Multitrack Curve Tilting Vehicle And Method For Tilting A Vehicle.


Updated about 2 years ago

Abstract

The invention relates to a curve-tilting vehicle, e.g. a three-wheeled vehicle (30), comprising means for laterally tilting (4) at least one section (5) of the vehicle by a tilting axis (6) that runs substantially parallel to the longitudinal axis (3) of the vehicle such that the center of gravity of the vehicle can be displaced perpendicular to the direction of travel when driving, especially in curves or on a sloped or uneven ground. The inventive vehicle comprises at least one vehicle seat (8a) that is disposed in the tilting section (5) of the vehicle and is allocated to the driver who steers the vehicle. The vehicle further comprises means (9a) for detecting a lateral force of the seat, which the body of the driver applies at least to one zone of the vehicle seat (8a) in a lateral direction (10a) extending perpendicular to the direction of travel. In one embodiment, the lateral force of the seat is detected using a pivotable spring-centered vehicle seat (8a). The detecting means (9a) are effectively connected to the lateral tilting means (4) in such a way that lateral tilting occurs in accordance with the detected lateral force of the seat while the tilting speed is a function at least of the lateral force of the seat and the vehicle speed, the tilting speed increasing as the lateral force of the seat rises at a factor that decreases as the speed of the vehicle goes up. The invention further relates to a method for tilting such a vehicle.

Information

Application ID 2180/KOLNP/2006
Invention Field MECHANICAL ENGINEERING
Date of Application 2006-08-02
Publication Number 20/2007

Applicants

Name Address Country Nationality
GEISER FRIEDRICH Im Hag 12 A-6714 Nuziders Austria Austria Austria

Inventors

Name Address Country Nationality
GEISER FRIEDRICH Im Hag 12 A-6714 Nuziders Austria Austria Austria

Specification

Multitrack curve-tilting vehicle and method for tilting a vehicle
The invention relates to a curve-tilting vehicle having means for laterally tilting at least one
section of the vehicle about a tilting axis running essentially parallel to the vehicle's longi-
tudinal axis, to the effect that while traveling, for instance in a bend or on sloping or un-
even ground, the center of gravity of the vehicle can be displaced in a direction perpen-
dicular to the direction of travel. The vehicle comprises at least one vehicle seat disposed
on the tiltable section of the vehicle and intended for a driver steering the vehicle. The
vehicle in general may be any multitrack motor or muscle-powered vehicle such as a road
vehicle with wheels, a snowmobile with runners, or a watercraft with foils, having at least
three points of support on a ground formed, e.g., by a roadway, snow, ice, or water. The
invention further relates to a method for tilting such a vehicle.
Multitrack curve-tilting vehicles which owing to their chassis geometry have driving pro-
perties similar to those of a single-track vehicle are known in different variants from the
prior art. Amongst others, such vehicles have been described in FR 2,550,507, FR
2,616,405, DE 01,063,473, DE 02,707,562, DE 03,546,073, DE 195,13,649, and WO
97/27,071, and are fitted, for instance, with two wheels arranged symmetrically to the
vehicle's longitudinal axis, side by side and with a mutual distance, to both sides of the
center of gravity, and with a third wheel in the central track in the longitudinal axis, be-
tween the two wheels but offset relative to these wheels in or against the direction of
travel, with either the two lateral wheels or the central wheel being directionally steerable.
The wheel suspensions of the two lateral wheels are coupled with each other and mounted
so as to be able to move essentially in the direction of the vehicle's vertical axis, in such a
way that a movement of one of the wheel suspensions in one direction, say, upward, will
lead to an opposite movement of the other wheel suspension in the other direction, say,
downward. In this way a free tilting of the vehicle about the tilting axis that runs essen-
tially parallel to the vehicle's longitudinal axis can be realized. The reverse coupling can
be realized, for instance, mechanically with a steering parallelogram, a balance suspension,
or cable lines, hydraulically with two hydraulic cylinders interconnected hydraulically, or
electrically with electric motors. It is possible as an alternative to replace the central wheel

with two other lateral wheels mobile and coupled in reverse in the direction of the ve-
hicle's vertical axis, which also leads to free tiltability of the vehicle. The lateral wheels
that are mounted in parallelogram fashion act as a fictitious single central wheel. In the
versions described, pendulum motions and inclinations can be realized largely free of any
resistance, and inclining the wheels in parallelogram fashion relative to the ground con-
tributes by gyro-type precession to stabilizing the vehicle in a way similar to a motorcycle
or bicycle, hence the driver is provided with a road feeling largely equal to that of the well-
known motorcycle feeling. This state of free tiltability of the vehicle will be described in
what follows, therefore, as "two-wheel mode". For the purposes of preventing undesired
inclination and tipping over of the vehicle at low speeds or at rest, part of the curve-tilting
vehicles known from the prior art have devices restricting or blocking the free mobility of
the lateral wheel suspensions at low speeds, and where applicable enabling an active
righting or tilting of the vehicle. It is possible then to secure a stabilization of the vehicle at
rest by blocking of the free mobility of the lateral wheel suspensions without necessitating
an intervention of the driver's legs. This is an advantage more particularly in the case of
heavy vehicles which at rest could only be stabilized with a larger effort. In the following,
this stable state where a free tilting of the vehicle by countersteering or by a weight shift of
the driver is not possible will be designated as "three-wheel mode", regardless of whether
the vehicle is a tilting vehicle having three or more wheels or other elements of support. In
this pure "three-wheel mode", the vehicle can only be tilted actively by a tilting device, but
not by a weight shift of the driver or by a centrifugal force attacking directly at the tiltable
section, as for instance by the countersteering known from two-wheel vehicles.
It is also known from the prior art that is it advantageous to form a transition zone between
the pure two-wheel mode and the pure three-wheel mode. In this intermediate zone the free
tiltability is influenced by the partial action of generated tilting forces, and more particu-
larly by forces opposing tilting. In this way it is possible, for instance, by active generation
of a force opposing tilting to prevent the vehicle from tipping over when an overly strong
tilting is provoked by the driver shifting his weight or steering.
In practice, however, problems are associated exactly with this transition zone from the
two-wheel mode, that is, the state of free mobility of the two lateral wheel suspensions, to

