U.S. patent number 3,787,066 [Application Number 05/184,593] was granted by the patent office on 1974-01-22 for gyroscopic device for the stabilization of laterally unstable vehicles.
Invention is credited to Claude Hautier.
United States Patent |
3,787,066 |
Hautier |
January 22, 1974 |
GYROSCOPIC DEVICE FOR THE STABILIZATION OF LATERALLY UNSTABLE
VEHICLES
Abstract
The present invention is directed to a gyroscopic device for
stabilizing a laterally unstable vehicle which rests on aligned
contact points or on a very narrow surface which may be identified
with a segment of a line. The device comprises a gyroscopic disc
mounted on a swivelling support. The disc rotates in an oscillating
plane according to the orientation of the support and according to
the tilt of the vehicle. This plane is substantially parallel with
the one passing through the line of the contact points of the
vehicle with the travelling surface and the center of gravity of
the vehicle. Its axis of rotation can never be parallel with the
latter plane. The disc rotates even after the vehicle has stopped.
It is rotated either by a wheel actuated by the movement of rolling
surface of the vehicle either by an independent motor either by the
propulsion motor. After the vehicle has stopped, the disc rotates
through its own inertia, due to a free wheel mounted on the
transmission. The stability device and the direction system may
include a control system. It is particularly used for cycles,
motorized or not, to vehicles sliding on snow or rough ground, to
laterally unstable boats.
Inventors: |
Hautier; Claude (Nantes,
FR) |
Family
ID: |
9062497 |
Appl.
No.: |
05/184,593 |
Filed: |
September 28, 1971 |
Foreign Application Priority Data
Current U.S.
Class: |
280/217 |
Current CPC
Class: |
B62D
37/06 (20130101) |
Current International
Class: |
B62D
37/06 (20060101); B62D 37/00 (20060101); B62m
001/10 () |
Field of
Search: |
;280/217,263 ;180/30
;74/5.22 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Betts; Kenneth H.
Claims
I claim:
1. A gyroscopic device for stabilizing and regularising the
propelling energy in a two-wheel cycle, said device being mounted
on said two-wheel cycle and comprising two trains of planet groove
pulleys, a disc solid with the front wheel of the two-wheel cycle,
said two trains of planet groove pulleys pivotally mounted on said
disc, said trains of pulleys both being parallel to the front wheel
of the cycle and mounted equidistant to the center of said front
wheel of said cycle, a bearing mounted on said disc each of said
trains of pulleys pivoting on said bearing, a shaft solid with said
bearing each of said trains of pulleys being mounted on said shaft
and comprising a double groove pulley which is connected by means
of belts with a drum which is solid with a gyroscopic wheel, said
gyroscopic wheel freely rotatable over the axle of the front wheel
of the cycle, and a simple groove pulley which is connected by
means of a belt to a third pulley which is fixedly mounted over the
wheel, by means of a pawl.
2. Device according to claim 1, wherein the two belts connecting
the drum which is solid with the gyroscopic wheel and the two
double pulleys are mounted in such in manner that the drum is
inside the path of each of said belts, thus enabling a rapid change
over of the latter, said belts being mounted symmetrically with
respect to the diameter passing through the axes of each of the two
trains of planet groove pulleys.
3. Device according to claim 2, wherein each of the belts is
mounted with a predetermined tension and a low winding angle of
about 90.degree. around the said drum in order that it can slip
when starting said cycle.
4. Device according to claim 1, wherein the bearing carrying the
axle of each of the planet pulleys comprises a friction controlled
ring adapted to transmit to the wheel of the cycle by means of the
pulleys and belts, the energy which has been stored by the
gyroscopic wheel of the vehicle.
5. Device according to claim 1, wherein the belt which connects the
two planet pulleys and the third pulley mounted on the freely
rotatable pawl, is mounted with a predetermined tension and with a
winding tension lower than 90.degree. about the said ring.
