Note: Descriptions are shown in the official language in which they were submitted.
~C-3010 ~7~;15~ D-723 ~ ~ :
CAMBERING VEHICLE
Thls application is a division of application Se;-ial
Number 272,670, f led Feoruary 2~, ;977.
This invention concerns camberin- vehicles and
more par~icularly a cambering vehicle havir.g a cambering
-device which permits the vehicle to be collapsed into a
compact configuration for stowage purposes and also allow;
-he vehicle to be parked on a level or inclined su-.'ace.
Copendina Canadian patent application Serial ~;umber
251,310, filed on April 28, 1976, and entitled "Cambering
Vehi~le" discloses a novel, light-weight cambering vehicle
which has a steerable front ground contact means and later-
ally spaced rear g ound contact means. The rear ground
contact means are mounted on trailing axms the terminal portions
of which are swingable in opposite up and down directions
to pe~nit the vehicle to bo cambered when the operator
tilts th- vehicle during cornering maneuvers. This arrange-
ment provides a three-point contact vehicle with the contact
means taking the for-.. of wheels, skis, or ice skates~ The
wheeled vehicle can be powered by an internal combustion
enginO or an electric motor or if desired, can be manu1lly
powered through the natural input from the vehicle opera-or
by the timed shifcing of weight from one foot to the other
onto the rear ends of the trailing arms. A vehicle of this
type can be used as a recreational vehiclO when equipped
with skis or icô skates or as a short distancO general
utility or people mover vehicle when equi,ped with wheels.
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~` 1076159
The present invention co~cerns cambering vehicles of
the above descrioed type and is directed more specifically to
a cambering vehicle emplo~ing a cambering device which allows
the trailing arms to be locked relativa to each other and
folded towards the steering fr~.me so as to provide a compact
package which can be stored in a ~inimum of space such as the
- trunk of a passenger vehicle. ~ccording to the invention, a
latch and locX mechanism i9 ' r.corporated with the cambering
device which ser~es to interconnect the trailing arms and con-
trols the equal and opposite movement thereof when the vehicle
is leaned into a turn. In one form of the invention, the
cambering device consists of a rable and pulley arrangement
which i..terconnects the trailing arms of the vehicle w th one
pulley being mountcd in a clevis that is connected through a
cable and appro~riate tensioning means to a second pulley which
i~ also mounted in a cle~is. One pnlley incorporates a screw-
operated locking dev-ce having a har.dle which upon ro.ation in
one direction locks the pulley in 2 fixed position and by doing
so, causes the trailing arms to be maintained in fixed relative
positions so that the vehicle can be parked on a level or an
incline~ surface. The clevis of the other pulley is fixed with
a pin which is slida~le within an elongated slot formed in a
bracXet secured to the steering frame of the vehicle. ~y
moving the pin vertical:~ relative to the steering frame be-
tween two positions, the trailing arms can be positioned for
normal operation of the ~ehicle or locked in a collapsed ~osi-
tion with the steering frame and arms locatcd adjacent each
other and extending in generally the same direction. In this
manner, a cambering device is provided which selectively per-
mits the vehicle to be parked, or if de~ired, folded into acompact configuration for stowage purposes.
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~ 107615~ -
n another fo~ of the invention, the ram~ering
device includes a bell crank member having a pair of laterally : :
extending 2rms, each of which pivotally sup?orts an equalizer
link that extends downwardly for pivotal connection with one ~ -
.. of the trailing arms. The cambering device is connected to a
collar that is mounted for sliding movcment on a tubular column
which is a part of the steering frame. A latch mechanism is
inc,rporated with the collar that permits the latter to be
lccked in a first position along the column which allows normal
operation of the vehicle, and a second position which causes
the collar to be relocated along the length of the tubular
coll In and is again locked thereto with resultant folding move- :
ment of the steering frame relative to the trailing arms so as
- to provide a compact rigid package to permit the stowage of the . - :
vehicle. The bell crank also includes a rotatable lever which
through an eccentric causes the trailing arms to be fixed in
relative pns ~ion during the ~towage positloning of the steer-
ing frame or for purposes of allowing the vehicle to be ~arked
on a level or inclined surface.