the three-wheel mode, that is, the state in which a free lateral tilting is prevented by
blocking of the free mobility of the lateral wheel suspensions. Because, an automatic active
interference with the vehicle's free tiltability is perceived as unpleasant and strange by the
driver, and will provoke startled reactions of the driver, sometimes dangerous. While the
vehicle at higher speeds has the typical properties of a motorcycle, at low speed or at rest it
behaves like a multitrack carriage that cannot be tilted at all by the driver, or only by a
targeted but nonergonomic action of the driver.
In WO 95/34,459 a self-stabilising three-wheel vehicle having a power-assisted tilting ele-
ment for tilting one vehicle section about the vehicle's longitudinal axis is described. The
vehicle is self-balancing, and comprises a sensor associated with a directionally steerable
wheel and capturing the size and direction of the load that will have to be applied to the
directionally steerable wheel in order to produce and/or maintain a change of direction of
this wheel during a motion. To this end the sensor is connected with the tilting elements in
order to produce a tilting that depends on the sensor's pick-up. Thus, the tilting of the
vehicle essentially depends on the steering forces and angles.
In the US Patent No. 4,368,796 a device for controlling the tilt of a vehicle is described.
The change of tilt is accomplished via a pendulum operatively coupled with a tilt change
mechanism of the vehicle. In an embodiment said to be preferred, the seat squab of the
vehicle seat is pivotable, and fitted with a fork underneath that is able with a certain play to
influence the excursion of the pendulum. It is thus possible to deflect the pendulum even in
the absence of a centrifugal force or lateral tilt of the vehicle, by the driver strongly later-
ally shifting his body weight on the driver's seat. It is an essential disadvantage of this
system that independently of speed, between the tilt sensing system and the vehicle seat a
coupling exists that may lead to dangerous situations, particularly at high speeds where an
excessive active interference with the vehicle's tilt is undesirable. It is not possible to pro-
vide to the driver the typical driving behavior of a two-wheeled vehicle, since vehicle tilt is
achieved in an active way via the pendulum while the driver always is centrally poised on
the vehicle, and he may influence the tilting behavior of the vehicle via a displacement of
his center of gravity, only when judging that the angle of tilt of the vehicle is not suffi-
ciently large. Because, the tilting behavior of a two-wheeled vehicle is influenced in parti-

cular, on the one hand by the gyroscopic forces of the wheels that increase with increasing
vehicle speed, and on the other hand by weight shifts of the driver, and the stability of the
two-wheeled vehicle increases with increasing vehicle speed. In view of the fork's play
that must be provided, it is not at all possible to exercise a sensitive control of vehicle tilt
by weight shifts.
From WO 97/27,071, a vehicle is known that has two arms placed side by side and sup-
porting the vehicle above ground. The arms can be coupled by intervening elements so that
specific relative positions may be fixed, and in a particular embodiment adjusted actively
relative to each other, thus changing the vehicle's tilt. In normal operation called the two-
wheel mode, the vehicle described admits pendular motions almost without any resistance,
as well as inclined positions, the vehicle behaving as if traveling on a fictitious central rear
wheel. In this mode of operation, tilt is achieved essentially by weight shifts of the driver.
Two arms are pivoted at a frame of the vehicle. At their far ends, these arms are each
provided with one wheel. At the ends of the pivoting axes of the arms facing the center of
the vehicle, intervening elements are provided which are fixedly attached to the pivoting
axes of the arms, and twist in opposite directions during pendular motions. At the vehicle
frame's front end, a front wheel fork is connected with a front wheel and a handle bar. In
one embodiment, the two arms are connected with a balance which in its fulcrum is
pivoted at the vehicle's frame and which provokes the reverse movements of the arms. The
arms may be interconnected via spring-damped legs. In another embodiment, the reverse
movements of the arms are produced by circular cable lines. In addition, embodiments are
described in WO 97/27,071 where the reverse movements are made possible by a bevel
gearing or by a hydraulic compensation. The hydraulic compensation couples the arms that
can be adjusted by hydraulic cylinders, so that they will move in opposite directions, the
two hydraulic cylinders communicating via a connecting pipe that may include a pressur-
ized gas reservoir for the vehicle's suspension and a check valve for arresting the arms. In
addition, various devices for blocking or influencing the pendular motions are shown.
Another device for influencing the pendular motions that is described, allows the vehicle to
be righted vertically on the roadway via a pincerlike device that is contracted via Bowden
cables, so that two props positioned at the two intervening elements are forced into like
axial positions.

The document WO 97727,,071 further describes a three-wheeled vehicle in which the inter-
vening elements influencing the pendular motions are levers connected with the levers of a
central actuating unit via two tie rods. In one embodiment described, the vehicle includes
an arrangement for capturing the speed, a tilt or equilibrium sensor, and additional control
buttons to the left and right having a proportional effect for a manual tilt change by the
driver. These control buttons may be provided on a handle bar or within the range of the
driver's knees, for instance. All commands and response signals are processed in an elec-
trical or electronic control unit and from there forwarded to an actuating unit that is elec-
trical, for instance. With this particular design, specific positions of the arms can be at-
tained at will or by automated remote control, particularly so within a range of speeds up to
approximately 4 kmph. At these low speeds, self-stabilization of the vehicle that comes
about more partic ularly through the gyroscopic action of the wheels is still not sufficient
for a smooth straight forward motion of the vehicle. In the vehicle described, the reverse
mobility of the arms therefore is blocked at a predetermined minimum speed, of for in-
stance 4 kmph, and the vehicle righted into a vertical position from an inclined position
that might not be desired. This function relieves the need for the driver to put his feet to the
ground, inasmuch as in its normal position the vehicle is kept from tipping over by the
lateral wheels. A further improvement in driving properties is achieved according to WO
97/27,071 by a multiple-disk clutch used as a means of intervention between the two ends
of the axes of the arms that serve as the intervening elements. With the disk clutch en-
gaged, the reverse movements of the arms are blocked. This blocking action occurs when
the vehicle in its normal position falls short of a certain minimum speed. In a further devel-
opment of this vehicle, an additional tilt sensor in the shape of a pendulum measures a
possible lateral sloping of a roadway or a centrifugal force, so that at low speeds the ve-
hicle will always be brought into an upright position or a position that is appropriate for the
speed in a bend. Commands of a central actuating unit are translated by the multiple-disk
clutch, a mechanical load momentum cutout, and an electric motor with gears. When the
speed falls below a minimum of 4 kmph, there is an automatic changeover from free
mobility of the arms, that is, the "two-wheel mode", to an automatic equilibrium control
via the equilibrium sensor, so that the vehicle will remain vertical even on a roadway that
is sloping laterally. A tilting of the vehicle by weight shifts of the driver is not possible in

