Abstract:
A lean-compensating motorcycle for balancing a user includes a lower frame with wide wheels and an upper frame supporting a rider. The lower and upper frames pivot on an axis substantially parallel to the motorcycle&#39;s line of travel, and a pivot drive governs pivoting movement. The pivot drive is controlled by a level-sensing control system that adjusts the pivot drive to maintain the upper frame upright by applying force against the lower frame, the lower frame counterbalancing the pivoting motion against the wide wheels. The wheels ideally include a central channel sized to accommodate raised pavement markers, such as dots and reflectors, to provide for smooth travel. The upper frame includes a housing in which the user sits, in a manner similar to a conventional automobile since propping the motorcycle up with the user&#39;s legs is largely unnecessary.

Description:
This application claims the benefit of the filing date of provisional application No. 61/900,941, filed on Nov. 6, 2013. 
    
    
     BACKGROUND 
     Motorcycles and other two wheeled vehicles known in the art employ gyroscopic forces to remain upright when travelling. Consequently these vehicles require support when at a stop, such as an operator holding up the vehicle by placing one foot on the ground. In some circumstances, it may be desirable to have the vehicle remain upright when standing still without having a foot on the ground, such as in rain, or heavy traffic conditions. Another problem encountered with two wheeled vehicles is the tendency for traffic markers, such as reflectors and ceramic domes protruding from the pavement to interrupt smooth travel of the vehicle, particularly when splitting lanes. 
     Apparatus for adjusting or compensating for gravitational forces against a two-wheeled vehicle, such as a motorcycle, are known in the art. Horiike (U.S. Pat. No. 5,076,388) discloses a vehicle having a sub-frame connected to a main frame of a vehicle. The sub-frame is able to bank around the main frame during cornering using a counterbalancing of centripetal forces and centrifugal forces as a driver makes a turn. 
     Moog (U.S. Pat. No. 4,200,168) discloses an apparatus for roll-stabilizing a vehicle. A compound physical pendulum is designed to sense any lateral acceleration of a vehicle, and using a rigid dumbbell-shaped member mounted on the upper end of a flexure tube, compensate for inertia. By using gyroscopic action, the dumbbell-shaped member is able to engage the vehicle and counter any overturning movement. 
     Apparatus for addressing tire performance are also known in the art. Yoshioka (U.S. Pat. No. 6,499,520) discloses a pneumatic tire having a circumferentially and continuously extending wide groove to enhance steering capability. Nakagawa et al. (U.S. Pat. No. 6,505,661) discloses a tire having a tread portion including a groove having longitudinal and lateral ribs to prevent bareness. Matsunaga (U.S. Pat. No. 8,091,598) discloses a tire with multiple grooves extending circumferentially around the motorcycle tire for stability. 
     The stabilizing apparatus currently disclosed in the art are designed to compensate for gravitational forces while a two-wheeled vehicle is in motion rather than at a standstill. The wheels having grooves disclosed in the prior art are adapted for performance enhancing characteristics or preventing excessive wear on a tire, and none of them present a groove large enough to straddle reflectors or lane dots. 
     There is therefore a need for a two-wheeled vehicle stabilization device, such as for a motorcycle, that corrects for gravitational forces when the vehicle is at rest. There is also a need for a two-wheeled vehicle tire that avoids protrusions in the pavement from traffic markers and lane dots that would otherwise interrupt smooth travel of the vehicle. 
     SUMMARY 
     A lean-compensating motorcycle for balancing a user includes a lower frame connected to the wheels of the motorcycle, and an upper frame having a user support, such as a motorcycle seat. A pivot structure is coupled to the lower frame and the upper frame, and allows the lower frame and the upper frame to move relative to each other. The moving, or twisting, motion occurs on an axis substantially parallel to the motorcycle&#39;s line of travel. A pivot drive coupled to both the lower frame and the upper frame is typically powered and adjustable, and governs the pivoting movement of the lower frame and the upper frame about the pivot. The pivot drive is governed by a control system that senses, collects and manages position data regarding the upper frame, controlling the behavior of the pivot to adjust the upper frame&#39;s position relative to the lower frame. Specifically, the control system adjusts the pivot drive&#39;s position to cause the pivot drive to maintain the upper frame in a substantially vertical position by applying force against the lower frame. 
