U.S. patent application number 12/076139 was filed with the patent office on 2008-11-06 for vehicles and methods using center of gravity and mass shift control system.
Invention is credited to Darrell W. Voss.
Application Number | 20080272560 12/076139 |
Document ID | / |
Family ID | 26811635 |
Filed Date | 2008-11-06 |
United States Patent
Application |
20080272560 |
Kind Code |
A1 |
Voss; Darrell W. |
November 6, 2008 |
Vehicles and methods using center of gravity and mass shift control
system
Abstract
A center of gravity (C/G) control system for a vehicle includes
sensors to measure the center of gravity shift and mass shift of
the human body in relation to the vehicle, a controller to
determine outputs, a dynamically adjustable vehicle system, and a
power supply. The sensor measures the direction and rate of shift
of the center of gravity and mass shift of the human and creates a
representative input signal. The controller determines the
appropriate outputs in response to the relative center of gravity
shift data received. The dynamically adjustable vehicle system
receives the controller output and performs the expected
action.
Inventors: |
Voss; Darrell W.;
(Vancouver, WA) |
Correspondence
Address: |
Law Office of Jim Zegeer
Suite 108, 801 North Pitt Street
Alexandria
VA
22314
US
|
Family ID: |
26811635 |
Appl. No.: |
12/076139 |
Filed: |
March 14, 2008 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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10113931 |
Apr 2, 2002 |
7350787 |
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12076139 |
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60280851 |
Apr 3, 2001 |
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Current U.S.
Class: |
280/5.5 |
Current CPC
Class: |
B60L 2200/32 20130101;
B60L 2200/24 20130101; B60L 2200/34 20130101; B62K 19/32 20130101;
B60G 2400/63 20130101; B60L 2200/12 20130101; B60L 2270/145
20130101; B62K 21/02 20130101; B62J 45/40 20200201; B62J 99/00
20130101; B60L 50/20 20190201; B60L 2200/22 20130101 |
Class at
Publication: |
280/5.5 |
International
Class: |
B60G 17/018 20060101
B60G017/018 |
Claims
1-20. (canceled)
21. A vehicle system for transporting a human body, comprising, a
vehicle, said vehicle having a dynamic attached system for
operation, a center of gravity position and mass shift sensing
device for producing signals indicative of the direction and rate
of change in said center of gravity position and mass shift of said
human body relative to said vehicle, a control system device
responsive to said signals for controlling an output to said
dynamic attached system to improve one or more ride characteristics
of said vehicle and wherein said dynamic attached system includes,
singly or in multiple, front suspension, rear suspension, dual
suspension, front brake, rear brake, front drive, rear drive,
adjustable frame geometry, safety equipment, steering control, lean
control, and power control.
22. The vehicle system defined in claim 21 wherein said control
system converts said center of gravity and mass shift sensing
device inputs into output signals.
23. The vehicle system defined in claim 21 wherein said center of
gravity and mass shift sensing device is selected from mechanical
sensors, accelerometers, strain gauges, gyroscopes capacitive
extensiometers, inclinometers, load cells, pressure gauges,
magnetic, optical, laser, sonar, ultrasonic, radio frequency,
infrared, velocity, light emitting diodes, magnetic, altimeters,
Hall's effect, user input switches, preprogrammed computer
programs, voice, transducers, and satellite Global Positioning
System.
24. The vehicle system defined in claim 21 wherein said center of
gravity and mass shift sensing devices are selectively mounted: a)
on the vehicle, b) on the human body, c) off the vehicle within
communication distance for the device by wireless communication, or
d) a combination of the above.
25. The vehicle system defined in claim 21 wherein said dynamic
attached system receives output signals via selected mechanical
means, electrical means, hydraulic means, pneumatic means, and
combinations thereof, from said control system.
26. The vehicle system defined in claim 21 wherein said vehicle has
a center of gravity and mass shift sensing means signal output via
selected mechanical means, electrical means, hydraulic means,
pneumatic means, and combinations thereof, to said control
system.
27. The vehicle system defined in claim 21 wherein said vehicle has
a control system connected to the sensing device and processing the
center of gravity and mass shift direction and rate of shift inputs
to produce corresponding output signals for said dynamic attached
system.
28. The vehicle system in claim 21 wherein said vehicle has a
control system capable of preprogrammed input, sensor input, and
manual input.
29. A method for improving one or more ride characteristics of a
payload transport vehicle, said payload having a center of gravity
position and mass shift, comprising the steps of: a) sensing the
direction of and rate of change in the center of gravity position
and mass shift of said payload relative to said vehicle, wherein
said center of gravity position and mass shift sensing is a device
selected from mechanical sensors, accelerometers, strain gauges,
gyroscopes, capacitive extensiometers, inclinometers, load cells,
pressure gauges, magnetic, optical, laser, sonar, ultrasonic,
infrared, radio frequency, velocity, light emitting diodes,
magnetic, altimeters, Hall's Effect devices, user input switches,
preprogrammed computer programs, voice transducers, satellite
Global Positioning System, and combinations thereof. b) producing
output control signals indicative of the direction and rate of
change in the center of gravity position and mass shift of payload
relative to said vehicle; and c) controlling one or more physical
characteristics of said vehicle in response to said output control
signals.
30. A method for improving one or more ride characteristics for a
vehicle transporting a payload comprising the steps of: a)
obtaining from a set of sensors one or more signals denoting the
position of the center of gravity of said payload, wherein said
sensors are selectively located on the payload, or on the vehicle,
or on a system external of the vehicle, or a combination thereof.
b) determining from said center of gravity signals a set of
estimated absolute center of gravity shift value signals relative
to the vehicle, c) deriving an output control signal from said set
of center of gravity shift value signals, and d) applying the
output control signal to a vehicle adjustment system selected from
one or more of the following: front suspension, rear suspension,
dual suspension, front brake, rear brake, front drive, rear drive,
adjustable frame geometry, safety equipment, steering control, lean
control, and power control to affect the ride characteristic.
31. A payload transport vehicle having a ride characteristic
adjustment mechanism wherein said ride characteristic adjustment
mechanism includes, singly or in multiple, front suspension, rear
suspension, dual suspension, front brake, rear brake, front drive,
rear drive, adjustable frame geometry, safety equipment, steering
control, and power control, said payload having a center of gravity
position and mass, sensor apparatus for sensing the center of
gravity position and mass shift of said payload relative to said
vehicle and producing signals corresponding thereto and means
coupling said signals to said ride adjustment mechanism to adjust
the ride characteristic of said vehicle.
32. A body transport vehicle, said body having a center of gravity
position and an attached dynamic system, comprising: a) one or more
sensors for sensing the direction of and rate of change in the
center of gravity position shift of said body relative to said
vehicle, wherein said one or more sensors is a device selected from
mechanical sensors, accelerometers, strain gauges, gyroscopes,
capacitive extensiometers, inclinometers, load cells, pressure
gauges, magnetic, optical, laser, sonar, ultrasonic, infrared,
radio frequency, velocity, light emitting diodes, magnetic,
altimeters, Hall's Effect devices, user input switches,
preprogrammed computer programs, voice transducers, satellite
Global Positioning System, and combinations thereof b) a signal
generator for producing output control signals indicative of the
direction and rate of change in the center of gravity position and
mass shift of said body relative to said vehicle; and c) one or
more controllers for controlling one or more physical
characteristics of said vehicle in response to said output control
signals and wherein said attached dynamic system includes, singly
or in multiple, one or more front suspension, rear suspension, dual
suspension, front brake, rear brake, front drive, rear drive,
adjustable frame geometry, safety equipment, steering control, lean
control, and power control.
Description
REFERENCE TO RELATED APPLICATION
[0001] The present application is the subject of provisional
application Ser. No. 60/280,851 filed Apr. 3, 2001 entitled
SUSPENSION SYSTEM FOR VEHICLES FOR TRANSPORTING A HUMAN BODY.
BACKGROUND OF THE INVENTION
[0002] 1. Field of the Invention
[0003] This invention-relates to vehicles, specifically to improve
passenger/payload positioning by using a enter of gravity and mass
shift control system.
[0004] 2. Description of the Prior Art
[0005] Prior art has focused on the effect the regular and
irregular surfaces of the ground has on the vehicle and thus to the
passenger through the vehicle to passenger contact points. Prior
art focuses on adjusting the vehicle system's alignment to the
ground to reduce abrupt changes in position of the vehicle to
passenger contact points.
[0006] Prior art does not attempt to directly control the passenger
center of gravity or mass except by indirect methods.
[0007] Prior art consists of automotive, motorcycle, bicycle and
the like, designs that react after contacting an irregular surface
in the vehicle path by releasing stored energy in suspension
systems. Examples are the bicycle suspension systems disclosed in
U.S. Pat. No. 4,881,750 to Hartmann, U.S. Pat. Nos. 5,445,401 and
5,509,677 to Bradbury, U.S. Pat. Nos. 5,456,480 and 5,580,075 to
Turner, et al. The prior suspension systems during use are preset
and not adjustable so these are passive or static suspension
systems. The suspension may be too harsh or too soft for the
surface conditions.
[0008] Prior art consists of automobile and bicycle suspension
designs that react to the contact of an irregular surface and are
controlled by measuring the rate of travel or the distance traveled
by the device itself. Examples are the front bicycle suspension
shocks that operate valves based on the speed of the shock piston
shaft as disclosed in U.S. Pat. No. 6,026,939 to Girvin and Jones,
as disclosed in U.S. Pat. No. 6,149,174 to Bohn, and automobile
wheel suspension that is stiffened under increased loads from
cornering as disclosed in U.S. Pat. No. 5,217,246 to Williams, et
al. The above-cited systems are semi-active systems limited to the
switching between two positions of hard and soft.
[0009] Prior art also includes designs that measure movement and
timing of the suspension device after contacting an irregular
surface then calculate the reaction with a preprogrammed controller
that is limited in scope and without user input. One example of
this system is disclosed in U.S. Pat. No. 5,911,768 to Sasaki. The
above cited system is an active system and yet still limited by the
preprogrammed controller.
[0010] Prior art also includes designs that measure movement of the
C/G of the passenger/payload balanced above and rotated around a
single axle restricting the C/G movement to a limited arc along one
lateral plane as cited in U.S. Pat. No. 5,975,225 to Kamen, et al.,
as cited by the papers by Voss et al., "Dynamics and Nonlinear
Adaptive Control of an Autonomous Unicycle--Theory and Experiment",
American Institute of Aeronautics and Astronautics, A90-26772
10-39, Washington, D.C. (1990), pp. 487-494 (Abstract only) and
Koyanagi et al. "A Wheeled Inverse Pendulum Type Self-Contained
Mobile Robot and its Two Dimensional Trajectory Control",
Proceeding of the Second International Symposium on Measurement and
Control in Robotics, Japan (1992), pp. 891-898.
[0011] Prior art of the suspension systems disclosed earlier are
based on the relationship of the contact points between the vehicle
and the ground. The vehicle contact points to the passenger/payload
are measured last or ignored all together. The range of motion of
the C/G shifting in relationship to the constraints of the
vehicle's passenger contact points has not been considered. Prior
art control systems disclosed earlier focused on the measurement of
the distance traveled or the rate of speed of the suspension
devices themselves. The ride characteristics encountered by the
center of gravity and mass shift of the passenger is two systems or
linkages away from the attempted control points.
