Abstract:
A heavy duty, low rise motorcycle includes a dual beam chassis having a pair of parallel, hollow fuel containing side members extending front to back along opposite sides of the motorcycle. The dual beam chassis also has front and rear hollow frame members joining front and rear portions of the side members, forming a low box section frame parallel to a road surface. A engine is mounted above and to the dual beam chassis between front and rear portions of the side frame members. An oil pan is attached below the engine block. The rear wheel receives driving power from the engine. The motorcycle is steered by a handle bar linkage controlling a front wheel mounted to the motorcycle. The steering linkage may be located inside a tubular front fender housing. Telescopic kickstand actuators support the motorcycle when not in motion.

Description:
FIELD OF THE INVENTION  
       [0001]     The present invention relates to heavy duty low rise motorcycles.  
       BACKGROUND OF THE INVENTION  
       [0002]     U.S. Pat. No. 4,951,774 of Buell discloses a dual tank motorcycle fuel tank with a forked configuration, wherein the forked fuel tank is built into the motorcycle frame.  
         [0003]     A motorcycle frame with an integral fuel tank is also disclosed in U.S. Pat. No. 6,484,837, also of Buell.  
         [0004]     U.S. Pat. No. 3,252,537 of Tarran discloses a single motorcycle fuel tank in a tubular frame.  
         [0005]     U.S. Pat. No. 906,417 of Harman also discloses a single motorcycle fuel tank in a tubular frame.  
         [0006]     U.S. Pat. No. 4,461,489 of Tsukiji discloses a body frame with a single integral motorcycle fuel tank.  
         [0007]     U.S. Pat. Nos. 4,585,086 of Hiramatsu and 4,311,261 of Anderson discuss motorcycle frames in general.  
         [0008]     Additionally, rotatable steering systems are known in four wheeled motor vehicles, such as automobiles and trucks.  
       OBJECTS OF THE INVENTION  
       [0009]     It is therefore an object of the present invention to provide a motorcycle frame/tank configured as two separate tanks.  
         [0010]     It is also an object of the present invention to provide a motorcycle fuel gauge system which is accurate when riding on steep hills and descents on the road.  
         [0011]     It is also an object of the present invention to provide a motorcycle front wheel subsystem which translate rotatable steering to horizontally oriented handlebar steering.  
         [0012]     It is also an object to provide a tubular fender for a motorcycle steering mechanism.  
       SUMMARY OF THE INVENTION  
       [0013]     In keeping with these objects and others which may become apparent, the heavy duty, low rise motorcycle of the present invention includes a dual beam chassis having a pair of parallel, hollow side members extending front to back along opposite sides of the motorcycle. The dual beam chassis also has front and rear hollow frame members joining front and rear portions of the side members forming a low box section frame parallel to a road surface, wherein the side, front and rear hollow frame members each contain fuel. A engine is mounted above and to the dual beam chassis between front and rear portions of the side frame members. An oil pan is attached below the engine block. The rear wheel receives driving power from the engine. A front wheel is mounted to the motorcycle to steer the motorcycle, and is connected via a steering linkage inside a tubular front fender housing. The motorcycle is steered by a user operable handle bar located to a rear of the engine, and the steering linkage connected to the handle bar extends along opposite sides of the engine for connection to the front wheel.  
         [0014]     In one embodiment, a front and one side hollow member form one tank for fuel and a rear and another side hollow member form a second tank for fuel. In this embodiment, the first and second tanks may have separate fillers and separate fuel feeds to the engine.  
         [0015]     External hose connections may be optionally provided between the first and second tanks for equalizing fuel content, to maintain left-side/right-side balance while driving the motorcycle.  
         [0016]     In an alternate embodiment, the first and second tanks can be replaced by a dual beam single fuel tank.  
         [0017]     Preferably, the front wheel of the motorcycle is smaller than the rear wheel.  
         [0018]     The motorcycle includes a unique front fender tube for securing the front wheel. This front tube is partitioned into an upper section rigidly attached to the box frame chassis and a lower section joined to the front wheel, which lower section is rotatable with the front wheel when the motorcycle is steered.  