this mode, since the clutch is engaged and the arms cannot freely move relative to each
other. If in this automatic equilibrium control mode a bend is entered, the vehicle will
automatically tilt according to speed and radius of the bend, in response to the deflection of
the pendulum in the tilt sensor that is caused by the centrifugal force. For initiation of a
curve or rapid evasion manoeuvres in this mode, the driver may influence the vehicle's
inclination, more particularly in its tendency rather than forcibly, by actuating the left-hand
or right-hand control button at the handle bar or knees. The influence produced is pro-
portional to the pressure exerted on the particular control button, but is limited above by a
signal of the tilt sensor in order to prevent tipping over.
In the curve-tilting vehicles described above, essentially the entire vehicle is tiltable, while
from the prior art and more particularly from WO 98/24,681 or DE 3,226,361 A, curve-
tilting vehicles are known that have a twisting two-part part design with a tiltable front
part, with a steerable front wheel centrally disposed and with a vehicle seat, and a rear part
with two wheels that cannot be tilted. As such vehicles do not tilt in their entirety, and not
all wheels assume an inclined position during tilting, so that the gyro precession forces act
in different planes and the geometry is also quite different, the driver will experience the
driving behavior of a motorcycle to a degree only.
In the document DE 195,01,087 Al, a steerable light vehicle having a driver seat that can
be tilted laterally is described, where when driving through a bend the driver can shift his
body in the direction of the curve's center while leaning into the seat, or the driver's seat is
actively tilted in the direction of the curve's center. The driver's seat and the remainder of
the vehicle are operatively coupled in such a way that active or passive tilting of the
driver's seat may raise the driving comfort, in that either the driver himself may lean into
the bend on his own effort, or the driver's seat is tilted at least partially into the bend. In
the latter case, driving states producing the seat readjustment are captured by sensors.
The multitrack curve-tilting vehicles of the prior art described above have the common
problem that more particularly at low speeds, a balancing of the vehicle or a tilting as
desired by the driver is possible to a degree only, or is perceived as unpleasant or strange
by the driver. Some known solutions, it is true, are found to be satisfactory at higher

speeds, where the vehicle is in the two-wheel mode and free tiltability of the vehicle is
possible, so that the driver essentially is given the feeling of riding a two-wheeled vehicle.
When driven at low speeds or at rest, however, known multitrack curve-tilting vehicles are
found to be problematic. A use of the feet for stabilization of the vehicle is highly dubious
at times, since the mass of some of these vehicles is too large for their safe stabilization, or
their closed cabin will prohibit any use of the feet. Tipping over may give rise to important
injuries of the legs, arms, and head in particular. The danger of tipping over is in fact re-
duced by blocking of the free tiltability, that is, by a switching to the three-wheel mode that
occurs as a function of speed, and more particularly automatically so, but in this mode a
tilting of the vehicle can only be achieved by manipulating actuating elements, or via a
tilting sensor triggering an active tilting at low speeds on roadways that slope or bend. An
active tilting of the vehicle is perceived as unnatural and unpleasant by the driver, since
generically a tilting sensor may trigger the active tilting, only after it has captured an in-
clined position or centrifugal force. Tilting control via a tilting sensor is definitely pro-
blematic, primarily when driving an uneven road at low speeds not admitting free tiltability
of the vehicle, where the stabilizing gyroscopic forces of the wheels are too small and the
vehicle must be driven in the three-wheel mode. During a sudden tilt of the vehicle as, for
instance, when hitting a larger pothole with one of the lateral wheels only, the vehicle will
strongly tilt sideways at first. Only at that point this inclined position will be captured by
the tilt sensor, so that in a subsequent step the vehicle is actively tilted back into the
vertical position. Having passed the pothole, the vehicle being in a tilted state will once
more take on an inclined position, so once again the tilt must be adjusted actively via the
tilt sensor. It would be possible for the driver recognizing such a situation, for instance
prior to driving over an incline, to manually preadjust the tilt by himself, but this possi-
bility is found to be nonergonomic and hardly practical. Even a transition zone between
two and three-wheel mode where merely the tilt trend is influenced will resolve matters to
a degree only. A further problem arises when entering a bend at low speeds. From a two-
wheeled vehicle, the driver would have the habit of moving his weight to the side even
prior to the change in direction, or briefly steer into the opposite direction, so that the
vehicle leans into the bend to be entered, even prior to the real change of direction. The
bend is really taken on while the vehicle tilts, so that the vehicle tipping laterally into the
curve is intercepted by the centrifugal force. However, this familiar driving behavior of

motorcycles cannot be simulated with known multitrack curve-tilting vehicles at low
speeds. As some of these vehicles have a higher weight than motorcycles, they will admit a
stabilization or control of tilt by shift of weight of the driver on the vehicle following the
human sense of equilibrium, only in part at higher speeds, so that a feeling of driving a
motorcycle can be communicated in part, only at higher speeds.
With a driver taking up an eccentric position, where a free tilting by weight shift is not
possible at all, only an active tilting is possible. In the prior art, tangible tilting can only be
initiated by active manipulation of an actuating unit by the driver or as a reaction to a
centrifugal force or steering movement, so that it will not be possible to drive the vehicle
by weight shifts like riding a motorcycle.
Known multitrack curve-tilting vehicles meet considerable problems of acceptance by
drivers, since at higher speeds in the two-wheel mode they have completely different tilting
properties than at lower speeds in the three-wheel mode, inasmuch as the driver may
trigger a tilting by shifts of body weight only at higher speeds but not at low speeds.
An anticipating mode of driving providing for a sensitive adjustment of lateral tilt of the
vehicle even prior to entering a bend or sloping roadway is possible in an economically
acceptable way with multitrack curve-tilting vehicles of the prior art, neither by manual
intervention of the driver nor by automatic interventions.
It is a task of the invention, therefore, to provide a multitrack curve-tilting vehicle disting-
uished by a lateral tiltability that can be influenced intuitively by the driver and matches
his expectations, both at higher and at lower speeds, while offering good stability under all
driving conditions. It is another task of the invention to improve the generic multitrack
curve-tilting vehicles known from the prior art, and more particularly the three-wheeled
vehicles known from WO 97/27,071, with respect to their lateral tilting properties.
This task is accomplished by realising the characterizing features of the independent
claims. Features constituting an alternative or advantageous further development of the
invention are revealed in the dependent claims.