     The motorcycle includes wheels that are preferably as wide or wider than the lower frame to allow counterbalancing when the upper frame pivots. The wheels ideally include a central channel, which is sized to accommodate raised pavement markers, such as dots and reflectors, to provide for smooth travel when in motion, and to allow the wheels to rest flat on the pavement when not in motion. In one embodiment, the wheels might be made of two separate tires having a common hub that forms the central channel. 
     Preferably, the upper frame includes a housing for protecting the user. The housing may be a protective cage, or may be a more solid housing that optionally incorporates a protective cage. Due to the counterbalancing characteristics of the motorcycle, the support in the upper frame may be a recumbent, automobile-type seat in lieu of a traditional motorcycle seat. Also, the upper frame may include a steering wheel, a brake pedal and a gas pedal like a conventional automobile. 
     For effective pivoting, the pivot may include a pivot platform that supports the upper frame, the lower frame surrounded by the pivot in a manner similar to a race bearing. To maximize the length of travel when leaning side to side, two pivot drives may be incorporated between the upper frame and lower frame and arranged in a cross configuration. 
     The control system governs the position of the pivot drives, and may also include an off-level alarm. With an alarm incorporated into the control system, it is possible to allow both automatic, and manually controlled pivoting. A movable pivot arm may be coupled to the lower frame and the upper frame to help support the upper frame as the pivot drive causes it to move relative to the lower frame. The pivot arm is preferably governed by the pivot drive. 
     In other embodiments, a curved rail in static relation to the lower frame, and about which the upper frame travels in an arc may characterize the pivot mechanism. In such an arrangement, grooved wheels may be positioned on the curved rail and coupled to the upper frame. A drive motor may control movement of the grooved wheels along with, or in lieu of the pivot drives. 
     The lean compensating motorcycle may also be characterized as having a pivoting frame with a lower section and an upper section in a pivoting relationship. The lower section is coupled to a wheel or wheels of the motorcycle, while the upper section includes a housing to protect the user. The lower section and the upper section are connected by a pivot driver, and the wheels are substantially wider than the lower section, so that when the upper section pivots relative to the lower section, the lower section counterbalances itself against the wheels. A level-sensing control system causing the pivot driver to maintain the upper frame upright whenever the upper frame lists away from vertical, and the wheels include a channel wide enough to accommodate raised highway markers for smooth travel. 
     To maintain an upright position when riding a two-wheeled motorcycle, a user rides the motorcycle, balancing it against gyroscopic force generated by the rotating wheels to keep the motorcycle upright. Eventually, the user must bring the motorcycle to a stop, thereby eliminating the gyroscopic force. Shortly after coming to a stop, the motorcycle begins leaning away from upright. At this point the lean-compensating mechanism begins twisting an upper section of the motorcycle relative to a lower section of the motorcycle to maintain the upper section upright. 
     The lower section counterbalances against the wheels to push back against the upper section. While stopped, a control system continuously monitors the upper section for any leaning movement away from substantially upright, and counters it against the lower section. When the motorcycle starts moving again, gyroscopic force is once again generated by the rotating wheels, allowing conventional balancing. It is anticipated that the lean-compensating function can function in lieu of, or in concert with conventional balancing. 
    
