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TRAXXAS, L.P.,
Plaintiff,
v.
HOBBICO, INC., et al.,
Defendants.
COMES NOW Plaintiff Traxxas, L.P. (Traxxas) and files this First Amended
Complaint for Patent Infringement against Defendants Hobbico, Inc. (Hobbico) and Arrma
Durango Ltd. (Arrma), alleging as follows:
I. NATURE OF THE SUIT
1.
This is a claim for patent infringement arising under the patent laws of the United
Plaintiff Traxxas, L.P. is a Texas limited partnership that maintains its principal
directly or through intermediaries, and maintains its principal place of business in Champaign,
Illinois.
4.
and a subsidiary of Defendant Hobbico, Inc. that does business in Texas, directly or through
intermediaries, and maintains its principal place of business in Moira, Derbyshire, United
Kingdom.
III. JURISDICTION AND VENUE
5.
This action arises under the patent laws of the United States, Title 35 of the
United States Code. Thus, this Court has subject matter jurisdiction pursuant to 28 U.S.C.
1331 and 1338(a).
6.
This Court has specific personal jurisdiction over each Defendant pursuant to due
process and the Texas Long Arm Statute because each Defendant, directly or through
intermediaries, has conducted and does conduct substantial business in this forum, such
substantial business including but not limited to: (i) at least a portion of the infringements
alleged herein; (ii) purposefully and voluntarily placing one or more infringing products or
services into the stream of commerce with the expectation that they will be purchased by
consumers in this forum; or (iii) regularly doing or soliciting business, engaging in other
persistent courses of conduct, or deriving substantial revenue from goods and services provided
to individuals in Texas and in this District.
7.
Venue is proper in this Court under 28 U.S.C. 1391(b)-(d) and 1400(b) for the
reasons set forth above. Furthermore, venue is proper because each Defendant, directly or
through intermediaries, sells and offers to sell infringing products to persons in this District, as
discussed below. Each of Defendants infringing acts in this District gives rise to proper venue.
Page 2
IV. BACKGROUND
A.
7,793,951 B2; 8,982,541 B1; 7,883,099 B2; D567,886 S; 9,061,763 B1; and 9,221,539 B2
(collectively, the Asserted Patents).
9.
A true and correct copy of United States Patent No. 7,793,951 B2 (the 951
Patent), entitled Integrated Center Point Steering Mechanism for a Model Vehicle, is attached
hereto as Exhibit A.
10.
Traxxas is the current owner by assignment of all rights, title, and interest in and
under the 951 Patent, which duly and legally issued on September 14, 2010, with Brent
Whitfield Byers and Seralaathan Hariharesan as the named inventors. Traxxas has standing to
sue for infringement of the 951 Patent.
11.
A true and correct copy of United States Patent No. 8,982,541 B1 (the 541
Patent), entitled Protective Enclosure for Model Vehicle, is attached hereto as Exhibit B.
12.
Traxxas is the current owner by assignment of all rights, title, and interest in and
under the 541 Patent, which duly and legally issued on March 17, 2015, with Timothy E.
Roberts, Jon Kenneth Lampert, and Otto Karl Allmendinger as the named inventors. Traxxas
has standing to sue for infringement of the 541 Patent.
13.
A true and correct copy of United States Patent No. 7,883,099 B2 (the 099
Patent), entitled Vehicle Suspension for a Model Vehicle, is attached hereto as Exhibit C.
14.
Traxxas is the current owner by assignment of all rights, title, and interest in and
under the 099 Patent, which duly and legally issued on February 8, 2011, with Brent Whitfield
Page 3
Byers and Jon Kenneth Lampert as the named inventors. Traxxas has standing to sue for
infringement of the 099 Patent.
15.
A true and correct copy of United States Patent No. D567,886 S (the 886
Patent), entitled Vehicle Mounted Coil Spring and Shock Assembly, is attached hereto as
Exhibit D.
16.