The invention is based on recognizing that even slightest equilibrium changes are captured
by the highly sensitive human sense of balance, and give rise to involuntary compensating
motions, and that centrifugal forces due to a lateral acceleration that act on the human body
of a driver operating a vehicle during a change of direction, a change in lateral inclination
of the vehicle, or even the mere intention of the driver to change the direction or inclina-
tion of the vehicle just prior to entering a bend, for instance, will lead to an intuitive active
movement of the human body by which the driver tends to displace the center of gravity of
his own body toward that side toward which the vehicle should tilt, in his judgment. This
effect can be seen for instance when driving a conventional multitrack passenger car. Even
before entering a bend and steering, the driver intuitively displaces the center of gravity of
his body in the direction of the bend by moving his trunk from an upright to a slighly
inclined position. In this way the upper part of the trunk exerts a force in the direction of
the bend, the lower part of the trunk exerts a force against the direction of the bend. During
a lateral tilt of the vehicle which he wants to counteract, the driver again will try to dis-
place the center of gravity of his body laterally in the direction toward which the vehicle is
supposed to tilt.
According to the invention, a lateral force is captured that is exerted by the body of the
driver of a laterally tiltable multitrack vehicle onto at least a vehicle-seat portion of a ve-
hicle seat disposed on a tiltable section of the vehicle, in a lateral direction perpendicular to
the direction of travel. This lateral sitting force is the result of intuitive active displacement
of the center of gravity of the driver's body by slight inclination of the trunk. Depending
on the point of capture, therefore, this lateral sitting force acts laterally in the direction of
the desired tilt in the region of the torso, and in the opposite lateral direction in the region
of the pelvis and seat squab. The lateral sitting force is captured by means of detection
operatively connected with the means for lateral tilting of the vehicle in such a way that the
lateral tilting occurs as a function of the captured lateral sitting force and that the speed of
tilting is a function, at least of the lateral sitting force and of the speed of the vehicle, the
tilting speed increasing with increasing lateral sitting force, but with a factor decreasing
with increasing vehicle speed. At high speeds, therefore, a lateral sitting force will give rise
to a smaller response, or to no response at all, of the means for active lateral tilting of the

vehicle while at low speeds the operative connection between the means of detection and
the means for lateral tilting is more sensitive. In this way the typical driving behavior of a
two-wheeled vehicle is simulated, which at high speeds because of the gyroscopic forces of
the wheels exhibits a much higher stability, and hence will react much more slowly to a
shift of weight of the driver, than at low speeds. The means for lateral tilting may be con-
stituted by actuators known from the prior art, and particularly so by hydraulic, electrically
driven, or pneumatic actuators. The tilt angle may be influenced by these actuators, either
in its trend, for instance by applying a countermomentum while, in the absence of a lateral
sitting force, the vehicle can be tilted essentially freely without any influence of the actu-
ators, or forcibly, where a free tilting of the vehicle is not possible and a change of lateral
tilt is solely a function of the lateral sitting force and of other variables that may have been
captured, such as the vehicle's speed, the steering angle, the inclination, or the centrifugal
force. An intermediate zone between these two modes is possible, of course, where the
influence of the actuators more particularly depends on speed and decreases with increa-
sing speed.
In one possible embodiment, the means for lateral tilting and the operative connection are
designed in such a way that in the absence of a lateral sitting force the vehicle can be tilted
essentially freely and uninfluenced by the actuators, and that a tilting by intervention of the
actuators will only occur when a lateral sitting force is operative. In this particular embodi-
ment, this intervention occurs in such a way that free tiltability of the vehicle in the direc-
tion in which the active tilting by the actuators takes place, is maintained to the extent that
an additional free tilting is still possible, but that a free tilting in a direction opposite to that
of active tilting is opposed by the actuators. This function is significant, for instance, out of
safety considerations, since during an active tilting in a particular direction that is triggered
by a lateral sitting force, when an additional external tilting force in the same direction
appears, such as when driving over a curbstone at the inside of the bend, the vehicle may
freely tilt even further to this side but will not tip over toward the outside of the bend.
The lateral sitting force acting in a direction perpendicular to the direction of travel, is
understood to also include a torque about an axis running essentially parallel to the ve-
hicle's longitudinal axis that is measured at the seat. It is possible, for instance, to not

directly determine the lateral sitting force but for instance capture pressures acting on the
seat squab or detect a tilting of the seat squab about an axis running essentially parallel to
the vehicle's longitudinal axis. This, too, is covered by the invention.
The invention generally refers to a multitrack curve-tilting vehicle having at least three
elements of support, constituted more particularly by wheels, runners, or foils, to at least
transmit a lateral guiding force between the vehicle and a ground, at least two of the at
least three supporting elements being laterally disposed on opposite sides of the vehicle's
longitudinal axis, and at least one of the at least three supporting elements being steerable
to control the vehicle's direction. The vehicle moreover comprises means for a lateral
tilting of at least one section of the vehicle about a tilting axis running essentially parallel
to the vehicle's longitudinal axis, so that the vehicle's center of gravity may be displaced in
a direction perpendicular to the direction of travel while driving, particularly so in a bend
or on sloping or uneven ground. Preferably, the invention comprises a three-wheeled ve-
hicle where the supporting elements are wheels and which has a curve-tiltable vehicle
frame, two of the three wheels being arranged side by side essentially symmetrically to the
vehicle's longitudinal axis, and the third wheel being in a centrally offset arrangement. In
one embodiment the vehicle is so designed and the lateral tilting by the means for lateral
tilting occurs in such a way that the wheels take up an inclined position corresponding to
the tilt, and the two wheels that are arranged side by side are perceived as a fictitious
central wheel, so that the vehicle may exhibit a driving behavior similar to that of a single-
track two-wheeled vehicle. The vehicle seat for a driver steering the vehicle is arranged on
the tiltable section of the vehicle.
In addition, the invention comprises a method for tilting a multitrack curve-tilting vehicle,
where in one step the lateral sitting force exerted by the body of the driver onto at least a
vehicle-seat portion of the vehicle seat in a direction perpendicular to the direction of travel
is captured via means of detection, and in a further step the speed of the vehicle is cap-
tured, these steps being free to occur in any sequence, and in a further step at least the
tiltable section of the vehicle is tilted to a side, this side being determined by the direction
of the lateral sitting force and the speed of tilting being a function, at least of the size of the
lateral sitting force that was captured, and of the speed that was captured, and the tilting

