WO2003013945A1

WO2003013945A1 - Self-supporting motorized cycle

Info

Publication number: WO2003013945A1
Application number: PCT/US2002/025013
Authority: WO
Inventors: Peter Asch
Original assignee: Peter Asch
Priority date: 2001-08-07
Filing date: 2002-08-07
Publication date: 2003-02-20

Abstract

A support system (30) for a motorized cycle (10), such as a motorcycle, motor cycle, and the like for maintaining the motorized cycle in a substantially upright position during operational stopping. The support system (30) operates as a 'traveling kickstand' which maintains the cycle substantially upright when the cycle is brought to a stop. As the cycle continues to move, the support system (30) moves out of the way.

Description

SELF-SUPPORTING MOTORIZED CYCLE BACKGROUND OF THE INVENTION

This invention relates to a self-supporting motorized cycle, such as a motorcycle, motorbike, motor scooter, or the like. It provides for a "traveling kickstand" which supports the motorized cycle during operational stops avoiding the need for the rider to dismount during such stops .

One of the inconveniences of driving a motorcycle is the need for the driver to lower his feet to the ground when stopping. During such operational stops the driver must balance the motorized cycle and maintain it in its upright position, thereby preventing it from falling to the ground. For many cyclists, this is a continuous inconvenience. It requires continuous lowering of the feet to the ground at regular intervals thereby providing a discomfort. At the same time, he must balance the weight of the cycle and retain it in a substantially upright condition while stopped since typically it leans toward one side, the side on which he has lowered his foot .

When more than one rider is on the cycle, the inconvenience is even more pronounced. Not only must the driver balance his own weight, as well as the cycle's weight, he must now also manage the weight of an extra person. Riders sitting behind the driver rarely lower their feet to assist in stopping and balancing and as a result all of the work falls on the driver of the cycle. SUMMARY OF THE INVENTION

It is therefore an object of the present invention to provide a support mechanism which will be useful in supporting the cycle during operational stops without the need for the driver or rider to lower the feet in order to prop up the cycle during such stops .

The support includes wheels laterally placed on either side of the cycle which are normally retained in a stored position which is retracted so as not to interfere with the normal operating of the cycle. As the cycle slows down below a preset speed, as getting ready to stop, the support mechanism will be lowered into a supporting position on either side of the cycle. The support wheels on either side will be able to support the torque of the motorized cycle and the driver and will retain the cycle in a substantially upright position during such stop. As the cycle begins to accelerate after the stop, the support wheels will be retracted to permit the cycle to operate in its normal manner.

BRIEF DESCRIPTION OF THE DRAWINGS

To facilitate the further description and understanding of the invention, reference will be made to the accompanying drawings of which: FIG. 1 is a perspective view of a motorized cycle, in this case a motorcycle, showing the support mechanism connected thereto;

FIG. 2 is a view similar to that of FIG 1 but this time showing the support mechanism including a guard cover;

FIG. 3 is a side elevational view of the motorized cycle showing the support mechanism in its retracted position;

FIG. 4 is a side view similar to that of FIG. 3 showing the support mechanism in its lowered position;

FIG. 5 is a block diagram of the operating system of the present invention; FIG. 6 is a schematic perspective view showing the support mechanism as coupled to frame portions of the motorized cycle;

FIG. 7 is a side view of FIG. 6 and showing the support mechanism in its upright, retracted position;

FIG. 8 is a view similar to that in FIG. 7 but showing the support mechanism in its lowered operational position;

FIG. 9 is a sectional view taken along lines 9-9 of FIG. 7;

FIG. 10 is a cross-sectional view taken along lines 10-10 of FIG. 8;

FIG. 11 is a enlargement of Section C shown in FIG. 9; and FIG. 12 is a side elevational view showing schematically a motor scooter utilizing the support mechanism of the present invention.

In the various views, like characters identify like parts . DESCRIPTION OF A PREFERRED EMBODIMENT

Referring now to FIG. 1, there is generally shown a motorized cycle 10 in the form of a motorcycle. However, it should be appreciated that other types of motorized cycles could likewise be utilized such as a motor bike, motor scooter, or the like. The motorized cycle typically includes a frame 12, a front wheel mechanism 14, a rear wheel mechanism 16, a seat portion 18, an upper structure 20, and the handlebar mechanism 22. Such motorcycle would typically include the necessary motorizing means which would be incorporated within the upper structure 20 and is sometimes covered, as shown, or may be exposed depending upon the style and manufacturer of the cycle. The rear wheel 16 is maintained on a central hub 24. A beam 26 interconnects the frame 12 to the central hub 24 of the rear wheel. Supported on the beam 26 is the support mechanism of the present invention, generally referred to as 30.