    
     
       BRIEF DESCRIPTION OF THE FIGURES 
         FIG. 1  is a side view of a lean-compensating motorcycle having a housing and channel wheels (“motorcycle”). 
         FIGS. 2A and 2B  are rear views, respectively, of the motorcycle in an upright position and in a leaning position. 
         FIG. 3  is a side view of a first alternative embodiment motorcycle. 
         FIG. 4  is a top view of the first alternative embodiment motorcycle without the housing. 
         FIGS. 5A and 5B  are rear views, respectively of the first alternative embodiment motorcycle in an upright position and in a leaning position. 
         FIG. 6  is a side view of the first alternative embodiment motorcycle showing operational parts. 
         FIG. 7  is a side view of a second alternative embodiment lean-compensating motorcycle with channel wheels. 
         FIGS. 8A and 8B  are rear views, respectively of the second alternative embodiment motorcycle in an upright position and in a leaning position. 
         FIG. 9  is a side view of a third alternative embodiment lean-compensating motorcycle with channel wheels. 
         FIGS. 10A and 10B  are rear views, respectively of the third alternative embodiment motorcycle in an upright position and in a leaning position. 
         FIG. 11  is a side view of a fourth alternative embodiment lean-compensating motorcycle with channel wheels. 
         FIGS. 12A and 12B  are rear views, respectively of the fourth alternative embodiment motorcycle in an upright position and in a leaning position. 
     
    
    
     REFERENCE NUMBERS 
     
         
         
           
               10 . motorcycle 
               12 . lower frame 
               14 . upper frame 
               16 . channel wheels 
               18 . control system 
               20 . pivot drive cylinder 
               22 . pivot 
               23 . platform 
               24 . housing 
               26 . channel 
               28 . seat 
               30 . steering wheel 
               32 . dashboard 
               34 . gas pedal 
               36 . brake pedal 
               100 . first alternative embodiment motorcycle 
               102 . lower frame 
               104 . upper frame 
               106 . channel wheels 
               108 . channel 
               110 . center line 
               112 . pivot 
               114 . pivot drive cylinder 
               116 . control system 
               118 . housing 
               120 . seat 
               122 . steering wheel 
               124 . dashboard 
               126 . gas pedal 
               128 . brake pedal 
               200 . second alternative embodiment motorcycle 
               202 . lower frame 
               204 . upper frame 
               206 . channel wheels 
               208 . pivot 
               210 . pivot drive cylinder 
               212 . control system 
               300 . third alternative embodiment motorcycle 
               302 . pivot drive cylinder 
               304 . upper frame 
               306 . lower frame 
               308 . pivot 
               310 . control system 
               312 . channel wheels 
               400 . fourth alternative embodiment motorcycle 
               402 . curved rail 
               404 . upper frame 
               406 . lower frame 
               408 . grooved wheels 
               410 . channel wheels 
               412 . control system 
               414 . drive motor 
           
         
       