         [0019]     Inside the front fender tube is located the steering shaft, which is joined at a lower end to rotate the rotatable lower section of the front fender tube and the front wheel. This steering shaft extends through the non-rotatable upper section of the front fender tube and is joined at an upper end of the steering shaft to the steering linkage to transmit a turning force from the user operable handle bar to the lower front tube section and front wheel. A unique linkage transform the rotatable movement of the steering shaft to side to side horizontally oriented motion of the motorcycle handle bar, so that the motorcycle can be steered in the usual manner by a motorcycle driver, without having to resort to a rotatable steering wheel.  
         [0020]     The motorcycle has multiple pressure sensors in the low box section frame members to measure remaining fuel. Each pressure sensor allows for a computer controlled electronic fuel level gauge.  
         [0021]     The motorcycle also has a tilt sensor for sensing road grade, which acts in combination with an accelerometer to detect the level of acceleration or deceleration of the motorcycle. Preferably a computer samples all the sensors at about two second intervals to provide and display a moving average of fuel remaining.  
         [0022]     The hollow frame fuel tank members are preferably filled with an open cell foam to minimize sloshing of fuel within the hollow frame members.  
         [0023]     A single fuel pump with multiple fuel intakes is provided in the hollow frame fuel tank members, wherein each fuel intake is preferably fitted with a float valve at its outer distal end, to seal the fuel intake when no fuel is present at that location and to allow fuel to flow through the fuel intake, to the fuel pump, when the float valve is submerged in fuel.  
         [0024]     When parked, because of the weight of the heavy duty low rise motorcycle, a standard kickstand can be replaced by telescopic electric actuators to support the motorcycle upright when it is not in motion.  
         [0025]     The motorcycle of this invention is very large and powerful. The preferred embodiment uses a V-16 engine rated at 1000 horsepower; it was designed for automobile and marine application where it has been used successfully.  
         [0026]     The prototype has a welded steel frame, but later versions can have a welded aluminum or a bonded carbon fiber frame. Also, a smaller embodiment with a two cycle V-twin motorcycle engine retaining the other features of the preferred embodiment is an alternate embodiment.  
         [0027]     While quite heavy, the motorcycle of this invention maintains a low center of gravity by using a low box section frame parallel to the road surface made up of rectangular tubes with a crossection of 3″ wide by 8″ high.  
         [0028]     To further enhance the low center of gravity and to afford more design freedom, the hollow frame members do double duty by also serving as the fuel tank.  
         [0029]     Although physically large, the motorcycle typically uses a smaller wheel at the front and a larger wider wheel at the back; it is a true two-wheeler.  
         [0030]     Also, familiar cruising style motorcycle handlebars which rotate horizontally on a vertical pivot are used by the driver for steering. Instead of a fork with dual support members, the front wheel is attached to a large diameter (8″) single tube; this affords more rigidity and offers enhanced aesthetics.  
         [0031]     In lieu of a kick stand or the driver using his or her legs to steady this motorcycle while stationary, a pair of electric actuators are mounted at the extreme left and right edge of the back crossmember of the frame. When deployed, they act as two screw jacks touching the ground to prevent toppling over.  
         [0032]     The dual beam frame/tank can be configured in any of three distinct fluid designs, but in any case it is the framework connecting the front wheel subassembly to the engine and to the rear wheel.  
         [0033]     The first configuration is as two separate tanks, left side and right side. Crossmembers are also fuel filled, but do not communicate fluidically between both tanks. However, in the preferred embodiment, routing of the engine exhaust precludes using the rearmost sections of both sides of the dual beam frame tank as fuel-filled tank members. The heat from the exhaust also eliminates the rear crossmember as a fuel-filled tank section. They have separate fillers, but the fuel pump draws from both tanks simultaneously.  
         [0034]     A second configuration is physically identical to the first, but the two tanks are connected together via external hoses. A single filler is used.  
         [0035]     In the third configuration, both sides are merged into a common tank by virtue of flow from one side to the other via the crossmembers.  
