Stability simplicity.... the drawing to the
right is an illustration why a FTC
system can be narrow. In Fig 1 the
double pointed arrow represents the
controlling force applied by the driver
to the vehicle tilt, the rollers under the
plank represent the freedom of
castoring wheels [as depicted in Fig
1a] to be able to react [steer] ..to any
lateral load on the tilt mass or
rotational load around the tilt axis
[inertial forces].
When the mass is forced to tilt the
mass naturally wants to rotate [in tilt]
about its c of g.
Normally in a tilting vehicle it cant do
this except on a motorcycle where the
rider applies countersteer manually to
the front wheel. However in FTC the
front wheel/s automatically
countersteer upon a simple steer input
to tilt the vehicle
Also, imagine an overturning force
being applied to the vehicle ...from
outside the system [remember the tilt
is restrained via the" steering input"]...
so instead of the force tipping the
narrow vehicle it steers the castoring
wheels in the direction of the applied
load.... so relieving the overturning
moment. This is automatic "opposite
lock" which is what a car driver has to
do manually in a slide.
All done automatically ,simply by
using FTC.
right is an illustration why a FTC
system can be narrow. In Fig 1 the
double pointed arrow represents the
controlling force applied by the driver
to the vehicle tilt, the rollers under the
plank represent the freedom of
castoring wheels [as depicted in Fig
1a] to be able to react [steer] ..to any
lateral load on the tilt mass or
rotational load around the tilt axis
[inertial forces].
When the mass is forced to tilt the
mass naturally wants to rotate [in tilt]
about its c of g.
Normally in a tilting vehicle it cant do
this except on a motorcycle where the
rider applies countersteer manually to
the front wheel. However in FTC the
front wheel/s automatically
countersteer upon a simple steer input
to tilt the vehicle
Also, imagine an overturning force
being applied to the vehicle ...from
outside the system [remember the tilt
is restrained via the" steering input"]...
so instead of the force tipping the
narrow vehicle it steers the castoring
wheels in the direction of the applied
load.... so relieving the overturning
moment. This is automatic "opposite
lock" which is what a car driver has to
do manually in a slide.
All done automatically ,simply by
using FTC.
Join Yahoo group
tilting for a forum on
tilting concepts!!
tilting for a forum on
tilting concepts!!
The steer pivot suspension units [a]
are attached to the cross arms [b] of
the parallelogram via ball joints which
allows the parallelogram to tilt and the
steer pivots to turn to steer. The
wheels steer dynamically with no direct
mechanical connection [ except at
slow speed.]. and so they respond to
the tilt angle and the speed of the
vehicle. The driver steers by tilting the
vehicle direct via his control, and its
simple steer. This vehicle does what a
super computer cant do.!!!!
are attached to the cross arms [b] of
the parallelogram via ball joints which
allows the parallelogram to tilt and the
steer pivots to turn to steer. The
wheels steer dynamically with no direct
mechanical connection [ except at
slow speed.]. and so they respond to
the tilt angle and the speed of the
vehicle. The driver steers by tilting the
vehicle direct via his control, and its
simple steer. This vehicle does what a
super computer cant do.!!!!
LOW SPEED:
Progressive tensioning by
tension control unit [a]
applied to inclined
cables[b] progressively
connects tilt to steer as
speeds drop out of the FTC
dynamically effective speed
range. The driver notices
nothing, the process is
seamless and automatic
Progressive tensioning by
tension control unit [a]
applied to inclined
cables[b] progressively
connects tilt to steer as
speeds drop out of the FTC
dynamically effective speed
range. The driver notices
nothing, the process is
seamless and automatic
Complex Function
with
simple implementation
with
simple implementation
Sometimes you have to think in a new way to get the result.!
Traditionally we connect the driver to the steered wheels of our vehicles.. but we
fundamentally fail with this approach as we make our vehicles narrow. A motorcycle is an
example. Although I admire the motorcycle for its simplicity... it is not simple to control in difficult
situations... and that's when it matters.. that's when control is important to the driver. Because
the rider of a motorcycle is directly connected to the front wheel he needs to countersteer the
control [ handlebars] to tilt the vehicle, then relax and let the wheel/ bars come around to
create the steered path. Tilt before steer... because if you steer first you overturn the wrong
way.... like a car would, if it wasn't made wide enough to support its fundamental imbalance.
