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`USOO542657lA
`[1 1] Patent Number:
`
`5,426,571
`
`[45] Date of Patent:
`
`Jun. 20, 1995
`
` .
`
`United States Patent
`
`[19]
`
`Jones
`
`[54] MOTORCYCLE HEADLIGHT AIMING
`DEVICE
`Inventor:
`
`Jerry Jones, 202 Albion Ct., Novato,
`Calif, 94947
`
`[76]
`
`[21] APPL N0‘: 29’767
`[22] Filed:
`Mar. 11, 1993
`[51]
`Int. c1.6 ................................................ B62J 6/00
`[52] U.S. Cl. ........................................ 362/72; 362/66-
`362/286’
`[ss] Field of Search ..................... 362/66, 72, 71, 285,
`362/236’ 287, 234
`
`[56]
`
`_
`References Clted
`U.S. PATENT DOCUMENTS
`240/62.2
`3,939,339 2/1976 Alphm
`240/7_55
`4,024,333
`5/1977 Skoff _____‘
`4,075,469
`2/1978 Alphen .................. 362/72
`4,858,720 9/1989 Miyauchi et al.
`.
`362/72 X
`42870545
`9/1989 H3“-“aka 5'5 31-
`-~
`352/72
`
`4,922,390
`5/1990 Nakazawa et al.
`362/72
`6/1993 Ikegami et al. ................... 362/72 X
`5,217,087
`FOREIGN PATENT DOCUMENTS
`
`Primary Examz'ner—Stephen F. Husar
`
`Cr
`ABS
`[57]
`A device which determines the direction and amount of
`tilt, lean, bank, or attitude of a Vehicle relative to the
`road surface by means of one or more sensors which
`measure the return time of emitted energy reflected
`f‘°m the mad s“rfa°"" Vfahide attitude .i“f°““"“i°“ is
`“Sad ‘° m°"‘°~ °°”°°" adlust’ °’ °‘he’W‘5° alter Pres”
`lected vehicle parts or functions according to a prede-
`termined °°mbi11a*i°n 01’ °°mPuteF Paradigms and 1116'
`chanical linkages. This process can be used to adjust the
`headlight beam orientation in order to better illuminate
`the forward path of the vehicle. The headlight beam
`may be further adjusted according to information on
`vehicle speed and changes thereof. The -Motorcycle
`Headlight Aiming Device may be used to am a camera
`which is mounted to a banking vehicle. Bank angle data
`may also be used to switch off a turn signal mechanism,
`and to limit engine power at extreme angles of bank.
`-
`.
`.
`:’;::'e1"1]iSfC:_;°§ hmlted when Sens“ dam
`
`62-96148
`
`5/1987 Japan .
`
`7 Claims, 25 Drawing Sheets
`
` MICROPROCESSOR’
`
`1
`
`KOITO 103
`
`Koito Manufacturing v. Adaptive Headlam
`IPR2016-0007
`
`1
`
`KOITO 1035
`Koito Manufacturing v. Adaptive Headlamp
`IPR2016-00079
`
`

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`Sheet 1 of 25
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`Sheet 3 of 25
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`FIG. 3
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`FIG.
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`FIG.5
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`FIG. 6
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`FIG.8
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`Sheet 10 of 25
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`FIG. 10
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`FIG.
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`FIG. 23
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`FIG. 24
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`1
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`5,426,571
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`MOTORCYCLE HEADLIGHT AIIVIING DEVICE
`
`BACKGROUND——FIELD OF INVENTION
`
`A method of determining the degree of tilt, bank,
`lean, or attitude of a vehicle relative to the road surface,
`which makes possible various improvements in vehicle
`performance, the most significant of which is improved
`headlight illumination for motorcycles.
`BACKGROUND--FIELD OF PRIOR ART
`
`When a motorcycle leans or banlm into a turn, the
`headlight beam fails to adequately illuminate the road
`ahead for four reasons:
`
`1) HEADLAMP HEIGHT ERROR-—banking a
`motorcycle physically lowers the headlight. Be-
`cause the headlight beam is set to tilt downward
`toward the road, lowering the headlight shortens
`the range of illumination.