[0012] Prior art control systems disclosed earlier that appear to
use center of gravity and mass shift measurements for control are
actually measuring the pitch (lateral movement in one plane x) of a
plate or body mounted above a single axle. The theoretical center
of gravity is a gross approximation using this method. The inverse
pendulum balancing method does work to place the center of gravity
y-axis plane over the axle by moving the vehicle forward or back in
a continuous recovery from a falling state. The C/G and mass
elevation position in the Z-plane is disregarded and yet the height
of the actual center of mass above the axle has a great influence
on the effectiveness of the drive and balancing system. The single
axle, single pendulum control method also has a weakness when
encountering irregular surfaces that are soft or severely
irregular. Power is applied through the wheels to continually
adjust the location of the axle under the center of gravity. The
reactive control has difficulty in keeping a constant power balance
when a vehicle wheel has lost traction. An interactive center of
gravity and mass shift control system that incorporated the
measurement of the position of the center of gravity and mass in
multiple planes would help prevent the over rotation of the center
of gravity y plane at increased speeds.
[0013] Prior art active suspension systems based on ground induced
input systems are not active in relationship to the actual rider
position. All the prior active systems have focused on measuring
the velocity or stroke (travel delta) of the suspension and then
creating an output signal. The inputs have been velocity or travel
measuring devices to a control circuit that outputs back to the
original suspension devices. The advantage of the center of gravity
and mass shift control system controlling a dynamically attached
suspension system is the active relationship to the rider
position.
SUMMARY OF THE INVENTION
[0014] The present invention provides a control system for
improving the ride characteristics for a vehicle transporting a
human body and or payload by: [0015] (a) obtaining from a set of
sensor means, a signal to denote the position of the center of
gravity and mass shift of the human body; [0016] (b) determining
from the set of relative center of gravity inputs a set of
estimated absolute center of gravity and mass shift values in
relation to the vehicle; [0017] (c) deriving an output control
signal from the said set of center of gravity and mass shift
values; and [0018] (d) applying the output control signal to a
vehicle system effecting a ride characteristic.
[0019] The sensor means actively measures the center of gravity and
mass shift of the human body in relation to the vehicle wherein the
set of center of gravity and mass shift signals will be input into
the control system to comprise estimated values for output signals:
[0020] (a) sensors determine direction of the center of gravity and
mass shift and the rate of shift. [0021] (b) sensors may be located
on the human body in the same manner as a wristwatch, on the
vehicle, or on a system external to the vehicle. [0022] (c) sensors
may be of different forms including accelerometers, strain gauges,
gyroscopes (single and multi-axis), inclinometers, capacitive
extensiometers, load cells, pressure gauges, rotational gages,
positional gages, magnetic devices, optical, laser, sonar,
ultrasonic, infrared (IR), velocity, light emitting diodes (LED),
Hall's Effect sensors, vibration gages, temperature gauges,
transducers, user input switches, preprogrammed computer programs,
voice, satellite Global Positioning System, and the like (wired or
wireless sensor systems included).
[0023] The present invention enables the use of a control system
using an electronic control module that has the ability to be
preprogrammed, reprogrammed, adjusted during use, have multiple
programs installed, have programs upgraded as human skills
increase, have a learn mode, an interactive mode with other
electronic control modules, and have an indeterminate number of
variables available for user selection.
[0024] The present invention will be able to attain an interactive
process through the control system electronic controller module to:
[0025] (a) allow pre-programmed input data, [0026] (b) allow
adjusting to interactive data during use, [0027] (c) allow for
external variables to be considered during operation of the device,
[0028] (d) establish parameters that can be modified while in use,
[0029] (e) create parameters based on changing weather, [0030] (f)
preset parameters for travel or speed limits [0031] (g) create
parameters biased for safety based on ability level of user [0032]
(h) monitor parameters that can activate a warning light or other
safety systems.
[0033] The invention control system allows the human center of
gravity and mass shift values to control vehicle systems over
irregular surfaces.
[0034] These and other advantages are achieved by this invention in
a vehicle shifting control system by obtaining from sensors mounted
on the vehicle to sense center of gravity and mass shift of the
human body even during vehicular use over level regular surfaces. A
set of relative center of gravity and mass shift signals based on
the determined change in the center of gravity and mass shift of a
standing or sprinting human body can produce signals to lock out a
suspension device or lock in a shifting device to eliminate
inadvertent shifts.
[0035] These and other advantages are achieved by this invention in
a vehicle braking system by (a) obtaining from sensors, mounted on
the vehicle to sense the center of gravity and mass shift of the
human body a set of relative center of gravity and mass signals;
(b) determine from the set of relative signals a set of estimated
absolute body center of gravity and mass; and (c) control a brake
system responsive to the determined set of estimated body center of
gravity and mass position signals.
[0036] These and other advantages are achieved by this invention in
a vehicle adjustable geometry system by (a) obtaining from sensors,
mounted on the vehicle to sense the center of gravity and mass
shift of the human body a set of relative center of gravity and
mass signals; (b) determine from the set of relative signals a set
of estimated absolute body center of gravity and mass; and (c)
control an adjustable vehicle geometry system responsive to the
determined set of estimated body center of gravity and mass
position signals.
[0037] These and other advantages are achieved by this invention in
a vehicle power system by (a) obtaining from sensors, mounted on
the vehicle to sense the center of gravity and mass shift of the
human body a set of relative center of gravity and mass signals;
(b) determine from the set of relative signals a set of estimated
absolute body center of gravity and mass; and (c) control an
adjustable power system responsive to the determined set of
estimated body center of gravity and mass position signals.
[0038] These and other advantages are achieved by this invention in
a safety system by (a) obtaining from sensors, mounted on the
vehicle to sense the center of gravity and mass shift of the human
body a set of relative center of gravity and mass signals; (b)
determine from the set of relative signals a set of estimated
absolute body center of gravity and mass; and (c) control a safety
system responsive to the determined set of estimated body center of
gravity and mass position signals. The above safety system can
include warning lights, warning siren, external lights, anti-lock
brake circuit, external cornering wheels, and the like.
[0039] These and other advantages are achieved by this invention in
a steering control system by (a) obtaining from sensors, mounted on
the vehicle to sense the center of gravity and mass shift of the
human body a set of relative center of gravity and mass signals;
(b) determine from the set of relative signals a set of estimated
absolute body center of gravity and mass; and (c) control a
steering control system responsive to the determined set of
estimated body center of gravity and mass position signals.
[0040] These and other advantages are achieved by this invention in
a data acquisition system by (a) obtaining from sensors, mounted on
the vehicle to sense the center of gravity and mass shift of the
human body a set of relative center of gravity and mass signals;
(b) determine from the set of relative signals a set of estimated
absolute body center of gravity and mass; and (c) control a data
acquisition system responsive to the determined set of estimated
body center of gravity and mass position signals. The data
acquisition system can be used to develop virtual reality game
data, interactivity with group of other units on stationary
exercise equipment, inputs from professional riders for training
evaluations, inputs from professional riders for downloading to
interactive personal computer programs, and amusement or
destination vehicle park interactive packages.
[0041] The advantages of the center of gravity (C/G) control
systems is to use the C/G and mass shift to control the vehicle
systems, regardless of the limitations of the contact points to the
vehicle, or the vehicle to ground contact points. Example: C/G and
mass shift of passenger/payload is monitored, passenger has a free
range of motion within the constraints of the contact points to the
vehicle, and the vehicle has contact points to a regular or
irregular surface. A control system based on the C/G and mass shift
sends outputs to one or more of the vehicle systems. The C/G and
mass shift control system is an interactive system. The passenger
is able to input variable data into the base control program (BCP).
A C/G and mass shift sensor on the vehicle can input data into the
BCP. A C/G and mass shift sensor located off the vehicle can input
data into the BCP via telemetry or infrared wireless systems.
[0042] The advantage of the center of gravity and mass control
system is the ability to adapt formulas based on Human/Payload to
Vehicle Mass ratios, center of gravity and mass shifts, and their
effects as rate, and vector. The center of gravity and mass
formulas can also be influenced by inputs from a human pertaining
to: weight of human body, height of human body, shape of human
body, pedal cadence parameter, riding position parameter, style of
riding parameters, terrain parameters, speed parameters, power
output parameters, input from cycle computer, input from heart
monitor, bike geometry parameters, brake system parameters, drive
system parameters, and the like.
[0043] An additional advantage of the control system is the ability
for the system to be used with current devices and interactive
devices co-operatively. The active control is able to take in
combinations of human inputs and reactive devices, interlocked or
independent. The system will allow adaptability to current vehicles
as add-on and upgradeable devices.
[0044] Additional advantages of the control system will be the ease
of adaptability for use with existing vehicular control systems and
devices including but not limited to manual suspension lockout
systems, automatic drive indexing systems, current bicycle and
motorcycle frame geometries with and without rear pivots, and other
available existing control systems. The advantages of using the
INTERACTIVE human center of gravity and mass shift controls are
that terrain is not required to be the initiator of the vehicle's
dynamic systems.
BRIEF DESCRIPTION OF THE DRAWINGS
[0045] The above and other objects, advantages and features of the
invention will become more clear when considered with the following
specification and accompanying drawings wherein:
[0046] FIG. 1 is a diagrammatic representation of a center of
gravity and mass shift control system apparatus, which can function
as a two wheeled personal vehicle front suspension.
[0047] FIG. 2 is a side view of one embodiment of the invention on
a bicycle.
[0048] FIG. 3A is an exploded isometric view of the vehicle front
suspension; FIG. 3B is a modification thereof.
[0049] FIG. 4 is an assembled view of the apparatus.
[0050] FIGS. 5A-8B are side elevational views of the apparatus in
various travel positions without the control system device
attached.
[0051] FIG. 9 is a side elevation view of the human range of motion
and the force vectors during seated pedaling with the front
suspension assembly in FIG. 4.
[0052] FIG. 10 is a side elevation view of the human range of
motion and force vectors during standing pedaling with the front
suspension assembly in FIG. 4.
[0053] FIG. 11 is a side elevation view of the force vectors when a
standing human shifts forward while braking on a bicycle that is
using the front suspension assembly in FIG. 4.
[0054] FIG. 12 is a side elevation view of the force vectors of a
sitting human on a bicycle with the front suspension assembly in
FIG. 4 when the front wheel encounters an obstruction.
[0055] FIG. 13 is a side elevation view of the force vectors of a
sitting human on a bicycle with the front suspension assembly in
FIG. 4 when the front wheel encounters a succession of small
obstructions.
[0056] FIG. 14 is the side elevation view of a bicycle using the
front suspension assembly in FIG. 4 in a compressed and
uncompressed mode for geometric comparison.
[0057] FIG. 15 is the side elevation view displaying the bicycle
contact points and linkages to the upper torso approximate center
of gravity of a human sitting on a bicycle.
[0058] FIG. 16 is the side elevation view displaying the bicycle
contact points and linkages to the upper torso approximate center
of gravity of a human standing on a bicycle with the feet one above
the other in line with the body vertically.
[0059] FIG. 17 is the side elevation view displaying the bicycle
contact points and linkages to the upper torso approximate center
of gravity of a human standing on a bicycle with the feet
level.
[0060] FIG. 18 is the side elevation view of a human sitting on a
bicycle and the location for a sensor.
[0061] FIG. 19 is the side elevation view of a human sitting on a
bicycle and the approximate locations that sensors can be
positioned on the bicycle or human.
[0062] FIG. 20 is the side elevation view of a bicycle having
multiple suspension systems to which the control system of the
present invention can be applied.
[0063] FIG. 21 is the side elevation view of human seated on a
bicycle encountering an obstruction and the resulting shift forward
of the upper torso.
[0064] FIG. 22 is the side elevation view of human seated on
bicycle back to the original position after encountering the
obstacle.
[0065] FIG. 23 is the side elevation view of a human seated on
bicycle moving forward and the rear tire approaches an
obstacle.
