Recitation of Prior Art

Ct e^s '-3vs attempted rα achieve more stability for a tricycle Q- t none -.ave succeeded to the a*' ent of the present iriv Tic""-. Re ^v e e--cε is made to the following patents:

'_'. 3. Pster. ΛIC. 4,193,072 Hopl n= 4/15/30

J. 5. Patent -Jc. 2,^31,51-. Ha glvist, et al -5 21/76 J. 3. -=a ent No. 3,^-43,558 IcM lIen 2/29/72

... 3_ Patent ^k _α. 4,27'- ^*; \429 '--αq!-* ins, at al 7/21/SI

" ^" JQ—is o ^* -'-gse -"s e-^ences ac ieves il ⁿ g cf ^e f-^cn jl-sel 3r relative t.^mr cf the *r nt ω~asl and raa ^Λ -sels eri-a ced _y lateral buc- hi 'i through cody con o as by t ^~ e structure of the present invention. ^"rι -s i ven io _,ιll r.αwaver, be * *"ther appreciated by -rs-t'≡rs-ce ÷c r ^_ e -el lowing detailed desc ^r iption and drawings.

^■ ajjings and etailed Desc ip ion

- g. 1 is an upper pers ective view cf a t*"icyc. ^■ . ^■ "cafes wit" tna inven io ?

2 is a top iew o the tricycle of Fig 1 ;

^" ig. 3 is a side view of the tricycle of Figs. 1 and

1 TRI-SUPPORTED VEHICLE

Field of Invention

This invention relates to vehicles generally classifi¬ ed in the broad category of tricycles and similar tri—supported vehicles, and more particularly to a tricycle having improved stability and maneuverabili y.

Background of Invention

As compared to bicycles, tricycles are generally considered easier and safer to ride but only at slow speeds. In a typical tricycle design, a unified frame is supported on three— heels. The tricycle remains in a rigid upright position regardless of whether it is going straight or turning. The weight of a rider is substantially centered above the tricycle and while making turn, the tricycle will tip over if the attempted turn gen¬ erates any substantial centrifugal force.

A bicycle can maneuver through a turn at _# far greater speed because of the rider's ability to "lean" into the turn. The wheels are tipped and the centrifugal force is at least partially directed through the angled wheel hub to the contact area of the tire and roadway. The centrifugal force is thus directed toward urging a sliding of the tire on the roadway rather than lateral tipping and some of that force is directed downward to further enhance the gripping action of the tire to the roadway and thus resist slipping.

Brief Description of th

The present invention is directed to the achievement of a maneuvering capability for a tricycle that is similar to that of a bicycle. The preferred embodiment of the present invention generally provides a dual frame structure whereby the

Fig 4 is a rear view of the tricycle of Figs. 1,2. ard 3;

Fig. 5 is a view similar to Fig. 2 but showing the tricycle in a turning condition and with parts removed for i 1lu tr tions purposes;

Fig. a is a cross sectional view as taken on view lines 6-6 of Fig. 2;

Fig 7 is a cross sectional view as tai-en on ✓lew lines 7—7 cf Fig. 3; ard

Fig. 3 is a view cf the tilted position of the front body member as i^ t_s»-en on view lines S—S of Fig. _.

9e*srrmg to the drawing *ιgures_ the tricycle 10 of the present m^e~ ιor is comprised α* a unified " be;!., Tiemoa 12 ^d a unified *rαnt body member 14. ^τ s rear boc -amber 12 includes a *rame having an inve ⁿ ted U =->33s bar 16. a ends of the bar 16 βr≡ co ⁿ nected to rρρc= ts rs s o* an a*;Ia 13 on which r wheels 2 a e rc ^t^ l-, 3_D Q5" 5α :r spaced relationship and adapted for ^r a el movsπ ^* en ^■ _ on the g αuns. A fcrwardly r _j ected bar 22 ^■••• r.-- the 3;;1= 13, a an upwardly p o _j ected bar 24 ^cm ba 22- along jjith the U sn ped bar 16 7.31- e tp a "igid L shaper frame. A fi-**st pivotal connection 26 s provided at the o w r end of bar 22, and a second oivotal connection 23 I≡ provided on the uoper end of bat* 24 in a position -*ear a"dl_; sr.d upwardly relative to the *ιrst pivotal ccnrecticr ?-

The front body member 14 includes sπ a;-'Is 30 support¬ ing a front wheel 32. A rigid ^o l* shaped suppo t bar straddles the front wheel 32, and supports the a ls 30 c- each side of the wheel 32. The support hsr 34 pro =ct= forwardly of tne wheel, and supported at the outer end thereof ^; oαt pedal mechanism 36 (of generally convent crsl

design). The foot pedal mechanism is interconnected through a drive chain 33 to the axle 30 of the wheel 32. It will be understood that one way circular peddling of the foot peddle mechanism 36 will drive the front wheel 32 forwardly. A brake mechanism 40 (also of generally conventional design) is engaged by reverse peddling motion to stop the forward movement of the tricycle.