In FIG. 1, such support mechanism is shown as including a support frame 32 and wheels 34 and 36 (as shown in FIG. 6) . The wheels are shown as being exposed. However, as shown in FIG. 2, the wheels could be covered by a wheel guard 38. A similar wheel guard would be covering the opposite wheel not shown in FIG. 2.

As shown in FIG. 3, when the motorized cycle 10 is in its normal operating condition during driving, the support mechanism 30 is in its upright or retracted position whereby it is removed from the surface contact of the road on which the cycle rides. Thus, it will be out of the way and will not interfere with the normal driving of the motorized cycle.

However, as the motorized cycle slows down, as for example, coming to a stop, normally it would be necessary for the driver to lower his foot and tilt the cycle to one side in order to retain the cycle in an upright position while it is stopped. In the present case, the support mechanism 30 automatically lowers so that the wheels 34, 36 engage the road surface and avoid the need for the driver to lower a foot on one side or the other side. Because of the presence of the wheels laterally on either side of the cycle, the cycle will be self-supporting during the time that it is at a standstill. However, once the cycle starts accelerating again into its normal operating mode, the support mechanism 30 will again move upward into its retracted position, shown in FIG. 3. It should be appreciated that if the guard covers shown in FIG. 2 were being utilized, the guard covers remain in the upward position and need not move up and down. To provide the support before the bike comes to a full stop and considering friction, wheels will be necessary. The wheel must be sturdy, lightweight and wear resistant. Inflatable tires are a possibility. Since the wheels are not used for propulsion, and since they must activate only for a relatively short time before coming to a full stop, solid metal wheels with a molded rubber rim are also an option.

The best location for the wheels from a balance viewpoint is directly under the seat, near the center of gravity. The farther out to the side that the wheels extend the better, as the weight distribution will fall proportionately. The weight will be distributed between the main wheels of the bike, and the additional support wheel on the side where the rider is leaning, as a direct proportion between the distance of the center of gravity from each element. For instance if the support wheel extends 15 cm and the rider is leaning 1 cm to the right, the right support wheel will carry 1/15 of the total weight of the bike and rider (i.e. by way of example, 30kg for a 450kg total weight) .

This consideration is also important when the rider is stopped and fidgets right or left. If the rider shifts enough so the center of gravity is past the support wheel he will topple over. This consideration is more relevant for a light scooter where the riders relative weight can shift the entire center of gravity to that extent. A heavy rider on a light scooter, for example a 150 kg. rider on a scooter of the same weight, leaning 30 cm. in one direction when the bike is stopped, could cause a shift of about 7 cm in the center of gravity which could effect an equivalent of 150 kg on the same support wheel mentioned above. A narrow steel bar with a 5 mm diameter can handle that weight in shear or tension. The resulting bending torque can also be easily handled with lightweight parts .

The main factor that needs to be considered when evaluating the forces involved is the speed at which the wheels be set in place. A rider is constantly maintaining his balance by turning into the direction to which his weight or more exactly the bike and rider's combined center of gravity is leaning. The law that rules this balance is F=ma and specifically centrifugal force. The torque working on the line of contact with the road to topple the rider over is countered by the torque of centrifugal force in the opposite direction. The equation governing the balance is:

Mgd = (Mv²/r) x h Canceling out the M: gd = (v²/r) x h

M = mass r = radius the bike is turning in g = gravity h = height from center of gravity to the ground V = velocity d = the lateral distance from the center of gravity to the geometric center line of travel As can be seen the mass is not a factor, only speed and the height of the center of gravity. The faster the speed the larger the radius of turn can be when turning into the fall and the farther the rider can swerve left or right off center and still maintain his balance. In other words, the slower the bike is moving, the harder it is to keep balance, the more upright the rider must be and the more the wheel will wobble. In order to calculate the forces acting on the wheels when they drop, we must make an assumption as to the speed the bike is traveling at when they drop, and the balance position at that time. Assuming that the stopping speed at which the wheels will touch ground is 0.83 m/s or 3 km/h. We can assume that the maximum turning radius that a person will be traveling as he nears stopping is 4 meters. Inserting these values we can calculate the distance the center of gravity is from the geometric center line of travel, perpendicular to the road: v² = 0.69 m²/sec² r = 4m h = 0.80m (estimated avg.) g = 9.8m/ sec² From the above we can calculate d = 1.4 cm. If a sharper turn of the wheel to balance is practical it must be accounted for.