So a car is simple to control but its a disaster dynamically. A car can have its driver connected
to the wheels direct because it has wide track stability .
SO..... when the vehicle width gets down to say 1meter the idea of connecting the driver to the
tilt direct becomes the best option... leave the wheels to respond dynamically to the tilt.. the
speed, and the lateral inertial forces which may try to overturn it. Use the width of track to tilt
first, NOT to support the consequences [centrifugal force] of steering first! Are you with me...
The width of track supports the force to overcome the rest inertia of the tiltable mass it doesn't
need to support the centrifugal force loads because it TILTS just microseconds before it
STEERS onto its curved path.. and it will always be" on time". A track width of 1 meter can
easily overcome vehicle tiltable mass inertia when the vehicle is FTC, because then the tilt
mass can rotate on its C of G by countersteering the front wheel/s.
Some people associate my vehicle with the CARVER system but this is totally incorrect. The
Carver [1.3meters] has the driver directly connected to the front wheel via a torque sensing
spring and the torque created between driver input and front wheel controls a servo valve to tilt
the vehicle hydraulically.Clever...but flawed,as I see it. Flawed because driver input forces the
front wheel to steer positive FIRST creating centrifugal force which then has to be overcome
by tilt force in the hydraulics. Then to solve this problem they need an automatic countersteer
cylinder [ on some models] etc etc. The problem stems from a fundamental initial flaw...
connecting the driver to the wheels! When the Carvers hydraulics fail ,it fails the tilt to the
vertical position and then its a 1.3 meter wide 3 wheeled car.
WE CAN DO IT BETTER!
So to get down to a true narrow vehicle concentrate on the fundamentally important aspect of
control. CONTROL THE TILT. When we run we don't like to fall over.... on a bike its the prime
concern.. we must control our tilt angle at all costs. In a car also we must control the tilt as the
first priority, but this is done for us in the design so we never give it a thought... until our SUV
turns turtle! Interesting what the drivers of SUV's say " I don't know what happened".. they
have been isolated from reality by design...but the reality remains.
Another point to consider carefully is the method of tilt control. In a motorcycle the servo
power to tilt is created by the " front wheel on the road servo". If traction is lost in this servo
system then tilt control fails. However if the tilt force is applied direct by the driver via the
lateral spacing of at least 2 wheels, at front or rear, [with power assist as in power steer] then
tilt control can't be lost even with NO traction.
In a tilting vehicle like mine the reaction force can fall anywhere within the envelope contained
by the wheel contact patches.. just like a car ...but the mass is positioned to the inside of the
curved path automatically so... yes! a narrow vehicle as safe a wide one!...AND with reserves
of stability .Unlike a motorcycle that MUST be in balance..Or a tilter with a wide track using
motorcycle control.. this vehicle has stability even if subjected to large upsetting forces
because the tilt is effectively held in position by direct driver input control AND... the steered
wheels automatically adjust their steered position to ensure the vehicle cant overturn on a flat
surface. The overall reserves of stability are similar to a conventional car.
ALL technical problems are solved by simply NOT touching the steered wheels and allowing
them to respond dynamically to the environment. The system then Automatically
"countersteers" and Automatically "opposite locks", constantly making small adjustments before
they get to be noticed by the driver.
The most crucial aspect of FTC is the slow speed control. As the vehicle slows the steer of the
wheels is progressively [ and automatically], resiliently tensioned to the tilt action of the
vehicle. This progressively creates a " mechanical link" between driver input and front wheels
so that at dead slow speed the connection is" as usual". see WO2005075278
Above approximately 10mph a castoring wheel steer angle is dynamically locked to vehicle tilt
[and speed] .. as surely as the Earth is locked to the Sun and its that simple. In truth the driver
IS connected to the free castoring wheels and he can "feel" the wheels because the wheels
slip angle transfer loads into the tilt linkages which is converted to a torque in the drivers
control.
The video clips of my vehicle should leave no doubt that" thinking in a new way" gets the
results! Phillip
Traditionally we connect the driver to the steered wheels of our vehicles.. but we
fundamentally fail with this approach as we make our vehicles narrow. A motorcycle is an
example. Although I admire the motorcycle for its simplicity... it is not simple to control in difficult
situations... and that's when it matters.. that's when control is important to the driver. Because
the rider of a motorcycle is directly connected to the front wheel he needs to countersteer the
control [ handlebars] to tilt the vehicle, then relax and let the wheel/ bars come around to
create the steered path. Tilt before steer... because if you steer first you overturn the wrong
way.... like a car would, if it wasn't made wide enough to support its fundamental imbalance.