`2) STEERING ANGLE ERROR—-motorcycle
`headlights are often rigidly mounted on a fairing,
`but even when the headlight turns with the front
`wheel, the steering angle, or the angle between the
`planes of the two wheels, is not sufficient to turn
`the headlight enough to illuminate the roadway in
`the direction of the turn. Instead, the center of the
`beam is tangent to the curve. As the motorcycle
`banks, the steering angle points the beam increas-
`ingly downward, further shortening the range of
`forward illumination.
`3) BEAM TILT ANGLE ERROR—when the angle
`of the headlight beam is properly adjusted with the
`vehicle in an upright position by pivoting the head-
`light about a horizontal axis at a right angle to the
`direction of travel, the center of the beam is tilted
`or angled slightly downward, with the top cutoff
`of the high beam aimed toward the horizon in
`order to illuminate the road surface ahead. But as
`the motorcycle is banked, this downward beam
`angle rotates about an axis defined by the contact
`points of the two tires, so that the center of the
`beam is aimed toward the outside of the turn, short-
`ening the forward range of illumination in the di-
`rection of the turn.
`
`4) BEAM PATTERN ERROR--the headlight beam
`pattern is a cross section of the headlight beam,
`generally in the shape of a horizontal rectangle
`with a sharply cut upper edge to minimize the light
`which could shine into the eyes of oncoming driv-
`ers. As a motorcycle turns, the beam pattern tilts
`with the banking motorcycle and is thus cut off too
`low on the inside of the turn and too high on the
`outside. This tilted beam pattern not only fails to
`illuminate the path of the turning motorcycle, it
`also blinds oncoming drivers in the outside lane.
`Various means of correcting these errors have been
`proposed, although none are in common use today.
`U.S. Pat. No. 4,204,388 (Skoff, May 17, 1977) shows
`a main headlight with fixed supplimentary headlights
`pointed to either side to illuminate right and left turns,
`these supplimentary lights being also mounted at a fixed
`angle of rotation about their beam axes so as to roughly
`correct for beam pattern error. The lights are controlled
`by a pendulum switch comprising a quantity of mercury
`in a U-shaped tube transversely mounted on the motor-
`cycle. This method of determining the direction and
`angle of bank depends on the rider moving from side to
`side in a turn. Although this is done in racing, where the
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`rider’s padded knee is often extended to contact the
`road surface at the inside of the turn for added stability,
`in normal riding the rider’s center of gravity remains
`aligned with the plane of the motorcycle, thus there
`would be no effect on the pendulum switch. Moreover,
`Skoffs drawings show the mercury level displaced in a
`direction opposite to that which would occur if the
`rider were leaning inward.
`U.S. Pat. No. 3,939,339 (Alphen, May 17, 1976) de-
`scribes a means of correcting for beam pattern error
`only, using a cam system to detect the direction of han-
`dlebar rotation and a sprung weight to indicate the
`degree of bank by measuring the amount by which the
`centrifugal force of a banked turn moves the weight
`toward the tire contact point. This movement causes
`the headlight to rotate about the beam axis in a direction
`determined by handlebar rotation. Clearly, this mecha-
`nism is extremely susceptible to the influence of bumps
`and to rises and falls in the road surface. Moreover,
`centrifugal force at low speeds would be insufficient to
`rotate the light, and handlebar movement would be
`insufficient to activate the cam-operated gear change
`illustrated at high vehicle speeds.
`The Japanese Laid Open Patent Number Sho.
`62-96148 (Kitamura et al., 1987) derives a headlight
`pivot angle from the degree of bank and speed of the
`motorcycle, and rotates the headlamp along the optical,
`or beam axis by an amount equal and opposite to the
`bank angle in order to keep the rectangular beam pat-
`tern horizontal. This design, as in aircraft instrumenta-
`tion, uses a gyroscope to measure the bank angle. How-
`ever, headlight beam rotation based on a true horizontal
`orientation will not work well on banked turns, intro-
`ducing a tilt angle error in the opposite direction to that
`of a conventional motorcycle headlight, thus blinding
`oncoming drivers in the inside lane.