    
     DESCRIPTION 
     Referring to  FIG. 1 , a side view of a lean-compensating motorcycle, in its primary embodiment with channel wheels (“motorcycle”)  10  is shown. The motorcycle  10  includes a lower frame  12 , an upper frame  14  for a rider, and channel wheels  16 . The lower frame  12  is adapted to allow the upper frame  14  to lean relative to the channel wheels  16 , allowing the lower frame  12  to counterbalance the upper frame  14  against the channel wheels  16  if the upper frame  14  begins to lean in a direction other than vertical. The channel wheels  16  may be widened to form an outrigger-type structure for effective counterbalancing support. 
     Still referring to  FIG. 1 , when the motorcycle  10  comes to a stop and the upper frame  14  begins to list, a control system  18  senses, collects and manages position data regarding the upper frame  14 , controls the behavior of a pivot drive cylinder  20 , causing it to act on a pivot  22  coupling the lower frame  12  to the upper frame  14 . The pivot  22  is preferably a structure having a pivoting action. The control system  18  adjusts the pivot drive cylinder  20 , changing the upper frames  14  position relative to the lower frame  12  through pivoting motion in the pivot  22 . In one embodiment, the control system  18  is mounted on the upper frame  14 . As discussed below, a variety of mechanisms for pivoting rotation are contemplated according to various embodiments. 
     Still referring to  FIG. 1 , the pivot  22  may include a platform  23  to which the upper frame  14  is coupled, the pivot coupled to the lower frame  12 . Additionally, the motorcycle may be recumbent, allowing a user (not shown) to sit in a more conventional position. 
     Still referring to  FIG. 1 , since the motorcycle  10  is able to remain upright at a standstill, features common to three and four-wheeled vehicles may be incorporated according to preference. In particular, the motorcycle  10  may include a housing  24 , which may function as a protective cage in the event of an accident, and may also be sufficiently enclosed to prevent moisture and wind intrusion. Since users no longer need to control lean, the housing  24  may incorporate a more conventional seat  28 , a steering wheel  30  in lieu of handles and a dashboard  32 . In such an embodiment, a conventional gas pedal  34  and brake pedal  36  may be installed in the housing  24 . 
     Referring to  FIGS. 2A and 2B , the channel wheels  16  each have a channel  26  incorporated in them to provide a reduced profile, and may be constructed from a single tire having a channel  26 , or two tires with a channel between them according to design and manufacturing preference. The purpose of the channel  26  is to allow the channel wheels  16  to ride over traffic markers such as reflectors, ceramic dome-shaped indicators, and in particular to travel over such obstacles when the motorcycle  10  is in motion on a street or highway. The wide flat profile of the channel wheels  16  also allows the motorcycle  10  to balance when at a stop due to their substantially wide profile. 
     Referring to  FIG. 2A , the motorcycle  100  includes two pivot drive cylinders  20  arranged in a cross pattern. The top of each pivot drive cylinder  20  is coupled to the upper frame  14 . while the bottom of each pivot drive cylinder  20  is connected to the lower frame. In this embodiment the upper frame  14  and lower frame  12  are connected along a single pivot  22 . Referring to  FIG. 2B , when the motorcycle leans over, the cross pattern of the pivot drive cylinders  20  allows for a greater extension of each pivot drive cylinder, and therefore a greater total length of travel correction. 
     Referring to  FIG. 3 , a side view of a first alternative motorcycle  100  is shown. The motorcycle  100  (and remaining embodiments thereof) includes a lower frame  102 , an upper frame  104  for a rider, and channel wheels  106 . Using the same principal of operation, the lower frame  102  allows the upper frame  104  to lean relative to the channel wheels  106 , allowing the lower frame  102  to counterbalance the upper frame  104  against the channel wheels  106  if the upper frame  104  begins to lean in a direction other than vertical. The channel wheels  106  are preferably extra wide, forming an outrigger-type structure supporting effective counterbalancing. 
     Referring to  FIG. 4 , the motorcycle  100  is shown without the housing and with a center line  110  indicating the general line of travel of the motorcycle  100  and the axis about which the upper frame  104  ( FIG. 3 ) and lower frame  102  pivot. Because the centerline  110  is centered in the channel  108  of the channel wheels  106 , the channel wheels  106  provide effective resistance as the upper frame  104  turns on the pivot 
     Referring to figure SA the motorcycle  100  is shown in an upright position. In this position the lower frame  102  and upper frame  104  are in alignment as is customary for any conventional two wheeled vehicle. Referring to  FIG. 51 , the upper frame  104  is able to lean relative to the lower frame  102 . This may be needed to maintain balance when one of the channel wheels  106  is turned, when cornering, as shown in  FIG. 3B , or may be performed when the motorcycle  100  is directed in a straight line at a standstill to compensate for the upper frame  104  leaning relative to the lower frame  102 . Preferably, the upper frame  104  is connected to a pivot drive cylinder  114 , which functions to position the upper frame  104  relative to the lower frame  102 , in some embodiments the driver may be in manual control the pivoting function. 
