JPH0195986A - Three-point support car - Google Patents
Three-point support carInfo
- Publication number
- JPH0195986A JPH0195986A JP62252313A JP25231387A JPH0195986A JP H0195986 A JPH0195986 A JP H0195986A JP 62252313 A JP62252313 A JP 62252313A JP 25231387 A JP25231387 A JP 25231387A JP H0195986 A JPH0195986 A JP H0195986A
- Authority
- JP
- Japan
- Prior art keywords
- support
- body member
- wheels
- seat
- support bar
- 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.)
- Pending
Links
- 230000007246 mechanism Effects 0.000 claims abstract description 14
- 230000008878 coupling Effects 0.000 claims description 5
- 238000010168 coupling process Methods 0.000 claims description 5
- 238000005859 coupling reaction Methods 0.000 claims description 5
- 230000000694 effects Effects 0.000 claims description 5
- 125000006850 spacer group Chemical group 0.000 claims description 3
- 210000002414 leg Anatomy 0.000 description 7
- 230000008859 change Effects 0.000 description 3
- 238000006073 displacement reaction Methods 0.000 description 3
- 238000006243 chemical reaction Methods 0.000 description 2
- 230000005484 gravity Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 210000001217 buttock Anatomy 0.000 description 1
- 230000002508 compound effect Effects 0.000 description 1
- 230000002708 enhancing effect Effects 0.000 description 1
- 238000003780 insertion Methods 0.000 description 1
- 230000037431 insertion Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000011435 rock Substances 0.000 description 1
- 230000009291 secondary effect Effects 0.000 description 1
- 230000000087 stabilizing effect Effects 0.000 description 1
- 230000002195 synergetic effect Effects 0.000 description 1
Landscapes
- Automatic Cycles, And Cycles In General (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は一般的に３輪車および類似の３点支持車酔の広
範ちゅうに分類される車輛に関し、殊に安定性および運
動性を向上させた３輪車に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates generally to three-wheeled vehicles and similar three-point-sick vehicles, and more particularly to three-wheeled vehicles with improved stability and maneuverability.
２輪車に比べて、３輪車は一般に乗るのが容易で安全で
あるが、スピードが遅い。典型的な３輪車の設計では、
一体部されたフレームが３輪に支持される。３輪車は直
進するか、旋回するかにかかわらず厳密に垂直な位置を
保つ。乗り手の重量は３輪車の上方のほぼ中心にあり、
旋回する時、もしもその旋回が大きな遠心力を生ずる場
合には、ひつくりかえる。Compared to two-wheeled vehicles, three-wheeled vehicles are generally easier and safer to ride, but they are slower. In a typical three-wheeled vehicle design,
The integrated frame is supported by three wheels. Tricycles maintain a strictly vertical position whether traveling straight or turning. The weight of the rider is approximately at the top center of the tricycle;
When turning, if the turning generates a large centrifugal force, change it.
２輪車は乗り手が旋回方向へ身体を傾けることができる
から、より大きなスピードで旋回運動し得る。車輪は傾
き、遠心力は少なくとも部分的に、傾いた車輪のハブ（
こじき）を介して、タイヤと道路の接触区域に向けられ
る。よって遠心力は横倒しさせることなく道路上のタイ
ヤの滑動を付勢する方向に向けられ、遠心力の一部は下
方に向けられて路面に対するタイヤのグリップ（つかみ
）をさらに高めて滑動を防ぐ。Since the rider of a two-wheeled vehicle can lean his or her body in the direction of turning, the two-wheeled vehicle can perform turning movements at higher speeds. The wheel is tilted, and the centrifugal force is exerted, at least in part, on the tilted wheel hub (
beggar) and directed to the tire-road contact area. Therefore, the centrifugal force is directed in a direction that urges the tire to slide on the road without causing it to fall sideways, and a portion of the centrifugal force is directed downward to further increase the tire's grip on the road surface and prevent it from sliding.
本発明は２輪車に似た３輪車の運動能力を得ることを目
的とする。本発明の望ましい実施例は一般に２つのフレ
ーム構造を有し、前輪および座席がフレーム部材の一方
に担持され、後輪が他方のフレーム部材に担持され、前
者の部材が後者の部材に枢動連結される。The present invention aims to obtain the maneuverability of a three-wheeled vehicle similar to that of a two-wheeled vehicle. Preferred embodiments of the invention generally have a two frame structure, with the front wheel and seat carried on one of the frame members and the rear wheel carried on the other frame member, with the former member being pivotally connected to the latter member. be done.
フレーム部材の枢動連結により、乗り手は座席内で一方
または他方に身体を傾けることによって前輪の傾きを制
御することができる。枢動軸線は、前輪の傾きが前輪の
有限な旋回を生ずるようになっている。また、枢動軸線
は前輪と後輪の間にあるので、横方向のたわみが生じて
後輪は前輪と反対の方向に旋回して、さらに旋回を高め
る。The pivotal connection of the frame members allows the rider to control the tilt of the front wheel by leaning to one side or the other within the seat. The pivot axis is such that tilting of the front wheels produces a finite rotation of the front wheels. Also, since the pivot axis is between the front and rear wheels, a lateral deflection occurs, causing the rear wheels to pivot in the opposite direction to the front wheels, further enhancing the turn.
座席を通る枢動軸線の位置は乗り手の直中から下方にか
けての背中を通過する旋回軸線を生じて、上半身を旋回
方向に傾けさせる。後輪は傾斜角を有するので、何れか
の方向への旋回は外方の車輪に、より大きな力を生じ、
この車輪も旋回方向に傾くことになる。The location of the pivot axis through the seat creates a pivot axis that passes through the rider's mid-down back, causing the upper body to tilt in the direction of the pivot. Because the rear wheels have an angle of inclination, a turn in either direction creates a greater force on the outer wheels;
This wheel also tilts in the turning direction.
フレーム要素は長さが調整自在で、人のサイズに合せる
ことができる。傾斜角付き後輪はフレームに対して調整
自在であって、２つのフレーム部分の長さ調整によって
必要となった場合に両輪を平行軌道に調整することがで
きる。The frame elements are adjustable in length and can be adjusted to suit the size of the person. The angled rear wheels are adjustable relative to the frame so that they can be adjusted to parallel tracks if required by adjusting the lengths of the two frame sections.