speed being raised with increasing lateral sitting force, but with a factor that decreases with
increasing speed of the vehicle.
The invention also comprises tilting vehicles where only one section is tiltable. The in-
vention further comprises vehicles where the driver's seat is eccentrically arranged. In this
case it is again possible according to the invention to simulate a driving behavior of the
vehicle that corresponds to that of a purely equilibrium-controlled single-track vehicle.
The method and device according to the invention will be described in the following in
more detail with the aid of specific embodiments schematically represented in the draw-
ings, in a purely exemplary fashion, while further advantages of the invention will also be
considered. In detail,
Figure 1 shows an embodiment of a multitrack curve-tilting vehicle according to the in-
vention in a lateral view,
Figure 2 shows an embodiment of a multitrack curve-tilting vehicle according to the in-
vention in a rear view,
Figure 3 shows a detailed view of a vehicle seat pivoting in a ball-and-socket joint, with
means of detection,
Figure 4 shows a detailed view of a vehicle seat having flexible lateral bulges, with
means of detection, and
Figure 5 shows a detailed view of a vehicle seat with a mobile seat squab, with means of
detection.
In Figures 1 and 2, one possible embodiment of the multitrack curve-tilting vehicle ac-
cording to the invention is schematically represented in a lateral and in a rear view, re-
spectively. The three-wheeled vehicle 30 represented comprises three supporting elements
1a, 1b, lc resting on a ground 2 and formed as a front wheel lc, a right-hand rear wheel 1b,
and a left-hand rear wheel la. The front wheel lc is steerable, and is centrally arranged in
the vehicle's longitudinal axis 3, while the two lateral wheels la and lb are mounted es-
sentially symmetrically relative to the vehicle's longitudinal axis 3. The three-wheeled ve-
hicle 30 has means 4 for laterally tilting the vehicle's frame 5 about a tilting axis 6 that

runs essentially parallel to the vehicle's longitudinal axis 3, so that while traveling, more
particularly in a bend or on sloping or uneven ground, the vehicle's center of gravity can
be displaced in a direction perpendicular to the direction 7 of travel. The lateral tilting
occurs in such a way by the means 4 for lateral tilting, and the three-wheeled vehicle 30 is
designed in such a way, that wheels 1a, 1b,1c take up an inclined position that corresponds
to the tilt, as shown in Figure 2. The two lateral wheels 1a, lb thus act as a fictitious central
wheel in the vehicle's longitudinal axis 3, so that the three-wheeled vehicle 30 essentially
has the driving behavior of a single-track two-wheeled vehicle. On the vehicle frame 5 a
vehicle seat 8a is arranged which is schematically represented in greater detail in Figure 3
and which via a ball-and-socket joint 12 is mounted pivotably about an axis 13 of rotation
of the vehicle seat that runs essentially parallel to the vehicle's longitudinal axis 3 and is
centered relative to the vehicle seat. It thus is possible to pivot the vehicle seat 8a about the
axis 13 of rotation of the vehicle seat in a lateral direction 10a perpendicular to the direc-
tion 7 of travel, within a range 1 la of movement of the vehicle seat. In Figure 3, the range
1 la of movement of the vehicle seat is illustrated by a vertical axis 20 of the vehicle seat in
its two limiting positions 20' and 20" at the boundaries of the range 1 la of movement of
the vehicle seat. For enhanced perspicuity, the range 11 a of movement is exaggerated in
Figures 2 and 3, since in practice it is meaningful to make the range of movement so small
that the driver will not notice the pivoting of the vehicle seat 8a. The vehicle seat 8a that is
shown with a full line in its central position, is shown with a broken line 8a' at one of the
limits of the range 1 la of movement of the vehicle seat. Elastic centering means formed as
centering springs 17 are provided in order to be able to elastically center the vehicle seat 8a
via a restoring force to a central initial position of the vertical axis 20 of the vehicle seat. It
thus is possible to determine a lateral sitting force exerted by the driver's body at least on
vehicle seat 8a in a lateral direction 10a perpendicular to the direction 7 of travel, via the
excursion of vehicle seat 8a from its initial position within the range 11a of movement of
the vehicle seat. To this end, means of detection designed as a position detector 9a are
mounted beneath the vehicle seat 8a in order to detect the position of vehicle seat 8a within
the range 1 la of movement of the vehicle seat. The position detector 9a is operatively con-
nected with the means 4 for lateral tilting in such a way that the lateral tilting will occur as
a function of the detected lateral sitting force, toward that side corresponding to the direc-
tion of the lateral sitting force. Figure 2 illustrates the process of tilting. The driver exerts a

lateral sitting force in a lateral direction 10a perpendicular to the direction 7 of travel by
leaning over with his torso, to the right in the example shown, so as to intuitively displace
the center of gravity of his body to the right, with the intention that the vehicle would tilt
toward the right-hand side. This process occurs for instance in advance of or during a right
bend or while driving on a slope falling off to the left. Reacting to the displacement of the
body's center of gravity, the vehicle seat 8a is tilting to the right while counteracted by the
centering springs 17. This is captured by the position detector 9a sending a signal via the
operative connection to the means 4 for lateral tilting, so that the vehicle frame 5 will tilt
with a speed that depends on the lateral sitting force, to that side 10a corresponding to the
direction of the lateral sitting force, and the vehicle takes on an inclined position 21 that is
measured between the vertical direction 19 and the vehicle's vertical axis 18. To tilt the
vehicle back again, the driver will displace his center of gravity to the left, so that the
three-wheeled vehicle 30 will regain a vertical position. The lateral sitting force is exerted
onto the vehicle seat 8a by the driver by actively laterally tilting his trunk while he may
lean against a footrest or against the handle bar, in order to initiate the displacement of his
body's center of gravity by laterally tilting his trunk. In a possible embodiment, the cen-
tering springs 17 have a variable initial spring bias that increases with increasing vehicle
speed, so that the restoring force, and thus the sensitivity of the operative connection pro-
duced by increasing restoring force, will decrease with increasing speed. It is thus possible
that the operative connection between the position detector 9a and the means 4 for lateral
tilting are developed in such a way that the speed of tilting is a function, at least of the
lateral sitting force and of the vehicle's speed, the tilting speed increasing with increasing
lateral sitting force, but with a factor decreasing with increasing vehicle speed. The same
can of course be realized as well, for instance, by electronic controls.
In the embodiment shown, the means 4 for lateral tilting are hydraulically controlled. The
operative connection (not shown) between the position detector 9a and the means 4 for
lateral tilting consists of a hydraulic connection. Here the position detector 9a may be
formed by a hydraulic unit, and more particularly by a hydraulic valve, for instance a 4/3
directional control valve controlling the means 4 for lateral tilting via the hydraulic con-
nection. In this case the hydraulic cylinders of the means 4 for lateral tilting are hydrau-
lically linked when the vehicle seat 8a is in its central position, so that a free tilting of the

