Steering mechanism for a vehicle

Abstract

A steering mechanism for a vehicle, said vehicle comprising a cargo box chassis (10), communicably coupled to a front wheel (10a) located on a front axle; and a driver and passenger support chassis (20), communicably coupled to a rear wheel (12a) located on a rear axle; wherein, said cargo box chassis (10) is operatively located forward and operatively lower with respect to said driver support chassis (20); said mechanism comprising: a steering mechanism comprising a steering rod (30), a steering column rod (36) and a steering handle (32), said steering rod (30) mounted on a forward operative portion of said cargo box chassis (10), said steering handle (32) operatively mounted on the top of said cargo box chassis (10);said steering column rod (36) operatively mounted connected to said steering stem (30) at its upper end, said steering stem (30) spaced from said steering handle (32) to permit off-center steering.;

Description

Steering mechanism for a vehicle FIELD OF INVENTION: This invention is related to the field of automobiles. Specifically, this invention relates to a steering mechanism for a vehicle. BACKGROUND OF THE INVENTION: Cargo bikes, delivery bikes, cargo tricycles, transport bikes, box bikes or bicycle trucks are human-powered vehicles designed and built specifically for transporting cargo. Common vehicle designs include a cargo area consisting of an open or closed box, a flat platform, or a wire basket, usually mounted over one or both wheels, low behind the front wheel or between parallel wheels, either at the front or rear of the vehicle. This cargo area is typically positioned randomly and does not favor vehicle maneuverability, as it is subject to various forces, especially when cornering, leading to dangerous and difficult maneuvers. Cargo bikes are used in a variety of environments: Delivery services in densely populated urban environments; Selling food in areas with high pedestrian traffic (including specialized ice cream bikes); Transporting work tools, including in the vicinity of large facilities such as power plants and CERN; Cargo handling at the airport; Collection of recyclable materials; Transport of warehouse goods; Mail delivery. These cargo bikes are powered by human energy and cannot be used to carry heavy loads; moreover, they are slow due to the human effort they require. Likewise, in all the previous examples, the load is placed in a higher location, thus shifting the center of gravity upwards, which affects the handling and dynamics of the vehicle. Furthermore, all conventional two-wheeled vehicles lack a dedicated cargo compartment. Even if one exists, in some modified vehicles, the load is positioned relatively high relative to the vehicle's natural center of gravity (without the cargo-carrying modification), raising it to a dangerous height. This causes instability and makes it difficult to maintain balance and maneuver the vehicle (when carrying both rider and cargo). Additionally, if the load is placed behind the rider, it almost always rests on their back, restricting their backward movement and causing considerable strain. In other modified two-wheeled vehicles, the load is positioned further forward relative to the rider. This shifts the center of gravity too far forward, affecting both the rider and the loaded vehicle as a whole, further hindering maneuverability.Therefore, it is important that the center of gravity is within a defined zone, so that there are no oscillations or imbalances in the vehicle when driving, that the driver has enough space to move their body and adjust the center of gravity while driving, that maneuverability is easy, that there is no learning curve, and similar things. Therefore, a vehicle, or vehicle class, is designed to facilitate and make cargo transport more efficient, especially in the final leg of a journey. This vehicle, or vehicle class, is preferably a two-wheeled vehicle. This vehicle, or vehicle class, has an unconventional structure where the cargo chassis is located in front of the driver. This structure requires the steering mechanism to be moved from its conventional position, where it is collinear with an axle extending from the front wheel. Because collinearity is lost, maneuverability and steering can be difficult. Therefore, it is necessary to solve the problems / challenges of this vehicle or class of vehicles. Document WO2018 / 225084A1 shows a known vehicle comprising all the features of the preamble of independent claim 1. OBJECTIVES OF THE INVENTION: The objective of this invention is to overcome current problems related to the handling / steering of cargo bikes or cargo scooters. Another objective of the invention is to facilitate the handling and steering of cargo bikes or cargo scooters, even when there is a large cargo space in front of the driver and between the driver and the front wheel. Another objective of the invention is to provide an easily maneuverable steering / handling mechanism on cargo bikes or cargo scooters, even when there is a large cargo space in front of the rider and between the rider and the front wheel. Another objective of the invention is to provide a cargo bike or cargo scooter that is quite stable in terms of handling / steering, even having a large cargo space in front of the rider and between the rider and the front wheel. SUMMARY OF THE INVENTION: According to this invention, a steering mechanism is provided for a vehicle, said vehicle comprising a cargo box chassis, communicably coupled to a front wheel or set of front wheels, said front wheel(s) being located on a front axle; and a support chassis for the driver and a passenger, communicably coupled to a rear wheel or set of rear wheels, said rear wheel(s) being located on a rear axle; wherein said cargo box chassis is operatively located forward and operatively downward with respect to said support chassis for the driver and passenger; said mechanism comprising: - a steering mechanism comprising a steering rod, a steering column rod, and a steering handle, said steering rod being mounted on an operative front portion