３輪車の安定性を高めるために他の試みがなされたが本
発明の程度まで成功したものはない。次の特許を参照さ
れたい：ホプキンズ（Ｈｏｐｋｉｎｓ ）の米国特許筒
４，１９８，０７２号（１９８０年４月１５日）；ハヴ
クヴイスト（Ｈａｖｇｋｖｉｓｔ ）他の米国特許筒３
，９８１，５１６号（１９７６年９月２１日）；マクマ
レ７ （ＭｃＭｕｌｌｅｎ）の米国特許筒３，６４３，
５５８号（１９７２年２月２９日）；ホブキンス（Ｈｏ
ｐｋｉｎｓ ）他の米国特許筒４．２７９，４２９号（
１９８１年７月２１日）。Other attempts have been made to increase the stability of three-wheeled vehicles, but none have been as successful as the present invention. See the following patents: Hopkins, U.S. Pat. No. 4,198,072 (April 15, 1980); Havgkvist et al., U.S. Pat.
, No. 981,516 (September 21, 1976); U.S. Patent No. 3,643 to McMullen7,
No. 558 (February 29, 1972); Ho
pkins) et al. U.S. Pat. No. 4,279,429 (
July 21, 1981).
上記特許の何れもが、本発明の望ましい構造により達成
されるように、身体制御による前輪の傾け、ならびに前
輪および後輪の相対的旋回（横向きのたわみにより高め
られる）を達成することはない。以下の詳細な記載およ
び図面を参照することにより本発明をさらに評価するこ
とができるであろう。None of the above patents achieve body-controlled front wheel tilting and relative front and rear wheel rotation (enhanced by sideways deflection) as is achieved by the preferred structure of the present invention. The invention may be further appreciated by reference to the following detailed description and drawings.
図を参照すると、本発明の３輪車１０は一体の後方車体
部材１２と一体の前方車体部材１４から構成される。後
方車体部材１２は逆Ｕ字形バー１６を有するフレームを
含む。バー１６の両端は車軸１８０両端に連結され、車
軸上で後輪が回転自在に、隔置関係に支持されて地上を
平行運動するようにされる。車軸１８か−ら前方に突き
出るバー２２、およびバー２２から上方に突き出るバー
２４がＵ字形バー１６と共に剛性の高いＬ字形フレーム
を構成する。バー２２の前端に第１の枢動連結部２６が
設けられ、バー２４の上端に、第１の枢動連結部に対し
て後方かつ上方で、車軸１８の前方の位置に第２の枢動
連結部２８が設けられる０
前方車体部材１４は前輪３２を支持する車軸３０を含む
。剛性の高いフォーク形支持バー３４が前輪３２にまた
がり、車輪３２の両側にて車軸３０を支持する。支持バ
ー３４が車輪の前方に突き出し、その外方端に足踏みペ
ダル機構３６（はぼ従来設計）が支持される。ペダル機
構は駆動チェーン３８を介して車輪３２の車軸３０に連
結される。ペダル機構３６の一方向の円形踏み運動が前
輪３２を前方に駆動することは当然である。ブレーキ機
構４０（これもほぼ従来設計のもの）は逆方向の踏み運
動によって係合して、３輪車の前進運動を止める。Referring to the figure, the tricycle 10 of the present invention is comprised of an integral rear body member 12 and an integral front body member 14. Rear body member 12 includes a frame having an inverted U-shaped bar 16 . Both ends of the bar 16 are connected to both ends of an axle 180 on which the rear wheels are rotatably supported in spaced relationship for parallel movement on the ground. A bar 22 projecting forward from the axle 18 and a bar 24 projecting upward from the bar 22 together with the U-shaped bar 16 constitute a highly rigid L-shaped frame. A first pivot connection 26 is provided at the forward end of the bar 22 and a second pivot connection is provided at the upper end of the bar 24 in a position rearward and above the first pivot connection and forward of the axle 18. The front body member 14 on which the connecting portion 28 is provided includes an axle 30 that supports a front wheel 32 . A rigid fork-shaped support bar 34 straddles the front wheel 32 and supports the axle 30 on either side of the wheel 32. A support bar 34 projects in front of the wheel and supports a foot pedal mechanism 36 (of a conventional design) at its outer end. The pedal mechanism is connected to the axle 30 of the wheel 32 via a drive chain 38. It will be appreciated that a unidirectional circular stepping motion of the pedal mechanism 36 will drive the front wheel 32 forward. A brake mechanism 40 (also of substantially conventional design) is engaged by a reverse pedal motion to halt forward motion of the tricycle.
支持バー３４は車輪３２の後方に突き出て、下方脚４２
と上方脚４３を有するＬ字形部分に抜き差し自在に連結
される。支持バー３４は乗り手の身体と脚の長さに合せ
てこのＬ字形部分に対して前後忙調整することができる
が、３輪車の走行運動中は、前方車体部材のこれらの部
分が連結固定されることは自明である。第３図、第６図
および第７図は、ボルト／ナツト装置５９の係合−より
組付は固定される支持バー３４の前方部分とＬ字形部分
との抜き差し関係を図解する。The support bar 34 projects behind the wheel 32 and supports the lower leg 42.
It is removably connected to an L-shaped portion having an upper leg 43 and an upper leg 43. The support bar 34 can be adjusted back and forth with respect to this L-shaped part to suit the length of the rider's body and legs, but during the running motion of the tricycle, these parts of the front body member are connected and fixed. It is obvious that this will happen. 3, 6 and 7 illustrate the insertion and removal relationship between the front portion of the support bar 34 and the L-shaped portion, which are fixedly assembled by the engagement of the bolt/nut device 59.
座席４４と背もたれ４６は従来型の取付は金具およびボ
ルト（５７，５８）により脚４２．４３にそれぞれ結合
される。脚４２の前端は枢動連結部２６により後方車体
部材のバー２２に連結され、脚４３の上端は枢動連結部
２８により後方車体部材のバー２４．１６に連結される
。Seat 44 and backrest 46 are connected to legs 42, 43, respectively, by conventional mounting hardware and bolts (57, 58). The front end of the leg 42 is connected by a pivot connection 26 to the bar 22 of the rear bodywork member, and the upper end of the leg 43 is connected by a pivot connection 28 to the bar 24.16 of the rear bodywork member.