So a car is simple to control but its a disaster dynamically. A car can have its driver connected
to the wheels direct because it has wide track stability .
SO..... when the vehicle width gets down to say 1meter the idea of connecting the driver to the
tilt direct becomes the best option... leave the wheels to respond dynamically to the tilt.. the
speed, and the lateral inertial forces which may try to overturn it. Use the width of track to tilt
first, NOT to support the consequences [centrifugal force] of steering first! Are you with me...
The width of track supports the force to overcome the rest inertia of the tiltable mass it doesn't
need to support the centrifugal force loads because it TILTS just microseconds before it
STEERS onto its curved path.. and it will always be" on time". A track width of 1 meter can
easily overcome vehicle tiltable mass inertia when the vehicle is FTC, because then the tilt
mass can rotate on its C of G by countersteering the front wheel/s.
Some people associate my vehicle with the CARVER system but this is totally incorrect. The
Carver [1.3meters] has the driver directly connected to the front wheel via a torque sensing
spring and the torque created between driver input and front wheel controls a servo valve to tilt
the vehicle hydraulically.Clever...but flawed,as I see it. Flawed because driver input forces the
front wheel to steer positive FIRST creating centrifugal force which then has to be overcome
by tilt force in the hydraulics. Then to solve this problem they need an automatic countersteer
cylinder [ on some models] etc etc. The problem stems from a fundamental initial flaw...
connecting the driver to the wheels! When the Carvers hydraulics fail ,it fails the tilt to the
vertical position and then its a 1.3 meter wide 3 wheeled car.
WE CAN DO IT BETTER!
So to get down to a true narrow vehicle concentrate on the fundamentally important aspect of
control. CONTROL THE TILT. When we run we don't like to fall over.... on a bike its the prime
concern.. we must control our tilt angle at all costs. In a car also we must control the tilt as the
first priority, but this is done for us in the design so we never give it a thought... until our SUV
turns turtle! Interesting what the drivers of SUV's say " I don't know what happened".. they
have been isolated from reality by design...but the reality remains.
Another point to consider carefully is the method of tilt control. In a motorcycle the servo
power to tilt is created by the " front wheel on the road servo". If traction is lost in this servo
system then tilt control fails. However if the tilt force is applied direct by the driver via the
lateral spacing of at least 2 wheels, at front or rear, [with power assist as in power steer] then
tilt control can't be lost even with NO traction.
In a tilting vehicle like mine the reaction force can fall anywhere within the envelope contained
by the wheel contact patches.. just like a car ...but the mass is positioned to the inside of the
curved path automatically so... yes! a narrow vehicle as safe a wide one!...AND with reserves
of stability .Unlike a motorcycle that MUST be in balance..Or a tilter with a wide track using
motorcycle control.. this vehicle has stability even if subjected to large upsetting forces
because the tilt is effectively held in position by direct driver input control AND... the steered
wheels automatically adjust their steered position to ensure the vehicle cant overturn on a flat
surface. The overall reserves of stability are similar to a conventional car.
ALL technical problems are solved by simply NOT touching the steered wheels and allowing
them to respond dynamically to the environment. The system then Automatically
"countersteers" and Automatically "opposite locks", constantly making small adjustments before
they get to be noticed by the driver.
The most crucial aspect of FTC is the slow speed control. As the vehicle slows the steer of the
wheels is progressively [ and automatically], resiliently tensioned to the tilt action of the
vehicle. This progressively creates a " mechanical link" between driver input and front wheels
so that at dead slow speed the connection is" as usual". see WO2005075278
Above approximately 10mph a castoring wheel steer angle is dynamically locked to vehicle tilt
[and speed] .. as surely as the Earth is locked to the Sun and its that simple. In truth the driver
IS connected to the free castoring wheels and he can "feel" the wheels because the wheels
slip angle transfer loads into the tilt linkages which is converted to a torque in the drivers
control.
The video clips of my vehicle should leave no doubt that" thinking in a new way" gets the
results! Phillip
Technical page
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A new Generation... a new Explanation....