of the cargo hold chassis, said steering handle being operatively mounted on the top of said cargo hold chassis; said steering column rod being operatively mounted connected to said steering rod at its upper end, said steering rod being separated from said steering handle to allow off-center steering; said steering mechanism is defined in terms of three axes, such that an axis around which said steering grip is angularly displaced being a handlebar axis (axis A), an axis around which said steering stem is angularly displaced being a steering axis (axis C), and an axis responsible for the translation of movement from said steering grip around said handlebar axis (axis A) to said steering stem around said steering axis (axis C) being an intermediate axis (axis B), characterized in that said steering axis (axis C), said intermediate axis (axis B) and said handlebar axis (axis A) being substantially coplanar and any angular displacement input around said handlebar axis is translated to said steering axis through said intermediate axis using said steering mechanism; said handlebar axis (axis A) being an axis around which said steering grip is angularly displaceable, said intermediate axis (axis B) being an axis around which said steering column rod is angularly displaceable, and said steering axis (axis C) being an axis around which said steering stem is angularly displaceable, said steering axis (axis C) defining a tilt angle for said vehicle; and said steering axis (axis-C) being separated from the handlebar axis (axis-A) to allow off-center steering, said intermediate axis (axis-B) being separated from the handlebar axis (axis-A) to allow off-center steering, and said steering axis (axis-C) intersecting with said intermediate axis (axis-B). In at least one embodiment, the steering axis, around which the steering stem is located and about which it is angularly displaceable, is longitudinally spaced from the handlebar axis, around which the steering grip is located and around which it is also angularly displaceable. According to the invention, the distance between the handlebar axis and the steering axis is adjustable by the user according to their desired level of comfort, thus providing user-adjustable steering. In at least one unclaimed embodiment, the system comprises a translation mechanism configured to transform the angular displacement about the handlebar axis into an angular displacement about the steering axis. In at least one embodiment, said system comprises a translation mechanism configured to transform the angular displacement about the handlebar axis into an angular displacement about said steering axis, characterized in that said translation mechanism is a bevel gear mechanism or a helical gear mechanism. In at least one embodiment, said steering mechanism is a steering-by-wire mechanism, comprising sensors and a motor where said sensors are located on the steering handle shaft and are configured to detect the force and / or angular displacement of said steering handle around the handlebar axis (axis A) and said motor is configured to angularly displace said steering stem (axis C) in response to and in correlation with the detected force and / or angular displacement of said steering handle. In at least one embodiment, said steering mechanism is defined in terms of three axes, such that an axis around which said steering grip is angularly displaced is a handlebar axis (axis A), an axis around which said steering stem is angularly displaced is a steering axis (axis C), and an axis responsible for the transfer of movement from said steering grip around said handlebar axis (axis A) to said steering stem around said steering axis (axis C) is an intermediate axis (axis B), characterized in that a velocity joint is provided at the intersection of said steering axis and said intermediate axis. In at least one embodiment, said steering mechanism is defined in terms of three axes, such that an axis around which said steering grip is angularly displaced is a handlebar axis (axis A), an axis around which said steering stem (30) is angularly displaced is a steering axis (axis C), and an axis around which is responsible for the transfer of movement from said steering grip (32) around said handlebar axis (axis A) to said steering stem (30) around said steering axis (axis C) being an intermediate axis (axis B), characterized in that an angle between said handlebar axis and said steering axis is greater than 0 degrees. In at least one embodiment, said steering mechanism is defined in terms of three axes, such that an axis around which said steering grip is angularly displaced is a handlebar axis (axis A), an axis around which said steering stem is angularly displaced is a steering axis (axis C), and an axis responsible for the transfer of movement from said steering grip around said handlebar axis (axis A) to said steering stem around said steering axis (axis C) is an intermediate axis (axis B), characterized in that said handlebar axis and said steering axis are parallel to each other. In at least one unclaimed embodiment, said steering mechanism is defined in terms of three axes, such that an axis around which said steering grip is angularly displaced is a handlebar axis (axis A), an axis around which said steering stem is angularly displaced is a steering axis (axis C), and an axis around which the transfer of motion from said steering grip around said handlebar axis (axis A) to said steering stem around said steering axis (axis C) is an intermediate axis (axis B), characterized in that said steering axis and said intermediate axis are concentric and parallel to said handlebar axis. In at least one embodiment, said steering mechanism is defined in terms of three axes, such that an axis around which said steering grip moves angularly is a handlebar axis (axis A), an axis around which said steering stem moves angularly is a steering axis (axis C), and an axis responsible for transferring the movement from said steering grip around said handlebar axis (axis A) to said steering stem around said steering axis (axis C) is an intermediate axis (axis