第７図は特に脚４２から懸垂するポス４８を含む枢動連
結部２６を図解する。ボス４８には、有頭ボルト５２が
突き出るボルト孔５０が設けられる。ボルト５２は圧縮
自在のスペーサ５４とバー２２の孔とを貫通する。ボル
ト５２の突出端にねじ係合するナツト５６が前方車体部
材の脚４２を後方車体部材のバー２２に結合する。これ
はボルトの軸線回りに座席が枢動するのを可能にすると
同時に、スペーサ５４の圧縮性によって有限の横揺運動
をも可能にする（第７図のボルト５２の破線位置を参照
のこと）。FIG. 7 specifically illustrates pivot connection 26 including post 48 depending from leg 42. FIG. The boss 48 is provided with a bolt hole 50 through which a headed bolt 52 projects. Bolts 52 pass through compressible spacers 54 and holes in bar 22. A nut 56 threaded into the projecting end of the bolt 52 connects the leg 42 of the front body member to the bar 22 of the rear body member. This allows for pivoting of the seat about the axis of the bolt while also allowing limited yaw movement due to the compressibility of the spacer 54 (see dashed position of bolt 52 in Figure 7). .
枢動連結部２８の構造は枢動連結部２６と似ている（連
結部の枢動と揺動が共に可能となる）。The structure of the pivot connection 28 is similar to the pivot connection 26 (allowing both pivoting and rocking of the connection).
よって両方の連結部２６．２８は連結部品の有限の枢動
を可能にする自在継手に似た態様で機能する。このよう
な枢動は水平面から約２７°傾斜して、前輪の後方で前
後輪の中間にある一点にて地面（３輪を支持する）に交
差する軸線７（１画成する。地面と前輪の接点よりも後
方の地面と、こ゛ の枢動軸線との交点は異なることが
できるけれども、逆方向の後輪の旋回を得る忙は、この
距離は少なくとも２１ｒＬ（５０，８朋）で、前、後輪
間の前後距離の約５チ以上であることが大切である。前
、後輪間の前後距離が例えば４０〜４５ｔｎ（１０１，
５〜１１４．３ｃｒＩＬ）という従来の３輪車サイズで
は、１０１ａ（２５，４ｃＩｒＬ）以上の距離は過大で
あると思われる。また、軸線７００角度３５〜４５°が
望ましいけれども、３０〜７０°の範囲で利点が容易に
看取される。Both connections 26, 28 thus function in a manner similar to a universal joint allowing a finite pivoting of the connecting parts. Such a pivot is inclined at approximately 27 degrees from the horizontal plane and forms an axis 7 (one definition) that intersects the ground (supporting the three wheels) at a point behind the front wheels and between the front and rear wheels. Although the point of intersection of this pivot axis with the ground behind the contact point of It is important that the distance between the front and rear wheels is approximately 5 inches or more.The distance between the front and rear wheels is, for example, 40 to 45 tons (101,
With the conventional tricycle size of 5 to 114.3 crIL), a distance of 101a (25.4 crIL) or more seems excessive. Also, although an axis 700 angle of 35 to 45 degrees is desirable, advantages are readily seen in the range of 30 to 70 degrees.
第６図を参照すると、枢動連結部２８は上方脚４３に取
付けられることも判る。連結部２８は、乗り手のでん部
、つまり背中の下方の位置にて軸線７０が座席区域を通
過するような位置に、バー１６．２４から垂下する板２
９によって配置されるＯ
作 動
前述の斬新な３輪車の乗り手は先ずバー３４の前方部分
（車輪およびペダル機構を支持する）とＬ字形部分４２
．４３（座席および背もたれを担持する）との抜き差し
自在連結部を調整することによって、ペダル機構３６を
自分の身長に合せる。Referring to FIG. 6, it can also be seen that the pivot connection 28 is attached to the upper leg 43. The connection 28 connects the plate 2 depending from the bar 16.24 in such a position that the axis 70 passes through the seating area at a position below the rider's butt or back.
The rider of the novel tricycle described above first has the front part of the bar 34 (which supports the wheels and pedal mechanism) and the L-shaped part 42.
．． 43 (which carries the seat and backrest) adjusts the pedal mechanism 36 to one's height.
調整が終れば、ナツト／ボルト装置５９の係合などによ
りこれらの部分をしつかり組付は固定する。Once the adjustment is completed, these parts are tightened and the assembly is fixed by engaging the nut/bolt device 59 or the like.
再び第６図を参照すると、この長さ調整はバー２２の角
度を変えるかも知れず、そうすることにより後方車体部
材を変位させて、後輪をトウイン（バー２２が下った場
合）″またはトウアウト（バー２２が上った場合）させ
る。後輪を平行軌道に戻すために、結合ボルト２５を板
２３から弛めて、車軸２１をみぞ２７の中で前方に（ト
ウインが問題である場合）押し進めるか、または後方に
（トウアウトが問題である場合）押し戻す。両方の車輪
の調整が望ましいけれども、一方の車輪の調整で所要の
平行軌道が得られることもよくある。また車輛２０の外
側での、車軸２１とＵ字形バー１６との連結は、バー１
６にある孔３１を通るボルト２３により行うことができ
る（第３図参照）。Referring again to FIG. 6, this length adjustment may change the angle of the bar 22, thereby displacing the rear bodywork member and causing the rear wheel to toe in (if bar 22 is lowered) or toe out. (if bar 22 is raised).To return the rear wheels to parallel tracks, loosen coupling bolts 25 from plate 23 and move axle 21 forward in groove 27 (if toe-in is a problem). Push forward or push back (if toe-out is a problem).Although adjustment of both wheels is desirable, adjustment of one wheel often provides the required parallel trajectory. , the connection between the axle 21 and the U-shaped bar 16 is the bar 1
This can be done by means of a bolt 23 passing through a hole 31 at 6 (see FIG. 3).
