Motor vehicle

Abstract

A motorized vehicle comprising: a frame having a bottom surface; a reinforcement assembly coupled to the bottom surface of the frame; a first pivot arm coupled to the reinforcement assembly and to a drive wheel; and a second pivot arm coupled to the reinforcement assembly and to a caster.

Description

TECHNICAL FIELD

[0001] The present invention relates generally to a motorized vehicle, and more particularly to a motorized vehicle having a suspension assembly. SUMMARY

[0002] In one embodiment, a motorized vehicle includes a frame, a first pivot arm coupled to the frame and to a drive wheel, a second pivot arm coupled to the frame and to a ground engaging caster, and a suspension assembly coupled to the frame. The suspension assembly can include a first spring assembly disposed about a first spring axis and coupled to the first pivot arm, and a second spring assembly disposed about a second spring axis and coupled to the second pivot arm. The first spring axis and the second spring axis can be disposed at an angle of no more than about 150 degrees relative to each other when the motorized vehicle is operating on a level ground.

[0003] The first pivot arm can include a roll-over prevention element. The first pivot arm is configured and dimensioned to move the roll-over prevention element relative to an axis of the drive wheel as the first pivot arm pivots. The first pivot arm can be coupled to the frame at a first bar that extends from a left side of the frame to a right side of the frame, and the second pivot arm can be coupled to the frame at a second bar that extends from the left side of the frame to the right side of the frame, each of the first bar and the second bar being fixedly attached to the frame in a configuration that strengthens the frame. The first axis can be closer to horizontal than the second spring axis.

[0004] In another embodiment, the motorized vehicle can include a strengthening bridge disposed from the first bar to the second bar. The strengthening bridge can be an outermost point of the frame. The second pivot arm can include a first substantially linear arm segment extending from at least a point at which the second pivot arm can be coupled to the frame to a point at which the second pivot arm can be coupled to the second spring assembly. The second pivot arm can include a second arm segment extending from the linear arm segment to at least a caster bar axis. The second spring axis can be approximately perpendicular to the first substantially linear segment when the motorized vehicle is on a substantially level ground. A horizontal projection of a first line can pass through a) a point at which the first spring assembly is coupled to the frame and b) a point at which the second spring assembly is coupled to the frame, can intersect a horizontal projection of a second line that passes through c) a point at which the first spring assembly is coupled to the first pivot arm and d) a point at which the second spring assembly is coupled to the second pivot arm.

[0005] The intersection of the horizontal projection of the first line and the horizontal projection of the second line can be closer to the first pivot arm than to the second pivot arm. At least one of the first spring assembly and the second spring assembly can include a spring disposed about a coaxial damper. A center of gravity of the motorized vehicle can be positioned approximately at a midpoint between a vertical line passing through the point at which the first spring assembly is coupled to the frame and a vertical line passing through the point at which the second spring assembly is coupled to the frame. BRIEF DESCRIPTION OF DRAWINGS

[0006] The foregoing summary of embodiments of a motorized vehicle and the following detailed description will be better understood when read in conjunction with the appended drawings. It should be understood, however, that the application is not limited to the precise arrangements, and instrumentalities shown. For example, while not expressly stated herein, one or more features of the various disclosed embodiments can be incorporated into other disclosed embodiments.

[0007] In the drawings:

[0008] Figure 1 is a perspective view of a motorized vehicle according to an exemplary embodiment of the application;

[0009] Figure 2 is Figure 1 a right side view of the motorized vehicle of

[0010] Figure 3 is Figure 1 a top right perspective view of the motorized vehicle of

[0011] Figure 4 is Figure 1 a right side view of the motorized vehicle of

[0012] Figure 5 is Figure 1 a left side view of the motorized vehicle of

[0013] Figure 6 is Figure 1 a right side view of the first and second spring assemblies of the motorized vehicle of

[0014] Figure 7 is Figure 1 a bottom perspective view of the motorized vehicle of

[0015] Figure 8 is a perspective view of an exemplary frame 22 in an exemplary embodiment of the application;

[0016] Figure 9 is a graph showing an exemplary relationship of vertical travel distance to shock absorber compression distance for the front and rear wheels relative to the frame. DETAILED DESCRIPTION

[0017] Reference will now be made in detail to the drawings, in which like reference numerals Figures 1-7 A motorized vehicle according to an exemplary embodiment of the application is shown generally at 20. In some embodiments, the motorized vehicle is a wheelchair.