B), characterized in that said steering axis and said intermediate axis are concentric and form an angle greater than 0 degrees with respect to said handlebar axis. In at least one unclaimed embodiment, said steering grip is connected and concentric with a first V-link, said first V-link being connected to a second V-link via at least one link. In at least one unclaimed embodiment, said steering grip is connected and concentric with a first V-link, said first V-link being connected to a second V-link via at least one steering rod link, characterized in that said steering rod link is a link selected from either a solid link or a flexible link. According to the invention, said steering grip is connected and concentric with a first V-link, said first V-link is connected to a second V-link through at least one link, characterized in that said second V-link is concentric with said intermediate axis (axis B) for translation of movement, said second V-link is aligned with said intermediate axis (axis B), and said second V-link is aligned with a steering column rod, located above said steering stem, and angularly displaceable about an intermediate axis (axis B). In at least one unclaimed embodiment, said steering handle is connected and concentric with a first V-link, said first V-link being connected to a second V-link via at least one link, characterized in that a steering column rod operatively located at the top of said steering stem, said steering column rod being connected to a triple stem via a velocity joint for transmitting angular displacement motion from said steering handle to a front wheel or a set of front wheels. In at least one embodiment, the angular displacement of said steering grip is made variable by means of a rod linkage mechanism, the angular displacement is made variable by means of different radii of angular displacement according to a first V-link and a second V-link. In at least one embodiment, the angular displacement of said steering grip is made variable by means of a rod linkage mechanism, the angular displacement being made variable by means of different radii of angular displacement according to a first V-link and a second V-link, wherein, a first distance defined by a first point defined by a point around which said steering grip is angularly displaced and a second point defined by a locus of points equidistant from said first point, said second point being equal to a point of said first V-link where it connects to at least one link of the steering rod extending into said steering stem; a second distance defined by a third point defined by a point around which said steering column rod moves angularly and a fourth point defined by a locus of points equidistant from said third point, said fourth point being equal to a point of said second V-link where it connects to at least one link of the steering rod extending into said steering grip, characterized in that, for a 1:1 angular displacement translation from said handlebar axis (axis A) to said intermediate axis (axis B), said first distance being equal to said second distance. In at least one unclaimed embodiment, the angular displacement of said steering grip is made variable by means of a rod linkage mechanism, the angular displacement being made variable by means of different radii of angular displacement according to a first V-link and a second V-link, where, a first distance defined by a first point defined by a point around which said steering grip moves angularly and a second point defined by a locus of points equidistant from said first point, said second point being equal to a point of said first V-link where it connects to at least one link of the steering rod extending into said steering stem; a second distance defined by a third point defined by a point around which said steering column rod moves angularly and a fourth point defined by a locus of points equidistant from said third point, said fourth point being equal to a point of said second V-link where it connects to at least one link of the steering rod extending into said steering grip, characterized therein, for the translation of the oversteer angular displacement from said handlebar axis (axis A) to said intermediate axis (axis B), said first distance being greater than said second distance. In at least one unclaimed embodiment, the angular displacement of said steering grip is made variable by means of a rod linkage mechanism, the angular displacement being made variable by means of different radii of angular displacement according to a first V-link and a second V-link, where, a first distance defined by a first point defined by a point around which said steering grip moves angularly and a second point defined by a geometric locus of points equidistant from said first point, said second point being equal to a point of said first V-link where it connects to at least one link of the steering rod extending into said steering stem; a second distance defined by a third point defined by a point around which said steering column rod is angularly displaced and a fourth point defined by a locus of points equidistant from said third point, said fourth point being equal to a point of said second V-link where it connects to at least one link of the steering rod extending into said steering grip, characterized therein, for the translation of the angular displacement of understeer from said handlebar axis (axis A) to said intermediate axis (axis B), said first distance being less than said second distance. In at least one unclaimed embodiment, the angular displacement of said steering grip is made variable by means of a rack and pinion articulation mechanism; the angular displacement is made variable by means of gears of different sizes, a first gear on said handlebar shaft (shaft A), a second gear on said intermediate shaft (shaft B), said first gear being connected to said second gear by means of a rack that slides to transfer the angular displacement from said handlebar shaft (shaft A) to said intermediate shaft (shaft B). In at least one unclaimed embodiment, the angular displacement of said steering grip