これはそれ以上の平行軌道の調整を可能にする０つぎ忙
乗り手は座席４４に腰掛けて、背もたれ４６にもたれ、
足をペダル機構３６のペダルにのせる。前輪３２は座席
４４の中心に整合し、乗り手の脚の間にある。（フェン
ダ−６６が乗り手を車輪３２から守るために連結板６８
により前輪３４の後方でバー３４に取付けられる）。握
り６２．６４は便宜上、乗り手の側方で乗り手のでん部
近くにある。後方車体部材１２に堅固に結合されたハン
ドルバー６０と握り６２．６４を除く乗り手の全体支持
は前方車体部材１４で受は持たれている。This allows further adjustment of the parallel trajectory.The passenger sits on the seat 44, leans back against the backrest 46,
Place your foot on the pedal of the pedal mechanism 36. The front wheel 32 is centered in the seat 44 and lies between the rider's legs. (The fender 66 has a connecting plate 68 to protect the rider from the wheel 32.)
(attached to the bar 34 behind the front wheel 34). Handles 62,64 are conveniently located on the sides of the rider, near the rider's buttocks. The entire support of the rider is carried by the front body member 14, except for the handlebar 60 and grips 62,64, which are rigidly connected to the rear body member 12.
さらに、乗り手の重量は前、後輪の間で支持され、大部
分の重量は車輪の車軸１８．３０の高さにほぼ等しい高
さにある座席４４によって支持されることが明らかであ
る。さらに乗り手の重量は主として、中心線、つまり枢
動連結部２６，２８を結ぶ軸線７０の下方かつ後方にあ
る点にて座席上で支持される（第６図で良く判る）。Furthermore, it is clear that the weight of the rider is supported between the front and rear wheels, with most of the weight being supported by the seat 44, which is at a height approximately equal to the height of the wheel axle 18.30. Furthermore, the rider's weight is primarily supported on the seat at a point below and rearward of the centerline, axis 70 connecting the pivot connections 26, 28 (as best seen in FIG. 6).
乗り手は隔置された後輪２０上で支持される後方車体部
材に対する揺動運動として座席および背もたれを傾斜軸
線７００回りに枢動させることができる。The rider can pivot the seat and backrest about the tilt axis 700 in a rocking motion relative to the rear body member supported on spaced rear wheels 20.
前輪も堅固に担持している前方車体部材に座席および背
もたれが堅固に連結されているという理由で、前輪と地
面の接触が、軸線７０回りの座席および背もたれの枢動
と相まって、以下に説明するような３輪車の操作を制御
する。Due to the rigid connection of the seat and backrest to the front body part, which also rigidly supports the front wheels, the contact between the front wheels and the ground, combined with the pivoting of the seat and backrest about axis 70, is explained below. Controls the operation of tricycles such as
乗り手は通常、自分の体重を座席および背もたれの中心
に置き、垂直位置に坐る。従って車輪３２も後輪の間に
整合して垂直位置に配置される。The rider typically sits in a vertical position with his or her weight centered on the seat and backrest. Wheels 32 are therefore also arranged in a vertical position in alignment between the rear wheels.
乗り手がペダルをこぐと、３輪車はほぼ直線の経路で道
路を走行する。乗り手が３輪車を旋回させたい時は、単
に所望の旋回方向に身を傾けることによって旋回を行う
。例えば、上体を右に傾けると、乗り手の体重が中心線
７０に対して不均衡となる。重力だけが座席と背もたれ
を外方に左へ揺動して補償させる。しかし、このような
揺動作用は後述するように、乗り手がハンドル棒６２の
方に座席を引き寄せることによって高められることが望
ましいであろう。When the rider pedals, the three-wheeled vehicle travels along the road in a generally straight path. When a rider wants to turn the tricycle, he or she simply leans in the desired turning direction. For example, when the rider's upper body is tilted to the right, the rider's weight becomes imbalanced with respect to the centerline 70. Only gravity causes the seat and backrest to rock outward and to the left to compensate. However, it may be desirable for such rocking motion to be enhanced by the rider pulling the seat toward the handle bar 62, as discussed below.
座席および背もたれの位置換えに対する前方および後方
車体部材の反作用は第５図に良く図解される。しかし、
第６図および第８図をも参照して、全体の前方車体部材
が後方車体部材に対して、軸線７００回りに枢動するこ
とに注目されたい。第８図は、軸線７０に一致する視線
８−８にそって視た前方車体部材の図である。The reaction of the front and rear body members to the repositioning of the seat and backrest is best illustrated in FIG. but,
With reference also to FIGS. 6 and 8, note that the entire front body member pivots about axis 700 relative to the rear body member. FIG. 8 is a view of the front bodywork member viewed along line of sight 8-8 which coincides with axis 70. FIG.
車輪３０が枢動する軸線７０は角度を有しているので、
第５図の上方に図解されるように、車輪３２は接地点に
対して後方かつ右側に傾く。このことで車輪を旋回方向
に傾ける相乗効果を（自転車について前述した合成効果
と共に）生じ、さらに車輪を物理的に所望方向に旋回さ
せる。Since the axis 70 on which the wheel 30 pivots has an angle,
As illustrated at the top of FIG. 5, the wheels 32 lean rearward and to the right with respect to the ground contact point. This creates a synergistic effect (along with the compound effect described above for bicycles) that tilts the wheel in the turning direction, further physically turning the wheel in the desired direction.