To calculate torque, we will need to estimate the weight of bike and rider. If we assume a maximum total of 600 kg (accounting for two 150 kg. riders on a 300 kg. motorcycle) we will get a torque of 82.3 Nxm. To counter that torque and support or lift the rider back to center we will use wheels extending 15cm in each direction. The force from the wheels pressing against the ground works only in the direction perpendicular to the ground so the equivalent force required to balance the rider is 82.3Nxm/0.15 m = 548.7 N or 56 kg force. That is a relatively small force and a one inch diameter power screw with an electric motor can easily handle the job. With reference now to FIG. 5, the actuation in control of the present system will be described. A speed sensor 50 is provided for detecting when the speed of the motorized cycle drops below a preset value. That value can be preset for the system but could also allow for modification by the user, if desired. An electric sensor connected to the speedometer serves this purpose. When it detects a drop below the set value it sends a signal to a switch such as a relay 52. The relay closes a circuit that starts the electric motor 54 operating. Electric motor 54 is a bi-directional motor and in this case the switch will cause it to rotate in a first direction, by way of example the clockwise direction. The motor, which is fixed to the motorized cycle's frame, turns a powerscrew 56 likewise in the clockwise direction, by way of this example. The powerscrew passes through a threaded nut (to be described later) which is secured to the support wheels 58. As a result, the powerscrew turns in its thread and the support wheels are lowered. The motor must provide enough torque to straighten the bike and support the rider while stationary, but not enough to raise the bike off its tires. Once the motor reaches its stalling torque, it stops turning and control 60 retains the motor such that the support wheels stay lowered. After completing the stopping, whether it be for a red light, traffic, or the like, as the rider accelerates past another preset high speed, the electronic speed sensor 50 detects this and sends a signal to switch relay 52. This time the relay closes a circuit that starts an electric motor rotating in the opposite direction, by way of example counter-clockwise. This will cause the reverse process to begin and raises the wheels. When the support wheels have reached their maximum height, the top portion of the support wheel structure will trip a small switch 62 extending in a conveniently positioned location. This sends a signal back to the control relay switch 52 thereby opening the circuit and cutting off electricity to the motor.

The specific structural placement is best noted in FIGS. 6-11. The support frame 32 containing the wheels 34, 36 uses a powerscrew 56 connected to the motor 54. The structure has a threaded nut 70 fixed to the top so that it turns against the screw and moves the support wheels 34, 36 on the support frame 32 up and down accordingly. An additional guide rod 74 is connected to prevent lateral turning and keep the movement limited to a vertical movement. A shoulder 76 extending around the powerscrew near the motor is permanently fixed, such as by welding or the like, to a thrust bearing 78. The thrust bearing is clamped to the beam 26 which is connected to back tire support 24 and extends from the motorcycle's frame 12. Such coupling could be by means of screws, bolts, or the like. Force from the road on the support wheels is transferred through the support wheels structure to the powerscrew, to the bearing, and from there back to the back tire beam, and back frame. All forces acting against the support wheels will be transferred through the jackscrew to the beam that connects the motorcycle frame to the back tire. That beam is generally connected to shock absorbers and those would be affective in absorbing shocks to the support wheels as well.

Although a particular location adjacent to drivers seat has been shown, it should be appreciated that other storage possibilities are available and are included within the present invention and its claims. Other storage possibilities are:

1. Revolving back behind the rider on an axis perpendicular to the bike frame.

2. Flipping down 180° from top to bottom on an axis in line with the frame.

3. Telescoping outwards diagonally to the ground. However, there are some specific advantages to the embodiment shown with the support wheels lowering vertically along side the rider. These include the following:

1. The bike is brought to center equilibrium by direct vertical force against the road. This requires the smallest force and therefore the most compact and efficient actuator motor. The other solutions all involve a parasitic lateral force against the pavement, causing excessive wear and requiring a larger motor. Erosion of the wheels would require regular wheel replacement or high cost material that can withstand wear.

2. A wide wheel base is not necessary. As was shown even a narrow wheel base of 30 cm, 15 cm. on each side easily could handle the force required to raise the bike to center.

3. The wheels need to be raised only slightly from the ground. Activation travel distance would be very small and therefore enable quick activation and minimal work and wear on the actuator motor. 4. Movement is contained and when taking place under a wheel guard, almost undetectable . 5. There is no danger of obstructions getting in the way inadvertently and maybe even getting damaged as the wheels are lowering.