is made variable by means of a rack and pinion mechanism, the angular displacement being made variable by means of different gear sizes, a first gear on said handlebar shaft (shaft A), a second gear on said intermediate shaft (shaft B), said first gear connected to said second gear by means of a rack gear that slides to transfer the angular displacement from said handlebar shaft (shaft A) to said intermediate shaft (shaft B), characterized in that, for a 1:1 angular displacement translation from said handlebar axis (axis A) to said intermediate axis (axis B), the diameter of said first gear being equal to the diameter of said second gear. In at least one unclaimed embodiment, the angular displacement of said steering grip is made variable by means of a rack and pinion mechanism, the angular displacement being made variable by means of different gear sizes, a first gear on said handlebar shaft (shaft A), a second gear on said intermediate shaft (shaft B), said first gear connected to said second gear by means of a rack gear that slides to transfer the angular displacement from said handlebar shaft (shaft A) to said intermediate shaft (shaft B), characterized in that, for the translation of the oversteer angular displacement from said handlebar axis (axis A) to said intermediate axis (axis B), the diameter of said first gear being greater than the diameter of said second gear. In at least one unclaimed embodiment, the angular displacement of said steering grip is made variable by means of a rack and pinion mechanism, the angular displacement being made variable by means of different gear sizes, a first gear on said handlebar shaft (shaft A), a second gear on said intermediate shaft (shaft B), said first gear connected to said second gear by means of a rack gear that slides to transfer the angular displacement from said handlebar shaft (shaft A) to said intermediate shaft (shaft B), characterized in that, for the translation of the angular displacement of understeer from said handlebar axis (axis A) to said intermediate axis (axis B), the diameter of said first gear being smaller than the diameter of said second gear. BRIEF DESCRIPTION OF THE ATTACHED FIGURES: The invention will now be described in relation to the accompanying figures, in which: Figure 1 illustrates a side view of the cargo vehicle with the driver; Figure 2 illustrates a motion translation mechanism for a two- or three-wheeled vehicle, where motion around axis A is translated into motion around axis C; Figure 3 illustrates one modality of the complete mechanism of this cargo transport vehicle; Figure 4 illustrates a perspective view of the steering mechanism of this cargo vehicle; Figure 5 illustrates another configuration of the complete mechanism of this cargo transport vehicle; Figure 6 illustrates another configuration of the complete mechanism of this cargo transport vehicle; Figure 7 illustrates a steering column of this cargo vehicle with a speed joint; Figure 8 illustrates a translation mechanism for the movement of this cargo vehicle; Figure 9 illustrates the steering mechanism of this cargo vehicle for a three-wheeled vehicle; and Figure 10 illustrates a remote steering mechanism of this cargo vehicle. DETAILED DESCRIPTION OF THE ATTACHED FIGURES: According to this invention, a steering mechanism is provided for a vehicle. Figure 1 shows a side view of the cargo vehicle with the driver. This vehicle is designed to provide a solution for last-mile delivery, currently handled by conventional scooters or motorcycles that are neither functionally nor ergonomically designed for this purpose. Specifically designed for cargo transport, this vehicle allows users to comfortably move items such as groceries, children, food deliveries, warehouse supplies, and more. At the same time, thanks to its simple, cargo-focused design, the vehicle offers greater utility for local transportation needs at a significantly lower cost and with less maintenance than conventional bicycles, tricycles, and scooters. In at least one embodiment, this vehicle is defined in terms of at least one cargo chassis (10) and at least one driver and passenger support chassis (20). The limitations of the prior art are addressed by the geometries of the cargo chassis and the driver and passenger support chassis. A desired objective of this invention is to provide a structure in which the cargo chassis (10) and the driver and passenger support chassis (20) cooperate to maintain the vehicle's center of gravity, especially after adding the load (along with the battery) and the driver, relatively lower (closer to the ground) and substantially over or very near the centerline of the vehicle's wheelbase (between 10a and 12a). In at least one embodiment, the cargo chassis (10) comprises a structure that essentially supports the cargo within it. This cargo chassis is operatively located further forward and lower than the driver and passenger support chassis. The cargo chassis comprises at least one side support element (i.e., a front and a rear support element), along with an upper and a lower support element, to form a contoured space that houses the cargo. In one embodiment, any of these support elements, individually or in combination, may house battery packs connected to the vehicle's propulsion system. The cargo chassis is typically connected to a front wheel (10a) or a set of front wheels. The front wheel is located on a front axle connected to a steering mechanism. In another configuration, the cargo chassis is designed so that the front half is relatively heavier and the rear half is relatively lighter to achieve mass centralization. In this case, when a driver sits in the driver and passenger support chassis, the entire vehicle is in a balanced configuration. In at least one embodiment, the driver and passenger support chassis (20) comprises a structure that essentially supports the driver on said structure. This driver and passenger support chassis is operatively located rearward of the cargo chassis. The driver and passenger support chassis comprises at least one side support element (i.e., a front and a rear