vehicle is possible (two-wheel mode), while upon displacement of the 4/3 directional con-
trol valve, hydraulic fluid is actively pumped by a hydraulic pump (not shown) from one to
the other cylinder when the seat is inclined because of a lateral sitting force, so that the
vehicle will tilt. It can be realized through a check valve (not represented) that an additio-
nal free tilting in the direction of active tilting continues to be possible, while a free tilting
in the direction opposite to that of active tilting is blocked.
In an alternative version it is possible for the means 4 for lateral tilting to be electrically
controlled, and the operative connection between the means 9a of detection and the means
4 for lateral tilting formed as an electrical signal link (not represented). In this case the
position detector 9a will for instance consist of a piezoelectric sensor through which the
means 4 for lateral tilting can be controlled via the electrical signal link.
Figure 4 shows an alternative embodiment of a vehicle seat 8b having flexible lateral
bulges 15 with means 9b of detection consisting of position detectors. The vehicle seat 8b
mounted onto the tiltable vehicle frame 5 comprises a backrest 14 at the two flanks of
which two lateral bulges 15 are elaborated for providing lateral support for the driver's
torso. In a lateral direction 10b perpendicular to the direction 7 of travel, the lateral bulges
15 are mobile or flexible within a range lib of movement. This mobility can be achieved
more particularly by elastic supports for the lateral seat bulges 15 or by elastic cushioning.
In their width, the lateral seat bulges 15 can be adjusted so as to adapt to the individual
body size of a driver. A pressure is exerted on the particular lateral bulge 15 when the
driver attempts to intuitively displace the center of gravity of his body laterally in the in-
tended tilt direction in order to tilt the three-wheel vehicle 30 by laterally twisting his
trunk. This pressure, which corresponds to a lateral sitting force, causes at least one of the
two lateral seat bulges 15 to be deformed or moved, which in Figure 4 is represented by
broken lines of lateral seat bulges 15', this deformation or movement of the lateral seat
bulges 15 being captured by the position detectors 9b that have been placed, whereupon a
lateral tilting will occur as described above in the direction in which the particular lateral
seat bulge 15 has been pushed outwardly. Thus, the operative connection between the
position detectors 9b and the means 4 for lateral tilting is designed so that the three-
wheeled vehicle will be tilted toward the side corresponding to the direction of the lateral

sitting force. The position detectors 9b may consist for instance of known pressure switch-
es or of two pads having an integrated pressure sensor. In a special embodiment, a fluid
cushion is present in each of the two lateral bulges 15, the two fluid cushions being in
fluidic communication. A pressure difference detector or flow sensor detects any possible
difference in pressure between the two lateral seat bulges 15, and thus a lateral sitting force
exerted by the driver onto the vehicle seat. In a further special embodiment (not represen-
ted) of the invention, the means of detection, for instance in the form of two fluid cushions,
are located in the left-hand and right-hand halves of the seat squab of the vehicle seat.
Figure 5 shows a further alternative embodiment of a vehicle seat 8c with means 9c of
detection. The vehicle seat 8c comprises a seat squab 16 that is mobile in a lateral direction
10c perpendicular to the direction 7 of travel within a range lie of movement. The range
1 lc of movement is illustrated in Figure 5 in terms of the seat squab's vertical axis 22 and
its two extreme positions 22' and 22". This mobility is achieved, for instance, via a linear
roller bearing. In the driver's attempt to intuitively displace his body's center of gravity by
leaning with his trunk in the direction toward which the vehicle is supposed to tilt, a lateral
sitting force is exerted onto the seat squab 16 of vehicle seat 8c in a direction opposite to
the desired direction of tilting. An outward shift (shown by broken lines of seat squab 16'
in Figure 5) of the seat squab 16 that is elastically centered by centering springs (not
shown), is captured by means of detection constituted by a position detector 9c, triggering
via the operative connection between the position detector 9c and the means 4 for lateral
tilting a lateral tilting toward the side opposite to the direction of the lateral sitting force. In
contrast to the embodiments shown in Figures 3 and 4, the tilting thus occurs in the direc-
tion opposite to that of the lateral sitting force. In a further embodiment, the backrest of the
vehicle seat 8c is omitted altogether, so that a saddle with seat squab 16 constitutes the
entire vehicle seat 8c.
Other embodiments for the detection of a lateral sitting force or of a displacement of the
body's center of gravity can of course be realized, for instance in the seat squab or in the
backrest. The invention is not restricted to the embodiments represented schematically, and
purely in an exemplary fashion, and it is not restricted in particular to a three-wheeled ve-

hide with a single front wheel and two independent rear wheels but generally comprises
curve-tilting carriages of any build.

I Claim:
1. Multitrack curve-tilting vehicle having at least three supporting elements (1a,
1b, 1c), more particularly wheels or runners or foils, for at least the purposes of
transmitting a lateral guiding force between the vehicle and a ground (2),
wherein
• at least two (1a, 1b) of the at least three supporting elements are laterally
disposed on opposite sides of the vehicle's longitudinal axis (3) and
• at least one (1c) of the at least three supporting elements can be steered for
directional control of the vehicle,
with
• means (4) for laterally tilting at least one section (5) of the vehicle about a
tilting axis (6) running essentially parallel to the vehicle's longitudinal axis (3), so
that while driving, more particularly in a bend or on sloping or uneven ground,
the center of gravity of the vehicle can be displaced in a direction perpendicular
to the direction (7) of travel, and
• at least one vehicle seat (8a, 8b, 8c) disposed on the tiltable section (5) of the
vehicle, for a driver steering the vehicle,
characterized in that

• means (9a, 9b, 9c) of detection are provided for capturing a lateral sitting force
exerted by the driver's body onto at least one vehicle-seat portion of the vehicle
seat (8a, 8b, 8c) in a lateral direction (10a, 10b, 10c) perpendicular to the direc-
tion (7) of travel,
• the means (9a, 9b, 9c) of detection are in operative connection with the means
(4) for lateral tilting, in such a way that
o the lateral tilting occurs as a function of the detected lateral sitting force and
o the tilting speed is a function, at least of the lateral sitting force and the speed
of the vehicle, the tilting speed increasing with increasing lateral sitting force,
with a factor that decreases with increasing vehicle speed.
2. Multitrack curve-tilting vehicle as claimed in claim 1,
wherein
• the supporting elements are formed as wheels (1a, 1b, 1c), and the vehicle is
formed as a three-wheeled vehicle (30) with a curve-tiltable vehicle frame (5),
wherein two (1a, 1b) of the three wheels are arranged side by side essentially
symmetrically relative to the vehicle's longitudinal axis (3), and the third wheel
(1c) is arranged essentially in the vehicle's longitudinal axis (3) but centrally off-
set, and