後方車体部材に対する、軸線７０回りの前方車体部材の
枢動によって２次効果が実現される。車輪３２が軸線７
０の前方に配置されている、つまり前輪と地面との接触
点７３よりも後方の点だて軸線７０が地面７１に交差す
る（第６図）ので、前方車体部材が軸線７０回りに枢動
すると、後方車体部材の中心線７２に対する車輪３２の
位置の側方変位を付勢する。前輪は地面に係合している
ので前輪の物理的変位は抵抗される。この抵抗は後方車
体部材を前輪の旋回方向とは逆の方向に枢動させる。第
５図で、中心線７２が下方に位置７２ａに変位している
ことに注目されたい。この現象を前方車体部材に対する
後方車体部材の横たわみ（ラテラルバックリング）と称
する。このたわみを第５図でさらに注目すると、枢動前
の後輪の方向線は７４に、枢動後は７６にあり、また軸
線７０の位置（枢動軸２６を通る時）は旋回前に７０ｃ
に、旋回後は７０Ｒにある（７０Ｌは車輪の左旋回の時
に生ずる反対側の軸線の位置である）。A secondary effect is realized by pivoting the front body part about axis 70 relative to the rear body part. Wheel 32 is axis 7
0, that is, behind the contact point 73 between the front wheels and the ground, intersects the ground 71 (Fig. 6), so the front vehicle body member pivots around the axis 70. This forces a lateral displacement of the position of the wheel 32 with respect to the centerline 72 of the rear body member. Since the front wheels engage the ground, physical displacement of the front wheels is resisted. This resistance causes the rear body member to pivot in a direction opposite to the direction of rotation of the front wheels. Note in FIG. 5 that centerline 72 has been displaced downwardly to position 72a. This phenomenon is called lateral buckling of the rear body member relative to the front body member. If this deflection is further noted in Figure 5, the direction line of the rear wheel before pivoting is at 74 and after pivoting is at 76, and the position of axis 70 (when passing through pivot axis 26) is at 74 before pivoting. 70c
After the turn, the wheel is at 70R (70L is the position of the opposite axis that occurs when the wheel turns to the left).
この２次効果は、車輪３２の最少旋回で比較釣魚な旋回
を行う３輪車の能力に寄与するものと信ぜられる。This second-order effect is believed to contribute to the tricycle's ability to make relatively smooth turns with minimal turning of the wheels 32.
つぎに第４図を参照すると、後輪の取付けが図解される
。両車軸とも、垂直面から約２４°内方に傾斜している
。これは前輪が全旋回（フルターン）をする時に前輪が
なす傾きの角度にほぼ適合する。傾斜角付き後輪は３輪
車の旋回を付勢するけれども、直線上を走行している時
は旋回力は釣合っていて、３輪車はなめらかに直線経路
に追従する。第５図に示すような旋回の場合、遠心力は
乗り手と車輛の重量を外側の車輪に移動する。その時、
傾斜付きの外側車輪が傾いた前輪と同調して、従来は自
転車だけに得られた安定効果を達成する。Referring now to FIG. 4, the rear wheel installation is illustrated. Both axles are inclined inwardly from the vertical by approximately 24 degrees. This approximately corresponds to the angle of inclination that the front wheels make when they make a full turn. Although the tilted rear wheels force the tricycle to turn, when traveling in a straight line, the turning forces are balanced and the tricycle smoothly follows a straight path. In the case of a turn as shown in FIG. 5, centrifugal force transfers the weight of the rider and vehicle to the outside wheels. At that time,
The angled outer wheel synchronizes with the angled front wheel to achieve a stabilizing effect previously available only on bicycles.
外側後輪と傾けた前輪の同調効果は３輪車の運動性を大
いに高め、乗り手は３輪車にとってこれまで安全と考え
られた速度よりも著しく高い速度にて左右への旋回を容
易に、かつ安全にやってのけることができる０３輪車の
旋回は後方車体部材に対する前方車体部材の枢動のみに
よりもたらされるので、ハンドルバー６０および握り６
２゜６４は従来の意味で前輪を旋回させるように機能す
ることはなく、乗り手が枢動を生ずるように座席を変位
させるのを助ける。よって、乗り手は単に座席を該轟す
る握り（握りは後方車体部材に堅固に取付けられている
ことを想起されたい）の方に引き付けて、前方車体部材
を軸線７００回りに枢動させることによって、重量分布
の重力効果を助けることができる。The synchronization effect of the outside rear wheel and the tilted front wheel greatly increases the maneuverability of the tricycle, allowing the rider to easily turn from side to side at speeds significantly higher than previously considered safe for the tricycle. Since the turning of the three-wheeled vehicle is effected only by the pivoting of the front body member relative to the rear body member, the handlebar 60 and the grip 6
The 2°64 does not function to pivot the front wheels in the conventional sense, but rather assists the rider in displacing the seat to create a pivoting motion. Thus, by simply drawing the seat towards the roaring grip (recall that the grip is rigidly attached to the rear body member) and pivoting the front body member about axis 700, Gravity effects in weight distribution can help.
以上に記載され図解された実施例は本発明の最良の形態
であると信ぜられるが、本発明の概念から逸脱すること
なく、多くの変形が可能であることは当然である。例え
ば座席の横方向変位に対する前方車体部材の反作用の変
化を生ずるように、枢動継手を前後に、そして上下に移
動することができる。また前輪に対する枢動軸線７０の
位置（すなわち点７３の後方２〜１０ｉｒＬ（５，０８
〜２５．４０ｃｒｒＬ）の範囲における）は旋回作用を
変更するが、所望の結果は依然として実現される。さら
に３輪車の車輪の代りに１個の前方ランナーと２個の後
方ランナー（または他の操向自在の支持部材）を有する
そりにも本発明を適用することができる。従って、特許
請求の範囲の定義によって決定されるように、これら、
または他の変形が本発明の範囲に含まれると考えられる
。While the embodiments described and illustrated above are believed to be the best mode of the invention, it will be appreciated that many modifications may be made without departing from the inventive concept. For example, the pivot joint can be moved back and forth and up and down to effect a change in the reaction of the front bodywork member to a lateral displacement of the seat. Also, the position of the pivot axis 70 relative to the front wheels (i.e. 2-10irL behind the point 73 (5,08
~25.40 crrL) changes the swirling action, but the desired result is still achieved. Furthermore, the present invention can also be applied to a sled having one front runner and two rear runners (or other steerable support members) instead of tricycle wheels. Therefore, as determined by the definition of the claims, these:
or other variations are considered to be within the scope of the invention.