support element), along with an operative upper support element and an operative lower support element, to form a contoured structure that supports the driver on its upper support element. In one embodiment, any of these support elements, individually or in combination, may house battery packs connected to the vehicle's propulsion system. The driver and passenger support chassis is typically connected to a rear wheel (12a) or a set of rear wheels.The rear wheel is located on a rear axle. The upper support element of the driver and passenger support frame is positioned at a height such that the driver's center of gravity, when seated, is operatively higher than the load's center of gravity. In one embodiment, the rear side support element of the cargo chassis and the front side support element of the driver and passenger support chassis are a single identical piece. In at least one embodiment of the steering mechanism of this vehicle and invention, a steering rod (30) is mounted on the operative front portion of the cargo chassis. The steering rod (30) is angularly displaced by a drive from a steering column rod (36) to angularly displace the connected front wheel. A steering column may surround the steering rod (30). The axis of the steering mechanism is coplanar with the axis of the front suspension. The steering rod (30) is separated from the steering grip and the axis around which the grip is located to allow for offset steering. The cargo chassis comprises a pivot for the swing arm and at least one mounting point for the suspension mounts. The handlebar axis can be parallel to the steering column axis or form an angle with it. The distance along the X-axis between the handlebar axis (axis A) and axis C can also be adjusted by the user according to their desired comfort level. This provides a user-adjustable steering function. In at least one embodiment, the steering grip (32) of this vehicle is longitudinally separated from the steering axis. Preferably, the steering mechanism is a linkage mechanism, a rack and pinion mechanism, a bevel gear mechanism, or a helical gear mechanism. This steering mechanism is operatively located on the chassis of the cargo box (10). The damping effect on the steering mechanism can be achieved by means of mechanical, pneumatic, magnetic, or hydraulic vibration dampers. In at least one embodiment, the steering mechanism is either a steer-by-wire or power-assisted steering mechanism. In at least one embodiment, the steering mechanism comprises sensors and motors, where the sensors are located on the handlebar axle (axle A). The rotation of the steering grip about its axis is controlled by sensors, which read the degrees of rotation of the movement and / or the force applied to the handlebar by the rider. A motor is located in communication with the front wheel of this vehicle, either directly driving the steering or through the use of gears. A controller monitors the rider's actions and transmits them to the motor to turn the vehicle's steering. Any movement of the handlebar is registered and reproduced at the front wheel(s) by this steering mechanism. Figure 2 illustrates a motion translation mechanism for a two- or three-wheeled vehicle, where motion about axis A is translated into motion about axis C; since the steering grip (32) is separate from the steering stem (30). For the purposes of this invention and specification, axis A is defined as a handlebar axis (A-axis) around which the steering grip rotates. Axis B is defined as an intermediate axis responsible for transferring the motion, and axis C is defined as a steering axis. In at least one embodiment, a velocity joint (34) is positioned at the intersection of axes B and C. In one embodiment, the angle between axis A and axis C is greater than 0 degrees. In another embodiment, axis A and axis C are parallel to each other. In yet another embodiment, axis A and axis B are parallel to each other but form an angle with axis C. In yet another embodiment, axis C and axis B are parallel to each other (not shown). In yet another embodiment, axis C and axis B are concentric and parallel to axis A (not shown). In yet another embodiment, axis C and axis B are concentric and form an angle greater than 0 degrees with axis A. In yet another embodiment, axis B is not required, and only axis A and axis C are connected to the mechanism. In one embodiment, if shafts B and C are concentric, the need for a speed joint can be eliminated. In one embodiment, shafts A, B, and C are connected by the mechanism described below. Any rotational input (angular displacement) to shaft A is transmitted to shaft C via shaft B by this mechanism. The numerical reference 31 refers to the front suspension. The numerical reference 33 refers to the triple tree. In at least one embodiment, the steering column rod (36) is concentric with the B shaft. Figure 3 illustrates one embodiment of the complete mechanism of this invention. The handlebar shaft (shaft A) is concentric to a first V-link (35). This first link (35) is connected to a second V-link (37) by at least one steering rod link (38a, 38b). This link may be rigid, flexible, or similar. The second V-link is concentric to shaft B for motion transmission. This second link is also aligned with the steering column rod (36), defined by shaft B. The steering column rod (36), defined by shaft B, is connected to the triple rod (33) by a velocity joint (34), which is used for transmitting the rotary motion (angular displacement) of the steering grip (32) to a front wheel (10a) or a set of front wheels. The translational motion is used to maneuver the vehicle. In at least one embodiment, the second V-link (37) is aligned with the intermediate shaft (shaft B), and the second V-link (37) is aligned with the steering column rod (36), located above the steering stem (30), and angularly displaceable around the intermediate shaft (shaft B). Figure 4 illustrates a perspective view of the steering mechanism of this invention with a part of the vehicle chassis and with a front wheel of this vehicle. Figure 5 illustrates another embodiment of the complete