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WO2007035571A9 - Vehicule motorise couche a deux roues, a centre de gravite bas et cadre facultatif de protection elliptique de conducteur a six degres - Google Patents

Vehicule motorise couche a deux roues, a centre de gravite bas et cadre facultatif de protection elliptique de conducteur a six degres

Info

Publication number
WO2007035571A9
WO2007035571A9 PCT/US2006/036184 US2006036184W WO2007035571A9 WO 2007035571 A9 WO2007035571 A9 WO 2007035571A9 US 2006036184 W US2006036184 W US 2006036184W WO 2007035571 A9 WO2007035571 A9 WO 2007035571A9
Authority
WO
WIPO (PCT)
Prior art keywords
recited
wheeled vehicle
vehicle
rider
engine
Prior art date
Application number
PCT/US2006/036184
Other languages
English (en)
Other versions
WO2007035571A2 (fr
WO2007035571A3 (fr
Inventor
John C Chelen
Original Assignee
Suprine Machine Inc
John C Chelen
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US11/229,006 external-priority patent/US20080017432A1/en
Application filed by Suprine Machine Inc, John C Chelen filed Critical Suprine Machine Inc
Publication of WO2007035571A2 publication Critical patent/WO2007035571A2/fr
Publication of WO2007035571A9 publication Critical patent/WO2007035571A9/fr
Publication of WO2007035571A3 publication Critical patent/WO2007035571A3/fr

Links

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
    • B62K3/005—Recumbent-type bicycles
    • 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
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B62K11/02—Frames
    • B62K11/04—Frames characterised by the engine being between front and rear wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B62K11/02—Frames
    • B62K11/10—Frames characterised by the engine being over or beside driven rear wheel