[0018] In some embodiments, the motorized vehicle 20 includes a frame 22. The frame 22 can be a two-piece welded frame. In one embodiment, the frame 22 includes a left side 22a and a right side 22b. The frame 22 can also include a three-sided box frame having a bottom panel (e.g., formed by the left side 22a and the right side 22b), a left panel 23a, and a right panel 23b. In one embodiment, the left panel 23a and the left side 22a of the bottom panel are a single continuous piece of material. In some embodiments, the right panel 23b and the right side 22b are a single continuous piece of material. In some embodiments, the bottom panel 21 includes a front panel 21a and a rear panel 21b. In some embodiments, the front and rear panels 21a and 21b are separated by a gap 21c. In some embodiments, one or more drive wheels 24 are coupled to the frame 22. In some embodiments, a motor 26 is coupled to the drive wheel 24 to rotate the drive wheel 24 about a drive wheel axis 52. In some embodiments, the motorized vehicle 20 includes two drive wheels 24, with a motor 26 coupled to each drive wheel 24 such that each drive wheel can be controlled independently of the other drive wheel 24. In some embodiments, the motor is a brushed DC motor with a single stage gear box (e.g., a Linix bipolar motor).

[0019] In some embodiments, the motor 26 is connected to a controller (not shown) that is configured to receive input from a user (e.g., via a joystick, a sip and puff controller, or a voice command). In some embodiments, the controller is configured to send a signal to the motor 26 in response to receiving a signal from the user to move the motorized vehicle 20. In some embodiments, the motorized vehicle 20 does not include a motor, and the drive wheels are manually driven (e.g., the wheels are rotated by hand or a crank coupled to the drive wheels is turned).

[0020] Referring to Figures 3-4 , the motorized vehicle 20 is shown with the drive wheels 24 removed for ease of discussion. In some embodiments, a first pivot arm 28 is coupled to the frame 22 and the drive wheel 24. In some embodiments, the first pivot arm 28 is movably coupled to the frame 22. In some embodiments, the first pivot arm 28 is pivotable relative to the frame 22. In some embodiments, the first pivot arm 28 is pivotable relative to the frame 22 about a point 65 at which the first pivot arm 28 is coupled to the frame 22. In some embodiments, the first pivot arm 28 is pivotable relative to the frame 22 to account for uneven terrain (e.g., by keeping the seat in a generally horizontal orientation) and to provide a smoother ride for a user of the motorized vehicle 20 as compared to a motorized vehicle that does not include a first pivot arm.

[0021] In some embodiments, the length of the first pivot arm 28 and thus the distance from the drive wheel 24 to the midpoint of the vehicle 20 can be selected to provide stability to the vehicle 20 (e.g., a longer distance can provide a more stable vehicle). In some embodiments, the length of the first pivot arm 28 is selected to provide a vehicle with a relatively small footprint. In some embodiments, the first pivot arm 28 is coupled to a gearbox 88, and the gearbox 88 is coupled to a motor 26. In some embodiments, the gearbox 88 is a single-stage gearbox. In some embodiments, the gearbox 88 includes an axle coupled to the drive wheel 24 to rotate the drive wheel. In some embodiments, a fender 90 is coupled to the first pivot arm 28 to prevent accidental contact between the drive wheel 24 and foreign objects.