The support bar 34 projects rearwardly of the wheel 32 and is telescαpingly interconnected to an L shaped section having a lower leg 42 and an upper leg 43. It will be appre¬ ciated that, whereas support bar 34 can be adjusted forwardly and rearwardly relative to this L shaped section (to adjust to the rider's body and leg length) these sections of the front body member are interlocked during the riding operation of the tricycle. Figs. 3, 6 and 7 illustrate the telescoping rela¬ tionship of the front section of support bar 34 and the L shaped section which s.τre secured together as by engagement of the bolt and nut arrangement 59.

A seat 44 and back rest 46 a.rs fastened with conven¬ tional brackets and bolts (57 and 53) to the legs 42 and 43 respectively. The forui-ard end of leg 42 is connected by pivotal connection 26 to bar 22 of the rear body member, and the upper end of leg 43 is connected by pivotal connection 23 to the bars 24 and 16 of the rear body member.

Fig. 7 in particular illustrates the pivotal connec¬ tion 26 which includes a boss 4S depending from leg 42. The boss 48 is provided with bolt hole 53 through which a headed bolt 52 projects. Bolt 52 passes through a compressable spacer 54 and through holes in bar 22, A nut 56 thrsadably engaging the projected end of bolt 52 secures lag 42 of the front body member to bar 22 of the rear body member. This permits pivotal movement of the seat about the axis of the bolt, with limited side to side movement also permitted by the cαmpressability of spacer 54 (see the dash line position of the bolt 52 in Fig. 7).

The pivotal connection 28 is structured similar to that of pivotal connection 26 (permitting both pivotal and swinging action of the connections). Both connections 26 and 23 thus function in a manner similar to a universal joint to permit limited pivoting of the interconnected parts. Such pivoting defines an axis 70 which is angled at about 35 degrees to -5 degrees from the horizontal plane and intersects the ground ⁽ or which the three wheels a.r^ supported) at a point --"earwa-d of the front wheel and between the front and ^aar wheels. Whe sss this pivotal intersection with the ground rearward of the point of contact between the ground and the front wheel can vary, it is considered important for obtaining opposite rear wheel turning (to be described herea e , that this distance is at least 5 cm. and no less than about 5% o* the distance, f-*ont to rear, between the ont and rear wheels. A ;ista ^~ _e of 25 cm. or more is believed excessive for conventional trip_.de sices e.g. 100 to 115 cm. ^£ ront tp back between the ^ o^t and rear wheels. Also, whereas a 35 to ^5 degrees angle for axis 70 is preferred, the benefits will be -"easily nαtad -j.itl.i- a "*ange of 30 to 70 degrees.

A handlebar 60 is secured to bar 22 c* the rear body member as by welding, and includes a left i ^* ar__i 3'i & an a rigπ hand grip 64.

*~O -—s* ⁴ --ion

The rider—operator of the novel tricycle described above, first adjusts the foot pedal .T.echanis 36 tc is pody Isig.h by adjusting the telescoping interconnection between the n section of bar 34 (carrying the wheel and peddle and L shaped section 42, 43 (carrying the seat and bap!-- ^Λ a=t'', Upon adjustment, these sections securely locked together s s by engagement of the nut ana oolt arrangement B ^* - ⁵ .

The rider then seats himself in the seat 44, leans bap'--: against the back rest 46. and positions his feet on the peddles

of the foot peddle mechanism 36. The front wheel 32 is aligned with the center of seat 44 and is located between the rider's legs. (A fender 66 is mounted to the bar 34 behind the front wheel 34 with a connecting strap 68 to protect the rider from the wheel 32. ) The hand grips 62 and 64 are conveniently located at the rider's side near the riders hips. It will be appreciated that the entire support for the rider is carried on the front body member 14 with the exception of the handlebar 60 and hand grips 62 and 64 which are rigidly connected to the rear body member 12.

It will be further understood that the weight of the rider is supported between the front and rear wheels with most of the weight supported by the seat 44 located at a level about at the height of axles 13 and 30 of the wheels. Furthermore, the rider's weight is primarily supported on the seat at a position that is below and behind the center line or axis 70 that interconnects pivotal connections 26 and 28 (as best seen in Fiq. 6 _:-

The rider can pivot the seat and back rest around the angled axis 70 in the swinging motion, relative to the rear body member, which is supported on the spaced apart rsa-y wheels 20. In that the seat and ack rest are rigidly connect¬ ed t the front body member, which member also rigidly carries the front wheel, the contact of the front wheel on the ground, in combination with the pivoting movement of the seat and back rest about axis 70, controls the handling of the tricycle as will now be explained.