Description
The present invention is directed to cycles having two wheels which
are motorized or not. More particularly, the invention is directed
to a device which enables to increase the stability of a cycle
whether the latter is in movement or is stopped temporarily. Such a
device will also permit to regularize the energy which is necessary
to operate the cycle.
The stability of a bicycle is assured above a satisfying speed. It
is to be reminded that the gyroscopic movement which results from
the conception of the vehicle with its wheels assisted by the
movement of the hips acting on the center of gravity located above
the points of contact with the ground, permit to obtain an
acceptable equilibrium above a certain speed. With some vehicles,
it is known to improve the stability at low speed or during a
temporary stop, by means of a second gyroscopic system which
operates independently of the propelling means of the vehicle. This
supplementary stabilizing device which operates when the vehicle is
at low speed or is stopped, should be an impediment when driving at
a higher speed, because its effects would run the risk of deforming
the natural inertia or the usual reflexes associated with the
operation and propelling of the device. It would appear that the
above disadvantages have prevented the search for solutions which
are sure and efficient whether the vehicle is stopped or in
motion.
It is also known to stabilize a cycle by means of lateral wheels,
however these accessories are cumbersome and dangerous when the
cycle is driven in traffic.
The device of the present invention enables to improve the
stability of two-wheel bicycles when they are stopped as well as
when they are moving slowly or rapidly, and to regularize the
driving force of the cycle, the latter resulting from the pedals or
from a motor in the case of a motor cycle. This second result is
obtained by means of a single stabilizing gyroscopic wheel which
stores a certain amount of energy when driving down hill and
partially restores the same when going uphill. These conjugated
results are due to the specific drive of the gyroscopic wheel. The
latter is mounted concentrically with respect to the front wheel,
which fact is well known in the art. However, the driving mechanism
of the gyroscopic wheel which consists of a pawl system (or freely
rotatable wheel) operates only when in rotation and comprises belts
and pulleys which are arranged especially for slipping (flexible
clutch) and defines a way of restoring to the front wheel the
energy which has been stored in the gyroscopic wheel when driving
at high speed. The belts can easily be replaced without dismantling
the wheel. In other words this device including belts and planet
pulleys produces two effects: the first one contributing to better
overcome the supplementary inertia of the gyroscopic wheel when
starting the vehicle; the second effect enabling to better
recuperate the energy which has been stored by the said gyroscopic
wheel (for example when going downhill) when the vehicle slows down
(for example when going uphill).
In the drawings which illustrate the invention:
FIG. 1 is a partial half section through the axis of the wheel
provided with a stabilizing device.
FIG. 2 is a schematic view on the right-hand side of the wheel.
FIG. 3 is a schematic view on the right-hand side according of the
cross-section A - A shown in FIG. 1 and illustrating the essential
arrangement inside the wheel.
FIG. 4 is a schematic decomposition in the plane x -- x' z -- z' of
the main parasitical, and precession couples accord-ing to the
embodiment described.
FIG. 5 is a decomposition of the re-establishment forces of the
tilt in the case of FIG. 4.
FIG. 6 is a schematic representation of the couples in the case
wherein the disc is spaced from the vertical plane of equilibrium
and in parallel relationship.
FIG. 7 is a decomposition of the efforts in the plane x -- x', z --
z'.
FIG. 8 is a schematic representation showing the couples in the
case wherein the axis of the disc is parallel to the axis y -- y',
that is, practically horizontal.
FIG. 9 is a schematic representation showing the couples in the
case wherein the axis of the disc is practically vertical.
The device essentially comprises a disc 1, which may be perforated,
approximately in the longitudinal median plane of the wheel. It is
rigidly secure to a tube used as a bearing for a ball bearing 3 and
4, rotating about an axle of the wheel 5. The latter is freely
mounted on the ball bearings 6 and 7 on the axles formed by a fixed
rod 8, rigidly supported by the fork 9 or support of the direction.
At one end of the tube 2, is fixed a pulley 10 having a double
throat, which directly drives the disc 1.