[0066] FIG. 24 is the side elevation view of the shift of the upper
torso of a human seated on a bicycle when the rear tire encounters
an obstacle.
[0067] FIG. 25 is the side elevation view of human standing on a
bicycle before encountering an obstruction and the position of the
upper torso.
[0068] FIG. 26 is the side elevation view of human standing on a
bicycle encountering an obstruction and the resulting shift forward
of the upper torso.
[0069] FIG. 27 is the side elevation view of human standing on
bicycle back to the original position after encountering the
obstacle.
[0070] FIG. 28 is the side elevation view of a human standing on
bicycle moving forward and the rear tire approaches an
obstacle.
[0071] FIG. 29 is the side elevation view of the shift of the upper
torso of a human standing on a bicycle when the rear tire
encounters an obstacle.
[0072] FIG. 30 is the side elevation view of a human standing on a
bicycle with feet level before encountering an obstruction and the
position of the upper torso.
[0073] FIG. 31 is the side elevation view of a human standing on a
bicycle encountering a large obstruction and the required
suspension action to prevent forward shift of the upper torso.
[0074] FIG. 32 is the side elevation view of a human standing on a
bicycle with the rear suspension extending prior to the rear wheel
encountering the obstacle.
[0075] FIG. 33 is the side elevation view of a human standing on a
bicycle with the rear suspension compressing as the rear tire
encounters an obstacle.
[0076] FIG. 34 is the side elevation view of a human standing on a
bicycle with the rear tire on top of the obstacle.
[0077] FIG. 35 is the side elevation view of a human sitting on a
bicycle with the representation of a prior art front suspension
combined with a modified C/G control system stem and linkage
arm.
[0078] FIG. 36 is the side elevation view of a human sitting on a
bicycle with the representation of a prior art front suspension
combined with a modified C/G control system stem and linkage arm in
a compressed position.
[0079] FIGS. 37-38 are the side elevation views of a human sitting
on a bicycle with the representation of a prior art front
suspension combined with a modified stem C/G control system
assembly, front linkage arm, and a brake energy transfer linkage
assembly.
[0080] FIGS. 39-40 are the side elevation views of a human sitting
on a bicycle with the representation of a prior art front
suspension combined with a modified stem C/G control system
assembly, front linkage arm assembly, and a brake energy transfer
linkage assembly.
[0081] FIGS. 41-42 are the side elevation views of a human sitting
on a bicycle with the representation of a prior art front
suspension combined with a modified stem C/G control system
assembly, front linkage arm, and a forward mounted brake energy
transfer linkage assembly.
[0082] FIG. 43 is prior art combined with a modified stem C/G shift
control system assembly and a compression linkage.
[0083] FIG. 44 is prior art combined with a modified stem C/G shift
control system assembly and a compression linkage.
[0084] FIG. 45 is prior art combined with a modified stem C/G shift
control system assembly and a compression linkage.
[0085] FIG. 46 is prior art combined with a modified stem C/G shift
control system assembly and a compression linkage.
[0086] FIG. 47 is prior art combined with a modified stem C/G shift
control system assembly and a compression linkage.
[0087] FIG. 48 is prior art combined with a modified stem C/G shift
control system assembly and a compression linkage arm.
[0088] FIG. 49 is prior art combined with a modified stem C/G shift
control system assembly and compression linkage arm.
[0089] FIG. 50 is prior art combined with a modified stem C/G shift
control system assembly and compression linkage arm.
[0090] FIG. 51 is the side elevation view of a human sitting on a
bicycle with the representation of a front suspension frame member
of prior art.
[0091] FIG. 52 is the embodiment of FIG. 51 combined with a
modified stem C/G shift control system and front linkage arm.
[0092] FIG. 53 is prior art combined with a modified stem C/G
control system and front linkage arm.
[0093] FIG. 54 is the assembly of FIG. 4 combined with a single
pivot modified C/G control system stem.
[0094] FIG. 55 is the embodiment of FIG. 54 combined with a
modified C/G control system stem assembly.
[0095] FIG. 56 is the embodiment of FIG. 54 combined with a
modified stem C/G control system assembly.
[0096] FIG. 57 is the embodiment of FIG. 56 in a compressed
position.
[0097] FIG. 58 is the block diagram for a C/G control system
circuit.
[0098] FIG. 59 is a logic flow diagram for a C/G system
programmable control.
[0099] FIG. 60 is a wire harness diagram for a C/G control system
assembly.
[0100] FIG. 61 is a flow diagram example for external inputs to
effect changes in the C/G control system parameters.
[0101] FIG. 62 is a flow diagram example for a C/G shift control
loop.
[0102] FIG. 63 is a flow diagram example of a load sensor system
integrating data with the C/G shift control system.
[0103] FIG. 64 is a block diagram of the C/G system electronic
module input and output potentials.
[0104] FIG. 65 is a side elevation view of a C/G shift control
system diagram on a snowmobile.
[0105] FIG. 66 is a side elevation view of a C/G shift control
system diagram on an enduro motorcycle.
[0106] FIG. 67 is a side elevation view of a C/G shift control
system diagram on a go cart.
[0107] FIG. 68 is a side elevation view of a C/G shift control
system diagram on a lawn tractor.
[0108] FIG. 69 is a side elevation view of a C/G shift control
system diagram on a ski bike.
[0109] FIG. 70 is a side elevation view of a C/G shift control
system diagram on a jet ski.
[0110] FIG. 71 is a side elevation view of a C/G shift control
system diagram on an off-road motorcycle with human standing.
[0111] FIG. 72 is a side elevation view of a C/G shift control
system diagram on a road motorcycle with human seated.
[0112] FIG. 73 is a side elevation view of a C/G shift control
system diagram on a wind scooter.
[0113] FIG. 74 is a side elevation view of a C/G shift control
system diagram on a wind surfboard.
[0114] FIG. 75 is a side elevation view of a C/G shift control
system diagram on a wind cart.
[0115] FIG. 76 is a side elevation view of a C/G shift control
system diagram on skis.
[0116] FIG. 77 is a side elevation view of a C/G shift control
system diagram on a powered skateboard.
[0117] FIG. 78 is a side elevation view of a C/G shift control
system diagram on a snowboard.
[0118] FIG. 79 is a side elevation view of a C/G shift control
system diagram on a skateboard.
[0119] FIG. 80 is a side elevation view of a C/G shift control
system diagram on a surfboard.
[0120] FIG. 81 is a side elevation view of a C/G shift control
system diagram on a recumbent bicycle.
[0121] FIG. 82 is a side elevation view of a C/G shift control
system diagram on a tandem bicycle.
[0122] FIG. 83 is a side elevation view of a C/G shift control
system diagram on a unicycle.
[0123] FIG. 84 is a side elevation view of a C/G shift control
system diagram on a hovercraft.
[0124] FIG. 85 is a side elevation view of a C/G shift control
system diagram on a wheelchair.
[0125] FIG. 86 is a side elevation view of a C/G shift control
system diagram on a stationary cycle.
[0126] FIG. 87 is a side elevation view of a C/G shift control
system diagram on an off-road bicycle.
[0127] FIG. 88 is a side elevation view of a C/G shift control
system diagram on an all road bicycle.
[0128] FIG. 89 is a side elevation view of a C/G shift control
system diagram on a scooter, motorized with a single axle.
[0129] FIG. 90 is a side elevation view of a C/G shift control
system diagram on a scooter, motorized with multiple axles.
[0130] FIG. 91 is a side elevation view of a C/G shift control
system diagram on a scissor lift vehicle.
[0131] FIG. 92 is a side elevation view of a C/G shift control
system diagram on a telescoping lift.
[0132] FIG. 93 is a side elevation view of a C/G shift control
system diagram on a snorkel lift.
[0133] FIG. 94 is a C/G shift description and people
representation.
[0134] FIG. 95 is a cone shape representation and rotation freedom
display.
[0135] FIG. 96 is a side elevation view of a C/G shift control
system diagram on an exoskeleton conveyance lifting device.
[0136] FIG. 97 is a side elevation view of a C/G shift control
system diagram on a treadmill exercise device.
DETAILED DESCRIPTION OF THE INVENTION
[0137] FIG. 1 is a diagrammatic representation of a center of
gravity shift and mass shift control system apparatus, which can
function as a control system for a two wheeled personal vehicle
front suspension. Control system 1a receives input signal 1D from
C/G shift sensor device 1c. Control system 1a processes the input
signal 1d and provides an output signal to an attached dynamic
system 1f of a vehicle. The control system 1A has a power supply
1B. A manual input device 1e sends data for modification of control
parameters incorporated in control system 1a.
[0138] FIG. 2 is a side view of a C/G and mass shift control system
apparatus as described in FIG. 1 installed on a bicycle with an
attached dynamic front suspension assembly 2d. The control system
2m senses the movement of C/G and mass shifts in the conical
representation area of 2a. The Center of wheelbase of the vehicle
is represented by line 2p. Human contact points to the vehicle are
defined as seat contact location 2c, foot contact location 2f, and
hand contact location 2e. The representation of the pivot point of
a human seated 2b is the focal point of the human range of motion
in the `x` plane (forward and back) and the focal point for the
conical range of motion for all other planes. The suspension
movement 2j is the reaction of the vehicle when the front
suspension assembly means 2d is active. The C/G shift and mass
shift vector 2g is represented by force vector arrow 2g.
[0139] FIG. 3A is an exploded isometric view of the front wheel
suspension dynamic device 2d introduced in FIG. 2 using a
mechanical system sensor. A handle bar clamp 1 is attached to a
handle bar clamp body 2 by attachment bolts 3 designed to hold a
common bicycle handle bar. The handle bar clamp body 2 pivots on
upper link bushings 7 around the upper link pivot rod 6 supported
by the front of upper link 8. Lower link 5 with installed lower
link bushing 4 connects to handle bar clamp body 2 and pivots
freely as the lower link bushing 4 rests on the lower link pivot
pin 48. Upper steerer clamp with shock mount 9 pivots freely about
an upper link pivot 6 located in the center of upper link 8 and is
clamped to the top of steerer 33 by a lower link attachment bolt
11. Right stanchion upper link mount 12BB and left stanchion upper
link mounts 12AA are connected to the long open end of upper link 8
by an upper link attachment bolt 13. Shock absorber 10 is connected
to the upper steerer clamp with shock mount 9 by a lower link
attachment bolt 11. Main pivot bushing 17 and main pivot rod 16 are
clamped into the lower steerer main pivot clamp 19 by main pivot
attachment bolts 15. (FIG. 3B illustrates spring member assembly 18
as an optional replacement for main pivot bushing 17 and main pivot
rod 16.) Lower steerer main pivot clamp 19 is secured to the lower
end of steerer 33. Left pivot clamp with brake rod mount 20 is
attached to the main pivot rod 16 by left pivot attachment bolt 46
and right pivot clamp 21 is attached to the main pivot rod 16 by
right pivot clamp attachment bolt 47. Right pivot bushing 22 is
secured into right stanchion clamp 28BB and fits around right pivot
rod 23 which is clamped to right pivot clamp 21 with right pivot
attachment bolts 47. The left pivot rod 24 is clamped into the left
pivot clamp with brake rod mount 20 with left pivot clamp bolts 46.