Definitions

  • This invention relates in general to motorcycles, and more particularly to a new geometric relationship of rider to engine and chassis, as well as a set of performance and protective devices and configurations.
  • motorcycle chassis designs are derived from a horse-and-rider configuration. That is, the rider rides above the motorcycle in the same way a rider rides upon a horse. Although this does provide certain advantages, it negatively causes a large frontal area and excessive wind resistance, as well as a high center-of-gravity. Alternately, in a manner similar to an automobile, the rider should be placed within the motorcycle chassis. This would reduce frontal area and lower the center-of-gravity, as well as afford several options for encapsulating the driver with various protective and streamlining devices.
  • FIG. 19 shows a historical high-speed concept "feet forward" cycle discussed by Foale in his article.
  • One of the problems with this cycle is that it fails to incorporate features that would be required by a cycle riding public, such as a steering column.
  • the present invention presents a high-performance motorcycle with a desirable recumbent configuration for improved performance while maintaining a compact wheel base.
  • the driver is located in a supine position within the overall motorcycle chassis, with the engine located behind the driver. Both the driver and the engine are located as low as possible to the road surface while maintaining sufficient ground clearance for unimpeded travel.
  • a single backbone chassis component connects the engine and the front wheel fork assembly.
  • the backbone extends forward from the engine beneath the driver and between the driver's legs.
  • the driver's seat is supported either by this backbone or by the engine itself.
  • One of the technical features that allows the supine position motorcycle to be practically used is an optional gyroscopic balancing system which is placed in the structure underneath the riding platform in particular embodiments.
  • the vehicle presents a low profile and frontal area, and additionally, provides an optimum configuration for encapsulating the driver with additional structures for safety, performance, comfort, and convenience.
  • the high- performance cycle locates the base of the driver seat on a plane beneath the axles, and in some embodiments below the main components of the engine.
  • One version of the motorcycle includes two partial oval or elliptical frame structures forming a "virtual roll cage;" the first oval structure being formed at the rear part of the chassis of the vehicle and positioned such that the plane of the oval is at an angle theta and rises towards the rear of the vehicle; and the second oval structure is formed at the forward part of the chassis and is positioned such that the plane of the oval is at an angle phi from the roadway surface and is rising towards the front of the vehicle; this combination of oval structures provides an ability to eliminate the central backbone from the chassis and provides an alternative means of supporting the rider's seat.
  • the elliptical frame model avoids necessarily needing the gyroscopic balancing system, but it is included in particular embodiments.
  • FIG. 1 illustrates a side angle view of a first embodiment (Suprine Machine
  • FIG. 2 illustrates a side angle view of the first embodiment with an arch support platform and a gyroscopic balancing system;.
  • FIG. 3 illustrates a first embodiment of the invention from a front view
  • FIG. 4 illustrates a side view of the invention with an arc spine frame support structure
  • FIGS. 5A and B illustrate an embodiment of the invention wherein the spine frame is diagonally shaped
  • FIG. 6 illustrates an angled side view of a alternate embodiment of the invention
  • FIG. 7 illustrates a side view of a primary embodiment of the invention with a base frame support and an elliptical frame protection system
  • FIG. 8A illustrates a top view of a primary embodiment of the invention
  • FIG. 8B illustrates a front view of a primary embodiment of the invention
  • FIG. 9A is a top angle view of an embodiment of the invention with a model rider having two protective oval structures
  • FIG. 9B is a front angle view of the embodiment of FIG. 9A;
  • FIG. 9C is a top view of the embodiment of FIG. 9A;
  • FIG. 10A illustrates the operation of the zones of protection in a rotating accident system or x-axis accident
  • FIG. 10B illustrates the operation of the zones of protection in a rollover accident system or y-axis accident
  • FIG. 10C illustrates the operation of the zones of protection in an end- over-end accident system or z-axis accident
  • FIGS. 11 A and B illustrate an enhanced oval protective frame embodiment with a bucket seat feature from top and side views respectively;
  • FIG. 12 shows an embodiment of the invention with both oval and side frame protection systems;
  • FIG. 13A is a top view of a side frame protection system embodiment with a bucket seat feature
  • FIG. 13B is a side view of the embodiment shown in FIG. 13A;
  • FIG. 13C is a front view of the embodiment shown in FIG. 13A;
  • FIG. 14A illustrates a rollcage embodiment of the two-wheeled cycle from a side view and including an optional support arm
  • FIG. 14B illustrates a rollcage embodiment of the two-wheeled cycle from a rear view
  • FIG. 15A illustrates an alternate rollcage embodiment of the two-wheeled cycle from a top view with a bucket seat feature
  • FIG. 15B illustrates an alternate rollcage embodiment of the two-wheeled cycle from a side view with a bucket seat feature
  • FIG. 16 illustrates a side view of an alternative embodiment of the invention having a full body protective system and having an optional support arm;
  • FIGS. 17A and 17B illustrate respective top and side views of an embodiment of the invention that uses a diagonal spine frame for the full body protective system
  • FIGS 18A and 18B illustrate the forces acting in cycles that have normal and lowered centers of gravity
  • FIG. 19 is a sample of a prior art recumbent motorcycle.
  • FIGS. 18A and B are descriptions of the principle in which the lowered centered of gravity is used for a recumbent motorcycle. This is discussed more fully above in the background section.