mechanism of this invention, where the angular displacement of the steering handle (32) is made variable by means of a first defined mechanism (500) which is a rod linkage mechanism. In the modality, as illustrated in Figure 5, a first distance (D1) defined by a first point defined by a point around which said steering grip (32) is angularly displaced and a second point defined by a geometric locus of points equidistant from said first point, said second point being equal to a point of said first V-link (35) where it connects to at least one link of the steering rod (38a, 38b) extending into said steering stem (30). In the modality, as illustrated in Figure 5, a second distance (D2) defined by a third point defined by a point around which said steering column rod (36) is angularly displaced and a fourth point defined by a locus of points equidistant from said third point, said fourth point being equal to a point of said second V-link (37) connecting said steering rod (36) where it connects to at least one steering rod link (38a, 38b) extending into said steering grip (32). In at least one modality of this first defined mechanism, the angular motion is made variable by means of different radii (D1, D2) of angular displacement by V-link (35, 37). - For a 1:1 angular displacement translation from axis A to axis B, D1 = D2. - For the translation of the oversteer angular displacement from axis A to axis B, D1>D2. - For the translation of the understeer angular displacement from axis A to axis B, D1 <D2Y. Similarly, for any angular translation relationship between axis A and axis B, D1 and D2 can be varied to obtain the desired result. Angular displacement translation can be achieved by at least one link connecting the first link in V (35) to the second link in V (37). Figure 6 illustrates another embodiment of the complete mechanism of this invention, where the angular displacement of the steering handle (32) is made variable by means of a second defined mechanism (600) which is a rack and pinion linkage mechanism (600). In at least one embodiment of this second defined mechanism, the angular displacement is made variable by the use of gears of different sizes on axes A and B. The gears (62, 64) are connected by a rack (66) that slides to transfer the angular motion from axis A to axis B. - For a 1:1 angular displacement translation from axis A to axis B, the diameter of gear 1 is equal to the diameter of gear 2. - For the translation of the oversteer angular displacement from axis A to axis B, the diameter of gear 1 is greater than the diameter of gear 2. - To achieve an understeer angular displacement translation from axis A to axis B, the diameter of gear 1 is smaller than that of gear 2. This angular displacement translation can be achieved by using at least one rack connecting gear 1 to gear 2. Figure 7 illustrates a steering stem of this invention with the speed joint (34). The speed joint (34) could be of the following type: Hobson joint, universal joint, Tracta joints, Rzeppa joints, Weiss joints, Bendix-Weiss joints, Tripod joints, Double Cardan joint, Thompson coupling, Malpezzi joints or any similar speed joint known in the art. In another embodiment, the speed joint (34) is replaced by a bevel gear or worm gear or any other contemporary gear arrangement to have a variable gear ratio. The numerical reference 71 refers to a collar on the steering stem. Figure 8 illustrates a translational motion mechanism of this invention. A motion translation mechanism for the two front wheels is shown, where motion about axis A is translated into motion about axis C. Axes A, B, and C are connected by a mechanism described below. Any rotational input (angular displacement) to axis A is translated to axis C via axis B, using this mechanism. Any rotational input (angular displacement) to axis C is translated to axis A via axis B, using this mechanism. The steering grip axis A (32) is concentric to a first V-link (35). The first V-link (35) is connected to the second V-link (37) by at least one steering rod link (38a, 38b). This link may be a solid link, a flexible cable, or the like. The second V-link (37) is concentric to axis B for motion translation.The second V-link (37) is also aligned with the B-axis of the steering column rod (36). The steering column rod (36) of the B-axis is connected to a triple linkage via a velocity joint, which is used to transmit rotary motion (angular displacement) from the steering grip (32) to the front wheel(s). This motion is used to steer the vehicle. Figure 9 illustrates the steering mechanism of this invention for a three-wheeled vehicle. The two front wheels (10a, 10a') have independent suspensions (15) on each wheel, allowing the vehicle to lean when turning or cornering. Furthermore, the two front wheels are independent to enable driving on different types of surfaces. Figure 10 illustrates a remote steering mechanism of this invention. In another modality, a remote steering mechanism for two- or three-wheeled vehicles is described. An angle sensor (91) is located on axis A and measures the angular input at the steering handle (32) along axis A. The output of a motor is aligned with or connected to axis B or axis C, either directly or via a gear mechanism. A first motor (92) or a second motor (94) receives a command from a control unit (95) based on the angular and / or force input received from the angle sensor (91) mounted on the steering handle (32). The TECHNICAL ADVANCE of this invention lies in providing a steering mechanism that facilitates maneuverability, without the need for a learning period, in vehicles where the steering handle is separate from the steering axis of the vehicle wheel. Although this detailed description has revealed certain specific modalities for illustrative purposes, various modifications will be evident to those skilled in the art, which do not constitute deviations from the scope of the invention as defined in the following claims, and it should be clearly understood that the foregoing description should be interpreted merely as illustrative of the invention and not as a limitation.