`Moreover, Kitamura shows a device where the head-
`light pivot axis banks with the motorcycle, increasing
`the steering angle error, which tends to aim the beam
`further downward as the motorcycle banks. In addition
`to the gyro motor, two servomotors are required to
`move the headlight, one controlling the rotation about
`the beam axis,
`the other controlling the movement
`about the pivot axis.
`US. Pat. No. 4,870,545 (Hatanaka, et al., Sep. 26,
`1989) expands on the Japanese patent cited above by
`determining whether the vehicle is entering a turn, in
`which case the headlight is pivoted further to the inside
`to illuminate the apex of the turn, or whether the vehi-
`cle is exiting a turn, in which case the beam pivot angle
`is reduced to better illuminate the straightaway follow-
`ing the turn. This determination is the product of a
`complex microprocessor program combining data on
`vehicle speed, throttle position, gear position and steer-
`ing angle from a variety of sensors. Although the ad-
`justment of headlight aim based on the position of the
`motorcycle in the turn may be useful, the means de-
`scribed are unnecessarily complicated.
`In order to avoid the cost and complexity of a gyro-
`scopic bank detector, Hatanaka uses a steering angle
`measuring device, calculating the angle of bank from
`information on steering angle and vehicle speed. Note
`that both Alphen and Hatanaka use some means to
`detect or measure the steering angle in order to deter-
`mine the direction or degree of bank. Although the
`angle of bank can be accurately derived from the steer-
`ing angle and speed in a sustained curve, this method
`
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`DESCRIPTION OF DRAWINGS
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`3
`gives momentary false results whenever a turn is begun,
`because in initiating a turn it is necessary first to turn the
`front wheel in a direction opposite to the direction of
`the turn in order to move the tire contact points to one
`side of the vehicle’s center of gravity, causing the vehi-
`cle to tilt or bank about a longitudinal axis which inter-
`sects the center of gravity. In fact, when negotiating a
`series of S curves in which the motorcycle is continu-
`ally banking from one side to the other, any measure-
`ment of bank angle based on steering angle will be
`wrong almost half the time, rendering any lighting com-
`pensation thus derived dangerously inaccurate.
`OBJECTS AND ADVANTAGES
`
`A further advantage of the Motorcycle Headlight
`Aiming Device is that, in many embodiments, rotation
`along the beam axis mechanically pivots the beam at a
`predetermined angle about the pivot axis. Thus the
`headlight movement is powered by only one motor.
`Although some embodiments have a second motor
`which compensates for variation in vehicle speed and-
`/or acceleration-deceleration, this second motor would
`require far less power and would therefore be more
`compact and less expensive. In other embodiments the
`function of the second motor is eflected pneumatically,
`or by a simple electric coil. A further embodiment uses
`a selectively switched array of fixed headlamps,
`wherein the switch is controlled by the unique bank
`angle measuring means described above.
`Further objects and advantages of my invention will
`become apparent from a consideration of the drawings
`and ensuing description.
`'
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`FIG. 1 is an exploded view of a fixed-pin embodiment
`of the Motorcycle Headlight Aiming Device.
`FIG. 2 is a cross-section longitudinally bisecting the
`Motorcycle Headlight Aiming Device of FIG. 1.
`FIG. 3 is a head-on perspective View of a faired mo-
`torcycle, showing the location of two distance sensors.
`FIG. 4 is a schematic diagram of key elements of the
`fixed-pin embodiment of the Motorcycle Headlight
`Aiming Device at three angles of bank.
`FIG. 5 is an exploded view of an alternate fixed-pin
`embodiment of the Motorcycle Headlight Aiming De-
`vice with the rear cowling not included.
`FIG. 6 is a cross section longitudinally bisecting the
`The Motorcycle Headlight Aiming Device is unique
`Motorcycle Headlight Aiming Device of FIG. 5 with
`in that the angle and direction of bank are determined
`the rear cowling included.