• the lateral tilting by the means (4) for lateral tilting occurs in such a way, and
the vehicle is designed in such a way that the wheels (1a, 1b, 1c) assume an
inclined position corresponding to the tilt, and the two wheels (1a, 1b) positioned
side by side act like a fictitious single central wheel essentially in the vehicle's
longitudinal axis (3).
3. Multitrack curve-tilting vehicle as claimed in claim 1 or claim 2,
wherein
• at least the vehicle-seat portion of the vehicle seat (8a, 8b, 8c) is mobile in a
lateral direction (10a, 10b, 10c) perpendicular to the direction (7) of travel within
the range (11a, 11b, 11c) of movement of the vehicle seat, and
• the means (9a, 9b, 9c) of detection are so designed that they capture quantita-
tively or qualitatively the lateral sitting force by a direct or indirect measurement
of force or distance at least at the vehicle-seat portion of the vehicle seat (8a,
8b,8c).
4. Multitrack curve-tilting vehicle as claimed in claim 3,
wherein

• the vehicle seat (8a) or the vehicle seat portion is mounted in such a way via a
ball-and-socket joint with an axis of rotation (13) of the vehicle seat running
essentially parallel to the vehicle's longitudinal axis (3) and centered relative to
the vehicle seat that the vehicle seat (8a) is pivotable about the axis of rotation
(13) of the vehicle seat into the lateral direction (10a) perpendicular to the direc-
tion (7) of travel within the range (11a) of movement of the vehicle seat.
5. Multitrack curve-tilting vehicle as claimed in claim 3,
wherein
• the vehicle seat (8b) has a backrest (14) with lateral bulges (15) for lateral
support of the driver's torso and
• the lateral bulges (15) form the vehicle seat portion that is mobile in the lateral
diction (10b) perpendicular to the direction (7) of travel within the range (lib)
of movement of the vehicle seat.
6. Multitrack curve-tilting vehicle as claimed in claim 3, wherein
• the vehicle seat (8c) comprises a seat squab (16) or is designed as a seat
squab (16) and

• the seat squab (16) forms the vehicle seat portion that is mobile in the lateral
direction (10c) perpendicular to the direction (7) of travel within the range (11c)
of movement of the vehicle seat.
7. Multitrack curve-tilting vehicle as claimed in claim 4 or 5, wherein
the operative connection between the means (9a, 9b) of detection and the
means (4) for lateral tilting are formed in such a way that the tateral tilting
occurs toward the side that corresponds to the direction of the lateral sitting
force.
8. Multitrack curve-tilting vehicle as claimed in claim 6,
wherein the operative connection between the means (9c) of detection and the
means (4) for lateral tilting are formed in such a way that the lateral tilting
occurs toward the side opposite to the direction of the lateral sitting force.
9. Multitrack curve-tilting vehicle as claimed in one of claims 3 to 8,
wherein
• elastic centering means (17) are provided which center at least the vehicle
seat portion that is mobile in the lateral direction (10a, 10b, 10c) perpendicular
to the direction (7) of travel within the range (11a, 11b, 11c) of movement of

the vehicle seat portion, through a restoring force to a central initial position, so
that from the position of at least the vehicle-seat portion of the vehicle seat (8a,
8b, 8c) within the range (11a, 11b, 11c) of movement of the vehicle seat the
lateral sitting force can be determined, and
• the means of detection are formed as at least one position detector (9a, 9b,
9c) capturing the position of at least the vehicle seat portion of the vehicle seat
within the range of movement of the vehicle seat, so that the lateral sitting force
can be captured.
10. Multitrack curve-tilting vehicle as claimed in claim 9,
wherein
the elastic centering means are formed as centering springs (17) having a
variable initial spring bias that increases with increasing vehicle speed, and thus
an increasing restoring force.
11. Multitrack curve-tilting vehicle as claimed in one of claims 1 to 10,
wherein
• the means (4) for lateral tilting can be controlled hydraulically,
and
• the operative connection between the means (9a, 9b, 9c) of detection and the
means (4) for lateral tilting are formed as a hydraulic connection and

• the means (9a, 9b, 9c) of detection are formed as hydraulic means of
detection, and more particularly as a hydraulic valve, for instance a 4/3
directional control valve, through which the means (4) for lateral tilting can be
controlled via the hydraulic connection.
12. Multitrack curve-tilting vehicle of one as claimed in claims 1 to 10,
wherein
• the means (4) for lateral tilting can be controlled electrically,
and
• the operative connection between the means (9a, 9b, 9c) of detection and the
means (4) for lateral tilting are formed as an electrical signal link and
• the means (9a, 9b, 9c) of detection are formed as electrical means of
detection, and more particularly as a piezoelectric sensor, through which the
means (4) for lateral tilting can be controlled via the electrical signal link.
13. Method for tilting a multitrack curve-tilting vehicle with
• means (4) for lateral tilting of at least one section (5) of the vehicle about a
tilting axis (6) that runs essentially parallel to the vehicle's longitudinal axis (3),
so that during travel, more particularly in a bend or on sloping or uneven ground,

the vehicle's center of gravity can be shifted in a direction perpendicular to the
direction (7) of travel,
• at least one vehicle seat (8a, 8b, 8c) disposed on the tiltable section (5) of the
vehicle, for a driver steering the vehicle, and
• means (9a, 9b, 9c) of detection for capturing a lateral sitting force exerted by
the driver's body onto at least one vehicle-seat portion of the vehicle seat (8a,
8b, 8c) in a lateral direction (10a, 10b, 10c) perpendicular to the direction (7) of
travel, including the repeating steps of
• capturing the lateral sitting force with the means (9a, 9b, 9c) of detection,
• capturing the speed of the vehicle, and
• tilting at least the section (5) of the vehicle toward one side, wherein
o the side is determined by the direction of the lateral sitting force and
o the tilting speed is a function, at least of the size of the captured lateral sitting
force and the captured velocity, and the tilting speed increases with increasing
lateral sitting force, with a factor that decreases with increasing vehicle speed.
14. Method as claimed in claim 13, wherein
the tilting occurs toward the side corresponding to the direction of the lateral
sitting force.