  • FIG. 1 a first embodiment or Suprine Machine model
  • No. 1 arc- spine embodiment of the invention is shown in which a recumbent motorcycle is positioned such that the engine E is partially above the riding platform RP.
  • the base frame "flat spine" of the first embodiment is a long or slightly concave (for strength) member that is partially supported by a front frame support FFS.
  • the riding platform RP which is a common feature to most embodiments of the invention, may be supported by the riding platform frame RPF.
  • the optional support platform may be made slightly convex (or concave) to provide additional support without changing the advantageous characteristics of the invention or increasing the wheel base.
  • a support arch angle (SA) may be modified in the end use needs of the inventive vehicle. This feature helps to promote stability, while keeping the center of gravity of the vehicle low enough to keep performance high.
  • FIG. 2 illustrates the improved high-performance motorcycle's planes and angles as they may be configured in a first embodiment.
  • the arc spine FFS is an arc of equivalent to the arc angle (Arc L) as it is formed by the intersection of the support platform SP and the steering column SC.
  • Arc L arc angle
  • Other angles and relative distances that may be considered in the structural configuration of the innovative motorcycle are included in the table
  • FIG. _2_ reflects one of the technological developments that helps to make some of the embodiments of the invention possible.
  • the gyroscopic balancing and steering system which has been incorporated into such products as the SegueTM, and is fully described in US Patents _6,929,080, 6,915,878, 6, 543,564 ,_ 5,975,225, 5,971 ,091 , and 5,701 ,965 to Dean Kamen et al, which are fully incorporated by reference for the purposes of teaching the gyroscopic balancing system.
  • the needs for a two-wheeled recumbent high-performance motorcycle will require different gyroscopic balancing than that of the upright two wheel vehicle, but the principle assisting the rider is similar.
  • the gyroscopic balancing BAL is generally on required at low speed or while the bike is stationary during stops. Ideally, the gyroscopic system is located in the support/storage structure underneath the rider, SL, which is near the engine and battery, so that power is delivered to the gyroscopic system BAL while the cycle is in motion, which allows the gyroscopic system BAL to not draw on power while the cycle is not generating power when idle.
  • FIG. 3 a front view of the sample first embodiment is shown. Other important structural configurations are shown as noted in the table below.
  • FIG. 4 illustrates another possible embodiment of the inventive motorcycle
  • FIGS. 1 Suprine MachineTM model No. 2
  • the spine arc FPS is configured to be supported by a straight support structure SCSS connected to the steering column merging with the arc spine AS and then continuing to the support platform SCP1 at support point SCP2.
  • the fusion of the arc spine AS and the straight support structure SCSS forms two smaller triangular support forms TSF(I) and TSF(2).
  • the spine may extend beyond the support contact point SCP, for functional and cosmetic purposes.
  • the plane on which the rider sits or rider base (PR) is lower than the engine plane (EP) than in the first embodiment described above, but is not much closer to the axle plane (AP) and can vary from configuration to configuration depending on the end-user requirements. [57] FIGS.
  • FIGS. 5A and 5B show top and side views of a supported diagonal spine frame embodiment of the invention (or Suprine Machine Model #3).
  • a diagonal spine DS extends downward from the steering column (not labeled) to meet the support platform SP at a point MP near the low point of the riding platform RP at a support intersection point IP.
  • the riding platform RP in this embodiment is generally much shorter than in the arc spine embodiments discussed above in FIGS. 1-4.
  • Optional foot placement supports FP(A) and FP(B) can be connected to the diagonal frame DS.
  • the plane on which the rider sits is not necessarily below of the axle plane AP or the engine plane EP, like it is in the embodiments described above.
  • the illustration shows the structure that supports the weight of the rider which is near the support intersection point IP has a plane below that of the axle plane AP and the engine plane EP.
  • FIG. 6 shows an alternate embodiment of the "bare frame” model or
  • the spine SPE extends to the support platform SP from the steering column SC.
  • An optional stand ST may fold into the spine SPE or simply retract.
  • the particular embodiment shown shows the cycle seat option as well, which may be preferred by high-performance riders.
  • the riding plane PR sits below both the axle plane AP and the engine plane EP, keeping the center of gravity on the bike very low to the ground. It should be noted that the embodiment shown does not include some optional safety features. For example, to reduce the weight of the cycle, there is no barrier between the engine and the upper portion of the rider. Without such safety features, design features such as engine type and placement are more critical.
  • FIG. 6 illustrates the present invention as it may take advantage of high-performance (and light weight) materials that allow the spine SPE to support the weight of the rider and some of the weight of the engine.
  • composites may take the place of alloys in the construction of the cycle without compromising safety or performance.
  • FIG. 7 illustrates a front view of a primary embodiment of the invention or
  • Suprine Machine model #5 a dual elliptical frame embodiment with support platform enhancement.
  • a structure that forms a partial or "virtual" oval, RPO is generally formed by part of the rear part of the frame (not labeled, can be comprised of multiple parts) which rises at an angle theta ( ⁇ ) from the plane formed by the first structure and is usually normal to a roadway surface.
  • the "axis" of the partial or virtual oval (which may be considered the riding platform structure for illustration purposes) rises towards the rear of the vehicle.
  • the rising part partially forms a riding platform structure RP.