The other end of left pivot rod 24 is inserted into left pivot
bushing 25 which is secured into left stanchion clamp 28AA. Right
stanchion upper link mount 12BB is secured to the top end of right
stanchion 32 and right stanchion lower attachment 37 is secured to
the bottom end of right stanchion 32. Left stanchion upper link
mount 12AA is secured to the top end of left stanchion 31 and left
stanchion lower attachment 35 is secured to the bottom end of left
stanchion 31. The stanchion brace plate 30 provides the spacing
required for the correct width of the stanchions 31 and 32, for
torsional resistance of the entire assembly to twisting forces,
structural stiffness by creating a bridge between the two legs, and
is clamped to the stanchions 31 and 32 at the correct height by
stanchion clamp bolts 29. The kinetic energy of the vehicle is
transferred by the brake transfer rod 27 connected to the end of
left pivot clamp with brake end mount 20 by the transfer rod bolt
26 and to the brake adapter arm 39 by brake connector bolt 41
during braking to increase spring rate to resist the downward force
created by a forward C/G shift. A prior art front disc brake system
49 is attached to the brake energy transfer adapter arm 39 with
brake connector bolts 41. The hub with brake disc 44 is supported
by the hub axle 45 which is clamped at one end to the left
stanchion lower attachment 35 by the left stanchion lower
attachment bolt 36 and is clamped at the other end to the right
stanchion lower attachment 37 by the right stanchion lower
attachment bolts 38. The brake energy transfer adapter arm 39 is
free to pivot around brake pivot bushing 42 which is held in place
by brake pivot guide 43 mounted on hub axle 45. The lower end of
shock absorber 10 is connected to the stanchion brace plate 30 by
pivot connector bolt 40.
TABLE-US-00001 FIGS. 3A and 3B PARTS LIST Part # Description 1
handle bar clamp 2 handle bar clamp body 3 attachment bolt 4 lower
link bushing 5 lower link 6 upper link pivot 7 upper link bushing 8
upper link 9 upper steerer clamp with shock mount 10 shock absorber
11 lower link attachment bolt 12A left stanchion upper link mount
12B right stanchion upper link mount 13 upper link attachment bolt
14 upper link attachment bushing 15 main pivot attachment bolt 16
main pivot rod 17 main pivot inner bushing 18 main pivot outer
bushing 19 lower steerer main pivot clamp 10 left pivot clamp
w/brake rod mount 21 right pivot clamp 22 right pivot bushing 23
right pivot rod 24 left pivot rod 25 left pivot bushing 26 transfer
rod bolt 27 brake energy transfer rod 28 stanchion clamp 29
stanchion clamp bolt 30 stanchion brace plate 31 left stanchion 32
right stanchion 33 steerer 34 left stanchion clamp ring 35 left
stanchion lower attachment 36 left stanchion lower attachment bolt
37 right stanchion lower attachment 38 right stanchion lower
attachment bolt 39 brake energy transfer adapter arm 40 pivot
connector bolt 41 brake connector bolt 42 brake pivot bushing 43
brake pivot guide 44 hub and brake disc 45 hub axle 46 left pivot
clamp attachment bolt 47 right pivot clamp attachment bolt 48 lower
link front pivot pin 49 prior art disc brake system
[0140] FIG. 4 is a side view of an assembled front suspension
assembly 4x consisting of a front suspension assembly as shown in
FIG. 3A, a C/G and mass shift control system device 4b, and a C/G
and mass shift sensor device 4c. The C/G and mass shift control
system 4b measures changes in the C/G position 2a of a rider as
represented in FIG. 2. The C/G and mass shift sensor device 4c
sends inputs to the C/G shift control system 4b to output control
signals to the front suspension assembly 2d.
[0141] FIGS. 5A-8B are side elevational views of the suspension
assembly 2d which illustrate the advantage of the unique
application of multiple pivot locations on the front suspension
assembly 2d shown in FIG. 3A and they illustrate different
positions of the assembly during the suspension action. In FIGS.
5A-8B, the left view is the left stanchion and the right view is a
cut away view of the centerline of the vehicle head tube 3AA and
the main pivot 4AA. (In FIGS. 5A, 6A, 7A AND 8A, the shock absorber
10 is removed to show the pivoting action of the assembly more
clearly.) The C/G shift control system is mechanically introduced
to the assembly through the connection of the rider's arms. As the
rider shifts his mass and thus C/G, his arms 9n connected at the
position 2e as illustrated in FIG. 2 transfer the mass shift vector
2g to the suspension assembly 2d through the handle bar connection
at the end of 2BB as shown in FIGS. 5A and 5B. The present
invention offers many advantages over existing front suspension
systems. The combination of a hinged upper link 8 and hinged lower
legs 1AA and 1BB provides a leveraged advantage for a front
suspension travel system. The leverage of the upper hinge provides
a distinct benefit during small rapid suspension movements. The
handlebar clamp body 2 is able to absorb a majority of the small
rapid impact forces with a small un-weighting of the handlebar by
the rider while prior art designs must choose a pre-set spring
rate. With no mechanical leverage one advantage of this front
suspension assembly embodiment is the amount of suspension travel
gained by the leverage and pivoting action of the upper link
assembly as represented by 2AA and 2BB. The main pivot bushing 17
which supports the lower leg right and left pivot clamps, 20 and 21
respectively, is secured in the lower steerer clamp 19 which is
positioned in place at the bottom of the vehicle head tube 3BB. The
upper steerer clamp with shock mount 9 is located at the top end of
the head tube 3BB. The upper link 8 pivots on the upper pivot 6
that is clamped in the upper steer clamp 9. In this way, the front
suspension works as two systems working together as one integrated
assembly. The upper link leverage and the lower leg pivot rotation
provide compliant movement to a response for short travel impact
forces and provides long travel movement to absorb large impacts as
well.
[0142] Thus, there has been provided a human and/or payload
transport vehicle shown in FIGS. 5A-8B which has a ride
characteristic adjustment mechanism, sensor apparatus for sensing
the center of gravity position and mass shift of said human and/or
payload relative to said vehicle and producing signals
corresponding thereto and means coupling said signals to said ride
adjustment mechanism to adjust the ride characteristic of said
vehicle.
[0143] FIG. 9 is a side elevation view of the operative embodiment
of converting the measurement of the center of gravity in cone 2a
and mass shift vector 2g of the body by the control system 2m to
the activation of the front suspension assembly 2d introduced in
FIG. 2. The vehicle center of wheelbase 2p reference is normally
located between front wheel 9r and rear wheel 9s during seated
riding. The dotted area 9e is the representative envelope of the
seated cyclist's reciprocating leg movement when pedaling, while
force vectors 9a, 9b, 9c, and 9d are representations of the four
phases of the pedaling cycle--build up, power, return, and coast
respectively. The leg positions of the human range of motion during
seated pedaling are upper leg position 9f, middle leg position 9g,
and lower leg position 9h and these develop the inertia 9i which
creates a force vector 9t transferred into the vehicle frame
structure 9l through the bottom bracket 9j which is connected to
the cyclist's legs through pedal connecting points 2f. The inertia
9i transferred into bottom bracket 9j then creates a rotational
force 9m on the front suspension assembly 2d multiple pivot points.
The arms of the rider 9n form the linkage of the center of gravity
2a and mass shift vector 2g to the front suspension assembly 2d
through the connecting point 2e. The rotational forces 9m being
transferred through front suspension assembly 2d pivots are
counterbalanced by the front suspension spring (in shock absorber
10) compression during the pedaling phases 9a, 9b, 9c, and 9d; this
is represented by the force vectors 9p at the connection point
2e.
[0144] FIG. 10 is a side elevation view of the operative embodiment
of converting the measurement of the center of gravity in cone 2a
and mass shift vector 2g of the body by the control system 2m into
activation of the front suspension assembly 2d introduced in FIG. 2
for a standing pedaling rider. The vehicle center of wheelbase 2p
reference is normally located behind the front wheel 9r and close
to the rear wheel 9s during standing riding. The dotted area 10e is
the representative envelope of the cyclist's reciprocating leg
movement and upper torso shift when pedaling, while force vectors
9a, 9b, 9c, and 9d (e.g. pedaling phases) are representations of
the four phases of the pedaling cycle--build up, power, return, and
coast respectively. The shifting of the mass during standing
pedaling causes the creation of a large downward inertia 10i which
causes the force vector 9t to transfer into the vehicle frame
structure 9l through the bottom bracket 9j connected to the
cyclist's legs through pedal connecting points 2f. The inertia 10i
transferred into bottom bracket 9j then creates a rotational force
9m on the front suspension assembly 2d multiple pivot points. The
arms of the rider 9n form a transfer linkage from the center of
gravity 2a and mass shift 2g to the front suspension assembly 2d
through the connecting point 2e. The rotational forces 9m being
transferred through the front suspension assembly 2d pivots are
counterbalanced during the pedaling phases 9a, 9b, 9c, and 9d by
the front suspension spring compression force; this is represented
by the force vectors 9p at the connection point 2e. The rider
exerts a force 10f as he pulls on the handlebar connection 2e to
assist in balancing as he performs the pedal cycle. The standing
riding position only uses two of the rider connecting points, 2e at
the hands, and 2f, at the feet, and this mode creates a taller
center of gravity cone 2a to measure as the 2a focal point
originates in effect at the 9j bottom bracket.
[0145] FIG. 11 is a side elevation view of the operative embodiment
converting the measurement of the center of gravity in cone 2a and
mass shift 2g of the body by the control system 2m into activation
of the front suspension assembly 2d introduced in FIG. 2 for a
standing braking rider. The vehicle center of wheelbase 2p
reference is normally located centered between the front wheel 9r
and the rear wheel 9s during standing braking. The dotted area 11e
is the representative envelope of the cyclist's leg movement and
upper torso shift area when braking. The arms of the rider 9n form
the transfer linkage of the center of gravity 2a and mass shift
vector 2g to the front suspension assembly 2d through the
connecting point 2e. The braking function causes a force vector at
the rear brake caliper 11a and a force vector 11b along the
attached brake energy transfer rod 27. The force vector 11b causes
rotation vector forces 9m at the front suspension assembly 2d
pivots which assists the front suspension spring rate. When the
forward mass shift 2g of the rider occurs, the mass shift 2g acting
through the connecting arms 9n of the rider to the front suspension
assembly 2d effectively provides neutralized force vectors 11c and
9p. The shifting of the mass 2g during standing braking causes the
rotation of energy around the rear dropout 9u which is the center
of the wheel 9s. The braking forces are transferred by the brake
energy transfer rod 27 and this assists the front suspension
compression spring force which creates a counterbalanced force
vector 9t that is loading the frame 9l through the bottom bracket
9j connected to the cyclist's legs through pedal connecting points
2f. The standing braking position only uses two of the rider
connecting points, 2e at the hands, and 2f at the feet, and this
creates a taller center of gravity cone 2a to measure as the 2a
focal point originates in effect at the 9j bottom bracket.
[0146] FIG. 12 is a side elevation view of the operative embodiment
of converting the measurement of the center of gravity in cone 2a
and mass shift 2g of the body by the control system 2m to the
activation of the front suspension assembly 2d introduced in FIG. 2
for a sitting rider who encounters an obstacle such as rock 12d.
The vehicle center of wheelbase 2p reference is normally located
centrally between the front wheel 9r and the rear wheel 9s during
riding in a seated position. The dotted area 12a is the
representative envelope of the cyclist's leg movement and upper
torso shift when riding over an obstacle. The vector force 12b is
from the impact of wheel 9r with rock 12d. The impact causes a
forward mass shift 2g which rotates around the rear dropout 9u
which is the center of the wheel 9s. The arms of the rider 9n form
the linkage of the center of gravity 2a and mass shift 2g to the
front suspension system 2d through the connecting point 2e. The
mass shift 2g created by the vector force 12b in the forward
direction transfers through the connecting point 2e which causes
the front suspension assembly 2d to shorten in length and the
connecting point 2e to lower which absorbs the forward shift 2g of
the rider as shown by the force vector 9p location. The rotational
forces 9m are transferred through the front suspension assembly 2d
pivots as the wheel 9r moves to wheel location 12c. The changing of
length of the assembly 2d allows the frame 9l to achieve a neutral
position represented by force vectors 9t. The sitting riding
position uses three rider connecting points, 2e at the hands, 2f at
the feet, and 2c at the seat where the focal point 2b for the
center of gravity cone 2a is located.