第１図は木兄明知よる３輪車の上方斜視図、第２図は第
１図の３輪車の上面図、
第３図は第１図および第２図の側面図、第４図は第１図
、第２図および第３図の３輪車の後面図、
第５図は旋回状態にある３輪車を示す、説明のために部
品を撤去した、第２図に似た図、第６図は第２図の６−
６線にそう断面図、第７図は第３図の７−７線にそう断
面図、第８図は第６図の８−８線から見た、前方車体部
材の傾き位置の図である。
１０・・・３輪車 １２・・・後方車体部材１
４・・・前方車体部材 ２６・・・枢動連結部３６・
・・足踏みペダル機構
（外４名）Figure 1 is a top perspective view of the three-wheeled vehicle by Akechi Kinoe, Figure 2 is a top view of the three-wheeled vehicle in Figure 1, Figure 3 is a side view of Figures 1 and 2, and Figure 4 is a side view of the three-wheeled vehicle of Figure 1. A rear view of the tricycle shown in Figures 1, 2 and 3; Figure 5 is a view similar to Figure 2, with parts removed for illustration, showing the tricycle in a turning position; Figure 6 is 6- in Figure 2.
6 is a sectional view taken along line 6, FIG. 7 is a sectional view taken along line 7-7 of FIG. 3, and FIG. 8 is a view of the tilted position of the front vehicle body member as seen from line 8-8 of FIG. . 10... Three-wheeled vehicle 12... Rear vehicle body member 1
4...Front vehicle body member 26...Pivotal connection part 36.
・・Foot pedal mechanism (4 people)
Claims (1)
材を支持し車輛の運動方向を制御するようにされた単一
の操向自在の支持部材と、該操向自在の支持部材を支持
する支持バー（棒）と、該支持バーにより支持されて該
支持バーを介して前記支持部材に堅固に連結される、乗
り手を載せる座席と、を含み、該座席の枢動が前記操向
自在の支持部材の同様な枢動を生ずるようになつている
、第１の車体部材と； 第２の車体部材であつて、地上で該第２の車体部材を支
持し平行に向いて隔置関係に固定結合された１対の隔置
された操向自在の支持部材と、該１対の支持部材を支持
する支持フレームと、該支持フレーム上の第１の枢動継
手と、該支持フレーム上で該第１の枢動継手の後方かつ
上方にある第２の枢動継手と、を含む第２の車体部材と
；を有し： 前記第１および第２の枢動継手は両者間に枢動軸線を確
立して前記第２の車体部材を前記第１の車体部材に連結
しているので、前記第１の車体部材は前記第２の車体部
材に対して枢動自在となり、前記枢動軸線は前記操向自
在の支持部材と前記１対の支持部材の間で地面に交差す
るように傾斜角を有して、旋回中に前記支持バーと支持
フレームの間に横向きのたわみを生じ、前記枢動軸線は
乗り手の上体を旋回方向に傾けさせるために乗り手の下
方背中領域を通り抜けるように座席を突き抜けており、
車輛の安定運動のために前記単一の操向自在の支持部材
の、側方かつ後方への傾きを生ずるように、前記枢動継
手が前記枢動軸線回りの前記座席の枢軸揺動を可能にし
ている、３点支持車輛。 （２）前記枢動軸線は、前記操向自在の支持部材を支持
する地面に対して約２７°の傾斜角を有する、特許請求
の範囲第（１）項に記載の３点支持車輛。 （３）前記操向自在の支持部材は３輪車を画成する車輪
である、特許請求の範囲第（２）項に記載の３点支持車
輛。 （４）前記枢動軸線は前、後輪間距離の少なくとも５％
だけ前輪から後方へ離れた点にて地面に交差する、特許
請求の範囲第（３）項に記載の３点支持車輛。 （５）車輪の１つを駆動する駆動装置を含む、特許請求
の範囲第（４）項に記載の３点支持車輛。 （６）前記１つの車輪が前輪であり、前記支持バーは該
前輪から後方に突き出ており、Ｌ字形部が前記支持バー
の後方突出部を形成して、座席が該Ｌ字形部の下方脚上
に支持され、背もたれが該Ｌ字形部の上方脚上に支持さ
れ、前記第１の枢動継手は前記Ｌ字形部の下方脚にその
座席部分の前方に連結され、前記第２の枢動継手は前記
Ｌ字形部の上方脚にその背もたれ部分の上方に連結され
ていて、前記背もたれおよび座席部分の揺動は前記枢動
継手により画成される枢動軸線の回りの前記第１の車体
部材の枢動を生ずる、特許請求の範囲第（５）項に記載
の３点支持車輛。 （７）前記第１の車体部材の支持バー上に支持され、車
輛を駆動するために前記前輪に駆動係合する足踏みペダ
ル機構を含む、特許請求の範囲第（６）項に記載の３点
支持車輛。（８）前記足踏みペダル機構と座席の間の前
記支持バー上に、前記足踏みペダル機構と座席の間の前
記支持バー上に、前記足踏みペダル機構と座席の間の距
離を調整するための調整装置が設けられる、特許請求の
範囲第（７）項に記載の３点支持車輛。 （９）前記Ｌ字形部分の前方の前記支持バー部と前記Ｌ
字形部の間の抜き差し自在のはめ合いと、前記Ｌ字形部
を前記支持バー部に解放自在に固定するための解放自在
固定装置と、を前記調整装置が含む、特許請求の範囲第
（８）項に記載の３点支持車輛。 （１０）前記枢動継手は： ａ、前記第２の車体部材のフレームと前記第１の車体部
材のＬ字形部の下方脚とをほぼ上方に貫通して、座席の
水平枢動を可能にするボルト； ｂ、前記第２の車体部材のフレームと前記第１の車体部
材のＬ字形部の上方脚とをほぼ前方に貫通して、背もた
れの垂直枢動を可能にするボルト； ｃ、前記ボルトの各々の上で前記フレームとＬ字形部の
間にあつて、前記ボルトの枢動を可能にすることによつ
て前記確立された枢動軸線の回りの前記座席および背も
たれの枢動に順応する圧縮自在のスペーサ： を含んでいる、特許請求の範囲第（６）項に記載の３点
支持車輛。 （１１）前記第２の車体部材のフレームから前方に前記
第１の車体部材のＬ字形部の座席部分の前方における位
置まで突き出るハンドルバーと、乗り手によつて握られ
るように座席の両側にて前記ハンドルバーから外方、か
つ上方に延在するグリップ（握り）と、を含む、特許請
求の範囲第（６）項に記載の３点支持車輛。 （１２）前記１対の隔置連結される車輪が内方に傾斜角
を付してある、特許請求の範囲第（４）項に記載の３点
支持車輛。 （１３）地面上を走行するようにされた３輪車であつて
： ａ、単一の前輪と、両端の中間の位置にて該前輪を支持
する支持バーと、該支持バーの前端に支持される足踏み
ペダル機構と、該支持バーの後端に形成されるＬ字形部
と、を含む堅固な前方車体部材； ｂ、前方突出部が下方部材および上方部材を有する１個
の支持フレームに支持される１対の平行に向く隔置され
た車輪と、前記下方部材に設けられる第１の枢動継手装