       FIG. 6  provides a more detailed view of the motorcycle  100  with the interior of the housing  118  exposed. In order to stabilize the motorcycle  100 , two pivot drive cylinders  114  are incorporated near the channel wheels  106 . In order to allow the lower frame  102  and upper frame  104  to move relative to one another, the pivots  112  connect the upper frame  104  to the lower frame  102 . In order to allow the motorcycle  100  to automatically correct for lean in the upper frame  104 , a control system  116  for maintaining level may be incorporated into the upper frame  104 . The control system  116  may not automatically engage the pivot drive cylinders  114 , but may merely alert a driver (not shown) that the upper frame  104  is beginning to lean away from vertical, and allow the driver to manually control and correct the lean as desired. 
     Still referring to  FIG. 6 , like the primary embodiment motorcycle  10  ( FIG. 1 ), since the first alternative embodiment motorcycle  100  is able to remain upright at a standstill, features common to three and four-wheeled vehicles may be incorporated according to preference. In particular, the motorcycle  100  includes a housing  118 , which may function as a protective cage in the event of an accident, and may also be sufficiently enclosed to prevent moisture and wind intrusion. Since users no longer need to control lean, the housing  118  may incorporate a more conventional seat  120 , a steering wheel  122  in lieu of handles and a dashboard  124 , in which the control system  116  and an associated display (not shown) may be housed. In such an embodiment, a conventional gas pedal  126  and brake pedal  128  may be installed in the housing  118 . The housing  118  and its related features may be incorporated into any of the embodiments discussed herein. 
     Referring to  FIG. 7 , a second alternative embodiment motorcycle  200  is shown. In the second alternative embodiment, rotating pivots  208  potentially including pivot arms (not shown) are used to connect the lower frame  202  to the upper frame  204 . In this embodiment, the channel wheels  206  are connected to the lower frame  202  and the pivots  208  are used to articulate the upper frame  204  relative to the lower frame  202  when the pivot drive cylinder  210  is active. A control system  212  is used to maintain level as with the primary embodiment either automatically or manually. 
     Referring to  FIGS. 8A and 8B , a rear view of the motorcycle  200  shows the changing orientation of the pivots  208 , as they compensate for the motorcycle  200  in an upright position and when the upper frame  204  is leaning relative to the lower frame  202 . The pivot drive cylinders  210  are used to adjust the lean angle of the upper frame  204 . 
     Referring to  FIG. 9  a third alternative embodiment motorcycle  300  is shown. In the third alternative embodiment, four pivot drive cylinders  302  are used to articulate the upper frame  304  relative to the lower frame  306 . In this embodiment, pivots  308 , which may be characterized as pivot points between the upper frame  304  and lower frame  306  allow them to move relative to each other. As with the other embodiments, a control system  310  for maintaining level may be incorporated on the upper frame  304 , allowing for automatic or manual lean control. 
     Referring to  FIGS. 10A and 10B , a rear view of the motorcycle  300  shows the support cylinders  302  in operation and the position of the upper frame  304  and the lower frame  306 . Also shown in this view is the position of the channel wheels  312  relative to the upper frame  304  as it leans at an angle. 
     Referring to  FIG. 11 , a fourth alternative embodiment motorcycle  400  is shown. In the fourth alternative embodiment, two curved rails  402  are used for articulating the upper frame  404  relative to the lower frame  406 . In one embodiment grooved wheels  408 , not to be confused with the channel wheels  410 , are positioned on the curved rail  402  for swinging the upper frame  404  from an upright to a leaning position. As with the other embodiments, a control system  412  for maintaining level may be incorporated on the upper frame  404  allowing for automatic or manual lean control. In this embodiment, the addition of drive motor  414  may be necessary to rotate the upper frame  404  relative to the lower frame  406 . 
     Referring to  FIGS. 12A and 12B , a rear view of the motorcycle  400  shows the curved rail  402 , which is a substantially arced member over which grooved wheels  408  travel. The grooved wheels  408  are attached to the upper frame  404 , and may incorporate the drive motor  414  for articulating the upper frame  404  relative to the lower frame  406 . 
     The foregoing description of the preferred embodiment 10 of the invention is sufficient in detail to enable one skilled in the art to make and use the invention. It is understood, however, that the detail of the preferred embodiment presented is not intended to limit the scope of the invention, in as much as equivalents thereof and other modifications which come within the scope of the invention as defined by the claims will become apparent to those skilled in the art upon reading this specification.