[0147] FIG. 13 is a side elevation view of the operative embodiment
of converting the measurement of the center of gravity in cone 2a
and mass shift 2g of the body by the control system 2m to the
activation of the front suspension system 2d introduced in FIG. 2
for a seated rider who encounters a rapid sequence of small
obstacles such as rocks 13d. The vehicle center of wheelbase 2p
reference is normally located centrally between the front wheel 9r
and the rear wheel 9s during riding in a seated position. The
dotted area 13a is the representative envelope of the cyclist's leg
movement and upper torso shift when riding over a rapid sequence of
small obstacles. The vector force 13b is from the impact of wheel
9r with rocks 13d. The vector force 13b causes a forward mass shift
2g which rotates around the rear dropout 9u which is the center of
the wheel 9s. The arms of the rider 9n form a linkage to the center
of gravity cone 2a and mass shift vector 2g and allows the transfer
of the mass shift vector 2g to the front suspension assembly 2d
through the connecting point 2e. The load transfer of the mass
shift causes the front suspension assembly 2d to shorten in length
and the connecting point 2e to lower which absorbs the forward
shift 2g of the rider as shown by the force vector 9p location. The
rotational forces 9m are transferred through the front suspension
assembly 2d pivots as the wheel 9r moves to wheel location 13c. The
changing of length of the front suspension assembly 2d allows the
frame 9l to achieve a neutral position represented by force vectors
9t. The seated riding position uses three rider connecting points,
2e at the hands, 2f at the feet, and 2c at the seat where the focal
point 2b for the center of gravity cone 2a is located.
[0148] FIG. 14 is the side elevation view of a bicycle using the
front suspension assembly 2d in FIG. 2 in a compressed and
uncompressed position for geometric comparison versus prior art
suspension devices to show the handling benefits of the suspension
system design. Two unique benefits of the embodiment of the front
suspension assembly 2d is that the vehicle wheelbase will only
shorten in length approximately 25 mm as shown by head tube angle
measurements 14D and 14C which allows for stable vehicle handling
and, second, the head tube angle and height will not change
drastically during the length of stroke of the suspension action.
As a large change in head tube angle will adversely affect the ride
characteristics of the vehicle by causing inefficient and delayed
steering response angles for the vehicle steering assembly, this
design minimizes this adverse effect to a greater degree than
current front suspension systems as shown by head tube angle
measurement 14I. Note the rotational change 14J (16.1 degree) in
brake adapter location. The front suspension assembly handlebar
position change is capable of 75 mm of travel as shown by
measurements 14G and 14H. This allows the front suspension design
to absorb a C/G and mass shift well without decreasing other
important ride characteristics of the vehicle. Measurements 14E and
14F for the change in bottom bracket height and measurements 14A
and 14B for the seat position change show that the change in the
front suspension position is not adversely affecting these key ride
characteristics.
[0149] FIG. 15 is the side elevation view displaying the vehicle to
rider contact points, the system linkages to the upper torso, and
the initial approximate center of gravity position of a human
sitting on a bicycle. The common contact points for a human rider
to a bicycle are hand location 2e, seat location 2c, and foot
location 2f. The arms of the rider 9n are a link between the hand
location 2e and the upper torso 15a. The seated rider upper torso
15a will pivot at the torso seat location 2b. The upper torso 15d
has a link 15b between the upper torso 15a and seat pivot 2b. The
lower torso is connected between the seat pivot 2b and the foot
location 2f by links 15c. The lower torso range of motion is
represented by 9v. A C/G shift control system 2m monitors the
movement of the upper torso 15d in the center of gravity zone 2a
and the movement of the torso is represented as mass shift 2g. The
C/G shift control system 2m will send output signals to attached
dynamic systems such as a dynamic front suspension system assembly
15e. The C/G shift control system 2m outputs may be sent to
attached dynamic devices such as front suspension 15e and others
through electrical wire harness, by wireless electrical, hydraulic,
pneumatic, mechanical, and the like.
[0150] FIG. 16 is the side elevation view displaying the bicycle
contact points and linkages to the upper torso approximate center
of gravity position of a human standing on a bicycle with one foot
above the other in line with the body vertically. The standing
rider is connected to the vehicle at hand contact point 2e and foot
location 2f. Link 15c is a representation of the connection of the
bottom bracket 9j and the seat pivot 2b and link 15b is the
connection from seat pivot 2b to the upper torso arm pivot 15a. The
upper torso pivot 15a is connected to the hand connection location
2e by arm link 9n. Control system 2m will measure the C/G shift
area 2a for mass shift vector 2g then send appropriate output
signals to front suspension assembly system 15e.
[0151] FIG. 17 is the side elevation view displaying the bicycle
contact points and linkages to the upper torso approximate center
of gravity position of a human standing on a bicycle with the feet
parallel to the ground plane while riding. The position of the
rider affects the C/G shift area 2a as the seat pivot 2b is located
farther away from the vehicle centerline. The lower connecting link
15c and torso connecting link 15b are at a greater angle than when
sitting. The mass shift 2g is more dynamic and responsive to the
vehicle movements. The benefit of the present invention is apparent
as the C/G shift control system 2m controls the attached device 15e
to respond to any C/G shifts 2a and mass shifts 2g.
[0152] FIG. 18 is the side elevation view of a human sitting on a
bicycle and the application of a sensor device as illustrated. The
strain gauge sensor 18a when mounted on the handlebar assembly
provides sensor output signals derived from the loading sensed from
the hand connection location 2e.
[0153] FIG. 19 is the side elevation view of a human sitting on a
bicycle and the approximate locations that sensors can be
positioned on the bicycle, on a human, or externally designated by
locations 19x, 19y, and 19z respectively. A sensor 19c is shown as
an example of a sensing device and its mounting location. Exact
sensor positions can vary dependent on the size and shape of the
vehicle, the type of sensor used, and the contact points available
with the human rider. Sensor mounting methods to the vehicle will
be dependent on size and type of sensor used. The sensors may use
wire harness assemblies or wireless outputs such as infrared to
send signals to the C/G shift system controller 4b.
[0154] FIG. 20 is the side elevation view of a bicycle having
multiple suspension systems to which the control system of the
present invention is applied. The bicycle may have one, two, three,
or more suspension system means that work independently from each
other or interdependently based on the controller mechanism chosen.
FIG. 20 shows the approximate position of suspension system
placements on bicycles as shown in prior art. Front suspension
assembly 20a, front frame suspension assembly 20d, rear suspension
assembly 20b, and seat suspension assembly 20c are all controlled
by the C/G shift controller 4b. As the C/G shift sensing device 4c
monitors the center of gravity and mass shift areas 2a and 9v
output signals are sent to the C/G system controller 4b. The C/G
shift controller will then send outputs to the attached suspension
devices as determined by the riding condition parameters.
[0155] FIG. 21 is the side elevation view of human seated on a
bicycle encountering an obstruction 20e and the resulting center of
gravity shift 2a forward along with the mass shift 2g of the upper
torso. Vehicle suspension devices 20a, 20b, 20c, and 20d are
adjusted by C/G shift system controller 4b after signals are
received from the C/G shift sensor 4c that measured the mass shift
2g.
[0156] FIG. 22 is the side elevation view of human seated on
bicycle back to the original position after encountering the
obstruction 20e. The C/G shift system controller 4b receives
signals from the C/G shift sensor 4c regarding the mass shift 2g is
now in a backward direction. The C/G shift system controller 4c
sends a signal to one or multiple suspension devices 20a, 20b, 20c,
and 20d introduced in FIG. 20 to compensate for the shift. The
suspension devices are relaxed or stiffened to compensate for the
mass shift 2g force and direction.
[0157] FIG. 23 is the side elevation view of a human seated on
bicycle moving forward and the rear tire approaches an
obstacle.
[0158] FIG. 24 is the side elevation view of the shift of the upper
torso of a human seated on a bicycle when the rear tire encounters
an obstacle.
[0159] FIG. 25 is the side elevation view of human standing on a
bicycle before encountering an obstruction and the position of the
upper torso.
[0160] FIG. 26 is the side elevation view of human standing on a
bicycle encountering an obstruction and the resulting shift forward
of the upper torso.
[0161] FIG. 27 is the side elevation view of human standing on
bicycle back to the original position after encountering the
obstacle.
[0162] FIG. 28 is the side elevation view of a human standing on
bicycle moving forward and the rear tire approaches an
obstacle.
[0163] FIG. 29 is the side elevation view of the shift of the upper
torso of a human standing on a bicycle when the rear tire
encounters an obstacle 30e.
[0164] FIG. 30 is the side elevation view of a human standing on a
bicycle with feet level before encountering an obstruction and the
position of the upper torso.
[0165] FIG. 31 is the side elevation view of a human standing on a
bicycle encountering a large obstruction 30e and the required
suspension action to prevent forward shift of the upper torso.
[0166] FIG. 32 is the side elevation view of a human standing on a
bicycle with the rear suspension extending prior to the rear wheel
encountering the obstacle 30e.
[0167] FIG. 33 is the side elevation view of a human standing on a
bicycle with the rear suspension compressing as the rear tire
encounters an obstacle 30e.
[0168] FIG. 34 is the side elevation view of a human standing on a
bicycle with the rear tire on top of an obstacle 30e.
[0169] FIG. 35 is the side elevation view of a human sitting on a
bicycle with the representation of a prior art bicycle front
suspension assembly 35A connected to a modified stem C/G shift
control system assembly 35C by an adapter linkage arm 35B. The
adapter linkage arm 35B provides the C/G shift control system 35C
to be effectively adapted to the prior art front suspension
assembly. When the rider shown in FIG. 35 shifts his or her
position forward, as shown in FIG. 36, the C/G shift control system
assembly 35c actuates adaptor linkage arm 35b and the front
suspension assembly 35a is compressed.
[0170] FIG. 36 is the side elevation view of a human sitting on a
bicycle with the embodiment of FIG. 35 in a compressed position
absorbing a forward C/G and mass shift of the human.
[0171] FIGS. 37-38 are the side elevation views of a human sitting
on a bicycle with the representation of a prior art bicycle front
suspension assembly 37A connected to a an arrangement of the
embodiment stem C/G shift control system assembly 37C by a front
linkage adapter arm 37B. The brake energy transfer adapter rod 37D
is connected on the upper end to the C/G shift control system
assembly 37C and on the bottom end to a brake linkage assembly 37E.
The brake energy transfer adapter rod 37D and brake linkage
assembly 37E convert the vehicle kinetic energy generated by the
braking function to assist the spring rate of the C/G shift control
system assembly 37C. The brake linkage assembly 37E multiple
mounting holes provide for variability for the brake energy
transfer adapter rod adjustable spring rate settings for the
modified stem C/G shift control system assembly 37C to utilize.
[0172] FIG. 38 is the side elevation view of the embodiment of FIG.
37 in a compressed position. The C/G and mass shift of the rider
has compressed the suspension and resulted in a higher spring rate
to compensate for the forward shift.
