieldably urging said cable means in a direction whereby said wheels supported by said arms are urged into engagement with a supporting surface for said vehicle.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US05/603,532 US4065144A (en) | 1975-08-11 | 1975-08-11 | Cambering vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1055851A true CA1055851A (en) | 1979-06-05 |
Family
ID=24415836
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA252,499A Expired CA1055851A (en) | 1975-08-11 | 1976-05-13 | Cambering vehicle |
Country Status (2)
| Country | Link |
|---|---|
| US (1) | US4065144A (en) |
| CA (1) | CA1055851A (en) |
Families Citing this family (29)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4293052A (en) * | 1978-07-17 | 1981-10-06 | Daswick Alexander C | Lightweight two-wheeled vehicle |
| EP0020835B1 (en) * | 1979-06-29 | 1985-03-13 | Edmund Francis Neville Jephcott | Ultra narrow enclosed motor vehicles |
| US4368795A (en) * | 1979-10-24 | 1983-01-18 | Hubert Tidwell | Economy safety passenger vehicle |
| US4283074A (en) * | 1979-10-24 | 1981-08-11 | Hubert Tidwell | Narrow track economy motor vehicle |
| US4535869A (en) * | 1982-02-05 | 1985-08-20 | Suzuki Motor Company Limited | Saddle riding type motorcar having four wheels |
| JPH068114B2 (en) * | 1987-03-13 | 1994-02-02 | 本田技研工業株式会社 | Motorcycle |
| GB8708052D0 (en) * | 1987-04-03 | 1987-05-07 | Langton A | Vehicle for sporting use |
| ATE253468T1 (en) | 1997-07-29 | 2003-11-15 | Gates Corp | INDEPENDENT SUSPENSION AND DRIVE ARRANGEMENT AND VEHICLES HAVING SUCH ARRANGEMENTS |
| US6637763B2 (en) * | 2001-12-05 | 2003-10-28 | Ming C. Kuo | Enclosed motorcycle |
| GB2394701B (en) * | 2002-10-29 | 2005-01-12 | Stuart Mills | Tilting three wheeled vehicle |
| US7097187B2 (en) * | 2002-12-20 | 2006-08-29 | Daimlerchrysler Corporation | Suspension system for a motor vehicle |
| US7487985B1 (en) | 2005-08-25 | 2009-02-10 | Robert Mighell | Tilting wheeled vehicle |
| DE112006002581T5 (en) * | 2005-09-30 | 2008-09-04 | Harley-Davidson Motor Company Group, Inc., Milwaukee | Tilt suspension mechanics |
| US7571787B2 (en) * | 2005-09-30 | 2009-08-11 | Harley-Davidson Motor Company Group, LLC | Headlight mounting arrangement |
| WO2008093039A1 (en) * | 2007-02-01 | 2008-08-07 | Jon Parsons | Multi wheeled single track vehicle |
| US7739030B2 (en) | 2007-11-13 | 2010-06-15 | Desai Shitalkumar V | Relieving urban traffic congestion |
| US7708091B2 (en) * | 2008-01-30 | 2010-05-04 | Honda Motor Co., Ltd. | Apparatuses and methods for providing hybrid steering for a vehicle |
| US7823675B2 (en) | 2008-07-18 | 2010-11-02 | Ali Kermani | Drifting kart |
| USD761700S1 (en) | 2009-07-20 | 2016-07-19 | Ali Kermani | Drifting kart |
| US11407466B2 (en) | 2011-09-16 | 2022-08-09 | Arcimoto, Inc. | Tilting wheeled vehicle |
| US9428236B2 (en) * | 2013-11-06 | 2016-08-30 | Bryan Goss | Lean-compensating motorcycle with channel wheels |
| USD793912S1 (en) | 2014-05-09 | 2017-08-08 | Razor Usa Llc | Drifting kart |
| US20150328994A1 (en) | 2014-05-13 | 2015-11-19 | Razor Usa Llc | Kart |
| USD771196S1 (en) | 2014-06-03 | 2016-11-08 | Razor Usa Llc | Drifting kart |
| USD774981S1 (en) | 2015-03-19 | 2016-12-27 | Razor Usa Llc | Drifting kart |
| US10696345B2 (en) | 2015-07-02 | 2020-06-30 | Kliment Vidolov | Vehicle with an inclined steering axis |
| USD793481S1 (en) | 2016-05-17 | 2017-08-01 | Razor Usa Llc | Drifting kart |
| US10053180B1 (en) * | 2017-08-31 | 2018-08-21 | Tower Trikes, Inc. | Trike steering and suspension systems |
| WO2019125138A1 (en) | 2017-12-18 | 2019-06-27 | Vossebeld Design | Tricycle |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3123375A (en) * | 1964-03-03 | courtney | ||
| US2152938A (en) * | 1936-07-11 | 1939-04-04 | Edward L Welch | Vehicle banking mechanism |
| GB664338A (en) * | 1949-03-18 | 1952-01-02 | Manuel De Montalvo Y Garcia Ca | Improvements in or relating to stabilising systems for vehicle suspensions of mechanically driven vehicles |
| US2696387A (en) * | 1949-06-17 | 1954-12-07 | Nils E Nordin | Vehicle suspension |
| US2936034A (en) * | 1954-10-14 | 1960-05-10 | Lely Nv C Van Der | Tractor having driven hind-wheels |
| BE548491A (en) * | 1955-06-09 | |||
| US3014731A (en) * | 1960-02-15 | 1961-12-26 | Theodore A Dworak | Ski vehicle |
| US3237961A (en) * | 1963-10-28 | 1966-03-01 | Wayne W Mcmullen | Means in a vehicle for maintaining coordination between the vehicle's turning and lateral sloping |
| US3504934A (en) * | 1966-06-30 | 1970-04-07 | George L Wallis | Tricycle wheel and frame arrangement |
| US3540750A (en) * | 1968-03-21 | 1970-11-17 | Paul J Berger | Ski vehicle |
| US3572456A (en) * | 1969-01-09 | 1971-03-30 | Arthur D Healy | Bankable tricycle type vehicle |
| US3637035A (en) * | 1969-11-07 | 1972-01-25 | Brice P Washburn | Snowmobile |
| US3645558A (en) * | 1970-03-31 | 1972-02-29 | Frank C Freidheim | Bicycle trainer velocipede |
| JPS5532806B2 (en) * | 1972-08-31 | 1980-08-27 | ||
| US3860264A (en) * | 1973-01-15 | 1975-01-14 | Mattel Inc | Lean velocipede |
| US3924704A (en) * | 1974-05-31 | 1975-12-09 | Ostbergs Fabriks Ab | Stabilizing arrangement in terrain-going vehicles |
| US3964563A (en) * | 1975-01-29 | 1976-06-22 | Allen Carling D | Wheel-support structure in vehicles |
-
1975
- 1975-08-11 US US05/603,532 patent/US4065144A/en not_active Expired - Lifetime
-
1976
- 1976-05-13 CA CA252,499A patent/CA1055851A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| US4065144A (en) | 1977-12-27 |
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