The objects of the present invention are to provide
a new and improved cambering vehicle-having pivoted trailing ~`
: arms which through an interconnecting cambering device allows
: the tra.iling arms to be locked together and folded tcwards the
. steering frame so as to provide a compact package for stowage
purpose,, to provide a new and improved cambering vehicle in
which :he cambering device interconnects the trailing arms and
incorporates locking means ~or permitting the vehicle to be
; parked on a level or inclined surface; and to provide a new and
improved cambering vehicle having a mechanical camber.ng device
for the trailing arms that includes a locking arrangement for
maintaining the trailing arms in fixed relative positions and
for allowing the trailing arms to be folded to~ards the
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~7615g
-- steering frame and to be locked in a colla?sed position wherein
the steering frame and trailing arms are po~itio~ed adjaccnt
each other and extend in generally the same direction so as to
provide a compact vehicle configuration that can be stowed in
a minimum of space.
Other objects and advantages of ths pr~sent invention
will be apparent fro~ the following detailed description when
taken 4ith the drawings in w~ n:
Figure 1 is a perspective view showing a cambering
vehicle incorporating a latch and lock mechanism that allows
the trailing arms of the vehicle to be locked together and
folded t~ards the steering frame in accordance with the inven-
tion.
Figure 2 shows the cambering vehicle of E~igure 1 with
the steering frame folded into juxtaposition with the trailing
a~ms and locked in this ~osition for stowage purposes.
Pigure 3 is a frontal perspective view of the camber-
ing vehlcle sh~-n in Figure 1.
Figure 4 is an enlarged side elevational view of the
cambering device incorporated with the vehicle 3hown in Figurc3
1 - 3.
Figure S is a side elevational view ~ r ~nother embodi-
ment of a cambering vehicle which is equi~ped with a latch and
lock mechanism according to the invention incorporated with the
cambering device which interconnects the trailing arms.
Figure 6 is a perspective view of the camberina
vehicle shown in Figure 5.
Figure 7 is an enlarged sectior,al view taken on lines
7-7 of ~igure 5 and,
Figure 8 is an enlarged elevationa~ view taken on
lines 8-a of Figure 5.
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; ~ Figure 9 is an end view of the vehicle qarked on
an incline.
Referring to the drawings and more particularly
Fiyures 1 - 4, a cambering vehicle is shown which is adapted
to be oropelled in a forw?rd direction by a natural input from
the vehicle operat~r through the timed shifting of his ~eight
from ona foot to che other coordinated with the left and right
camber~d steering of the vehi~le in a sinuous path. The
vehicle is identified by reference numeral 10 and has a frame
portion 12 comprising an inclined and elongated cylindrical
main frame 14 that axially locates and rotatably supports a
tubular steering shaft 16 extending therethrough. The upper
end o~ steering shaft 16 telescopioally mounts the centralized
connector _haft 18 of handle bar assembly 2Q. A clamp 22
carried by the upper end of shaft 16 can be constricted by
conventional threaded fastener meanq to hold the handle bar
assembly in adjusted position. The steering shaft 16 has a -
lower bifurcated end 24 which provides a fork for steerable
front whsel 26. The wheel 26 rotates on an axle 2R which
extends transversely through and is supported by the fork.
The vehicle has a pair of tubular trailing arms 30 and 32
which resoectively have their forward ends secured in sockets
34 and 36 of right and left side pulley assemblies 38 and 40.
The pulley assembiies 38 and 40 are mounted for turning move-
ment on a horizontally extending pivot shaft 42 which is
supported by the main frame 14. With this construction each
trailing a~m is mounted for up and down s~inging movement on
the axis provided by the pivot shaft 42 and on opposite sides
of main framo 14.
Right and left rear wheels 44 and 46 are rotatably
mounted on axles which extend laterally and out~ardly from
the free end of trailing ~rms 30 and 32, respectively. In
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~ 1076159
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addition to supporting the rear wheels 44 and 46, the end of
trailing arm~ 30 and 32 have mounting brackets 48 and 50
secured rcspectively thereto for right and left foot pad~ 52
ar.d 54 adapted to support the feet of the vehicle operator.