Solidly fixed to the wheel through the disc 11 on which is mounted
a row of spokes, the bearing 12 of the axle 13 enables the latter
to freely rotate. The said axle 13 combines and synchronizes the
two pulleys 14 and 15 having different diameters, the said pulleys
operating in a planetary arrangement. The pulley 15 drives, the
pulley 10 through a set of belts conveniently crossed. The pulley
14 is equally driven by belts through the pulley 16 which is
coaxial with the wheel of the cycle and the disc, that is, with the
axis x -- x'. The said pulley 16 is mounted on the axle 8 to a
driving wheel in a single direction of the free wheel type 17. The
inner part 18 of the latter is therefore fixed. The pulley 16
freely rotates in a clockwise direction for an observer seeing the
vehicle passing from the right to the left, or what is identical in
the direction indicated by the arrow 19 in FIG. 2. The said pulley
16 cannot rotate in the reverse direction of the arrow. For a
purpose of equilibrium, there may be two trains of pulleys 14 and
15 which are diametrically opposed on the disc 11.
When the vehicle starts to rotate, the wheel rotates in the
direction of the arrow 20. It drives the disc 11, the two trains of
pulleys 14 and 15, their axle 13 rotating around the axis x--x'
according to the direction 21. According to this fact, the pulley
14 will rotate in the direction of the arrow 22, because the free
wheel 17 will be at rest. The disc 1 will pivote around the axis x
-- x' at an angular speed which is greater than the wheel and in
the direction of the arrow 23. In fact, the belts 24 and 25, being
crossed, to the speed of the wheel transmitted to the disc, would
be added the one of the relative rotation of the axle 13 amplified
by a ratio of the diameters of the pulleys 14 - 15 and 10.
When the wheel slows down or stops, the revolution of the axle 13
around the axis x -- x' slows down or stops. It results from this,
that the disc 1 continues its rotation substantially by keeping the
same speed (due to its inertia). In fact, the free wheel 17, is
then driven in its outer part in the direction of the arrow 19,
successively by the pulley 10, the pulley 15, and the pulley 14.
Only the friction which is very weak is opposed to the free
rotation of the disc 1.
The result of this combination is to maintain the latter in
rotation, while the vehicle slows or stops. The use of belts, and
preferably round belts, enables to obtain a sliding effect when it
starts. The forces are then limited, the progression of the speed
of rotation of the disc 1 being slower and the inertia of the
assembly being more easily mastered. Instead of using a belt, it is
possible to use a transmission box with smooth coupling, such as
magnetic, hydraulic, frictional, pneumatic or other trans-missions
systems. A setting of the smoothness of the coupling may also be
mounted.
On the other hand, it will be seen that there is a phenomenon by
which energy is stored when driving downhill and said energy is
partly recuperated when driving uphill, because when the rotation
of the front wheel (FIGS. 2 and 3) is slowed down such as when the
vehicle decelerates, the speed of the gyroscopic wheel does not
decrease in the same proportion because of its inertia. The pulley
10 then becomes the driving pulley. The resulting couple acts on
the belts 24 and 25. The friction forces which have a tendency to
slow down the rotation of the axle 13, and therefore of the pulleys
15 and 14, produce a force of reaction on the bearing of the axle
13, the said reaction giving rise to a motor couple which acts on
the disc which is solid with the front wheel. The frictions in the
free wheel 17 have also a tendency to slow down the rotation of the
axle 13 and have the same effects. It is obvious that all these
frictions appear when the gyroscopic wheel 1 starts to accelerate,
for example going downhill; however, the energy is then supplied by
the vehicle itself which is dragged down by the slope, said vehicle
not requiring the same kind of braking by the brake shoes (energy
completely lost). The frictions caused by the rotations of the
pulleys 14 and 15 about their own axes can be measured by means of
rings mounted on the bearings 12 or even on the free pawl wheel
17.
It should also be noted that the belts 24 and 25 can easily be
dismantled and replaced without dismantling the front wheel. It is
only sufficient to remove them from over their respective pulleys
in order to recuperate them.