`by one or more electronic distance sensors measuring
`the distance to the road surface on one or both sides of
`FIG. 7 is a schematic diagram of key elements of the
`alternate fixed-pin embodiment of the Motorcycle
`the vehicle. The output from the sensor(s) is fed into a
`microprocessor circuit which computes the direction 20 Headlight Aiming Device at three angles of bank‘
`FIG. 8 is an exploded view of a movable-pin embodi-
`and angle of bank relative to the road surface; thus the
`ment of the Motorcycle Headlight Aiming Device with
`headlight beam can be rotated about a longitudinal, or
`the rear cowling not included.
`beam, axis so as to ensure that the rectangular beam
`FIG. 9 is a cross section longitudinally bisecting the
`pattern remains parallel to the road surface at all times,
`Motorcycle Headlight Aiming Device of FIG. 8 with
`regardless of the degree to which the road is banked.
`the rear cowling included.
`In addition,
`in the Motorcycle Headlight Aiming
`FIG. 10 is a side view of a motorcycle rear wheel
`Device the headlight pivot axis rotates with the head-
`assembly showing the location of a single distance sen-
`light assembly. Because the pivot axis therefore remains
`sor, a speed sensor, and a perforated ring mounted to
`perpendicular or normal to the road surface at any
`the rear brake disk.
`angle of bank, the swept angle of the beam remains
`FIG. 11 is a rear view of the speed sensor shown in
`parallel to the road surface as the headlight assembly
`FIG. 10.
`pivots as necessary to illuminate the curve ahead.
`The bank sensor data may be used to control a bank
`warning signal, an engine power limiter to reduce the
`risk of skidding at extreme angles of bank as well as
`preventing front wheel liftoff under extreme accelera-
`tion, and an automatic turn signal control which shuts
`off the turn signal whenever the motorcycle returns to
`an upright position.
`The bank sensor data may also be used in combina-
`tion with vehicle speed data inputed to a microproces-
`sor circuit which controls the headlight aim more pre-
`cisely, allowing the use of a more narrowly focused
`beam, giving a brighter beam at any given wattage.
`Hatanaka’s goal of an additional beam pivot adjustment
`for entering and exiting a turn is realized in several
`embodiments of the Motorcycle Headlight Aiming De-
`vice using a variety of simple inertial and pneumatic
`means.
`
`5
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`FIG. 12 is a schematic diagram of key elements of the
`movable-pin embodiment of the Motorcycle Headlight
`Aiming Device showing the relationship of these ele-
`ments at two pin positions and at three angles of bank.
`FIG. 13 is a cross section longitudinally bisecting the
`coil and alternator embodiment of the Motorcycle
`Headlight Aiming Device.
`FIG. 14 is a side view of an alternator mounted out-
`board of a motorcycle gearbox sprocket.
`FIG. 15 is a diagrammatic view of a parallel linkage
`headlight assembly mount, with broken lines indicating
`an alternate position.
`FIG. 16 is a perspective view of a ball-jointed mova-
`ble-pin embodiment of the Motorcycle Headlight Aim-
`ing Device.
`FIG. 17 is a schematic diagram of key elements of the
`ball-jointed movable-pin embodiment of the Motorcy-
`cle Headlight Aiming Device showing the relationship
`of these elements at two pin positions and at three an-
`gles of bank.
`FIG. 18 is a perspective view of a ball-jointed fixed-
`pin embodiment of the Motorcycle Headlight Aiming
`Device.
`
`FIG. 19 is an exploded view of a vane and linkage
`embodiment of the Motorcycle Headlight Aiming De-
`vice.
`
`FIG. 20 is a perspective view of a ball-jointed em-
`bodiment of the Motorcycle Headlight Aiming Device
`using a piston to position the movable pin.
`FIG. 20A is a cross-sectional view of the piston and
`movable pin detail of the embodiment illustrated in
`FIG. 20.
`
`FIG. 21 is a longitudinal cross-section of an electri-
`cally operated air bleed valve.
