TITLE OF THE INVENTION
[001] THREE WHEELER ANTI-TOPPLING VEHICLE
Invention relates to the three wheeled tilting vehicle in which a three wheeled vehicle whose body and or wheels tilt in the direction of the turn. The tilting mechanism is a new concept which will make the frame of vehicle to tilt while taking turn thus making it possible to take sharp turn at higher speed and hence increase the stability of three wheeler vehicle. The vehicle comes under delta type, the delta type vehicle has two wheels at rear and one wheel at the front and the vehicle is front wheel steered. The tilting mechanism is based on gears system.
BACKGROUND OF INVENTION
[002] Three wheeled vehicles provide the minimum number of wheels required for a stable
vehicle at rest in motion. Two wheeled vehicles can be designed to provide stability during
motion, but not at rest- at least, not unattended. While a potentially lighter structure can be
designed using three wheels rather than four, cornering of a three wheel vehicle has
numerous disadvantages over a four wheel vehicle, chiefly under steer, depending upon
whether the third wheel is in the front or rear of the vehicle.
[003] It is not absolutely required to provide leaning for a three wheel vehicle. A vehicle
with a low centre of gravity will perform adequately in many cases, regardless of the location
of the third wheel. Leaning, however, will usually increase the turning capability of any
vehicle, and adds a motorcycle like feel to the ride, which may be preferable for enhanced
ride enjoyment.
[004] Most leaning devices for three wheel vehicles involve mechanical leaning. They are
explained below:
Carver produces a three wheel tilting vehicle that has active mechanical tilting via a torque
actuator driven by a multi-stage manifold that provides hydraulic leaning responsibility to
speed as well as turning inputs from the steering wheel.
Another leaning device is found on the Mercedes benz life jet concept, which uses
mechanical tilting control managed by a computer and multiple sensors that detect road speed
, lateral movement and suspension status to tilt the vehicle via front the two front wheels up
to thirty degrees. While excellent performance can be held with this system, it is technically
complicated, expensive and with many different parts that could fail.
[006] The idea of all these vehicles is to produce the excitement, enhanced of performance,
and comfort of leaning as one find in a two wheel motorcycle, and incorporate this into a
three wheel vehicle. The present aims to provide these same abilities in simpler, economical
and more efficient manner.
SUMMARY OF THE INVENTION
[007] The present invention was to develop a three wheeled vehicle which can tilt like a two
wheeler at turns and also has a comfort seating arrangement like a four wheeled vehicle.
Like a two wheeled vehicle, it can tilt so as to provide the necessary centripetal force required
to take a turn.
Like a four wheeled vehicle, it has a comfort seating arrangement such that the passenger
does not have to put his feet on to the ground when the vehicle is at rest.
[008] The present invention provides a means to lean a three wheel into turn that is
responsive to speed and driver input. For this purpose the chassis of three wheel vehicle is
made in two parts.
1. The front chassis:
It consists of the front axle and accessories along with the passenger seating arrangement.
2. The rear chassis
It consists of the rear axle, the engine bed and the tilting arrangement. [009] The front chassis is mounted to the rear chassis with a cylindrical pair of which we have used a bush and a spindle.
[010] Using this arrangement the front chassis can be tilted to an acute angle to either side and hence this depicts our tilting action.
[011] A dc motor and pairs of reduction gears are used to tilt the front chassis. This arrangement helps providing the necessary centripetal force required to take a turn.
DETAILED DESCRIPTION OF THE INVENTION
[012] The idea of smaller, energy-efficient vehicles for personal transportation seems to naturally introduce the three wheel platform. Three-wheelers are lighter and less costly to manufacture. But when poorly designed or in the wrong application, a three wheel platform is the less forgiving layout. When correctly designed, however, a three wheel car can light new fires of enthusiasm under tired and routine driving experiences. And today''''''''''''''''s tilting three-wheelers, vehicles that lean into turns like motorcycles, point the way to a new category of personal transportation products of much lower mass, far greater fuel economy, and superior cornering power.
[013] Designing to the three-wheeler''''''''''''''''s inherent characteristics can produce a high-performance machine that will out corner many four-wheelers. A well designed three-wheeler is likely to be one of the most responsive machines one will ever experience over a winding road. Superior responsiveness is primarily due to the three-wheeler''''''''''''''''s rapid yaw response time.