置と、前記上方部材に設けられて、前記第１の枢動継手
に対して後方、かつ上方で、前記１対の隔置車輪の回転
中心に対して前方に配置される第２の枢動継手装置と、
を含む堅固な後方車体部材； を含み： 前記枢動継手装置は後方かつ上方に傾斜した枢動軸線を
与え、該軸線は地面に対して約２７°に傾斜して前輪の
接地点のかなり後方にて地面に交差し、前記第１および
第２の枢動継手装置は前記前方本体部材の支持バーのＬ
字形部の下方脚および上方脚にそれぞれ枢動連結されて
いて、前記枢動継手装置により画成される枢動軸線の回
りに前記前方車体部材を枢動させて、後輪の横方向たわ
みおよび反対方向への旋回を生じながら前輪を傾けて操
向させ、前記支持棒のＬ字形部の下方脚および上方脚に
それぞれ座席および背もたれが設けられて、前記枢動軸
線は、上体を旋回方向に傾けさせるために乗り手の下方
背中領域を通過するように前記背もたれを突き抜けてい
る、３輪車。 （１４）前記隔置され平行に向く後輪は同様に、また逆
向きに、内方に傾斜角を付けられている、特許請求の範
囲第（１３）項に記載の３輪車。 （１５）地上を走行するようにされた３輪車であつて： ａ、単一の前輪と、該前輪を両端の中間の位置にて支持
する支持バーと、該支持バーの後端に形成される下方脚
および上方脚と、該上方脚および下方脚上に配置されて
乗り手を載せるかごと、を含む堅固な前方車体部材； ｂ、支持フレーム上に支持される１対の平行に向いて隔
置される車輪を含み、該隔置される車輪は取付け装置に
より下部から上部に相互に向つて内方に傾斜角を付けて
取付けられ、前記車輪の平面は旋回運動の遠心力を部分
的に関係車輪の接地部を通るように指向させるために前
記かごの外側に横方に隔置され、各車輪の前記取付け装
置は、各端にて前記支持フレームに連結されて車輪の傾
斜角を得るように内方端連結部から外方端連結部に向け
て傾斜した車軸と、前記内方端連結部および外方端連結
部の前後関係を調整することにより車輪の軌道を平行軌
道に調整するための調整装置と、を含んでおり、前記支
持フレームの前方突出部は下方部材および上方部材を有
し、第１の枢動継手装置が前記下方部材上に設けられ、
第２の枢動継手装置が前記上方部材上に前記第１の枢動
継手装置に対して後方かつ上方の位置に設けられ、前記
枢動継手装置は後方かつ上方に傾斜した枢動軸線を与え
、前記第１および第２の枢動継手装置は、前記前方車体
の支持バーの下方脚および上方脚に枢動連結されていて
、前記前輪を傾けまた操向させるために前記前方車体部
材を前記枢動継手により画成される枢動軸線の回りに枢
動させる、堅固な後方車体部材； を有する３輪車。 （１６）前記車輪は約２４°に傾斜している、特許請求
の範囲第（１５）項に記載の３輪車。[Scope of Claims] (1) A single steerable support member that is a first single member and is adapted to support the first vehicle body member on the ground and control the direction of movement of the vehicle; , a support bar supporting the steerable support member, and a seat for carrying a rider, supported by the support bar and firmly connected to the support member via the support bar, a first vehicle body member, wherein pivoting of said seat causes a similar pivoting of said steerable support member; a second vehicle body member, said second vehicle body member being on the ground; a pair of spaced apart steerable support members fixedly connected in a spaced apart relationship and oriented in parallel; a support frame supporting the pair of support members; and a first support member on the support frame. a second pivot joint behind and above the first pivot joint on the support frame; The second pivot joint connects the second body member to the first body member by establishing a pivot axis therebetween, so that the first body member is connected to the second body member. The pivot axis has an inclination angle so as to intersect with the ground between the steerable support member and the pair of support members, and the support bar and the support creating a lateral flexure between the frames, the pivot axis extending through the seat through the lower back area of the rider to tilt the rider's upper body in the direction of the turn;
the pivot joint enables pivoting of the seat about the pivot axis to effect lateral and rearward tilting of the single steerable support member for stable movement of the vehicle; A three-point support vehicle. (2) The three-point support vehicle according to claim 1, wherein the pivot axis has an inclination angle of approximately 27° with respect to the ground supporting the steerable support member. (3) The three-point support vehicle according to claim (2), wherein the steerable support member is a wheel defining a tricycle. (4) The pivot axis is at least 5% of the distance between the front and rear wheels.