  • the second partial or virtual oval structure FPO is generally formed by the front part of the frame (not labeled), and is positioned such that the plane of the oval/ellipse is at an angle phi ( ⁇ ) from the road surface and rising towards the front of the vehicle.
  • the structures in the first embodiment may create a partial oval frame in at least two parts, creating a virtual "zone of protection" (not shown) for a rider with three “virtual ellipses” (not shown) in six degrees, which are illustrated in a sample implementation in FIGS. 10A-C, which is discussed below.
  • MachineTM Model #5 includes a rear protective oval structure, RPO1 , which generally forms part of the rear part of the frame (not labeled, can be comprised of multiple parts) and which rises at an angle theta prime ( ⁇ 1 ) from the plane formed from the roadway surface.
  • the "axis" of the oval (which may be considered the riding platform structure RP for illustration purposes) rises towards the rear of the vehicle, with the rising part partially forming a riding platform structure RP.
  • the second partial oval structure FPO is generally formed by part of the frame of the front part (not labeled), and is positioned such that the plane of the oval/ellipse is at an angle phi prime ( ⁇ 1 ) from the road surface and rising towards the front of the vehicle.
  • the rider is located inside a zone of six-degree protection formed by the three virtual ellipses which are created by the two protective ovals OPS1 and FOPS (whereas the first embodiment only creates virtual protective ovals).
  • FIGS. 10A-C are also illustrating the virtual protective ellipse concept shown in FIG. 7 above.
  • FIGS. 8A and 8B illustrate the primary embodiment from a top and front view without the optional support platform, respectively, and further illustrate the high- performance advantages of the supine cycle as well as the protective advantages.
  • the partial oval structures OPS1 and FOPS should be made of a high- strength material which may include metals, but also could include high-strength materials that are capable of shock absorption and have flexibility such as, but not limited to Kevlar®, or other carbon-fiber composites.
  • the use of particular materials will depend on whether the dual ellipses OPS1 and FOPS are the primary frame or are supported by an additional support platform SP, which is shown in FIG. 7.
  • Structural options for various embodiments of the invention include configurations where the rear partial oval formed by the first structure extends above the rider's head, creating the desired protection for the rider, which is also discussed below.
  • the vehicle is configured such that the rider's feet generally project past the rear-most edge of the front tire to partially straddle the front wheel.
  • the rider R may be secured to said riding platform with a securing structure SS.
  • the vehicle provides a seating position for the rider in a recumbent, semi- reclining, or supine position, thus improving rider ergonomics and certain aspects of vehicle performance.
  • the recumbent configuration may vary, but can be considered based on the configuration of the cycle's structures forming angles at least: S, S+, S2 and S3 (see table above), but not limited to said angles.
  • the engine of the preferred embodiment is generally located behind said riding platform.
  • the engine can be supported by a horizontal support located below said engine and structurally attached to the rear part of said frame, or can be integral to the chassis itself as a load-bearing component without additional components.
  • FIGS. 9A-C further illustrate the protective features of the inventive vehicle from respective top-rear, top-front and overhead views with a sample rider in place.
  • FIG. 9A further illustrates the preferred embodiment of the invention which is a two- wheeled motor-propelled vehicle where the rider is positioned inside the three virtual ellipses, discussed above. These ellipses are usually formed by the two (at least) partial oval structures which are generally made of desirable high-strength material, suitable for providing rider protection.
  • the material may be a metal or a carbon-fiber material, but should provide a small amount of flexibility to provide the rider R with additional protection in an accident.
  • an optional gyroscopic balancing system (not shown) can be used with the preferred embodiment in order to assist the driver during slow speed and while stopped.
  • the specifics of the gyroscopic system necessary to assist the rider vary from embodiment to embodiment and must consider such factors as, inter alia, the weight of the bike, the position of the rider, the center of gravity of the bike, velocity and particular tilt.
  • FIGS. 10A-C a "functional view" of the zones of protection in the primary embodiment using the "double ellipse" type frame (or as an added feature to another embodiment) for a sample rider in the primary embodiment of the invention (or Model #5) is illustrated.
  • FIG. 1OA illustrates the zone of protection functions and a sample of protection in degrees x+/x- for an end-over-end type of accident/collision.
  • FIG. 1OB illustrates the oval protective structure embodiment (Model #5) from a second or frontal view and demonstrates how the two oval protective structures OPS1 and FOPS protect the rider in a rollover accident situation.
  • FIG. 1OB illustrates the y-degree protection, which is most important in both major and minor motorcycle accidents of the "rollover" or "sliding" type.
  • FIG. 1OC shows a functional top view of the first embodiment as it would be protective of the rider in a more unlikely end-over-end type of collision, in which the rider would normally be "thrown.”
  • the bucket seat may be used with the oval frame model (or Suprine MachineTM model #6) as shown from top and side views in FIGS. 11A and 11 B, respectively.
  • oval frame model or Suprine MachineTM model #6
  • end-use demand for comfort, performance, and safety parts of the invention may be "mixed and matched” as demanded by the market without departing from the spirit and scope of the invention.
  • the bucket seat BS sits on the optional support platform SP, while the rider R sits at the recline angle, which is the same as angle S, as shown in FIG. 7.
  • FIGS. 12-13C another alternate embodiment, the combination of oval frame and side frames (or Suprine MachineTM model #7), is illustrated.