[014] Yaw response time is the time it takes for a vehicle to reach steady-state cornering after a quick steering input. A softly sprung four-wheeler will have a yaw response time of about 0.30 seconds, and a four wheel sports car will respond in about half that time. A well designed three-wheeler can reach steady-state cornering in as little as 0.10 seconds, or about 33 percent quicker than a high-performance four wheel car.
[015] A conventional, non-tilting three wheel car can equal the rollover resistance of a four wheel car, provided the location of the centre-of-gravity (eg) is low and near the side-by-side wheels. Like a four wheel vehicle, a three-wheeler''''''''''''''''s margin of safety against rollover is determined by its L/H ratio, or the half-tread (L) in relation to the eg height (H). Unlike a four-wheeler, however, a three-wheeler''''''''''''''''s half-tread is determined by the relationship between the actual tread (distance between the side-by-side wheels) and the longitudinal location of the eg, which translates into an "effective" half-tread. The effective half-tread can be increased by placing the side-by-side wheels farther apart, by locating the eg closer to the side-by-side wheels, and to a lesser degree by increasing the wheelbase. Rollover resistance increases when the effective half-tread is increased and when the eg lowered, both of which increase the L/H ratio. One of the methods to provide the rollover resistance is to construct a frame that can tilt during the turn. Tilting three-wheelers, vehicles that lean into turns like motorcycles, offer increased resistance to rollover and much greater cornering power - often exceeding that of a four wheel vehicle. Consider that a motorcycle has no side-by-side wheels, yet it does not overturn when going around corners. A motorcycle negotiates turns by assuming a lean angle that balances the vector of forces resulting from the turn rate. The rider leans the motorcycle into the turn so it remains in balance with the forces that are acting on it. As long as the motorcycle''''''''''''''''s lean angle matches the vector of forces in a turn (resultant), it will not overturn.
[015] Tilting three-wheelers can be free-leaning and controlled by the rider, just like ordinary motorcycles. This is usually accomplished by hydraulic or electro-mechanical actuators operating on signals from an electronic control system. The hydraulic system is costly and complex than electro-mechanical system.
[016] We have used the electro-mechanical system to tilt the frame. The system consist of NO-NC switches, which are operated by the driver to control the rotation of electric motor, worm and worm gear, spur gear, gear reduction box, electric motor and battery. The system consist of two NO-NC switches, one for tilting the frame on left side and other for tilting the frame on right side. When the vehicle takes a left turn the driver presses the left NO-NC switch/button, which completes the electric circuit and the electric motor start rotating, which in turn rotates the reduction box, which in turn rotate the spur gears. The spur gear is mounted on the same shaft on which worm is mounted and thus rotate the worm axially and thus the worm gear which meshes with the worm rotates. Thus, the frame which is connected to the shaft on which worm gear is mounted turns toward left side and balances the turn forces. For right turn the right button is pressed and the rotations of various parts are in opposite direction to that of left turn.
BRIEF DESCRIPTION OF THE DRAWINGS
[017] The drawing shows views of one embodiment of this three wheeled anti-toppling
vehicle and a structure and individual parts of the three wheeled anti-toppling vehicle and the
way in which they function will be explained in the following description.
The drawing shows this invention where in:
[018] FIG.l is a diagrammatic isometric view of a three wheeled anti-toppling vehicle
without a body
[019] FIG.2 is a diagrammatic side view of a three wheeled anti-toppling vehicle without a
body
[020] FIG.3 is a diagrammatic top view of a three wheeled anti-toppling vehicle without a
body
[021] FIG.4 is a diagrammatic back view of a three wheeled anti-toppling vehicle without
a body
[022] FIG.5 is a isometric view of a three wheeled anti-toppling vehicle while negotiating
a curve to the left.