`FIG. 22 is a perspective view of a wind operated air
`bleed valve.
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`FIG. 23 is a schematic view showing key elements of
`21 Watts linkage embodiment of the Motorcycle Head-
`light Aiming Device at two angles of bank.
`FIG. 24 is a head-on perspective view of a faired
`motorcycle, showing an embodiment of the Motorcycle
`Headlight Aiming Device which incorporates an array
`of fixed headlamps.
`LIST OF REFERENCE LETTERS AND
`NUMERALS
`
`A servomotor
`B servomotor
`C fixed center beatings
`D movable center bearings
`E pivot pin bearings
`30 headlamp
`31 front cowling
`32 headlamp holder
`33 inner shell
`
`34 headlight assembly pivots
`35 sector gear
`36 pinion gear
`37 outer shell
`38 ball bearing
`39 fixed bearing-point, or pin
`39a bearing-point, or pin
`40 vertical slot
`400 slot
`41 rear cowling
`42 V-seal
`43 distance sensors
`44 motor bracket
`45 movable bearing-point, or pin
`46 sliding block
`47 block guide
`48 drive screw
`49 drive gear
`50 pinion gear
`51 thrust bracket
`52 speed sensor
`53 perforated ring
`54 rear brake disk
`55 light source
`56 light detector
`57 ferrous core
`58 electric coil
`59 spring
`60 rotor
`61 stator
`62 drive gear
`63 sector gear
`64 frame
`65 ball-joint
`66 pinion gear
`67 sector gear
`68 pivot gimbal
`69 guides
`70 horizontal slot
`71 vertical slot
`72 fixed bearing-point, or pin
`73 movable bearing-point, or pin
`74 sliding block
`75 slotted guide
`75 vane
`76 vane arms
`77 holes
`78 vane pivot bearings
`79 carriage lower bearing
`
`80 pin carriage
`81 link
`82 spring
`83 piston
`84 cylinder
`85 spring
`86 flexible pipe or tube
`87 valve body
`88 valve seat
`89 air inlet
`90 air outlet
`91 electric coil
`92 ferrous core
`93 tapered needle
`94 spring
`95 pressure balance tube
`96 vane
`97 rotary air bleed valve
`98 spring
`99 air outlet tube
`100 air inlet tube
`101 bearing-point ball-joint
`102 rear headlight assembly upper ball-joint
`103 rear headlight assembly lower ball-joint
`SUMMARY
`
`The Motorcycle Headlight Aiming Device detects
`the direction and degree of bank, tilt, or attitude of a
`vehicle relative to the road surface. This information is
`used to adjust the headlight beam of banking vehicles in
`order to provide optimum illumination on curves by
`changing the headlight beam orientation to better illu-
`minate the forward path of the vehicle. Vehicle attitude
`information may also be used to aim a camera which is
`mounted to a banking vehicle. The Motorcycle Head-
`light Aiming Device can switch off a turn signal mecha-
`nism, and limit engine power at extreme angles of bank.
`Engine power may also be limited when sensor data
`indicates front wheel lift-off.
`
`DETAILED DESCRIPTION/OPERATION OF A
`PREFERRED EMBODIMENT
`
`FIGS. 1 and 2 show, respectively, an exploded view
`and a cross-section view of the Motorcycle Headlight
`Aiming Device. The headlamp 30 is mounted between
`a front cowling 31 and a headlamp holder 32 which is
`attached to an inner shell 33 by means of two pivots 34.
`The pivot axis passes through, or close to, the center of
`gravity of the pivoting headlight assembly comprising
`headlamp 30, front cowling 31, and headlamp holder 32.
`Inner shell 33 has a sector gear 35 meshing with a pinion
`gear 36 driven by a servomotor A. Inner shell 33 is
`surrounded by a ball bearing 38 which is fixed to the
`inside of an outer shell 37. Motor A is attached to outer
`shell 37, as is a fixed bea.ring-point, or pin, 39, which
`engages with a vertical slot 40 at the rear of headlamp
`holder 32. The top of slot 40 is at or slightly below the
`axis of headlight rotation. A rear cowling 41 is mounted
`to outer shell 37 and to the motorcycle forks, frame or
`fairing by suitable brackets (not shown). The joint or
`annular opening between front cowling 31 and rear
`cowling 41 is sealed by a flexible V-seal 42.