[0022] In some embodiments, the first pivot arm 28 includes an anti-rollover element 50 (e.g., a wheel). In some embodiments, a drive wheel 24 is positioned between the anti-rollover element 50 and the midpoint of the motor vehicle 20. In some embodiments, the anti-rollover element 50 is configured to be positioned to avoid contact with the ground when the motor vehicle 20 is on a level surface. In some embodiments, the first pivot arm 28 is configured and sized to allow the anti-rollover element 50 to move relative to the drive wheel axis 52 when the first pivot arm 28 pivots relative to the frame 22. In some embodiments, the anti-rollover element 50 is detachably coupled to the first pivot arm 28 (e.g., via a threaded connector, magnet, or rivet).

[0023] In some embodiments, the first pivot arm 28 includes a first plate 92 and a second plate 94 connected to the first plate 92. Figure 3 In some embodiments, the first plate 92 and the second plate 94 are integrally constructed. In some embodiments, the first plate 92 is configured to be coupled to the gearbox 52, and the second plate 94 is configured to be coupled to the anti-tipping element 50. In some embodiments, the orientation of the second plate 94 relative to the first plate 92 is adjustable.

[0024] In some embodiments, the motor vehicle 20 includes a caster wheel 30 configured to rotate around a caster rod axis 68. Figure 4 The caster 30 rotates on the frame 22 and the caster axle 71. In some embodiments, the caster 30 is configured to engage the ground during operation of the vehicle 20. In some embodiments, a second pivot arm 32 is coupled to the frame 22 and the caster 30. In some embodiments, the second pivot arm 32 is rotatable relative to the frame 22 about a point 62 where the second pivot arm 32 is coupled to the frame 22. Figure 4pivot. In some embodiments, the second pivot arm 32 is pivotable relative to the frame 22 independently of the first pivot arm 28. In some embodiments, the motorized vehicle 20 includes a plurality of casters 30 and the second pivot arm 32. In some embodiments, each of the plurality of casters 30 and the second pivot arm 32 is pivotable independently of the other of the plurality of casters 30 and the second pivot arm 32.

[0025] In some embodiments, the first pivot arm 28 is coupled to the frame 22 at a first bar 58. Figure 7 In some embodiments, the first bar 58 extends from a right side of the frame 22 to a left side of the frame 22. In some embodiments, the first pivot arm 28 on the left side of the motorized vehicle 20 and the first pivot arm 28 on the right side of the motorized vehicle 20 are both coupled to the first bar 58. In some embodiments, the first bar 58 is fixed relative to the frame 22 such that the first bar 58 does not rotate as the first pivot arm 28 rotates relative to the frame 22.

[0026] In some embodiments, the second pivot arm 32 is connected to the frame 22 at a second bar 60. In some embodiments, the second bar 60 extends from a right side of the frame 22 to a left side of the frame 22. In some embodiments, the second pivot arm 32 on the left side of the motorized vehicle 20 and the second pivot arm 32 on the right side of the motorized vehicle 20 are both coupled to the second bar 60. In some embodiments, the second bar 60 is fixed relative to the frame 22 such that the second bar 60 does not rotate as the second pivot arm 32 rotates relative to the frame 22. In some embodiments, at least one of the first bar 58 and the second bar 60 is fixedly attached to the frame 22 (e.g., via welding) in a configuration that reinforces the frame 22. In some embodiments, the first bar 58 and the second bar 60 are coupled to the frame 22 such that a longitudinal axis of each bar 58, 60 is below a floor panel of the frame 22. In some embodiments, a bridge 66 (e.g., a reinforcement bridge) is disposed from the first bar 58 to the second bar 60. In some embodiments, the bridge 66 is an outermost point of the frame 22. In some embodiments, the bridge 66 and the first pivot arm 28 are coplanar. In some embodiments, the bridge 66 is configured to provide a unique decorative shape.