Claims

1. A steering mechanism for a vehicle, said vehicle comprising a cargo chassis (10), communicably coupled to a front wheel (10a) or a set of front wheels, said front wheel(s) being located on a front axle; and a driver and passenger support chassis (20), communicably coupled to a rear wheel (12a) or a set of rear wheels, said rear wheel(s) being located on a rear axle; wherein said cargo chassis (10) is operatively located forward and operatively downward with respect to said driver and passenger support chassis (20); said mechanism comprising: a steering mechanism comprising a steering rod (30), a steering column rod (36) and a steering handle (32), said steering rod (30) being mounted on an operative front portion of said cargo bay chassis (10),said steering grip (32) is operatively mounted on the top of said cargo chassis (10); said steering column rod (36) is operatively mounted to said steering stem (30) at its upper end, said steering stem (30) being separated from said steering grip (32) to permit off-center steering; said steering mechanism is defined in terms of three axes, such that an axis about which said steering grip (32) moves angularly being a handlebar axis (axis A), an axis about which said steering stem (30) moves angularly being a steering axis (axis C), and an axis responsible for transferring the movement from said steering grip (32) about said handlebar axis (axis A) to said steering stem (30) about said steering axis (axis C) being an intermediate axis (axis B), where said steering axis (axis C),said intermediate axis (axis B) and said handlebar axis (axis A) are substantially coplanar and any angular displacement input about said handlebar axis is transmitted to said steering axis through said intermediate axis using said steering mechanism; said handlebar axis (axis A) is an axis about which said steering grip is angularly displaceable, said intermediate axis (axis B) is an axis about which said steering column rod is angularly displaceable, and said steering axis (axis C) is an axis about which said steering stem is angularly displaceable, said steering axis (axis C) defines a tilt angle for said vehicle; and said steering axis (axis C) is separated from the handlebar axis (axis A) to permit off-center steering, said intermediate axis (axis B) is separated from the handlebar axis (axis A) to permit off-center steering,and said steering axis (axis C) intersects with said intermediate axis (axis B); said handlebar axis and said steering axis are separated by a distance, said distance being adjustable by the user according to the desired level of comfort, thus providing user-adjustable steering; characterized in that, a rod linkage mechanism (500) comprises: a first V-link (35) connected and concentric with said steering grip, said first V-link (35) being aligned with said steering grip (32), located below said steering grip (32) and angularly displaceable about said handlebar axis (axis A), a second V-link (37) connected and concentric to a steering column rod (36) along said intermediate axis (axis B) for the transfer of rotary motion (angular displacement) from the steering grip (32) to a front wheel (10a) or a set of front wheels,The second V-link is aligned with the steering column rod (36) located on the steering stem (30) and is angularly displaceable about the intermediate axis (axis B), and a steering rod link (38a, 38b) is connected to the first V-link (35) and the second V-link (37).

2. The steering mechanism for a vehicle according to claim 1, wherein the steering axis about which the steering stem (30) is located and about which it is angularly displaceable is longitudinally spaced from the handlebar axis about which the steering grip (32) is located and about which it is angularly displaceable.

3. The steering mechanism for a vehicle according to claim 1, comprising,Furthermore: a translation mechanism configured to translate the angular displacement about the handlebar axis into an angular displacement about the steering axis, wherein said translation mechanism is a bevel gear mechanism or a helical gear mechanism.

4. The steering mechanism for a vehicle according to claim 1, wherein said steering mechanism is a steering-by-wire mechanism,comprising sensors and a motor where said sensors are located on the steering grip shaft and are configured to detect the force and / or angular displacement of said steering grip (32) about the handlebar axis (axis A), and said motor is configured to angularly displace the steering stem (30) (axis C) in response to and in correlation with said detected force and / or angular displacement of said steering grip (32).