`FIG. 3 shows a head-on view of a motorcycle with a
`fairing. Distance measuring devices, or sensors, 43, each
`comprising an emittor radiating energy (sound, electro-
`magnetic radiation, or light) approximately downward
`toward the road surface, a detector, which detects the
`energy reflected from the road surface, and a timing
`
`l0
`
`15
`
`20
`
`25
`
`30
`
`35
`
`45
`
`50
`
`55
`
`65
`
`29
`
`29
`
`

`
`7
`device to measure the time required for energy waves
`or pulses to return, are symmetrically mounted to the
`frame or fairing, equidistant from the plane of the mo-
`torcycle. The distance sensors are electrically con-
`nected to a small computer or microprocessor circuit
`(not shown) which can be mounted in any protected
`location on the motorcycle. The output from the micro-
`processor circuit controls the movement of servomotor
`A.
`
`As the vehicle banks into a turn, sensors 43 measure
`the distance of each sensor from the road. The sensor
`closest to the road corresponds to the direction of the
`bank, and thus the direction of the turn. The difference
`between the measured values on each side of the vehicle
`is a function of the angle of bank.
`The microprocessor circuit, using the data from sen-
`sors 43 causes servomotor A to rotate inner shell 33
`about the axis of headlight rotation, or beam axis, by an
`amount equal and opposite to the degree of bank of the
`vehicle, so that the long dimension of the approximately
`rectangular cross-section of the beam pattern remains
`parallel to the road surface at any angle of bank. As the
`headlight assembly is rotated, pin 39, engaged with slot
`40, causes the headlight assembly to pivot about the
`pivot axis, which remains perpendicular, or normal, to
`the road surface at any angle of bank.
`FIG. 4 shows the position of the headlight assembly
`at three angles of bank (0, 30, and 60 degrees from verti-
`cal). Pin 39, which is located a predetermined distance
`below the axis of headlight rotation, displaces slot 40
`horizontally by a distance h, thus causing the headlight
`assembly to pivot a predetermined amount in the direc-
`tion of the turn. The greater the angle of bank, the more
`the headlight assembly pivots.
`
`FIGS. 5, 6, and 7——Description/Operation of Alternate
`Fixed Pin Embodiment
`
`FIGS. 5, and 6 show a device similar to that shown in
`FIGS. 1 and 2, differing only in that a slot 40a is located
`in the outer shell and a bearing-point, or pin, 39a is
`attached to the rear of headlamp holder 32 at a prede-
`termined distance below the headlamp axis of rotation.
`FIG. 7 shows the position of the headlight assembly
`at three angles of bank (0. 20 and 60 degrees). If (1 is the
`distance of the pin 39a below the axis of rotation, h is
`the horizontal displacement of pin 39a and with it the
`rear of headlamp holder 32, at any given angle of bank.
`
`FIGS. 8, 9, 10, 11 and 12—Description/Operation of
`Movable Pin Embodiment
`
`5
`
`10
`
`15
`
`20
`
`25
`
`30
`
`35
`
`45
`
`50
`
`FIGS. 8 and 9 show an exploded view and a cross
`section, respectively, of the same device shown in
`FIGS. 1 and 2 above, except that this version has a
`movable bearing-point, or pin, 45 which can be moved .
`55
`towards or away from the axis of rotation, guided by
`slots, both in outer shell 37 and in a motor bracket 44
`which is attached to outer shell 37. Movable pin 45 is
`mounted to a sliding block 46 which is free to move
`within a block guide 47. Block 46 is threaded to receive
`a drive screw 48. Drive screw 48 is connected to a drive
`gear 49 which meshes with a pinion gear 50 which is
`connected to a servomotor B mounted on motor
`bracket 44. A thrust bracket 51 is mounted to outer shell
`37.