[0027] In some embodiments, the motor vehicle 20 includes a suspension assembly 38. In some embodiments, the suspension assembly 38 is coupled to the frame 22. In some embodiments, the suspension assembly 38 includes at least one of a shock, a damper, or a coil-over configuration. In some embodiments, the suspension assembly 38 includes a first spring assembly 40 and a second spring assembly 42. In some embodiments, the first spring assembly 40 is coupled to the first pivot arm 28 (e.g., via a threaded anchor, a pin, or a shaft). In some embodiments, the first spring assembly 40 is coupled to the first pivot arm 28 in a rotatable or pivotable configuration. The first spring assembly 40 can be rotatable relative to the first pivot arm 28. In some embodiments, the second spring assembly 42 is coupled to the second pivot arm 32 (e.g., via a threaded anchor, a pin, or a shaft). In some embodiments, the second spring assembly 42 is coupled to the second pivot arm 32 in a rotatable or pivotable configuration (e.g., such that it is rotatable or pivotable relative to the second pivot arm 32). In some embodiments, at least one of the first spring assembly 40 and the second spring assembly 42 includes a spring 54 disposed about a damper 56. In some embodiments, the damper 56 has a linear damping rate. In some embodiments, the damper 56 has a damping rate that is light in compression (e.g., about 1 to 1.5 lbf-s / in) and medium-light in rebound (e.g., about 12 to 18 lbf-s / in). In some embodiments, the spring 54 and the damper 56 are coaxial. In some embodiments, the spring 54 is disposed coaxially about the damper 56.

[0028] In some embodiments, the ratio of the vertical travel distance of the drive wheel 24 and / or the caster wheel 30 relative to the frame to the respective one of the first spring assembly 40 and the second spring assembly 42 is about 1 : 1. In some embodiments, the foregoing ratio is substantially linear throughout the motion of one or more of the drive wheel and / or the caster wheel. Figure 9 Embodiments of the foregoing ratio of the drive wheel 24 (as compared to the first spring assembly 40) and the caster wheel 30 (as compared to the second spring assembly 42) are shown. In some embodiments, as shown in FIG. 3, the ratio of the vertical travel distance of the drive wheel 24 relative to the frame to the first spring assembly 40 is about 1 : 1. In some embodiments, as shown in FIG. 4, the ratio of the vertical travel distance of the caster wheel 30 relative to the frame to the second spring assembly 42 is about 1 : 1. Figure 9 In some embodiments, as shown in FIG. 5, one of the spring assemblies is configured to produce a stiffer response than the other spring assembly. As shown in FIG. 6, one of the spring assemblies is configured to produce a softer response than the other spring assembly. Figure 9As shown in FIG. 1, the second spring assembly 42 is configured to produce a stiffer response to vertical movement of the caster wheel 30 than the first spring assembly 40 produces in response to vertical movement of the drive wheel 24. This difference in stiffness behavior can be true even in the case where the second spring assembly 42 and the first spring assembly 40 are substantially identical. The difference in this case is due to the configuration of the respective spring assembly when coupled to its respective pivot assembly. In some embodiments, the vertical travel distance TD V of a first pivotable wheel (e.g., the drive wheel 24 or the caster wheel 30) relative to the frame 22 is about 1:1 of the compression SA C of the respective spring assembly (e.g., the spring assembly 40 or 42, respectively). In some embodiments, the ratio of TD V : SA C is about 3:4. In some embodiments, the ratio of TD V : SA C is different for the front pivot wheel / spring assembly combination as compared to the rear pivot wheel / spring assembly combination. In some embodiments, the ratio of TD V : SA C for one or both of the front or rear wheel / spring assemblies is about 0.5:1; about 0.6:1; about 0.7:1; about 0.8:1; about 0.9:1; about 1.1:1; about 1.2:1; or about 1.3:1. In some embodiments, the ratio of TD V : SA C for one or both of the front or rear wheel / spring assemblies is up to 1.3:1; up to 1.2:1; up to 1.1:1; up to 1:1; up to 0.9:1. In some embodiments, the first spring assembly 40 and / or the second spring assembly 42 is configured to provide a consistent rate of damping (e.g., the rate of damping is substantially constant over the entire travel length of the respective pivot wheel) through movement of the drive wheel 24 or the caster wheel 30 along the arc.

[0029] Table 1, reproduced below, reflects the performance of exemplary front and rear suspensions.

[0030]

[0031] In some embodiments, the first spring assembly 40 or the second spring assembly 42 has a maximum travel distance along the spring axis of about 1 inch, about 1.5 inches, about 2 inches, about 3 inches, about 4 inches, about 5 inches, or about 6 inches.