As best shown in Figures l and the foot pads 52 and 54 are
located laterally inboard of the rear wheels 44 and 46 and
are tiltably mounted on pivot pins 56 and 58 carried by brackets
48 and 50, respectively. Foot pad 52 disposed inboard of wheels
44 has an outwardly ex'ending tubular friction bra~e member 60
secured thereto that directly engages the outer periphery of the
wheel 44 wher, the pad is rocked rearwardly on pivot pin 56 by
the operator to effect braking of wheel 44. In a forward tilt
position of pad 52, the brake member 60 i9 spaced rrom wheel 44
so that the wheel can freely rotate. In a like manner, foot
pad 54 has an outwardly extending tubular brake member 62
secured thereto which is adapted to directly engage and brake
the left rear wheel 46 when pad 54 is rocked rear~ardly on
pivot ~in 58 by the vehicle operator. In the forward tilt
position of this pad, the brake ~ember 62 is spaced from the
wheel 46 so that it may roll freely.
The trailing arms 30 and 32 are interconnected in a
way 90 that the swinging of one arm on pivot shaft 42 in one
direction will tend to swing the other arm automatically in
the opposite direction. To this end the arms 30 and 32 are
mechanically interconnected by a cambering device that includes
endless cable 64 which extends around right and left side
trailing arm pulleys 66 and 68 and a pair of transverse upper
pulleys 70 and 72. Cable 64 leads from right side pullcy 66
around pulley 70 and from pulley 70 around left side pulley Ga.
From pulley 68 the cable 64 leads around upper pulley 72 and
ba~k to the right side pulley 66. Cable 64 is connected to
pulleys 66, 68 and 70 by any suitable means to prevent slippage.
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~ 1076~5S
: ` - The p~-~lley 66 forms part of 2ulley assembly 74 and is rotatable
by trailing arm }0, likewise, pulley 68 is part of pulley assem-
bly 76 and is turned by rotation of trailing arm 32. Pulleys
70 and 72 are rotatably supported on clevises 78 a~d 80 which
are adjustably interconnected by a cable 82. As shown, the
cable 82 loops th--)ugh the upper end o~ clevis 80 and straddling
the tubular main frame 14 extends around the right and left
sides of a transversely extending tubular shoulder 84 secured
to the maln frame 14. The terminal ends of cable ~2 are con-
nected by threaded cable tensioners 86 and sa to the clevis 78.
Clevis ao and its pulley 72 are adjustably mounted
- with res,oect to a bracket 90 secured to and extending along an
~pper portion of elcngated tubular main frame 14. ~s shown,
- ` the pulley 72 and its associated clevis 80 are 3upported by a
pivot pin 92 which extends through and rotatably suoports
pulley 72. The inner end of the pin 92 is removably seated in - ~`
a cylindrical bearing 94 integral wi.h tubular main frame 14 ~ :
; and e~tends outwardly from thls bearing through the circular
upper eye 96 of a keyhole slot 98. Pin 92 terminates in a
handle 100 and has a neclced or slotted intermediate portion 102
which fits within the narrow track of the keyhole slo. 98.
With this construction the o?erator can grasp handle 100 and
pull the end of pin 92 out of bearing 94. The handle 100 can
be subsequently turned to align the slotted portion 102 of the
pin with the narrow track of the keyhole slot g8 so that the
clevis 80 and pulley 72 can be lowered as the main frame 14 is
being tilted from the vehicle operating position of Figure 1
to the stowed position shown in Figure 2. When the lcwer eye
104 of the Xeyho.l.e slot ga is reached, the pin 92 can be pushed
lnwardly into engagement with a lower bearing 106 integral with
main frame 14. In this position, the slotted portion 102 of
the pin 92 is misaligned with respect to the narr~w track of
~ 107~;159 ~ `
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the keyhole slot S8 so that the vehicle is latched in the
stowed position. In a similar manner described in connection
with the folding of the vehicle the pin 92 can be disengaged
with the lower bearinq 106 and the Din and clevis moved up-
wardly as the main frame is turned from the stowed position
of Figurc 2 to the operatiilg position of Figure 1.
Pulley 70 can be prevented ~rom turning to thereby
hold the vehicle in an upright position by the manual turning
of locking handle 108. By turning this handle, threaded
means 110 is drawn to~ard the handle so that the 3ides of
clevis 78 frictionally engage the sides of pulley 70 to lock
the trailing arms 30 and 32 together for vehicle parkiny or
for stowage purposes.
The operation of the vehicle 10 described above is
fully explained in the aforementioned patent ap?lication
Serial Number 251,310, however, fnr oresent purposes it will
suffice to mention that the vehicle is ~ropelled by the
operator first gras?ing the handle bar assembly 20 and nlacing
one foot on one foot pad using his other foot to push off the
support surface to giv~ the vehicle an init~al velocity.