6. The third option is possible only if the wheels extend straight down. Telescoping tubes need to be relatively thin and cannot bear bending orque. If they extend diagonally to the road, there will be such a torque from the vertical force of the road against the wheel. In general, it must be appreciated that the raising and lowering mechanism must move in a way that does not endanger the rider, such as catching an article of clothing or limb, or endangering others in the proximity of the cycle. The presence of the guard as heretofore shown would be useful in this regard.

It should be appreciated that although generally there has been described thus far the present invention as contained on a motorcycle, that the present invention could be utilized on other motorized cycles including motor scooters, motor bikes, and the like. By way of example such motor scooter is shown generally at 90 in FIG. 12 and schematically showing at 92 the support mechanism of the present invention.

It should be understood that the present invention describes the embodiments contemplated. However, it should understood that the scope of the invention should best be defined by the claims of the present invention.

Claims

What is claimed is:

1. A support system for a motorized cycle, such as a motorcycle, motor scooter and the like, for maintaining the motorized cycle in a substantially upright position during operational stopping, comprising: a speed sensor for detecting a preset low speed and high speed of the motorized cycle; a motor controlled by the speed sensor for operating in a first direction in response to the sensed low speed and in a second direction in response to the high speed; support wheels retained by the motorized cycle and operated by the motor to extend into a supporting position on the motorized cycle as the motor operates in said first direction and to retract from said supporting position as the motor operates in said second direction; and control means for retaining said support wheels in said supporting position between said preset low speed and high speed.

2. A support system as in claim 1, wherein said support wheels comprise a set of wheels positioned laterally on either side of the motorized cycle, and a support frame for retaining said set of wheels .

3. A support system as in claim 1, and further comprising a beam retaining said support frame and connected on said motorized cycle between a frame of the motorized cycle and a back tire support of the motorized cycle.

4. A support system as in claim 1, and further comprising a jackscrew operated by said motor and coupled to said support wheels for raising and lowering said support wheels.

5. A support system as in claim 4, wherein said motor is a bi-directional motor and operates in said first direction to rotate the jackscrew in one direction to lower the support wheels and in said second direction to rotate the jackscrew in the opposite direction to raise the support wheels .

6. A support system as in claim 1, wherein said control means comprises a torque mechanism for retaining the support wheels in its supporting position when the motor reaches its stalling torque.

7. A support system as in claim 6, wherein said control means further comprise a switch triggered by the retraction of the supported wheels to stop said motor.

8. A support system as in claim 3, wherein said support frame further comprise a powerscrew for raising and lowering the support wheels, a thrust bearing on said powerscrew, and means for securing said thrust bearing to said beam.

9. A self-supporting motorized cycle such as a motorcycle, motor scooter, and the like, comprising: a frame, at least one front wheel a rear wheel support, and one rear wheel, a beam extending between the frame and the rear wheel support, and a support system coupled to said beam for maintaining the motorized cycle in a substantially upright position during operational stopping, said support system comprising; a speed sensor for detecting a preset low speed and high speed of the motorized cycle; a motor controlled by the speed sensor for operating in a first direction in response to the sensed low speed and in a second direction in response to the high speed; support wheels operated by the motor to extend into a supporting position as the motor operates in said first direction and to retract from said supporting position as the motor operates in said second direction; and control means for retaining said support wheels in said supporting position between said preset low speed and high speed.

10. A self-supporting motorized cycle as in claim 1, wherein said support wheels comprise a set of wheels positioned laterally on either side of the motorized cycle, and a support frame for retaining said set of wheels, said support frame coupled to said beam.

11. A self-supporting motorized cycle as in claim 9, and further comprising a jackscrew operated by said motor and coupled to said support wheels for raising and lowering said support wheels.

12. A self-supporting motorized cycle as in claim 4, wherein said motor is a bi-directional motor and operates in said first direction to rotate the jackscrew in one direction to lower the support wheels and in said second direction to rotate the jackscrew in the opposite direction to raise the support wheels.

13. A self-supporting motorized cycle as in claim 9, wherein said control means comprises a torque mechanism for retaining the support wheels in its supporting position when the motor reaches it stalling torque.

14. A self-supporting motorized cycle as in claim 13, wherein said control means further comprise a switch triggered by the retraction of the support wheels to stop said motor.

15. A self-supporting motorized cycle as in claim 10, wherein said support frame further comprises a powerscrew for raising and lowering the support wheels, a thrust bearing on said powerscrew, and means for securing said thrust bearing to said beam.