[0032] In some embodiments, the first spring assembly 40 is disposed about a first spring axis 44 and the second spring assembly 42 is disposed about a second spring axis 46 (e.g., the first spring axis 44 and the second spring axis 46 are parallel to each other). Figure 6). In some embodiments, the first spring axis 44 and the second spring axis 46 are disposed at an angle 48 of about 90° to about 100°, about 100° to about 110°, about 110° to about 120°, about 120° to about 130°, about 130° to about 140°, about 140° to about 150°, about 150° to about 160°, about 160° to about 170°, about 170° to about 180°, no more than 120°, no more than 130°, no more than 135°, no more than 140°, no more than 150°, no more than 160°, no more than 170°, or no more than 180° relative to each other. In some embodiments, the first spring axis 44 is closer to horizontal than the second spring axis 46. In some embodiments, the second spring axis 46 is closer to horizontal than the first spring axis 44.

[0033] In some embodiments, the second pivot arm 32 includes a first arm segment 34 and a second arm segment 36. Figure 4 ). In some embodiments, the first arm segment 34 is substantially linear. In some embodiments, the first arm segment 34 extends at least from a point 62 where the second pivot arm 32 is coupled to the frame 22 to a point 64 where the second pivot arm 32 is coupled to the second spring assembly 42. In some embodiments, the second arm segment 36 extends at least from the point 64 where the second pivot arm 32 is coupled to the second spring assembly 42 to a caster bar axis 68.

[0034] In some embodiments, the second arm segment 36 extends from the first arm segment 34 to at least the caster bar axis 68. In some embodiments, the second spring axis 46 is approximately perpendicular to the first arm segment 34 when the motorized vehicle 20 is on a substantially level ground. In some embodiments, the second spring axis 46 is substantially tangent to an arc formed by a translation of the point 64 about the point 62. In some embodiments, the second spring axis 46 is at an angle to a tangent to the arc formed by the translation of the point 64 about the point 62. In some embodiments, the angle formed is up to 5 degrees, up to 10 degrees, up to 15 degrees, about 1 degree, about 2 degrees, about 5 degrees, about 10 degrees, or about 15 degrees.

[0035] In some embodiments, a center of gravity of the motorized vehicle 20 (with a user seated on the completed vehicle) is positioned approximately at a midpoint between a vertical line 70 passing through a point 78 where the first spring assembly 40 is coupled to the frame 22 and a vertical line 72 passing through a point 80 where the second spring assembly 42 is coupled to the frame 22. In some embodiments, the center of gravity of the motorized vehicle 20 is positioned between the lines 70 and 72 when the motorized vehicle 20 is on a level ground, and the center of gravity is not between the lines 70 and 72 when the motorized vehicle 20 is on an incline or decline.

[0036] In some embodiments, a horizontal projection of the first line 74 (e.g., as Figure 4In some embodiments, the horizontal projection of the first line 74 intersects the horizontal projection of the second line 76 at an intersection point 84. In some embodiments, the intersection point 84 is closer to the first pivot arm 28 than to the second pivot arm 32. In some embodiments, the angle 86 between the horizontal projection of the first line 74 and the horizontal projection of the second line 76 is about 1°, about 5°, about 10°, about 20°, about 30°, about 40°, about 50°, about 0° to about 10°, about 10° to about 20°, about 20° to about 30°, or about 30° to about 40°.

[0037] Those skilled in the art will appreciate that modifications can be made to the example embodiments illustrated and described above without departing from the broad inventive concepts thereof. Accordingly, the present application is intended to be limited only by the spirit and scope of the claims, including the equivalents thereof. For example, particular features of the example embodiments can or can not be part of the claimed application and various features of the disclosed embodiments can be combined. The words "right," "left," "lower," and "upper" designate directions in the drawings to which reference is made. The terms "a," "an," and "the" are not limited to one element, but instead should be read as meaning "at least one" or "one or more" unless specifically stated otherwise herein.