After pushing off, the operator places his feet on their
respective foot ~ads 52 and 54 so that operator input can be
imparted into the vehicle for forward propulsion. Initially
the operator distributes his weight to his right foot and
- camber steers the vehicle in an arcuate path towards the left.
With the vehicle turning on the arcuata path, the right rear
wheel 44 has a turning radius which is greater than the turn-
ing radius of the inside or left rear wheel 46. '~lhile holding
the circular path of the vehicle substantially constant d~ring
this turning action and as he leans the vehicle into the turn
the operator shifts his weight rrom his right to his left
toot and thus to the left wheel 4G. Since the anqular momentum
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10761C."
has not changed, the shift of cie o~erator's mass to a smaller
radius will naturally result in an increase in vehicle velo-
city. The operator suhsequently cambers and steers the vehicle
in an opposite di ection so that it describes an arcuate path
about another center point. Since at the beginning of the
second half of the operating cycle the mzss of the o~erator
is over thc left rear wheel 46, veiocity can be again in-
creased ~y the o?erator shifting his weight from his left to
his right foot. ThU~ the op~rator's mass is moved from a
larger radius to a smller radius to again increase net velo-
city. By re~eating this action a net forward travel of the
vehicle is achieved. The cam~ering of the vehicle during the
work cycle facilita~es operation. With camhering, the track
; of the vehicle is widened so that the amount of work per cycle
is increased. The self ~ropulsion is most effective on flat
smooth s~rfaces where s?eeds ap?roaching 20 m~p.h. may be
obtained.
~ hile the manually propelled cambering vehicle 10
has been illustrated and described with wheels providing the
three-point contact, it shou~d bc understood that ice runners
or skates ~ay ~e readily ~ubstituted for the wheels. Such
modifications are shown in the aforementioned patent applica-
tion Serial No. 251,310.
Figurcs 5 and 6 show a modified version of the cam-
bering vehicle described above and i9 generally indicated by
the reference numcral 120. In this case, rather than the
vehicle being manually propelled, it is equipped with a suit-
able power plant such as a conventional internal combustion
engine 122, the output shaft of which is connected through an
endless chain 124 to ~ spur gear fiY~ed with a front dirigible
wheel 126. The wheel 126, in turn, is rotatably supported by
a fork 12~ which is secured to a flat supoort Dlate 130 which
~ 107~;159
is fi~ed with a steering shaft 132 that 1S rotatably carried
by a tubular column 134 which forms a ~art of a steering fra~e.
The up~er end of the steering shaft 132 is securea to a handle
bar ass~m~Ly 136 ~y a threaded fa~tener means 138 so that upon
the normal rotation of the handle bar a~sembly 136, the wheel
126 can be steered in the usual manner. The tubular column
134 fixedly supports the upper er.ds of a Dair o~ struts 140
and 142 which extend aownwardly and res~ectively terminate in
horizontally extending collars 144 and 1~6 which are horizon-
tally aligned and rigidly suppor~ a transversely extendir.gpivot shaft 14~.
The tubular column 134 together with the struts 140
and 142 proride the steering frame for the vehicle 120 that
- pivotally supports a pair of laterally spacsd trailins arms
150 and 152. In this regard, it will be noted that the trail-
ing arms 150 and 152 are mounted for s~inging movement on the
pivot shaft 148 and are maintai.ned in position ~y retainer nUtO
154 ~hich are threaded on the ends of the pivot shaft outboard
of the ends of the trailing arms. The trailing arms 150 and
152 are of ~qual length an~ are respectively formed with sup-
port brackets 156 and 158 which rotatably support rear wheels
160 and 162. Foot pads i64 and 1~6 for supporting the right
foot and left foot of the operator are disposed above the
wheels 160 and 162 and are mounted for limited rocking motion
about pivot bolts 168 and 170. Each of the foot pads 164 and
166 has the rear end thereof formed with a~t arcuate friction
brake member 172 which ssrve~ to frictionally engage the peri-
2heral surface of the associated rear wheel for vehicle ~rakingwhen the operator transfers his weight to his heels.