A three-point support vehicle according to claim 3, wherein the three-point support vehicle intersects the ground at a point spaced rearwardly from the front wheels. (5) A three-point support vehicle according to claim (4), including a drive device for driving one of the wheels. (6) said one wheel is a front wheel, said support bar projects rearwardly from said front wheel, said L-shaped part forming a rear projection of said support bar, and said seat is a lower leg of said L-shaped part; a backrest is supported on the upper leg of the L-shaped section, the first pivot joint being connected to the lower leg of the L-shaped section in front of its seat portion; A joint is connected to the upper leg of the L-shaped portion above a backrest portion thereof, the pivoting of the backrest and seat portion being directed to the first vehicle body about a pivot axis defined by the pivot joint. A three-point support vehicle according to claim 5, which provides for pivoting of the members. (7) Three points according to claim (6), including a foot pedal mechanism supported on a support bar of the first vehicle body member and drivingly engaging the front wheels to drive the vehicle. Support vehicle. (8) An adjusting device for adjusting the distance between the foot pedal mechanism and the seat, on the support bar between the foot pedal mechanism and the seat, and on the support bar between the foot pedal mechanism and the seat. A three-point support vehicle according to claim (7), wherein the three-point support vehicle is provided with: (9) the support bar portion in front of the L-shaped portion and the L-shaped portion;
Claim 8, wherein the adjusting device includes a releasable fit between the shaped parts and a releasable fixing device for releasably fixing the L-shaped part to the support bar part. 3-point support vehicle as described in Section. (10) The pivot joint: a. passes substantially upwardly through the frame of the second body member and the lower leg of the L-shaped portion of the first body member to enable horizontal pivoting of the seat; b. a bolt passing substantially forwardly through the frame of the second body member and the upper leg of the L-shaped portion of the first body member to enable vertical pivoting of the backrest; c. between the frame and the L-shaped portion on each of the bolts to accommodate pivoting of the seat and back about the established pivot axis by allowing pivoting of the bolts; A three-point support vehicle according to claim 6, comprising: a compressible spacer. (11) handlebars projecting forward from the frame of the second vehicle body member to a position in front of the seat portion of the L-shaped portion of the first vehicle body member; A three-point support vehicle according to claim 6, including a grip extending outwardly and upwardly from the handlebar. (12) The three-point support vehicle according to claim (4), wherein the pair of spaced apart connected wheels are inclined inwardly. (13) A three-wheeled vehicle configured to run on the ground: a. A single front wheel, a support bar that supports the front wheel at a position midway between both ends, and a support bar supported at the front end of the support bar. a rigid forward bodywork member comprising a foot pedal mechanism, and an L-shaped portion formed at the rear end of the support bar; b. the forward projection is supported on a single support frame having a lower member and an upper member; a pair of parallel oriented spaced apart wheels arranged on the lower member; a first pivot joint arrangement on the upper member rearwardly relative to the first pivot joint; and a second pivot joint device located above and in front of the center of rotation of the pair of spaced apart wheels;
a rigid rear body member comprising: said pivot joint arrangement providing a rearwardly and upwardly inclined pivot axis, said axis being inclined at approximately 27° to the ground and well aft of the point of contact of the front wheels; the first and second pivot joint devices intersect the ground at the L of the front body member support bar;
are pivotally connected to the lower and upper legs of the glyph, respectively, for pivoting the front body member about a pivot axis defined by the pivot joint arrangement to deflect lateral deflection of the rear wheel and The front wheels are tilted and steered while turning in the opposite direction, and the lower leg and the upper leg of the L-shaped part of the support rod are provided with a seat and a backrest, respectively, and the pivot axis is such that the upper body is rotated in the direction of the turn. The tricycle extends through the backrest to pass through the lower back area of the rider to allow the tricycle to lean forward. 14. The tricycle of claim 13, wherein said spaced apart parallel oriented rear wheels are similarly and oppositely angled inwardly. (15) A three-wheeled vehicle adapted to run on the ground: a. A single front wheel, a support bar that supports the front wheel at a position midway between both ends, and a support bar formed at the rear end of the support bar. a rigid front body member comprising a lower leg and an upper leg, and a basket disposed on the upper and lower legs for carrying a rider; b. including spaced apart wheels, the spaced wheels being mounted by means of a mounting device at an inwardly inclined angle towards each other from the bottom to the top, the planes of the wheels partially absorbing the centrifugal force of the pivoting motion; spaced laterally on the outside of said car for directing through the ground contact of the wheels concerned, said mounting means of each wheel being connected to said support frame at each end to adjust the angle of inclination of the wheel. The wheel trajectory is adjusted to a parallel trajectory by adjusting the front-to-back relationship between the axle, which is inclined from the inner end coupling part to the outer end coupling part, and the inner end coupling part and the outer end coupling part so as to obtain the desired results. an adjustment device for adjusting the support frame, the forward projection of the support frame having a lower member and an upper member, a first pivot joint device being provided on the lower member;
A second pivot joint arrangement is provided on the upper member at a position rearward and above the first pivot joint arrangement, the pivot joint arrangement providing a rearward and upwardly inclined pivot axis. , the first and second pivot joint devices are pivotally connected to lower and upper legs of the front body support bar to tilt and steer the front wheels. A three-wheeled vehicle having: a rigid rear body member for pivoting about a pivot axis defined by a pivot joint. (16) The three-wheeled vehicle according to claim (15), wherein the wheels are inclined at about 24 degrees.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62252313A JPH0195986A (en) | 1987-10-06 | 1987-10-06 | Three-point support car |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP62252313A JPH0195986A (en) | 1987-10-06 | 1987-10-06 | Three-point support car |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0195986A true JPH0195986A (en) | 1989-04-14 |
Family
ID=17235513
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP62252313A Pending JPH0195986A (en) | 1987-10-06 | 1987-10-06 | Three-point support car |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0195986A (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004276754A (en) * | 2003-03-17 | 2004-10-07 | Shirouma Science Co Ltd | Seat movement adjusting device of bicycle |
| JP2005297642A (en) * | 2004-04-07 | 2005-10-27 | Shirouma Science Co Ltd | Electric power assist bicycle with physical fitness improving functions |
| KR101347019B1 (en) * | 2012-10-07 | 2014-01-09 | 박두현 | A |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53160162U (en) * | 1977-05-20 | 1978-12-15 | ||
| US4572535A (en) * | 1984-11-16 | 1986-02-25 | Stewart Brian C | Tri-supported vehicle |
-
1987
- 1987-10-06 JP JP62252313A patent/JPH0195986A/en active Pending
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS53160162U (en) * | 1977-05-20 | 1978-12-15 | ||
| US4572535A (en) * | 1984-11-16 | 1986-02-25 | Stewart Brian C | Tri-supported vehicle |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004276754A (en) * | 2003-03-17 | 2004-10-07 | Shirouma Science Co Ltd | Seat movement adjusting device of bicycle |
| JP2005297642A (en) * | 2004-04-07 | 2005-10-27 | Shirouma Science Co Ltd | Electric power assist bicycle with physical fitness improving functions |
| KR101347019B1 (en) * | 2012-10-07 | 2014-01-09 | 박두현 | A |
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