The rider will normally center his weight on the seat and back rest and sit in an upright position. The wheel 32 is accordingly also positioned in an upright position aligned between the rssr wheels. Peddling by the rider drives the tricycle in a generally straight path down the roadway. When the rider wants to turn the tricycle, he accomplishes turning by simply leaning into the direction of the desired turn. For example, leaning to the right with the upper body creates an

imbalance of the rider's weight relative to center line 70. Gravity alone will cause the seat and back rest to compensate by swinging outwardly to the left. However, such swinging action may preferably be enhanced by the rider pulling the seat over toward handlebar 62 as will be later explained.

The reaction of the front and rear body members to the repositioning of the seat and back rest is best illustrated in Fig. 5. However, also refer to Figs. 6 and 3 and note that, relative to the rear body member, the entire front body member pivots about the axis 70. Fig. S is a view taken of the front body member as if taken along view lines S-S which is in line with the axis 70.

Because of the angle of the axis 70 about which the wheel 30 is πi oted, wheel 30 is tilted both rearwardly and to the side relative to its contact on the ground as illus¬ trated in the top view of Fig. 5. This achieves the dual effect of leaning the wheel into the direction of turn ⁽ with the resultant effect previously described for bicycle turning), and additionally physically turns the wheel into the desired di ection.

A secondary effect is also realised by the pivoting of the -front bcdy member relati ε to the rear body member about axis 70. With the wheel 32 being positioned forward of the a.' is 70 i.e. with the axis intersecting the ground 71 (Fig. 6) at a position sa ^ard of the contact between the f ont wheel and ground at 73, the pivoting of the front body member about axis 70 urges a sideward shifting of the position of the wheel 32 relative to the center line 72 of the rsar body .-nambe-". That is, the wheel 32 is urged to shift upwardly from center line 72 for a rignt turn as seen in the top view of Fig. 5. Whereas the front wheel is engaging the ground, a physical shifting of the front wheel is resisted. This resistance causes the rear body member to pivot opposite to that of the turned direction of the front wheel. Note that center line 72 is shifted downwardly to position 72a in Fig. 5. This phenα-

enon is referred to as lateral buckling of the rear member relative to the front member. This buckling will be further noted in Fig. 5 wherein the rear wheel directional lines are shown before pivoting at 74 and following pivoting at 76, and also by noting the position of axis 70 (as it pierces pivot 26), prior to turning at 70C, and after turning at 70 (70L being the opposite position of the axis occurring for a left turn of the vehicle). This secondary effect is believed to contribute to the tricycles ability to make relatively sharp turns with a minimal turning of wheel 32.

Reference is now made to Fig. 4 wherein the mounting for the rear wheels is illustrated. Eoth wheels are canted inwardly -at about an angle of 25 to 30 degrees from the vertical. This is generally mated to the degree of tilting achieved by the front wheel whe making a full turn. Whereas the canted rear wheels will urge turning of the tricycle, when running in a straight line the turning- forces are balanced and the tricycle smoothly follows a straight path. In a turning situation such as illustrated in Fig. 5, the centri¬ fugal force shifts the weight of the rider nd the vehicle to the outside wheel. The canted outside rear wheel then is coordinated with the tilted front wheel to achieve the tabil¬ izing effect heretofore achieved only with bicycles.

The coordinating effect of the outside rear wheel and tilted front wheel makes the tricycle highly maneuverable nd the rider can easily and safely negotiate turns right and left at significantly higher speeds than heretofore considered safe for tricycles, Whereas turning of the tricycle is solely effected by the pivoting of the front body member relative to the rear body member, the handle bars -60 and hand grips 62 and 64 do not function to turn the front wheel in the conventional sense, but aid the rider in shifting his seat to effect pivoting. Thus, as desired, the r i der may assist the gravity effect of weight distribution by simply pulling the seat toward the appropriate hand grip (which it will be recalled is rigidly mounted to the rear body member) to thereby

effect the pivoting of the front body member about axis 70=

Whereas the above described and illustrated embodiment is believed to be the best mode of the invention, it will be appreciated that many modifications are possible without departing from the concept of the invention. For example, the pivotal connections can be moved forward or bacl- , and up or down, to effect a change in the reaction of the front body member to a side-tα-side shifting of the seat, AIBQ, the location of the pivotal axis 70 relative to the front wheel (i.e. within a range of 5 cm, to 25 cm. rearward of point 73) will alter the turning action but the desired res-.lt will still oe realized. Still further, the invention may be Bpplied to a sled having a front runner and two rear runners ^• .or other stserable support members) replacing the tricycle's wheels. Accordingly, these and other modifications are considered ro be encompassed within the scope αf the invention as Pεterminsc by the definitions of the claims appended hereto.