The trili.. g arms 150 and 152 are interconne~ted to
each othsr through a cambering device 174 which include~ a
bell crank linkage comprising generally parallel side links
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)76159
176 end 17~ ar.d bell crank me~ber lB0. The side links 176 and
178 are pivotally connected at their lower ends to the trail-
ing arms 150 and '52 by pivot bolt members 182 and 184 respec-
.ively. The upper ends of the link~s 176 and 178 are pivotally
connected to the bell crank member 180 by pivot bolt members
1~ and 188 each of which supports a sDherical bearing member
(not shown) that allows limited universal pivotal movement of
the upper end of the associated link. The center of the bell
crank member 180 is supported for Pivotal ~ovement by a pivot
10 pin 190 which extends out~ardly from and is ricid with a collar ;;~
or support member 192 mounted for sliding movement on the tubu-
lar column.
As seen in Pigure 5 and 8, the bell crank member 180
consists o~ two identical plates 194 and 196, the outer ends of
which are interconnected through the pivot bolt members 186 and
188 which support the upper ends of the links 176 and 178.
Between the plates 194 and 196 is a lock member 198 having an
aperture formed therein defined by a pair of inclined side
walls 200 and 202 and upper and lower curved walls 204 and 206.
The pivot pin 190 is located within the aperture of the lock
member 198 so that upon raising the latter, the sidc walls 200
and 202 engage the p~riphery of the pivot pin 190 and lock the
bell crank member 180 thereto. ~his occurs when a lock lever
204 rot~tably carried by the bell crank member 180 is located
in the upward position wi'h its longitudinal axis aligned with
; the longitudinal aXls of the tubular column 34 as seen in
Figures 6 and 8. In tnis regard, it will be noted that the
lock lever 208 is rigidly connected to a hori~ontally extend-
ing cylindrical shaft 210 rotatably supported between the
plates 19~ and 196. The shaft 210 ha~ an eccentric 212 rigidly
Fo ~ed thereon -~lich is located in an opening 214 corresponding
in shape with tle eccentric and pGsitioned in the upper ~Olti~.~
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107fil5~
of the loclc member 198. Du~ to the eccerltric 212 on shaf~.
210, rotation of the connected lock lever 208 from the raised
full line position of Figures S and 6 to a diametri:ally
opposed lowered position causes the eccentric 212 to lower the
locX membcr 198 relative to the bell crank member 180 so that
the inclined side walls 200 and 202 are no longer in wedging
engagement with tlhe outer surface of the pivot !?in 190. As a
res-~lt, the bell crank member 180 will then be free to rotate
about the pivot pin l9Q.
As should be apparent from the above description,
the lock lever 208 will alway be located in the lowered posi-
tion when the cambering vellicle 120 is being ~perated. The
lock lo.ver 208 will only be placed in the raised position of
Figure 8 when the vehicle is parked or when the vehicle iP to
be folded into its stowage configuration. ~ccordingly, as seen
in Figures; and B, the hell crank member 180 is in the raised
lock position and through the links 176 and 178 maintain3 the
trailina ar~ s lS0 and 152 in fixed relative positions so that
the operator can l~ave the vehicle and the latter will remain
20 upward without additional support. Thus, the vehicle can be
parked on a level surface as seen in Pigure S. It should also
be apparent that the vehicle 120 can be parked on an inclined
surfacc in which ca~e the ccnters of the r~ivot bolt members
186 and 188 will be locate-l in a horizontal !?lane substartially
parallel to the inclined support surface while the column 13
would be vertically oriented. In other words, the laterally
extending a~ f cne bell crank member lB0 will be tilted
relative to the longit:udinal axis of the steering frame as seen
in the rear elevational view of the vehicle 120 as seen in
30 Figure 9. This doe~ not, h~,~ever, effect the operation of the
locX member 19~ and the latter will serve to lock the beli
c_ank member 180 to the pivot pin 190 by rotating the 1 ~ck
12
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lever 208 to a raised position with the longi~udir.al axis
thereof aligned with centers of ths shaft 210 and pivot pin
190. .,
The collar 192 i9 shiftab.lP u~wardly along the
tuhular column 134 and thereby causes the vehicle to be
collapsed into a compact rigid package that c~n be s.'.owed in
a minimum of space. In this connection, it w,ll be noted
that the front portion of the tubular column 134 is rigidly
formed with an elongated bar 216 having a nocch 21~ and stop
220 at its lower cnd and a notch 222 and stop 224 at its up?er
end. In order to ma~ntain the coilar 192 in each of the afore-
me~tioned positions, a ~atch mochanism i5 provided which con-
sists of a ~ent bolt 226, one end of whlch is pivotally sup-
ported by the collar 192 by a vertically oriented oivot pin
228 while the other end of the bolt 226 pivotally carries a
hand-operated lock lever 230. The lock lever 230 incluAes a
handle 23~. and is supported for pivotal movement by a vertical
pin 232 fixedly connected with the bolt 226 and includes a
projection 234 which is adapted to engage the outer surfacs
of a tab 236 integrally rormed with the collar 192. As ~een
in Fic~re 7, the bolt 226 is located in the lowcr notch 218
and maintains the collar 192 and, accordingly, the cambering
device 174 in the no~mal operatins position of the vehicle.