  • the protective functions of the oval frames OPS1 and FOPS are discussed above in embodiments discussed in FIGS. 7-11 B; however, an additional side frame SF, is shown as an ellipsoid-type structure which meets at aerodynamic points AP1 and AP2 and runs the majority of the length of the vehicle.
  • the side frame SF may provide significant protection for the rider while reducing the cost and strength of materials used in the oval frame protections system OPS1 and FOPS.
  • the balance of performance, cost, and need for rider protection allows the inventive cycle to be made with optional features in which the SF may also serve as support for many rider-oriented features (not shown). This may be more popular in models that are designed for long-distance travel.
  • the side frame embodiment of the invention may also be combined with high-end rider comfort features, such as the bucket seat model (or Suprine MachineTM model #7 enhanced) shown from the top, side and front views in FIGS. 13A-C, respectively.
  • high-end rider comfort features such as the bucket seat model (or Suprine MachineTM model #7 enhanced) shown from the top, side and front views in FIGS. 13A-C, respectively.
  • FIGS. 14A and 14B illustrate the rollcage embodiment of the invention
  • the roll cage RC may be configured as shown, such that the rider enjoys six-degrees of protections, without severe limitations of the enjoyment that two-wheeled vehicles can provide.
  • the side frame SF system discussed above in FIGS. 12, 13-C, may be employed and assembled separately from the roll cage portions RC.
  • the support wheel or arms SW(A) and SW(B) that extend down from the rider platform to help stabilize the two wheeled vehicle during times when it is not in motion.
  • the support arm SW could be easily attached to the bottom portion of the roll cage RC.
  • the support wheel/arm SW(A/B) may be retractable or fold into or along the sides or bottom edge of the vehicle.
  • the advantage of manufacturing the oval protection OPS1 , FOPS, the side frame SF and roll cage RC systems as separate components, is that the complexity of the vehicle's protection system may be easily added to in the manufacturing plant or at the dealer location or even by the end-user. It is advantageous to make the contact points CP1 and CP2 easily attachable and securable, and these joints or attachments may have locking systems that allow for the efficient removal of the one of the protective components. As shown in the diagram of FIG. 14A, the lower portion LP of the roll cage RC system can be "integrated" into the riding platform RP for the ease of manufacture and the optional "removable roll cage” feature.
  • FIGS. 15A and 15B show the top and side view of the roll cage embodiment, which includes a bucket seat feature (Suprine MachineTM model #9). Also shown, is an alternate roll cage shape RC in which the shape of an uneven ellipse (towards the rear end of the cycle) may provide aerodynamic advantages.
  • the bucket seat feature does not need to be combined with the alternate roll cage RC, but is shown together for the sake of economy.
  • FIG. 16 illustrates the full body protection system embodiment (MiPodTM or Suprine MachineTM model #10), where a strong material forms a lightweight and aerodynamic body FBS without compromising many of the advantages that make two- wheeled vehicles popular.
  • FIGS. 17A and B show top and side views of the full body protection system, known by the Tradename MiPodTM, in which a diagonal spine structure DSS is also employed for support, and an alternate shape is used in the full body protection FBS' much like the alternate shape, provided by the alternate roll cage shape shown in FIGS. 15A and B.
  • the various embodiments can include optional structures and configurations which include: an electric or hybrid design; a transversely mounted "V" engine; a transversely mounted inline multi-cylinder engine, or a flat horizontally- opposed multi-cylinder engine; the vertical cylinder plane of a transversely-mounted engine can be rotated rearward to minimize and create a more compact engine- transmission-drive wheel configuration which minimizes the overall wheelbase.
  • the chassis may consist of a single backbone longitudinal member connecting the front forks and the rear engine, but other structures are also possible as shown in the illustrations.
  • the chassis may consist of a complete roll cage of interconnected members to fully encapsulate the driver.
  • an envelope body nearly completely surrounding the vehicle and driver can be provided to protect the driver and decrease wind resistance.
  • the envelope body does not extend past either the front or rear wheels in order to enable the wheels to serve as bumpers.
  • One alternate embodiment of the invention includes outboard side support arms which may be extended to provide balance when the vehicle is not in motion.
  • the optional outboard side support arms may have smaller secondary wheels to provide balance when the vehicle is operating at low speeds.
  • the outboard side support arms may be controlled by mechanically applied leverage controlled by the driver.
  • One option allows outboard side supports that are electronically controlled based on gyroscopic sensors.
  • Another optional embodiment has the outboard side supports with smaller secondary wheels that are electronically controlled with gyroscopic sensors.
  • the backbone spine is comprised of multiple elements to provide a matrix structure; the backbone spine projects up from the floor-pan of the vehicle to connect to the front wheel forks; the backbone spine projects up to the front wheel forks which then extends between the legs of the rider; the seat is a full "bucket" seat with base and back; the chassis is partially enclosed by a front windscreen to provide better airflow; the chassis is partially enclosed by a lower extended fender/firewall to protect the legs of the rider from road elements including such as rain; portions of the envelope body are segmented and hinged to provide access to the rider; portions of the envelope body are segmented and hinged to provide access to selected portions of the interior for storage; and the envelope body extends to cover the entire front and rear wheels for optimum airflow.