         [0036]     Regardless of the particular configuration, the side frame members are quite long and not very deep. This poses a problem because of the lack of a convenient natural low point that would serve as a fuel pump intake point in a conventional tank. To minimize sloshing of fuel during hard acceleration or deceleration, a polymer open cell foam fills the entire inner space of the frame/tank. However, fuel will still migrate to the front or back during these periods. Also, when going up a hill, even at a steady speed, (or stopped on a hill) the fuel will migrate to the back; the reverse is true when pointed downhill. Rounding a curve at speed will unbalance the fuel left and right in configurations that are connected. These situations, coupled with a tank low on fuel, dictates that at least two (and preferably four) fuel intake points be used to prevent fuel starvation. They would be at the extreme front and back and on the left side and right side frame member. At any moment, from one to four fuel intake points will be submerged. Float valves at each fuel intake will shut off any point that is not currently submerged in fuel. In this way, the four fuel intakes are plumbed together via rigid or flexible tubing to the common input of the fuel pump. The pump will draw fuel from any float valve that is open (i.e.-submerged). Although the preferred embodiment uses a single fuel pump as described, multiple fuel pumps, each with one or more float valve equipped fuel intakes, may be used as an alternative.  
         [0037]     A similar problem exists relative to accurate fuel level reporting. Using a single float or pressure sensor in the middle of one side frame member will provide approximate sensing of fuel level only on a level road while stationary or moving at constant speed. The same effects that would cause fuel starvation with a single fuel intake point will make such a level sensor system useless under those conditions described above.  
         [0038]     Therefore, a computer controlled electronic fuel level gauge using multiple sensors solves this problem. Pressure sensors are co-located with each fuel intake/float valve inside the frame/tank. Additionally, a tilt sensor that senses road grade is used along with an accelerometer that detects level of acceleration or deceleration. All of these sensors are input to a microcomputer that samples at two second intervals. These parameter readings are then used to create an instantaneous estimate of the fuel in the left and right sides of the frame; the two values are added and then a moving average of the last five estimates is computed and presented in digital form on a display to the driver. The estimate software is a combination of table look-up and algorithms which are both empirically and analytically derived.  
         [0039]     The front tube which secures the front wheel is partitioned into two sections. An upper section is rigidly attached to the frame as by welding. The lower section which carries the front wheel is rotatable by the steering mechanism. A steering shaft is rotated by a meshed pair of angular miter gears. One gear is rigidly attached to the steering shaft and angled in line with it, while the mating angular miter gear runs on a vertical shaft and is rotated by the front member of a four-bar linkage wherein the rear member is rigidly attached to the handle bars and is pivoted on a vertical shaft at the rear. The long side links couple the handle bar motion to the front member which turns the drive miter gear. The side links must transverse the entire length of the engine since this separates the front drive gear from the handle bars near the driver at the rear. The result is a direct steering motion not unlike that of a regular (smaller) motorcycle. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0040]     The present invention can best be understood in connection with the accompanying drawings. It is noted that the invention is not limited to the precise embodiments shown in drawings, in which:  
         [0041]      FIG. 1  is a perspective view of the motorcycle of this invention.  
         [0042]      FIG. 2  is a side elevation detail showing the attachment of the engine to the left side frame.  
         [0043]      FIG. 3  is a top schematic view of the frame/tank configured as two separate tanks (left and right).  
         [0044]      FIG. 3A  is a top schematic view of an alternate embodiment for the frame/tank configured as two separate tanks (left and right).  
         [0045]      FIG. 4  is a top schematic view of the frame/tank configured as two separate tanks with external hose connections between the two sections.  
         [0046]      FIG. 4A  is a top schematic view of an alternate embodiment for the frame/tank configured as two separate tanks with external hose connections between the two sections.  
         [0047]      FIG. 5  is a top schematic view of the frame/tank configured as a single tank with crossmembers communicating fuel from left and right sides.  
         [0048]      FIG. 5A  is a top schematic view of an alternate embodiment for the frame/tank configured as a single tank with crossmembers communicating fuel from left and right sides.  
         [0049]      FIG. 6  is a side view crossection of the left side frame/tank revealing the components and conditions within while climbing a road with grade angle “A”.  
         [0050]      FIG. 7  is a block diagram of the fuel gauge system.  
         [0051]      FIG. 8  is a side elevation of the front wheel subsystem.  
         [0052]      FIG. 9  is a perspective exploded view of the steering components within the stationary and rotatable sections of the front tube;  
         [0053]      FIG. 10  is a top view of the steering linkage from the steering drive gear at the front to the handle bars at the rear; and,  
         [0054]      FIG. 11  is a front view of a typical ergonomically located digital and/or analog instrument panel of the motorcycle. 