Ir.~en it is desired to fold thc steering frame of the
vehicle into the phantom line position of Figure 5, the lock
lever 230 as seen in Figure 7 i~ pivote:. in a counterclockwise
direction about its pivot pin 232 causing the projection 234
~.o be m~.~ed out of engagement with the tab 236. This causes
thc bolt 226 to swing in a counterclockwise direction about
its pivot pln 228 so as to move thc bolt 226 out of the notch
218. With the bolt removed from the lower notch 218 tha
collar 192 is free to slide upwardly along the column 134
. 13
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while tne steering frame ~ivots cloc~.wise a'~out pivot shaft
148. ~ne collar moves along the coiumn until it en~ges 3to2
224, at ~.lich time t~e bolt 226 is ?osi~ionc~ adjacent thc
s~per notch 222. ,~t such time, the ~teering frame is in the
phantom line position ~nd Dy moving the bolt 22G in a cloc~ise
direction aDo~t ~vo~ ~in 228 into notch 222 Pollo~ed by simi- ,'
lar rotation of the loc~ :~e^ 230, the ~rojection 234 is
forced into engagement ~lith '.he tab 236 and the collar is
aga n placed in a loc~ed condition relative to the steering
column 134. As the projection 234 is cammed into engagement
with the tab 236, the cloch~ise rotation of the handle 231
- causes the projection 234 to move along the tab until the
handle 231 contacts the collar 192. At this ,point, the pro-
~ection 234 is locate~ to the left Oc a straight line connect-
ing the centers of pivot pins 22~ and 232 so that an over-
center position is assumed by the locX l~ver 230 placing the
latch in a locked condition. It will be understood that the
bell crank n~e~ber 180 is in the locked position of Pigure 8
during the folding movement of tha stcering ~rame.
In operation of vehicle 120, the operator will first
position the lock lever 208 in the lowered unlocked ,Position
and then will step on the foot pads 164 and '~6 in any sequence
and grip the handle bar assembly 136. ~he operator will then
assume a nor~al stance or lea~ for~ardiy with a slight hand
pressure or the handle bar ~ssembly 136 so that the foot pads
are tilted forwardly. Asslmir~ that the vehicle engine 122
has been started and with :he operator's body weight distrib~
uted on the front part of the foot pads 164 ana 166, the
throttle (not shown) is opened by the operator to pro~eed ir.
a straight course. Lateral stabilit~ is provided by the
natural u~riqnt stance of the operator. Assuming that a
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1076;159
.ight right turn i5 to be nego-tiated, the operator can turn
the handle bar asc~mbly 136 slightly to the ri~ht and readily
lean into the turn, thu3 shifting weight to tilt or roll the
vehicle about its roll axis. This rolling action causes the
front end of he trailing arm 152 as seen in Figure 6 to be
raised and t~e front end of trailin~ arm 150 to be lowered.
Thus,-trailing arm 152 will pivot in its ~lane coun~erclocX-
wise about pivot sha~t 148 and trailing arm 1~0 will concur-
rently pivot in ts plane clockwise about the pivot shaft 148
through the same angle. The cambering device 174 intercon-
necting the trailing armq 1~0 and 15~ ensures that the pivotal
~lovement of the trailing arms ia equal and oppos_te. When the
- vehicle is leaned into a tUs-~l, all three wheels 126, 1~0, and
162 remain in contact with the ground and camher an amount
equal to vehicle roll. .~fter the cambering vehicle 120 has
been driven, it can be parked on a level or inclined surface
by rotating the locX lever 208 to the rai~ed locXed position,
or if desired, the vehicle can be folded and locXed as afore-
described for stowage purvoses.
Various changes and modificationq can be made in
this construction without departing from the spirit of the
invention. Such changes and modifications are contem~lated
by the inventor and he does not wish to ~e limited except ~y
the scope of the appended claims.