15. Method as claimed in claim 13, wherein
the tilting occurs toward the side opposite to the direction of the lateral sitting
force.

ABSTRACT

TITLE: MULTITRACK CURVE-TILTING VEHICLE AND METHOD FOR TILTING A
VEHICLE
The invention relates to a multitrack curve-tilting vehicle having at least three
supporting elements (1a, 1b, 1c), more particularly wheels or runners or foils, for
at least the purposes of transmitting a lateral guiding force between the vehicle
and a ground (2), wherein at least two (1a, 1b) of the at least three supporting
elements are laterally disposed on opposite sides of the vehicle's longitudinal axis
(3) and at least one (1c) of the at least three supporting elements can be
steered for directional control of the vehicle, with means (4) for laterally tilting
at least one section (5) of the vehicle about a tilting axis (6) running essentially
parallel to the vehicle's longitudinal axis (3), so that while driving, more
particularly in a bend or on sloping or uneven ground, the center of gravity of
the vehicle can be displaced in a direction perpendicular to the direction (7) of
travel, and at least one vehicle seat (8a, 8b, 8c) disposed on the tiltable section
(5) of the vehicle, for a driver steering the vehicle. Means (9a, 9b, 9c) of
detection are provided for capturing a lateral sitting force exerted by the driver's
body onto at least one vehicle-seat portion of the vehicle seat (8a, 8b, 8c) in a
lateral direction (10a, 10b, 10c) perpendicular to the direction (7) of travel, the
means (9a, 9b, 9c) of detection are in operative connection with the means (4)
for lateral tilting, in such a way that the lateral tilting occurs as a function of the
detected lateral sitting force and the tilting speed is a function, at least of the
lateral sitting force and the speed of the vehicle, the tilting speed increasing with
increasing lateral sitting force, with a factor that decreases with increasing
vehicle speed.

Documents

Name Date
abstract-02180-kolnp-2006.jpg 2011-10-07
2180-KOLNP-2006-CORRESPONDENCE 1.1.pdf 2011-10-07
02180-kolnp-2006-others document.pdf 2011-10-07
02180-kolnp-2006-priority document-1.1.pdf 2011-10-07
02180-kolnp-2006-priority document.pdf 2011-10-07
02180-kolnp-2006-form-5.pdf 2011-10-07
02180-kolnp-2006-form-3.pdf 2011-10-07
02180-kolnp-2006-international search authority report.pdf 2011-10-07
02180-kolnp-2006-international publication.pdf 2011-10-07
02180-kolnp-2006-international search authority report-1.1.pdf 2011-10-07
02180-kolnp-2006-form-26.pdf 2011-10-07
02180-kolnp-2006-form-2.pdf 2011-10-07
02180-kolnp-2006-form-18.pdf 2011-10-07
02180-kolnp-2006-correspondence-1.2.pdf 2011-10-07
02180-kolnp-2006-drawings.pdf 2011-10-07
02180-kolnp-2006-form-1.pdf 2011-10-07
02180-kolnp-2006-correspondence others.pdf 2011-10-07
02180-kolnp-2006-abstract-1.1.pdf 2011-10-07
02180-kolnp-2006-claims.pdf 2011-10-07
02180-kolnp-2006-claims-1.1.pdf 2011-10-07
2180-KOLNP-2006-(09-02-2012)-PETITION UNDER RULE 137.pdf 2012-02-09
02180-kolnp-2006-abstract.pdf 2011-10-07
2180-KOLNP-2006-(09-02-2012)-FORM-5.pdf 2012-02-09
02180-kolnp-2006-correspondence others-1.1.pdf 2011-10-07
2180-KOLNP-2006-(09-02-2012)-FORM-3.pdf 2012-02-09
2180-KOLNP-2006-(09-02-2012)-FORM-2.pdf 2012-02-09
02180-kolnp-2006-description(complete).pdf 2011-10-07
2180-KOLNP-2006-(09-02-2012)-OTHERS.pdf 2012-02-09
2180-KOLNP-2006-(09-02-2012)-EXAMINATION REPORT REPLY RECEIVED.pdf 2012-02-09
2180-KOLNP-2006-(09-02-2012)-DRAWINGS.pdf 2012-02-09
2180-KOLNP-2006-(09-02-2012)-FORM-1.pdf 2012-02-09
2180-KOLNP-2006-(09-02-2012)-ABSTRACT.pdf 2012-02-09
2180-KOLNP-2006-(09-02-2012)-AMANDED CLAIMS.pdf 2012-02-09
2180-KOLNP-2006-REPLY TO EXAMINATION REPORT.pdf 2012-08-30
2180-KOLNP-2006-GRANTED-FORM 2.pdf 2012-08-30
2180-KOLNP-2006-OTHERS.pdf 2012-08-30
2180-KOLNP-2006-GRANTED-LETTER PATENT.pdf 2012-08-30
2180-KOLNP-2006-(09-02-2012)-CORRESPONDENCE.pdf 2012-02-09
2180-KOLNP-2006-GRANTED-SPECIFICATION.pdf 2012-08-30
2180-KOLNP-2006-GRANTED-DRAWINGS.pdf 2012-08-30
2180-KOLNP-2006-GRANTED-FORM 1.pdf 2012-08-30
2180-KOLNP-2006-GRANTED-ABSTRACT.pdf 2012-08-30
2180-KOLNP-2006-FORM 5.pdf 2012-08-30
2180-KOLNP-2006-GRANTED-DESCRIPTION (COMPLETE).pdf 2012-08-30
2180-KOLNP-2006-FORM 26.pdf 2012-08-30
2180-KOLNP-2006-FORM 3.pdf 2012-08-30
2180-KOLNP-2006-GRANTED-CLAIMS.pdf 2012-08-30
2180-KOLNP-2006-(26-03-2015)-FORM-27.pdf 2015-03-26
2180-KOLNP-2006-FORM 18.pdf 2012-08-30
2180-KOLNP-2006-EXAMINATION REPORT.pdf 2012-08-30
2180-KOLNP-2006-(19-01-2016)-FORM-27.pdf 2016-01-19
2180-KOLNP-2006_EXAMREPORT.pdf 2016-06-30
Form 27 [11-03-2017(online)].pdf 2017-03-11
2180-KOLNP-2006-FORM-18.pdf 2016-11-02
2180-KOLNP-2006-CORRESPONDENCE 1.2.pdf 2012-08-30

Orders

Applicant Section Controller Decision Date URL