`FIG. 10 shows a speed sensor 52 attached to the
`brake caliper mounting plate near the rear wheel hub. A
`perforated ring 53 is attached to the periphery of the
`rear brake disk 54 and rotates with the rear wheel. FIG.
`
`65
`
`30
`
`5,426,571
`
`8
`11 is a rear view detail of sensor 52, viewed along a line
`tangent to ring 53 at sensor 52, and shows a light source
`55 and a light detector 56. Perforated ring 53, turning
`between the light source and light detector interrupts
`the light at a frequency corresponding to the speed of
`the motorcycle.
`.
`If the motorcycle is travelling slowly, the turn will
`have a shorter radius for any given angle of bank. Con-
`versely, at high speeds, the motorcycle may be sharply
`banked in a relatively straight curve. The degree to
`which the headlight beam should pivot on an axis nor-
`mal to the road surface depends on the radius of the
`curve, which is a function of the angle of bank and an
`inverse function of the speed of the motorcycle.
`The signal from detector 52, or from a conventional
`speedometer, is sent to a microprocessor circuit (not
`shown) which can be mounted in any protected loca-
`tion on the motorcycle, and which is designed to con-
`trol motor B so that sliding block 46 will move pin 45
`closer to the axis of headlight rotation at high speeds
`and further from the axis of rotation at low speed.
`The same microprocessor may be programed to input
`data from an inertial device to sense acceleration/decel-
`eration, in order to implement Hata.naka’s concept of
`increasing beam pivot. movement when decelerating
`toward the apex of a turn, and decreasing pivot motion
`when accelerating from the apex in order to better
`illuminate the straightaway ahead.
`FIG. 12 shows how moving pin 45 closer to the axis
`of headlight rotation reduces the horizontal movement
`(h2) of slot 40, as illustrated by broken lines.
`
`FIG. 10-—Description/Operation of Single Distance
`Sensor Embodiment
`
`The angle and direction of bank can also be deter-
`mined by measuring the distance to the road surface on
`one side of the vehicle. When the motorcycle is banked
`toward the side on which the sensor is mounted, the
`distance between the sensor and the road surface de-
`creases; when the motorcycle is banked in a direction
`away from the sensor, the distance increases. The out-
`put from the sensor is fed into a microprocessor circuit
`(not shown) which compares the measured distance to a
`preset value corresponding to the distance from the
`sensor to the road with the motorcycle upright, thus
`deriving the direction and angle of bank.
`To avoid changes in distance between sensor and
`roadway caused by suspension travel, the sensor should
`be mounted on a wheel hub or on an unspnmg suspen-
`sion component. FIG. 10 shows a sensor 43 mounted at
`the end of the swingarm near the axle. This method of
`bank measurement would be less reliable in extreme
`conditions on poor roads, when tire compression and
`wheel hop or liftoff could cause erratic headlight beam
`movement, but would suffice for normal use.
`
`FIGS. 13 and l4—Description/Operation of Coil and
`Alternator Embodiment
`
`FIG. 13 is similar to the embodiment shown in cross
`section in FIG. 9, except that sliding block 46 is con-
`nected to a ferrous core 57 partly surrounded by an
`electric coil 58 mounted to outer shell 37. A spring 59 is
`placed between block 46 and coil 58. FIG. 14 shows an
`alternator mounted outboard of the gearbox sprocket
`comprising a rotor 60 which turns with the sprocket
`and a stator 61 which can be fixed to the sprocket outer
`cover (not shown).
`
`30
`
`

`
`5,426,571
`
`9
`Electric current from the alternator energizes coil 58,
`generating a magnetic field strength corresponding to
`vehicle speed, thereby drawing core 57 into coil 58
`against the predetermined resistance of spring 59, and
`moving block 46 and pin 45 closer to the beam axis, thus
`reducing the headlight pivot angle correction. A coun-
`terweight mechanically linked to block 46 (not illus-
`trated) will prevent road irregularities from influencing
`the movement of pin 45.