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT  
       [0055]      FIG. 1  shows the motorcycle  1  of this invention with V-16 engine  9 , body shroud  10 , and digital instrument cowl  11 . Front wheel subassembly  2  includes rigid tube  3 , rotatable tube  4 , and front wheel  5  with fender. There is a significant distance between tube  3  and handle bars  8  which are in the vicinity of driver seat  7  ahead of wide rear wheel  6 .  
         [0056]      FIG. 2  shows a side view detail with body shroud  10  removed. Frame/tank  20  is shown at bottom surrounding the oil pan  23  attached to engine  9 . Front frame upright  21  is welded to both frame/tank  20  as well as rigid tube  3  which is part of the steering/front wheel subassembly. A small portion of back frame upright  22  is shown with one of two electric actuators  31  with anti-topple member, such as screw  32 . While two kickstand actuators  31  are shown, it is anticipated that one or more electric actuators  31  may be employed to support the motorcycle while parked. Additionally, other motive forces may be employed such as pneumatic or hydraulic motors to actuate actuators  31 .  
         [0057]     Engine  9  has air cleaner  26 , valve covers  25  and engine block  24 . Rigid supports  30  are shown attaching engine block  24  to welded stress spreading pads  29  on frame/tank  20 . A two-speed automatic transmission with reverse  27  is attached to engine  9  with right angle power output  28 .  
         [0058]      FIGS. 3-5  show three variations of fluidic communication between various sections of frame/tank  20 .  FIGS. 3A, 4A  and  5 A show further alternate embodiments of fluidic communication between various sections of frame/tank  20 .  
         [0059]     In  FIGS. 3 and 3 A two separate tanks are shown which are welded into a common frame. Tank  40  includes the right side and front crossmember, while tank  41  is the left side and rear crossmember. Although welded at junctions  42  and  43 , there is no fluid communications at these junctions. Separate fillers  44  are used with each tank, but a fuel pump will draw fuel from both tanks simultaneously.  
         [0060]     In  FIGS. 4 and 4 A, fluid communications is introduced via one or more short hose member  45  so that fuel can equalize between separate tank sections to prevent any left-side/right-side unbalance.  
         [0061]     In  FIGS. 5 and 5 A, frame/tank  20  is a single tank with fuel filled crossmembers communicating between right and left side members. A single filler  44  is used in the configurations of FIGS.  4  or  5 ; they may be placed as shown on the front crossmember.  
         [0062]     In the preferred embodiments, exhaust routing and components dictate that the rear portions of frame/tank  20  in any of the configurations shown in  FIGS. 3-5  not be fuel-filled due to heat and safety concerns. Internal baffles shown as dashed lines  49  prevent fuel from entering this rear section. If exhaust heat is not an issue due to a different exhaust configuration, then the frame tank embodiments shown in  FIGS. 3A, 4A  and  5 A may be utilized without internal baffles  49 .  
         [0063]      FIG. 6  shows the inside of the left side rail of frame/tank  20  which is almost entirely filled with polymer open cell foam  65  to minimize sloshing from front to back and vice-versa. The tank section is partially filled with fuel  56  and front end  52  is tipped up relative to back end  53  due to road grade angle “A”. At each end is a small compartment void of foam  65 . The front area contains float valve  54  and pressure sensor  63 . Since there is no fuel in this region, float valve  54  is turned off since the float is not “floating”. This means that hose  57  is not venting air nor supplying fuel to the intake at Y  59  or inlet  60  of fuel pump  61 . Yet Fuel pump  61  is providing fuel at outlet  62  via float valve  64  (submerged in fuel and open), hose  58 , Y  59  and inlet  60 . Actually, two more float valves from the right side rail of fuel/tank  20  can also supply fuel to pump  61 . These connections which would also merge into inlet  60  are not shown for clarity.  
         [0064]      FIG. 7  shows a block diagram of the fuel gauge system. Tilt sensor  66 , accelerometer  73  and four pressure sensors ( 63 , 64 ,  70  and  71 ) input to microprocessor  72 . As described in the summary, this processor creates an estimate of the total fuel contents of frame/tank  20 , updates it at two second intervals and displays the value in gallons or liters on digital display  74 .  