[0038] It should be understood that at least some of the drawings and descriptions herein have been simplified and are intended to focus on elements and concepts that are relevant for a clear comprehension of the application, while eliminating, for purposes of clarity, other elements and details that would be apparent to those with ordinary skill in the art. However, because such elements and details are well known in the art, and because they do not necessarily facilitate a better understanding of the application, a description of these elements and details is not provided herein.

[0039] Furthermore, to the extent that the methods of the application do not rely on particular sequences of steps, the particular sequences of steps outlined herein should not be construed as limitations on the claims. Any claims directed to the methods of the application should not be limited to the performance of their steps in the order written and one skilled in the art can readily appreciate that the steps can be varied and still remain within the spirit and scope of the application.

Claims

1. A motorized vehicle comprising: a frame having a bottom surface; a reinforcement assembly coupled to the bottom surface of the frame; a first pivot arm coupled to the reinforcement assembly and to a drive wheel; and a second pivot arm coupled to the reinforcement assembly and to a caster, the reinforcement assembly comprising a first reinforcement member and a second reinforcement member, each extending from a left side of the frame to a right side of the frame, and a bridge coupled to each of the first and second reinforcement members. the first reinforcement member comprises a first bar, wherein the first pivot arm is coupled to the frame at the first bar.

2. Motor vehicle according to claim 1, wherein the second reinforcement member comprises a second bar, wherein the second pivot arm is coupled to the frame at the second bar.

3. Motor vehicle according to claim 2, wherein the bridge comprises two bridges disposed at opposite ends of the first and second reinforcement members.

4. Motor vehicle according to claim 3, wherein the first bar is fixed relative to the frame such that the first bar does not rotate when the first pivot arm rotates relative to the frame, and the second bar is fixed relative to the frame such that the second bar does not rotate when the second pivot arm rotates relative to the frame.

5. The motor vehicle of claim 3, wherein, 6. The motorized vehicle of claim 1, further comprising: a drive wheel suspension coupled to the first pivot arm and to the frame.

7. The motorized vehicle of claim 6, further comprising: a caster suspension coupled to the second pivot arm and to the frame.

8. The motorized vehicle of claim 7, further comprising: a link fixed to an outer face of the frame, wherein the drive wheel suspension and the caster suspension are coupled to the link. the drive wheel suspension comprises:

9. The motor vehicle of claim 7, wherein, a first spring assembly disposed about a first spring axis and coupled to the first pivot arm. the caster suspension comprises:

10. Motor vehicle according to claim 9, wherein a second spring assembly disposed about a second spring axis and coupled to the second pivot arm. the first pivot arm comprises an anti-tip element.

11. The motor vehicle of claim 1, wherein, the first pivot arm is configured and dimensioned to move the anti-tip element relative to a drive wheel axis when the first pivot arm pivots.

12. The motor vehicle of claim 11, wherein, each bridge is disposed at an outermost point of the frame.

13. The motor vehicle of claim 3, wherein, the second pivot arm comprises:

14. The motor vehicle of claim 10, wherein, a first substantially linear arm segment extending from at least a point at which the second pivot arm is coupled to the frame to a point at which the second pivot arm is coupled to the second spring assembly; and a second arm segment extending from the linear arm segment to at least a caster bar axis. at least one of the first spring assembly and the second spring assembly comprises a spring disposed about a coaxial damper.

15. The motor vehicle of claim 10, wherein, a center of gravity of the motorized vehicle is positioned approximately at a midpoint between vertical lines passing through the link.

16. The motor vehicle of claim 8, wherein, the first pivot arm is coupled to a gear box, and the gear box is coupled to a motor.

17. The motor vehicle of claim 11, wherein, the gear box comprises a wheel axle coupled to the drive wheel.

18. The motor vehicle of claim 17, wherein, the first pivot arm comprises a first plate and a second plate, wherein:

19. The motor vehicle of claim 17, wherein, the first plate is configured to be coupled to the gear box; and the second plate is configured to be coupled to the anti-tip element. ​

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