5. The steering mechanism for a vehicle according to claim 1, wherein said steering mechanism is defined in terms of three axes, such that one axis about which said steering grip (32) is angularly displaced is the handlebar axis (axis A), one axis about which said steering stem (30) is angularly displaced is the steering axis (axis C),and an axis responsible for transferring the motion from around said steering grip (32) around said handlebar axis (axis A) to said steering stem (30) around said steering axis (axis C), the intermediate axis being (axis B), wherein said steering axis and said intermediate axis intersect each other and a velocity joint (34) is provided at said intersection.

6. The steering mechanism for a vehicle according to claim 1, wherein said steering mechanism is defined in terms of three axes, such that an axis around which said steering grip (32) is angularly displaced is the handlebar axis (axis A), an axis around which said steering stem (30) is angularly displaced is the steering axis (axis C),and an axis responsible for transferring the movement from said steering grip (32) around said handlebar axis (axis A) to said steering stem (30) around the steering axis (axis C), the intermediate axis being (axis B), said handlebar axis and said steering axis comprising an angle between them, and said angle being greater than 0 degrees.

7. The steering mechanism for a vehicle according to claim 1, wherein said steering mechanism is defined in terms of three axes, such that an axis around which said steering grip (32) is angularly displaced is the handlebar axis (axis A), an axis around which said steering stem (30) is angularly displaced is the steering axis (axis C),and an axis responsible for transferring the movement from said steering grip (32) around the handlebar axis (axis A) to said steering stem (30) around the steering axis (axis C), the intermediate axis being (axis B), said handlebar axis and said steering axis being parallel to each other.

8. The steering mechanism for a vehicle according to claim 1, wherein said steering mechanism is defined in terms of three axes, such that an axis around which said steering grip (32) is angularly displaced is the handlebar axis (axis A), an axis around which said steering stem (30) is angularly displaced is the steering axis (axis C), and an axis responsible for transferring the movement from said steering grip (32) around the handlebar axis (axis A) to said steering stem (30) around the steering axis (axis C), the intermediate axis being (axis B).said steering axis and said intermediate axis being concentric and parallel to the handlebar axis, or are concentric and form an angle greater than 0 degrees with respect to the handlebar axis.

9. The steering mechanism for a vehicle according to claim 1, wherein said steering grip (32) defines the angular displacement and said angular displacement is made variable by means of the linkage mechanism (500), the angular displacement being made variable by means of different radii of angular displacement according to the first V-link (35) and the second V-link (37).

10. The steering mechanism for a vehicle according to claim 1, wherein the angular displacement of said steering grip (32) is made variable by means of the linkage mechanism (500), the angular displacement being made variable by means of different radii (D1,D2) of angular displacement according to the first V-link (35) and the second V-link (37), wherein, a first distance (D1) defined by a first point defined by a point about which said steering grip (32) is angularly displaced and a second point defined by a locus of points equidistant from said first point, said second point being equal to a point on said first V-link (35) where it connects to at least the steering rod link (38a, 38b) extending into said steering stem (30); a second distance (D2) defined by a third point defined by a point about which said steering column rod (36) is angularly displaced and a fourth point defined by a locus of points equidistant from said third point, said fourth point being equal to a point on said second V-link (37) where it connects to at least the steering rod link (38a,38b) extending towards said steering handle (32), wherein, for a 1:1 angular displacement translation from said handlebar axis (axis-A) to said intermediate axis (axis-B), said first distance (D1) being equal to said second distance (D2).

11. The steering mechanism for a vehicle according to claim 1, wherein the angular displacement of said steering handle (32) is made variable by means of the linkage mechanism (500), the angular displacement being made variable by means of different radii (D1, D2) of angular displacement according to the first V-link (35) and the second V-link (37), wherein, a first distance (D1) defined by a first point defined by a point around which said steering handle (32) is angularly displaced and a second point defined by a locus of points equidistant from said first point,said second point being equal to a point on said first V-link (35) where it connects at least to the steering rod link (38a, 38b) extending into said steering stem (30); a second distance (D2) defined by a third point defined by a point around which said steering column rod (36) is angularly displaced and a fourth point defined by a locus of points equidistant from said third point, said fourth point being equal to a point on said second V-link (37) where it connects at least to the steering rod link (38a, 38b) extending into said steering grip (32), wherein, for the transfer of the oversteer angular displacement from said handlebar axis (axis A) to said intermediate axis (axis B), said first distance (D1) being greater than said second distance (D2).

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