It should also be noted that the planet pulleys 14 and 15 are
diametrically opposed in order that the efforts be well distributed
around the axis of the wheel of the cycle. Similarly, the two belts
24 and 25 are mounted symmetrically with respect to the diameter
extending through the axes 13.
Immediately after the vehicle has stopped, the device for
recuperating the energy of the gyroscopic wheel which rotates by
its own inertia, tends to move the cycle forward. This has no
importance since it is only sufficient to keep the brake tight as
long as the gyroscopic wheel rotates, said gyroscopic wheel
enabling to improve the stability when the vehicle has stopped.
The consequences of this device will now be examined on the
stability of a vehicle. FIG. 4 schematically represents a disc 1
rotating in the direction of the arrow around its axis x -- x'. It
is illustrated in the plane 26 passing through its center O and the
lines of contact points y -- y' of the wheels on the ground. The
fork, that is, the support, adapted to swivel by the steering
handle of the rotation axis x -- x' of the said disc 1, pivots
around the axis z -- z'. This movement which is produced in the
direction of the arrow 27 drives a couple around the axis y -- y',
and this in the direction of the arrow 27 (precession), according
to the known laws of the gyroscope. This couple according to the
arrow 28 produces around the resting points of the vehicle,
constituted by the axis y -- y', a couple according to the
direction 29, through the fork 9 and the frame of the cycle. While
decomposing the forces which are then created, on FIG. 5, one can
see that a composing force appears in 30 according to the axis x --
x' which tends to tilt the vehicle towards the right (FIG. 5).
Therefore, if the vehicle tilt, towards the left (FIG. 5) a
movement of the steering handle, in the counterclockwise direction,
seen from above by the conductor, will compensate the said tilt and
straighten up the vehicle. It is pointed out that, if the
gyroscopic disc happens to be in a plane 31 (FIG. 6) which is
parallel to the plane 32 passing through the axis y -- y' and the
center of gravity 33 of the vehicle, the effect of the movement on
the fork mentioned above will be the same. FIG. 7 shows a
decomposition of the forces in the plane formed by z -- z' and x --
x', that is, perpendicular to the axis y - y'. It is also pointed
out that if the axis x -- x' is in an equilibrium position and
inclined horizontally relative to the plane O, y -- y', the
movement of the fork around the axis z -- z' according to the arrow
27, equally drives a precession. But the axis of precession Y -- Y'
rotates with x -- x'. The couple which builds up around Y -- Y' has
a tendency to tilt the vehicle towards the front, which is
detrimental to the lateral stability effort. In an extreme
solution, if the axis x -- x' is parallel to y -- y', there is no
possible stability (FIG. 8).
If the axis x -- x' is inclined towards a too vertical position,
the precession couple around the axis Y -- Y' will always tend to
stabilize the vehicle. In an extreme position, if the axis x -- x'
is vertical, FIG. 9 shows the relationship between the couples. But
in this case, z -- z' becomes perpendicular to the plane O, y --
y'. It results that in upward or downward slopes, a parasitical
oscillating movement, around the axis z -- z' produces a
parasitical precession couple around Y -- Y' which tends to produce
an unfortunate tilt of the vehicle, while the driver would prefer
to follow a straight line. This observation leads to some
difficulties which may result in the impossibility of driving the
vehicle at a fast speed.
As a conclusion, only the positions of the gyroscopic disc 1,
represented on FIGS. 4 and 6 will satisfy at the same time the
stability while in motion or stopped, in conformity with the
desired result. It is understood that the relatively weak
inclination of the axis x -- x' relative to the vertical plane
passing through the center of gravity of the vehicle and the line y
-- y' may even be acceptable.
The fact of driving the cycle with a motor which acts directly or
indirectly on one of the front or rear wheels (known in the art),
is not relevant to the mounting of the device according to the
invention. The same stability and regularizing of the motor energy
are obtained.
* * * * *