[0173] FIGS. 39-40 are the side elevation views of a human sitting
on a bicycle with the representation of a prior art bicycle front
suspension assembly 39A connected to a modified stem C/G shift
control system assembly 39C by a front linkage adapter arm 39B. The
upper brake energy transfer adapter rod 39D is connected on the
upper end to the modified stem C/G shift control system assembly
39C and on the bottom end to a linkage bar assembly 39F. The lower
brake energy transfer adapter rod 39E is connected at the upper end
to the linkage adapter bar assembly 39F and at the lower end to
brake linkage assembly 39G. The linkage bar assembly 39F combined
with the upper and lower brake energy transfer bars, 39D and 39E
respectively, convert the vehicle kinetic energy generated by the
braking function to assist in increasing the spring rate of the
front suspension assembly 39A. The multiple mounting holes on
linkage adapter bar 39F provide for variability for the upper and
lower brake energy transfer bars, 39D and 39E respectively, which
provides for adjustable assists of the spring rate settings for the
modified stem C/G shift control system assembly 39C to utilize.
[0174] FIG. 40 shows the embodiments of FIG. 39 in a compressed
position. The C/G and mass shift of the rider has compressed the
suspension and resulted in a higher spring rate to compensate for
the forward shift.
[0175] FIGS. 41-42 are the side elevation views of a human sitting
on a bicycle with the representation of a prior art bicycle front
suspension assembly 41A connected to a modified stem C/G shift
control system assembly 41C by a front linkage arm 41B and a front
mounted brake linkage assembly 41D. The front linkage arm 41B is
connected on the upper end to the modified stem C/G shift control
system assembly 41C and on the bottom end to brake linkage assembly
41D. The front linkage arm 41B and brake linkage assembly 41D
convert the vehicle kinetic energy generated by the braking
function to assist the increase of the spring rate of the front
suspension assembly 41A. The brake linkage assembly 41D has
variable mounting locations to allow ratio change to the front
linkage arm 41B which provides adjustable rate settings for the
modified stem C/G shift control system assembly 41C to utilize.
[0176] FIG. 42 shows the embodiments of FIG. 41 in a compressed
position. The C/G and mass shift of the rider has compressed the
front suspension assembly 41A and resulted in a higher spring rate
to compensate for the forward shift.
[0177] FIG. 43 is the side elevation view of a prior art bicycle
front suspension assembly 43A combined with a modified stem C/G
shift control system assembly 43C and linkage 43B. The linkage 43B
provides for the energy transfer to allow C/G shift control of the
prior art front suspension assembly 43A.
[0178] FIG. 44 is the side elevation view of a prior art bicycle
front suspension assembly 44A combined with a modified stem C/G
shift control system assembly 44C using a linkage 44B. The linkage
44B provides for the energy transfer to allow C/G shift control of
the prior art front suspension assembly 44A.
[0179] FIG. 45 is the side elevation view of a prior art bicycle
front suspension assembly 45A combined with an arrangement of the
embodiment stem C/G shift control system assembly 45C and linkage
45B. The linkage 45B provides for the energy transfer to allow C/G
shift control of the prior art front suspension assembly 45A.
[0180] FIG. 46 is the side elevation view of a prior art bicycle
front suspension assembly 46A combined with a modified stem C/G
shift control system assembly 46C using a linkage 46B. The linkage
46B provides for the effective energy transfer to allow C/G shift
control of the prior art front suspension assembly 46A.
[0181] FIG. 47 is the side elevation view of a prior art bicycle
front suspension assembly 47A combined with an arrangement of the
embodiment stem C/G shift control system assembly 47C using a
linkage 47B. The linkage 47B provides for the effective energy
transfer to allow C/G shift control energy transfer to the prior
art front suspension assembly 47A.
[0182] FIG. 48 is the side elevation view of a prior art bicycle
front suspension assembly 48A combined with an arrangement of the
embodiment stem C/G shift control system assembly 48C and linkage
48B. The linkage 48B provides C/G shift control energy transfer to
allow C/G shift control energy transfer to the prior art front
suspension assembly 48A. The C/G shift control system 48C also
utilizes the energy transfer provided by the brake system 48D which
is connected to the prior art front suspension assembly 48A.
[0183] FIG. 49 is the side elevation view of a prior art bicycle
front suspension assembly 49A combined with an arrangement of the
embodiment stem C/G shift control system assembly 49C and linkage
49B. The linkage 49B provides C/G shift control energy transfer to
the prior art front suspension assembly 49A. The C/G shift control
system 49C also utilizes the energy transfer provided by the brake
system 49D which is connected to the prior art front suspension
assembly 49A.
[0184] FIG. 50 is the side elevation view of a prior art bicycle
front suspension assembly 50A combined with an arrangement of the
embodiment stem C/G shift control system assembly 50C and linkage
50B. The linkage 50B provides C/G shift control energy transfer to
allow C/G shift control energy transfer to the prior art front
suspension assembly 50A.
[0185] FIG. 51 is the side elevation view of a human seated on a
bicycle with the representation of a front suspension frame member
that is prior art. The prior art connects a front suspension
assembly to the frame assembly by using a linkage rod.
[0186] FIG. 52 is the embodiment of FIG. 51, where the prior art
frame and front suspension assembly 51A is an arrangement of the
embodiment to become frame and front suspension assembly 52A,
combined with an arrangement of the embodiment C/G shift control
system stem assembly 52C, and front linkage arm 52B. The front
linkage arm 52B enables the energy transfer from the C/G shift
control system stem assembly 52C to be applied to the frame and
front suspension assembly 52A.
[0187] FIG. 53 is an arrangement of the embodiment prior art
bicycle front suspension assembly 53A combined with a modified stem
C/G shift control system assembly 53C and a compression linkage
53B. The compression linkage 53B provides a method for C/G shift
control energy transfer to the prior art front suspension assembly
53A.
[0188] FIG. 54 is the embodiment of the front suspension assembly
2d of FIG. 2 to use a single axis C/G shift control system stem
assembly 54C. The front suspension assembly 54A illustrates the
ability for parts of the control system to be and still perform the
C/G shift control function. The C/G shift control system stem is
able to transfer mass shift energy to activate the front suspension
assembly 54A. The front suspension assembly 54A is also able to
transfer and utilize braking energy in this embodiment using the
brake energy transfer rod 27.
[0189] FIG. 55 is the embodiment of front suspension assembly 2d of
FIG. 2 modified to use a C/G shift control system assembly 55C. The
front suspension assembly as shown in FIG. 3A is altered by using
the upper link 8 from FIG. 3A replaces the lower link 5 from FIG. 3
on top as shown in this illustration. The C/G shift control system
stem 55C is able to transfer mass shift energy to activate the
front suspension assembly 55A. The front suspension assembly 55A is
used to transfer and utilize braking energy using the brake energy
transfer rod 27.
[0190] FIG. 56 is the embodiment of the front suspension assembly
2d of FIG. 2 adapted to use a C/G shift control system stem
assembly 56C. The front suspension assembly as shown in FIG. 3A is
altered using the upper link 8 of FIG. 3A to mount the lower link 5
of FIG. 3A and to attach the lower link in a different position as
shown in this illustration. The C/G shift control system stem 56C
is able to transfer mass shift energy to activate the front
suspension assembly 56A. The front suspension assembly 56A is also
able to transfer and utilize braking energy in this embodiment
using the brake energy transfer rod 27.
[0191] FIG. 57 is the embodiment of the C/G shift control system
56C and front suspension assembly of FIG. 56 in a compressed
position.
[0192] FIG. 58 is a block diagram for a control system 58a used to
control dynamic systems attached to a vehicle by using signals
provided by C/G and mass shift sensor systems as embodied in FIG.
1. Vehicle dynamic systems include upper front shock 58k and lower
front shock 58l actuators as applied in front suspension systems.
Additional dynamic systems include but are not limited to upper
rear 58m and lower rear 58n shock actuators, front gear 58o and
rear gear 58p ratio actuators, front brake 58q and rear brake 58r
actuators that are incorporated into a vehicle. The control system
58a has data inputs including user interface 58b, weight and
balance sensors 58c, vehicle loading sensors 58d, wheel rolling
sensors 58e, energy output sensors 58f, energy input sensors 58g,
gear ratio sensors 58h, suspension stack height sensors 58i, and
velocity sensors 58j. The control system 58a monitors the data
inputs and provides appropriate outputs to adjust the attached
dynamic systems as required by the system control parameters.
[0193] FIG. 59 is a logic flow diagram for a programmable control
to show one manner of C/G shift control of spring and damper rate
with the embodiment of FIG. 1. In the initial control cycle the
system is reset to zero (shown in block diagram 59A) then initial
load measurements are taken (block 59B). The C/G position is
determined by the inputs (block 59C) and the decision tree is then
routed to the corresponding start blocks (blocks 59L, 59D, or 59T)
for different C/G positions, Climbing, Downhill, and Sitting
respectively. The routing for a C/G position described as Climbing
is, as follows, if the cycle is the first cycle (block 59L) then
the control system will look up the scanned history and make
changes (or not) based on the new C/G position data (block 59L).
The system will send a signal to regulate spring load until
balanced with the load sensor data (block 590). The system will
read load sensors (block 59P) to determine the energy absorption
rate of the vehicle structure and adjust the damping rate to match
conditions (block 59Q). The system will compute the last two
scanned cycles to create a new baseline (block 59R) to use as
comparison for the next cycle (block 59S) then return to the
beginning of the cycle (block 59B). If the cycle was not the first
cycle (block 59L), then the control system would look up the
baseline value (block 59M) to determine if the energy absorption
rate has changed (block 59M) and would regulate the spring load
(block 590), or if the baseline value has not changed then the
system would start the recomputed cycle (blocks 59R and 59S) and
return to the beginning (block 59B). An analogous procedure is
followed for the C/G Downhill position using system parameter data
designed for the optimal operating load conditions for the
position. The control system (block 59D) routes to a new scan
process (block 59E) of regulating the spring load until balanced
with sensors (block 59F) if the cycle is beginning a first pass
then reading the load sensors on the vehicle structure (block 59G)
and adjusting to comply with the energy absorption rate parameters
(block 59H) set for the C/G downhill position. If the look up table
at (block 59D) is not the first cycle then the control system will
route to (block 59K) to determine if there has been a change in
load. The control system then will route to the load adjusting path
(blocks 59F, 59G, and 59H) or the re-scan path (blocks 59I and 59J)
based on the yes/no data value (in block 59K). Another analogous
procedure is followed for the C/G Sitting position using system
parameter data designed for the optimal operating load conditions
for the position. The control system (block 59T) routes to a new
scan process (block 59V) of regulating the spring load until
balanced with sensors (block 59W) if the cycle is beginning a first
pass then reading the load sensors on the vehicle structure (block
59X) and adjusting to comply with the energy absorption rate
parameters (block 59Y) set for the C/G downhill position. If the
look up table at (block 59T) is not the first cycle then the
control system will route to (block 59U) to determine if there has
been a change in load. The control system then will route to the
load adjusting path (blocks 59W, 59x, and 59Y) or the re-scan path
(blocks 59Z and 59AA) based on the yes/no data value (in block
59U).
[0194] FIG. 60 is a block diagram of the control system output
communication with the vehicle assemblies identified in FIG. 58,
used for the vehicle suspension as shown in FIG. 20.