`
`FIG. 15—Description/Operation of Parallel Linkage
`Mounting of Headlight Assembly
`
`A variation of the Motorcycle Headlight Aiming
`Device which does not require the large ball bearing,
`and is especially suited to fairing-mounted headlights is
`illustrated in FIG. 15, which shows an articulated link-
`age consisting of four links connected at their ends to
`form a parallelogram. At the center of each link is a
`bearing. Fixed center bearings C at the center of one
`pair of parallel links are connected to the motorcycle
`forks, frame, or fairing; movable center bearings D of
`the second pair of links are connected to the headlight
`assembly by pivot pin bearings E.
`A drive gear 62 acting on a sector gear 63 concentric
`to one of the C bearings can cause the linkage to turn in
`one plane, clockwise or counterclockwise, as shown by
`broken lines in FIG. 15. This movement will keep the
`headlight assembly pivot axis normal to the road surface
`at all angles of bank; thus the linkage can substitute for
`the circumferential ball bearing shown in FIGS. 1 and
`2. Moreover, by lengthening the links with the D bear-
`ings, a multiplicity of headlight assemblies may be
`mounted to a series of pivot pin bearings, all rotated by
`the same motor.
`
`FIGS. 16 and 17-—Description/Operation of Ball Joint
`Embodiment
`
`FIG. 16 shows a Headlight Aiming Device compris-
`ing a frame 64 which is connected to a headlight assem-
`bly by a ball joint 65. A servomotor A is mounted to the
`frame. Motor A is connected to the headlight assembly
`by means of a pinion gear 66 engaged with a sector gear
`67 which is attached to the headlight assembly by a
`yoke and pivot gimbal 68. Sector gear 67 is kept in
`alignment with pinion gear 66 by means of guides 69
`mounted to frame 64. The rear of the headlight assem-
`bly has two slots at right angles in the form of a discon-
`tinuous T, one approximately horizontal 70, and one
`approximately vertical 71. Horizontal slot 70 engages a
`fixed bearing-point, or pin, 72 which is mounted on the
`rear of the frame. Vertical slot 71 engages a movable
`bea.ring-point, or pin, 73 mounted to a sliding block 74
`which surrounds a flat slotted guide 75 which is part of
`the frame. The operation of this embodiment is similar
`to the movable pin embodiments previously described.
`FIG. 17 shows the relationship of the pins with the T
`slots at three angles of bank, 0, 30 and 60 degrees, as in
`the description of FIG. 3 above. The roughly triangular
`shapes surrounding the slots represent the rear of the
`ball-jointed headlight assembly. H represents the ap-
`proximately horizontal movement of slot 71 at various
`degrees of bank. The movement of the slots with mov-
`able pin 73 in an intermediate position is indicated by
`broken lines. The sole function of the fixed pin, which is
`mounted behind and slightly above the ball joint, and of
`horizontal slot 70 in the headlight assembly, is to allow
`the headlight assembly to pivot only in a horizontal
`
`10
`plane or, more accurately, in a plane parallel to the road
`surface.
`The headlight assembly in FIG. 16 shows dual head-
`lights. By using small quartz-halogen units now avail-
`able for cars, this configuration could be made small
`enough to fit behind a protective lens no larger than a
`normal headlight lens.
`
`FIG. 18—Description/Operation of Ball Jointed
`Embodiment with Fixed Pins
`
`FIG. 18 shows an embodiment similar to that in FIG.
`16, except that both pins are fixed. As in the Fixed Pin
`Embodiment illustrated in FIGS. 1 and 2, this version
`uses a wide beam cross section to better illuminate the
`road at various speeds. This version is compact and can
`easily be adapted to a variety of current motorcycle
`models. The ball joint and single motor make it inexpen-
`sive to produce, and the redundancy of the dual head-
`lamps gives an increased margin of safety.
`
`FIG. 19—Description/Operation of Embodiment with
`Vane and Linkage
`FIG. 19 shows an embodiment similar to that in
`FIGS. 8 and 9, except that movable pin 45 is linked to a
`vane 75 of predetermined size and shape which is lo-
`cated outside and below headlight C