[023] FIG.6 is drafting of a three wheeled anti-toppling vehicle
DESCRIPTION OF PREFERRED EMBODIMENTS
[023] FIG.l shows a diagrammatic isometric view of the three wheeled anti-toppling vehicle without a body to reveal essential technical features of the vehicle. The vehicle basically comprises a front vehicle part 1 and a rear vehicle part 2, with the two parts 1, 2 tillable relative to each other about a longitudinal axis of the vehicle. A tilt shaft 10 angle should be placed between rear and front chassis like that it passes through front axle 3 and meet at the ground of the just after front wheel 4, tilt shaft 10 is placed with the support of bushes 5 and this tilt shaft 10 will be produced back side at the end of the vehicle as shown in FIG.l but this tilt shaft 10 is divided into two part one tilting shaft 10 between front and rear chassis and other tilting shaft 11 which is attached to the driver seat 8 having a worm gear 7 attached and tilting shaft 11 passes through the bushes 5, these bushes help retainment and supporting of tilting shaft.
[024] A conventionally two wheel handlebar 9, is used to steer the vehicle. In addition to a high roll steer stability the entire steering geometry is designed such that steering forces are
kept low in all driving situations so that even persons of slight build have no difficult in steering the vehicle safely and easily. The front vehicle part 1 also includes driver space which has a floor 24 designed in such a way that it forms a foot area. The floor 24 can be designed as part of monocoque body and made accordingly from sheet-metal or a composite material. The rear vehicle part2 includes driver seat 8, which is mounted on tilting shaft 11. A Radius rod 13 (also called a radius arm or a torque arm) is a suspension member intended to control wheel motion in the longitudinal (fore-aft) plane. The link is connected (with a rubber or solid bushing) on one end to the wheel carrier or axle 15, on the other to the chassis 3 or unibody of the vehicle. Radius rods typically are mounted ahead of the wheel. In that position they resist dive under braking forces and wheel hop under acceleration. Radius rods are customarily made of stamped steel or aluminum for lightness, as they are part of the vehicle''''''''''''''''s unsprung weight.
[025] The engine which is placed in engine case box 23, is essentially controlled by two operating elements namely an ignition key 20 on the steering column and an accelerator 19 on the other hand as used in a bike. After switching on the ignition with an ignition key 20, self start plug 18 is used turned to start the engine. The engine is switched off by turning off the ignition using the ignition key 20. In the example shown in FIG.l, accelerator is the only means to regulating the engine power. The gear mechanism is in this case is fully automatic, so that the driver has nothing to do with the selection of gears, but controls the speed solely by operating the accelerator pedal 19, is as required.
[026] The braking system of the three wheeled anti-toppling vehicle comprises one or two hydraulic circuit plus a mechanical hand brakel2. By operating the brake pedal 14 the brake shoes of the disc brakes or drum brakes are simultaneously subjected to hydraulic pressure. A disc brake is preferably mounted on the front wheel 4, while either drum brakes or disc brake on the rear wheel. Hence each circuit brakes acts on three wheels. The brake force is regulated so that a greater braking force acts on the rear wheel 21.
[027] The driver seat 8 is designed like a conventional bike seat but this can make like a conventionally car seat and therefore permits the driver to sit quiet normally. The battery 14 and fuel tank which is not shown in FIG.l is placed at the back side of driver seat 8 The rear vehicle part 2 remains horizontal around the longitudinal axis in any in any position of motion unless the vehicle is driven a slopping plane. During normal travel, however, the rear vehicle part 2 remains stable around its longitudinal axis, i.e. it stands perpendicular on the road. In contrast, when negotiating a curve, the front part 1 inclines towards the inside of the curve like a motorbike. During driving tests have shown that although the tail may slip away a little if the adhesion friction on the rear wheels 21 is interrupted in a sharp curve, the vehicle can immediately be brought under control again without such slipping away causing a fall.