[0195] Similar sets of assemblies may be used for any of the other
embodiments described herein. The C/G control system is powered by
a power supply 60B. Communications bus 60M provides signals to the
various dynamic assemblies. C/G shift system control of the vehicle
dynamic systems is provided by a controller board 60A. Interface
assembly 60C allows inputs to be sent to the controller board 60A,
sample inputs are described below in connection with FIG. 64. The
front, upper and lower, shock and rear, upper and lower, shock
suspensions of FIG. 19 are adjusted by front upper shock control
assembly 60D, front lower shock control assembly 60E, rear upper
shock control assembly 60F, and rear lower shock control assembly
60G respectively. Application of the vehicle braking systems are
controlled by the front brake control assembly 60I and the rear
brake control assembly 60J. Indexing of the vehicle shifting
systems are controlled by the front gear ratio assembly 60K and
rear gear ratio assembly 60L.
[0196] FIG. 61 is a flow diagram example for external inputs to
effect changes in the control system parameters.
[0197] FIG. 62 is a flow diagram example for a C/G shift control
loop.
[0198] FIG. 63 is a flow diagram example of a load sensor system
integrating data with the C/G shift control system.
[0199] FIG. 64 is a central processing unit that illustrates the
embodiments of the C/G shift control system consisting of
processing unit 647Z. The central processing unit of the C/G shift
control system receives imputes singly or in combination from one
or more sensor devices, such as 64A piezo electronic accelerometer,
64B piezo resistive, 64C strain gauge, 64D capacitive
extensiometer, 64E optical extensiometer, 64F resistive
extensiometer, 64G resistive extensiometer, 64H capacitive counter,
64I inductive counter, 64J pressure sensor, 64K temperature sensor,
64L microphone sensor, 46M elevation sensor. Upon receiving the
input signal or signals, the central processor 64Z determines the
appropriate output signal to send changes to one or more of the
vehicles dynamic attached dynamic devices such as, 64N pneumatic
actuator, 640 hydraulic actuator, 64P pneumatic valve, 64Q
hydraulic valve, 64R electrical actuator, 64S peizo resistive
actuator, 64T pneumatic hydraulic device, 64U optical display
device, 64V acoustic output device, 64W radio frequency
transmitter, 64X infrared transmitter, 64Y tactile feedback
devices. That affects one or more ride characteristic to the
vehicle.
[0200] FIG. 65 is a side elevation view of a control system diagram
on a snowmobile 65x with multiple attached dynamic device means.
The snowmobile front suspension system 65B, power drive system 65e,
rear suspension system 65f, front lighting system 65c, steering
assembly 65d, rear drive gear 65g, and rear braking system 65i are
capable of control through control system 65h. Control system 65k
will sensor conical area 65a for C/G shift data. Control system 65h
includes a sensor device and a control system as described in FIG.
1. Control system 65h outputs control signals to the attached
dynamic devices 65b, 65e, 65f, 65c, 65d, 65g, and 65i through wire
harness assemblies.
[0201] FIG. 66 is a side elevation view of a control system diagram
on an enduro motorcycle 66x with multiple attached device means.
The motorcycle front steering assembly 66b, frame adjustable
geometry system 66c, front suspension 66d, front brake assembly
66e, power drive system 66f, rear suspension assembly 66g, rear
drive gear assembly 66h, rear brake assembly 66i, and front gear
ratio assembly 66j are adjusted through control system 66k. Control
system 66k will sense conical area 66a for C/G shift data. Control
system 66k includes a sensor device and a control system as
described in FIG. 1. Control system 66k outputs control signals to
the attached dynamic devices 66b, 66c, 66d, 66e, 66f, 66g, 66h,
66i, and 66j through wire harness assemblies.
[0202] FIG. 67 is a side elevation view of a control system diagram
on a go cart 67x with multiple attached dynamic device means. The
go cart 67x front steering assembly 67b, frame adjustable geometry
system 67e, front suspension 67c, front brake assembly 67d, power
drive system 67i, rear suspension assembly 67h, rear drive gear
assembly 67f, and rear brake assembly 67g are adjusted through
control system 67j. Control system 67j will sense conical area 67a
for C/G shift data. Control system 67j includes a sensor device and
a control system as described in FIG. 1. Control system 67j outputs
control signals to the attached dynamic devices 67b, 67e, 67c, 67d,
67i, 67h, 67f, and 67g through wire harness assemblies.
[0203] FIG. 68 is a side elevation view of a control system diagram
on a lawn tractor 68x with multiple attached dynamic device means.
The lawn tractor 68x front steering assembly 68b, frame adjustable
geometry system 68j, front drive gears system 68d, front suspension
system 68e, front brake assembly 68f, power drive system 68c, rear
suspension assembly 68i, rear drive gear assembly 68h, and rear
brake assembly 68g are adjusted through control system 68k. Control
system 68k will sense conical area 68a for C/G shift data. Control
system 68k includes a sensor device and a control system as
described in FIG. 1. Control system 68k outputs control signals to
the attached dynamic devices 68b, 68j, 68d, 68e, 68f, 68c, 68i,
68h, and 68g through wire harness assemblies.
[0204] FIG. 69 is a side elevation view of a control system diagram
on a ski bike 69x with multiple attached dynamic device means. The
ski bike 69x front steering assembly 69b, frame adjustable geometry
system 69c, front suspension system 69d, front brake assembly 69e,
rear suspension assembly 69f, safety retention system 69h, and rear
brake assembly 69g are adjusted through control system 69i. Control
system 69i will sense conical area 69a for C/G shift data. Control
system 69i includes a sensor device and a control system as
described in FIG. 1. Control system 69i outputs control signals to
the attached dynamic devices 69b, 69c, 69d, 69e, 69f, 69h, and 69g
through wire harness assemblies.
[0205] FIG. 70 is a side elevation view of a control system diagram
on a jet ski 70x multiple attached dynamic device means. The jet
ski 70x front steering assembly 70b, frame adjustable geometry
system 70d, front drive assembly 70c, rear suspension assembly 70e,
and rear trim tab assembly 70f are adjusted through control system
70g. Control system 70g will sense conical area 70a for C/G shift
data. Control system 70g includes a sensor device and a control
system as described in FIG. 1. Control system 70g outputs control
signals to the attached dynamic devices 70b, 70d, 70c, 70e, and 70f
through wire harness assemblies.
[0206] FIG. 71 is a side elevation view of a control system diagram
on an off-road motorcycle 71x with human standing with multiple
attached dynamic device means. The off-road motorcycle 71x front
steering assembly 71b, frame adjustable geometry system 71c, front
suspension 71d, front brake assembly 71f, front drive assembly 71e,
power drive system 71i, rear suspension assembly 71g, rear drive
gear assembly 71j, rear brake assembly 71k, and front gear ratio
assembly 71h are adjusted through control system 71l. Control
system 71l will sense conical area 71a for C/G shift data. Control
system 71L includes a sensor device and a control system as
described in FIG. 1. Control system 71L outputs control signals to
the attached dynamic devices 71b, 71c, 71d, 71f, 71e, 71i, 71g,
71j, 71k, and 71h through wire harness assemblies.
[0207] FIG. 72 is a side elevation view of a control system diagram
on a road motorcycle 72x with human seated with multiple attached
dynamic device means. Road motorcycle 72x front steering assembly
72b, frame adjustable geometry system 72c, front suspension 72d,
front brake assembly 72f, front drive assembly 72e, power drive
system 72i, rear suspension assembly 72g, rear drive gear assembly
72j, rear brake assembly 72k, and front gear ratio assembly 72h are
adjusted through control system 72l. Control system 72l will sense
conical area 72a for C/G shift data. Control system 72l includes a
sensor device and a control system as described in FIG. 1. Control
system 72l outputs control signals to the attached dynamic devices
72b, 72c, 72d, 72f, 72e, 72i, 72g, 72j, 72k, and 72h through wire
harness assemblies.
[0208] FIG. 73 is a side elevation view of a control system diagram
on a wind scooter 73x with multiple attached dynamic device means.
Wind scooter 73x front steering assembly 73b, frame adjustable
geometry system 73d, front brake assembly 73c, rear suspension
assembly 73f, rear brake assembly 73g, and rear retention safety
assembly 73e are adjusted through control system 73h. Control
system 73h will sense conical area 73a for C/G shift data. Control
system 73h includes a sensor device and a control system as
described in FIG. 1. Control system 73h outputs control signals to
the attached dynamic devices 73b, 73c, 73f, 73g, and 73e through
wire harness assemblies.
[0209] FIG. 74 is a side elevation view of a control system diagram
on a wind surfboard 74x with multiple attached dynamic device
means. Wind surfboard 74x front steering assembly 74b and safety
retention assembly 74d are adjusted through control system 74c.
Control system 74c will sense conical area 74a for C/G shift data.
Control system 74c includes a sensor device and a control system as
described in FIG. 1. Control system 74c outputs control signals to
the attached dynamic devices 74b and 74d through wireless
methods.
[0210] FIG. 75 is a side elevation view of a control system diagram
on a wind cart 75x with multiple attached dynamic device means.
Wind cart 75x front steering assembly 75c, frame adjustable
geometry system 75f, front brake assembly 75e, front suspension
assembly 75d, rear suspension assembly 75g, rear brake assembly
75i, and rear drive assembly 75h are adjusted through control
system 75b. Control system 75b will sense conical area 75a for C/G
shift data. Control system 75b includes a sensor device and a
control system as described in FIG. 1. Control system 75b outputs
control signals to the attached dynamic devices 75c, 75f, 75e, 75d,
75g, 75i, and 75h through wire harness assemblies.
[0211] FIG. 76 is a side elevation view of a control system diagram
on skis 76x with multiple attached dynamic device means. Skis 76x
flex modifying assembly 76c and safety retention assembly 76d are
adjusted through control system 76b. Control system 76b will sense
conical area 76a for C/G shift data. Control system 76b includes a
sensor device and a control system as described in FIG. 1. Control
system 76b outputs control signals to the attached dynamic devices
76c and 76d through wire harness assemblies.
[0212] FIG. 77 is a side elevation view of a control system diagram
on a powered skateboard 77x with multiple attached dynamic device
means. Powered skateboard 77x front suspension assembly 77c, frame
adjustable flex geometry system 77e, front brake assembly 77d, rear
suspension assembly 77g, rear brake assembly 77h, and rear power
device assembly 77f are adjusted through control system 77b.
Control system 77b will sense conical area 77a for C/G shift data.
Control system 77b includes a sensor device and a control system as
described in FIG. 1. Control system 77b outputs control signals to
the attached dynamic devices 77c, 77e, 77d, 77g, 77h, and 77f
through wire harness assemblies.
[0213] FIG. 78 is a side elevation view of a control system diagram
on a snowboard 78x with multiple attached dynamic device means.
Snowboard 78x flex modifying assembly 78c and safety retention
assembly 78d are adjusted through control system 78b. Control
system 78b will sense conical area 78a for C/G shift data. Control
system 78b includes a sensor device and a control system as
described in FIG. 1. Control system 78b outputs control signals to
the attached dynamic devices 78c and 78d through wire harness
assemblies.
[0214] FIG. 79 is a side elevation view of a control system diagram
on a skateboard 79x with multiple attached dynamic device means.
Skateboard 79x front suspension assembly 79c, frame adjustable flex
geometry system 79e, front brake assembly 79d, rear suspension
assembly 79f, and rear brake assembly 79g are adjusted through
control system 79b. Control system 79b will sense conical area 79a
for C/G shift data. Control system 79b includes a sensor device and
a control system as described in FIG. 1. Control system 79b outputs
control signals to the attached dynamic devices 79c, 79e, 79d, 79f,
and 79g through wire harness assemblies.
[0215] FIG. 80 is a side elevation view of a control system diagram
on a surfboard 80x with multiple attached dynamic device means.
Surfboard 80x flex modifying assembly 80c and safety retention
assembly 80d are adjusted through control system 80b. Control
system 80b will sense conical area 80a for C/G shift data. Control
system 80b includes a sensor device and a control system as
described in FIG. 1. Control system 80b outputs control signals to
the attached dynamic devices 80c and 80d through wire harness
assemblies.