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

Abstract

L'invention concerne un motocycle à hautes performances, de haute sécurité et très efficace qui se conduit en position couchée pour des performances accrues et comporte une base de roues compacte. Ce motocycle comporte un siège de conducteur se situant face au moteur, le conducteur et le moteur étant placés le plus bas possible par rapport à la route avec une garde au sol suffisante. La position couchée du conducteur dans le châssis permet de réduire le volume global du véhicule, et également de protéger certains membres du conducteur ou de former une enveloppe autour de son corps. Dans une variante, le motocycle comprend au moins deux structures au moins partiellement ovales formant une ellipse virtuelle. La première structure au moins partiellement ovale, formée par une partie arrière du châssis du véhicule, est positionnée de sorte que le plan de l'ovale forme un angle thêta par rapport à la surface de la chaussée et remonte vers l'arrière du véhicule. Le plan formé par la première structure est perpendiculaire à la surface de la chaussée, et l'axe du premier ovale partiel remonte vers l'arrière du véhicule, la partie qui remonte formant au moins partiellement une structure de plate-forme de conduite; et la seconde structure au moins partiellement ovale, formée par une partie avant du châssis du véhicule, est positionnée de sorte que le plan de l'ovale forme un angle phi par rapport à la surface de la route et remonte vers l'avant du véhicule.
PCT/US2006/036184 2005-09-16 2006-09-16 Vehicule motorise couche a deux roues, a centre de gravite bas et cadre facultatif de protection elliptique de conducteur a six degres WO2007035571A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US11/229,006 US20080017432A1 (en) 2004-09-16 2005-09-16 Recumbent two-wheeled motor vehicle with low center of gravity providing optional elliptical frame rider protection in six degrees
US11/229,006 2005-09-16

Publications (3)

Publication Number Publication Date
WO2007035571A2 WO2007035571A2 (fr) 2007-03-29
WO2007035571A9 true WO2007035571A9 (fr) 2007-07-26
WO2007035571A3 WO2007035571A3 (fr) 2009-04-23

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Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3465840A (en) * 1967-03-14 1969-09-09 Thomas O Summers Gyro stabilized center tracking vehicle
US3897842A (en) * 1973-06-25 1975-08-05 David F Rheaume Motorcycle frame construction and means for controlling the height of the cycle seat in accordance with the speed of the cycle
US4293052A (en) * 1978-07-17 1981-10-06 Daswick Alexander C Lightweight two-wheeled vehicle
US4423795A (en) * 1982-02-19 1984-01-03 General Motors Corporation Wheeled vehicle with cambering front module
JP2004082903A (ja) * 2002-08-28 2004-03-18 Furuki Shinobu 自立型自動車両
US6942053B2 (en) * 2003-08-15 2005-09-13 Golden S. Hinton Vehicle of novel configuration and operation

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WO2007035571A3 (fr) 2009-04-23

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