[028] FIG.l is a diagrammatic isometric view of a three wheeled anti-toppling vehicle shows that the driver seat 8 is attached to rear vehicle part 2, as well as front vehicle parti. In rear vehicle part 2 have a tilting shaft 11, where back part of driver seat 8 is attached with the tilting shaft 11 at a point 23 and front part of driver seat 8 is attached at the front vehicle part 1 at a point 30 as shown in FIG.l
[029] FIG.2 is a diagrammatic side view of a three wheeled anti-toppling vehicle without a body as shown in FIG.l. The front vehicle part 1 can clearly be differentiated from the rear vehicle part 2. And the front vehicle part 1 is connected with the rear vehicle part 2 by tilting shaft 10 and this tilting shaft 10 is supported by bushes 5. Driver seat 8 front part can clearly see that it is attached at the front vehicle parti at a point 30 as shown in FIG.2
[030] FIG.3 is a diagrammatic top view of a three wheeled anti-toppling vehicle without a
body as shown in FIG.l. In this FIG.3 clearly shows the position of differential 28 on the
rear axle 15. FIG.3 clearly shows the engagement of the spur gears. One spur gear 16 is
attached on worm shaft 31 and this spur gear 16 is engaged to the pinion gear 17, pinion gear
17 is attached on the shaft 32. FIG.3 clearly shows that the battery 22 start the D.C. motor 26
and D.C motor 26 is engaged with gear box 27, gear box 27 is used to the increase the motor
torque. But at the gear box shaft 32, there is not quit enough torque produce to tilt the driver
seat 8 as well as front wheel part 1, therefore two spur gear 16,17 and one worm 6 & worm
gear 7 arrangement is used to provide the sufficient torque at the tilting shaft 11.
Tilting shaft 11 is attached to the worm gear 17 and the driver seat 8. This tilting shaft 11 is
used to tilt the driver seat and other tilting shaft 10 is used to the tilt the front vehicle part 1 as
shown in FIG.l
[031] FIG.4 is a diagrammatic rear view of a three wheeled anti-toppling vehicle. It shows
the location of differential 28 on rear axle. It shows various arrangements between rear axle
15 and rear wheel part 2.
[032] FIG.5 shows the vehicle tilting into curve to the left. It is clear that the rear wheel part
2 remains upright in the curve, and the only the front vehicle part 1 tilts into the curve. Tilting
of front wheel part 1 will be done by the help of NO-NC push button 25 which control the
direction of D.C. motor 27.
[033] FIG.6 shows the drafting of the three wheeled anti-toppling vehicle. In this drawing
we can see the all three view front view, top view & side view easily understand and interpret
of the vehicle.

What is claimed as the present invention is:
1. In a three wheeled anti-toppling vehicle having two parts (1, 2) that can be tilted
around a longitudinal axis, a rear part (2) of the two parts (1,2) having a chassis for two track
rear wheels (21) and a front part (1) having a chassis with a front wheel (4) and a front part
(1) of the two parts (1,2) can be tilted relative to the rear part (2).
2. In a three wheeled anti-toppling vehicle of claim 1, having a rear part (2) which accommodate a tilting shaft (11) and this titling shaft also accommodate a driver seat (8) and driver seat (8) have a rear end is attached on the tiling shat (11) at point (29) and front part of driver seat (8) is attached on the front part (1) at point (30).
3. In a three wheeled anti-toppling vehicle having a rear part (2) which have a rear chassis carries battery (22), D.C. motor (26), gear box (27), spur gear arrangement (16,17), worm and worm gear arrangement (6,7) and a engine box (23) where we will place engine
4. In a three wheeled anti-toppling vehicle of claim 1, having a rear part (2) which accommodates a tilting shaft (11) and this tilting shaft (11) is retained by bushes (5) as shown in(fig.l).

5. In a three wheeled anti-toppling vehicle there is gear arrangements such as (6.7) & (16.17) and so on as shown in (fig.l) is used to tilt the driver seat (8) front part (1)
6. In a three wheeled anti-toppling vehicle for making the chassis design for front part (1) and rear part (2) used a simple and spacious design as shown in (fig.3). for rear part(2) chassis design a polygon type shape is used which is simple and spacious to accommodate other necessary arrangement as shown in (fig.3) and for front part (1) used a square type shape which can accommodate the necessary arrangements like NO-NC (25) switch button, brake pedal and necessary space for foot area (24) as shown in (fig.3)

7. In a three wheeled anti-toppling vehicle D.C. motor (26) is used to drive the gear
arrangement and power source for the D.C.motor is a battery (22) will be used.
8. In a three wheeled anti-toppling vehicle of claim 7, direction of rotation either
clockwise or anticlockwise of D.C. motor (26) is controlled by NO-NC (25) switches button
and these switches is operated by driver manually by his feet