[0216] FIG. 81 is a side elevation view of a control system diagram
on a recumbent bicycle 81x with multiple attached dynamic device
means. The recumbent bicycle 81x front steering assembly 81c, front
gear system 81d, front suspension assembly 81f, front brake
assembly 81g, front drive system 81e, rear suspension assembly 81i,
rear drive gear assembly 81k, and rear brake assembly 81j are
adjusted through control system 81b. Control system 81b will sense
conical area 81a for C/G shift data. Control system 81b includes a
sensor device and a control system as described in FIG. 1. Control
system 81b outputs control signals to the attached dynamic devices
81c, 81d, 81f, 81g, 81e, 81i, 81k, and 81j through wire harness
assemblies.
[0217] FIG. 82 is a side elevation view of a control system diagram
on a tandem bicycle 82x with multiple attached dynamic device
means. The tandem bicycle 82x front steering assembly 82d, front
light system 82g, front suspension assembly 82f, frame adjustable
geometry assembly 82e, front brake assembly 82h, front drive system
82i, front shoe retention assembly 82j, rear frame suspension
assembly 82p, rear drive gear assembly 82k, middle suspension
assembly 820, rear frame geometry adjusting system 82n, rear safety
lighting system 82m, rear steering suspension assembly 82q, middle
drive assembly 82r, middle retention assembly 82s, and rear brake
assembly 82l are adjusted through control system 82c. Control
system 82c will sense conical areas 82a and 82b for C/G shift data.
Control system 82c includes a sensor device and a control system as
described in FIG. 1. Control system 82c outputs control signals to
the attached dynamic devices 82d, 82g, 82f, 82e, 82h, 82i, 82j,
82p, 82k, 820, 82n, 82m, 82q, 82r, 82s, and 82L through wire
harness assemblies.
[0218] FIG. 83 is a side elevation view of a control system diagram
on a unicycle 83x with multiple attached dynamic device means. The
unicycle 83x gear system 83e, seat suspension assembly 83c, brake
assembly 83f, and safety feet retention system 83d are adjusted
through control system 83b. Control system 83b will sense conical
area 83a for C/G shift data. Control system 83b includes a sensor
device and a control system as described in FIG. 1. Control system
83b outputs control signals to the attached dynamic devices 83e,
83c, 83f, and 83d through wire harness assemblies.
[0219] FIG. 84 is a side elevation view of a control system diagram
on a hovercraft 84x with multiple attached dynamic device means.
Hovercraft 84x front steering assembly 84c, front power system
assembly 84g, safety retention device 84d, frame adjustable
directional trim system 84f, and rear stabilizer assembly 84e are
adjusted through control system 84b. Control system 84b will sense
conical area 84a for C/G shift data. Control system 84b includes a
sensor device and a control system as described in FIG. 1. Control
system 84b outputs control signals to the attached dynamic devices
84c, 84g, 84d, 84f, and 84e through wire harness assemblies.
[0220] FIG. 85 is a side elevation view of a control system diagram
on a wheelchair 85x with multiple attached dynamic device means.
Wheelchair 85x steering assembly 85g, front power system assembly
85f, seat suspension assembly 85e, front wheel braking assembly
85h, rear wheel brake assembly 85c, and rear wheel drive gear
assembly 85d are adjusted through control system 85b Control system
85b will sense conical area 85a for C/G shift data. Control system
85b includes a sensor device and a control system as described in
FIG. 1. Control system 85b outputs control signals to the attached
dynamic devices 85g, 85f, 85e, 85h, 85c, and 85d through wire
harness assemblies.
[0221] FIG. 86 is a side elevation view of a control system diagram
on a stationary cycle 86x with multiple attached dynamic device
means. Stationary cycle 86x steering assembly 86g, front panel
interactive display screen assembly 86c, manual data input device
86b, interactive relay connector 86h, front suspension assembly
86g, adjustable frame geometry assembly 86e, pedal resistance
assembly 86l, rear frame suspension assembly 86k, and rear tilt
control assembly 86j are adjusted through control system 86c.
Control system 86c will sense conical area 86a for C/G shift data.
Control system 86c includes a sensor device and a control system as
described in FIG. 1. Control system 86c outputs control signals to
the attached dynamic devices 86g, 86c, 86b, 86h, 86g, 86e, 86l,
86k, and 86j through wire harness assemblies.
[0222] FIG. 87 is a side elevation view of a control system diagram
on an off-road bicycle 87x with multiple attached dynamic device
means. The off-road bicycle 87x front steering assembly 87c, front
frame adjustable geometry system 87d, front suspension 87e, front
brake assembly 87m, front drive gear assembly 87k, feet safety
retention system 87l, rear frame suspension assembly 87g, rear
drive gear assembly 87j, seat suspension device 87f, rear brake
assembly 87i, and rear frame adjustable geometry assembly 87h are
adjusted through control system 87b. Control system 87b will sense
conical area 87a for C/G shift data. Control system 87b includes a
sensor device and a control system as described in FIG. 1. Control
system 87b outputs control signals to the attached dynamic devices
87c, 87d, 87e, 87m, 87k, 87l, 87g, 87j, 87f, 87i, and 87h through
wire harness assemblies.
[0223] FIG. 88 is a side elevation view of a control system diagram
on an all road bicycle 88x with multiple attached dynamic device
means. The all road bicycle 88x front steering assembly 88c, front
frame adjustable geometry system 88d, front suspension 88e, front
brake assembly 88f, front drive gear assembly 88l, feet safety
retention system 88k, rear drive gear assembly 88j, seat suspension
device 88g, rear brake assembly 88i, and rear frame adjustable
geometry assembly 88h are adjusted through control system 88b.
Control system 88b will sense conical area 88a for C/G shift data.
Control system 88b includes a sensor device and a control system as
described in FIG. 1. Control system 88b outputs control signals to
the attached dynamic devices 88c, 88d, 88e, 88f, 88l, 88k, 88j,
88g, 88i, and 88h through wire harness assemblies.
[0224] FIG. 89 is a side elevation view of a control system diagram
on a motorized scooter 89x with a single axle with multiple
attached dynamic device means. The motorized scooter 89x front
steering assembly 89b, suspension platform 89e, power brake
assembly 89h, power drive assembly 89f, feet safety retention
system 89g, and drive gear assembly 89c are adjusted through
control system 89d. Control system 89d will sense conical area 89a
for C/G shift data. Control system 89d includes a sensor device and
a control system as described in FIG. 1. Control system 89d outputs
control signals to the attached dynamic devices 89b, 89e, 89h, 89f,
89g, and 89c through wire harness assemblies.
[0225] FIG. 90 is a side elevation view of a control system diagram
on a motorized scooter 90x with multiple axles with multiple
attached dynamic device means. The motorized scooter 90x front
steering assembly 90b, front axle suspension assembly 90d, front
brake assembly 90e, front adjustable frame geometry assembly 90c,
feet safety retention system 90f, platform leveling assembly 90i,
rear axle suspension assembly 90g, and rear axle brake assembly 90h
are adjusted through control system 90j. Control system 90j will
sense conical area 90a for C/G shift data. Control system 90j
includes a sensor device and a control system as described in FIG.
1. Control system 90j outputs control signals to the attached
dynamic devices 90b, 90d, 90e, 90c, 90f, 90i, 90g, and 96h through
wire harness assemblies.
[0226] FIG. 91 is a side elevation view of a control system diagram
on a scissor lift vehicle 91x with multiple attached dynamic device
means. Scissor lift vehicle 91x adjustable scissor lift frame
geometry power system 91d, adjustable scissor lift brake assembly
system 91e, personnel safety retention assembly 91b, and power tilt
compensation assembly 91f are adjusted through control system 91c.
Control system 91c will sense conical area 91a for C/G shift data.
Control system 91c includes a sensor device and a control system as
described in FIG. 1. Control system 91c outputs control signals to
the attached dynamic devices 91d, 91e, 91b, and 91f through wire
harness assemblies.
[0227] FIG. 92 is a side elevation view of a control system diagram
on a telescoping lift vehicle 92x with multiple attached dynamic
device means. Telescoping lift vehicle 92x adjustable telescoping
lift power system 92d, adjustable lift brake assembly system 92e,
personnel safety retention assembly 92b, and power tilt
compensation assembly 92f are adjusted through control system 92c.
Control system 92c will sense conical area 92a for C/G shift data.
Control system 92c includes a sensor device and a control system as
described in FIG. 1. Control system 92c outputs control signals to
the attached dynamic devices 92d, 92e, 92b, and 92f through wire
harness assemblies.
[0228] FIG. 93 is a side elevation view of a control system diagram
on a snorkel lift vehicle 93x with multiple attached dynamic device
means. Snorkel lift vehicle 93x adjustable lift frame power system
93d, adjustable lift power brake system 93e, personnel safety
retention assembly 93b, and power tilt compensation assembly 93f
are adjusted through control system 93c. Control system 93c will
sense conical area 93a for C/G shift data. Control system 93c
includes a sensor device and a control system as described in FIG.
1. Control system 93c outputs control signals to the attached
dynamic devices 93d, 93e, 93b, and 93f through wire harness
assemblies.
[0229] FIG. 94 is a C/G shift conical representation 94a based on
height characteristic of a human versus the larger C/G shift
conical representation 94b of a taller human. The C/G shift conical
representation 94c is taller and thinner based on the typical range
of motion of the standing human. The C/G shift conical
representation 94d is shorter and wider based on the range of
motion of the seated or squatting human position.
[0230] FIG. 95 is an isometric cone shape representation 95a and
the variable range of motion that represents the center of gravity
positions possible.
[0231] FIG. 96 is a side elevation view of a control system diagram
of an exoskeleton conveyance lifting device with attached dynamic
device means. The exoskeleton conveyance 96x drive motor assembly
96b, safety shutdown system assembly 96c, tilt adjustment assembly
96d, and exoskeleton frame adjusting joint assemblies 96e are
adjusted through control system 96f. Control system 96f will sense
conical area 96a for center of gravity shift and mass shift data.
Control system 96f includes a sensor device and a control system as
described in FIG. 1. Control system 96f outputs control signals to
the attached dynamic devices 96b, 96c, 96d, and 96e through wire
harness assemblies.
[0232] FIG. 97 is a side elevation view of a control system diagram
on a treadmill exercise device with multiple attached dynamic
device means. The treadmill 97x drive motor assembly 97d, lift
motor assembly 97e, tension adjustment assembly 97f, tilt
adjustment assembly 97g, and safety switch system 97b are adjusted
through control system 97c. Control system 97c will sense conical
area 97a for center of gravity shift data. Control system 97f
includes a sensor device and a control system as described in FIG.
1. Control system 97f outputs control signals to the attached
dynamic devices 97d, 97e, 97f, 97g, and 97b through wire harness
assemblies.
[0233] The advantages of using the interactive human center of
gravity and mass shift control system is that terrain is not
required to be the initiator of the vehicle's dynamic systems.
Thus, the invention is not concerned with where the contact points
are, but is more concerned with actual center of gravity shifts and
range of motion. Example: Rider could be in contact at three
contact points to bicycle, and yet load is shifted from rear to
front by merely leaning torso forward more. Contact points still
the same, but C/G position and mass shift has occurred. Typical
current inactive, semi-active, and active suspension systems will
not sense this nuance.
[0234] While the invention has been described in relation to
preferred embodiments of the invention, it will be appreciated that
other embodiments, adaptations and modifications of the invention
will be apparent to those skilled in the art.
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