         [0065]      FIG. 8  shows a side detail of front wheel assembly  2 . An extension of rotatable lower tube section  4  is formed into side members on either side of wheel  5  and attaches lever-style spring suspension  81  which, in turn, attaches to wheel  5 . This provides a minimal amount of wheel travel. Steering shaft  80  extends through fixed tube  3  and couples to rotatable tube  4  to provide steering. A polymeric seal  84  (such as Teflon™) is used between the front tube sections to keep the region free from debris while permitting free rotation. Shaft  80  is driven by angular miter gear  82  engaged with identical gear  83  which is driven by the steering linkage (see  FIG. 10 ). Angular miter gears  82  and  83  must be selected with the proper shaft angles to result in the desired front tube to ground angle “B”. For example, gears with shaft angle of 120 degrees will provide a B angle of 30 degrees to level ground.  
         [0066]      FIG. 9  shows an exploded view of the parts within tubes  3  and  4 . Subassembly  92  includes rear section with flanges  93  and  94 , tapered roller bearing  95 , hollow shaft  96  with front threads  97 . This subassembly  92  is welded inside fixed tube  3  at the periphery of flanges  93  and  94 . Hub assembly  100  consisting of hub  102  with flange  101  is welded inside near the top end of rotatable tube  4  at the periphery of flange  101 . Hub  102  has a central orifice which is tapered outward so as to provide a race compatible with bearing  95  at its top end and with bearing  104  at its bottom end. For assembly, after subassemblies  100  and  92  are welded inside their respective tubes, shaft  96  is inserted through hub  102  and bearing  104  is then pushed onto the threaded end  97  of tube  96 . Special jam nut  105  is then carefully threaded onto threads  97  thereby adjusting proper bearing preloads and at the same time attaching tube  3  to tube  4 . Then steering shaft  80  is inserted through the hole inside shaft  96  and the hole pattern  108  on flange  90  is fitted in registration with threaded hole pattern  107  on hub  102 . Screws  91  (only one shown for clarity) are then used to fasten steering shaft  80  to hub  102 . After attachment, shaft  80  will extend beyond the top end of tube  3 . Angular miter gear  82  is then attached to the distal end of steering shaft  80 .  
         [0067]      FIG. 10  is a top view of the four-bar linkage that communicates the handle bar  122  motion to drive miter gear  82  at the front which engages with the steering shaft  80 . Valve covers  25  are shown in this figure to show where long links  119  are placed and to emphasize that links  119  must traverse the entire length of engine  9 . Front crossbar  116  pivots on vertical pivot  117  and is rigidly attached to angular miter gear  82 . Rear crossbar  120  is rigidly attached to handle bars  122  with grips  123 ; it pivots on vertical pivot  121 . Pivots  118  transmit motion from link bars  119  to crossbars  116  and  120 . Using this linkage, a simple turn in a horizontal plane on the handlebars is translated into an angular turning of tube  4  and hence front wheel  5 .  
         [0068]      FIG. 11  shows a typical configuration of digital display panel  11 . Structural panel  130  has several optional items mounted. Multi-functional electronic display  131  will show speed, water, oil, RPM&#39;s, dual water/temperature, oil temperature, fuel pressure and transmission temperature. In addition, it can be configured to also display fuel gauge information from an electronic sending unit. Commercially available versions of display  131  are known as MXL or MXL PRO. An optional analog gauge  134  can be used for a variety of purposes where motion of an analog needle is still superior to a digital display; this can be a tach, oil pressure gauge, etc. Indicator  135  is a hazard warning indicator. Key lock  137  is centrally located. Audio jack  136  is for head phones while electronic jack  138  is for hookup to an electronic system analyzer. Video display  132  is a substitute for rear and side-view mirrors. It is used to display wide angle rear view from rear mounted camera  133 . It is further noted that these displays are ergonomically located just below the driver&#39;s line of sight, so that substantially continuous eye contact with the road occurs while driving and riding the heavy duty, low rise motorcycle  1  on the open road.  
         [0069]     In the foregoing description, certain terms and visual depictions are used to illustrate the preferred embodiment. However, no unnecessary limitations are to be construed by the terms used or illustrations depicted, beyond what is shown in the prior art, since the terms and illustrations are exemplary only, and are not meant to limit the scope of the present invention.  
         [0070]     It is further known that other modifications may be made to the present invention, without departing the scope of the invention, as noted in the appended Claims.