Traxxas is the current owner by assignment of all rights, title, and interest in and
under the 886 Patent, which duly and legally issued on April 28, 2008, with Jon Kenneth
Lampert and Brent Whitfield Byers as the named inventors. Traxxas has standing to sue for
infringement of the 886 Patent.
17.
A true and correct copy of United States Patent No. 9,061,763 B1 (the 763
Patent), entitled Rotorcraft With Integrated Light Pipe Support Members, is attached hereto
as Exhibit E.
18.
Traxxas is the current owner by assignment of all rights, title, and interest in and
under the 763 Patent, which duly and legally issued on June 23, 2015, with Casey Christen Jens
Christensen, Otto Karl Allmendinger, Richard Douglas Hohnholt, Kent Poteet, Scott Rollin
Michael Schmitz, and Thomas Blackwell as the named inventors. Traxxas has standing to sue
for infringement of the 763 Patent.
19.
A true and correct copy of United States Patent No. 9,221,539 B2 (the 539
Patent), entitled Rotorcraft With Integrated Light Pipe Support Members, is attached hereto
as Exhibit F.
20.
Traxxas is the current owner by assignment of all rights, title, and interest in and
under the 539 Patent, which duly and legally issued on December 29, 2015, with Casey Christen
Jens Christensen, Otto Karl Allmendinger, Richard Douglas Hohnholt, Kent Poteet, Scott Rollin
Page 4
Michael Schmitz, and Thomas Blackwell as the named inventors. Traxxas has standing to sue
for infringement of the 539 Patent.
B.
Arrma
21.
within the United States, or imports into the United States, remotely controllable model vehicles
(the Arrma Accused Products), including but not limited to the NERO 6S BLX Monster Truck.
22.
The Arrma Accused Products are sold or offered for sale in this District via
By selling and/or offering to sell the Arrma Accused Products, Arrma, directly or
through intermediaries, purposefully and voluntarily places the Arrma Accused Products into the
stream of commerce with the expectation that they will be purchased by consumers in this
District.
C.
Hobbico
24.
subsidiary Arrma), makes, uses, sells, or offers to sell the Arrma Accused Products within the
United States, or imports the Arrma Accused Products into the United States.
25.
within the United States, or imports into the United States, remotely controllable quadcopters
(the Dromida Accused Products), including but not limited to the Dromida Vista UAV Drone
and the Dromida OMINUS FPV Quad.
26.
The Arrma Accused Products and the Dromida Accused Products are sold or
Page 5
27.
By selling and/or offering to sell the Arrma Accused Products and the Dromida
Accused Products in this District, Hobbico, directly or through intermediaries, purposefully and
voluntarily places the Arrma Accused Products and the Dromida Accused Products into the
stream of commerce with the expectation that they will be purchased by consumers in this
District.
V. CLAIMSARRMA
28.
The Arrma Accused Products are covered by at least claim 27 of the 951 Patent.
31.
Arrma has directly infringed and continues to infringe at least claim 27 of the
951 Patent in violation of 35 U.S.C. 271(a) by, directly or through intermediaries and without
Traxxas authority, making, using, selling, or offering to sell the Arrma Accused Products in the
United States, or importing the Arrma Accused Products into the United States.
32.
Further and in the alternative, at least since the filing and service of this
Complaint, Arrma has been and now is actively inducing infringement of at least claim 27 of the
951 Patent in violation of 35 U.S.C. 271(b). Users of the Arrma Accused Products directly
infringe at least claim 27 of the 951 Patent when they use the Arrma Accused Products in the
ordinary, customary, and intended way. Arrmas inducements include, without limitation and
with specific intent to encourage the infringement, knowingly inducing consumers to use the
Arrma Accused Products within the United States in the ordinary, customary, and intended way
Page 6
by, directly or through intermediaries, supplying the Arrma Accused Products to consumers
within the United States and instructing such consumers (for example in instruction manuals that
Arrma provides online or with the Arrma Accused Products) how to use the Arrma Accused
Products in the ordinary, customary, and intended way, which Arrma knows or should know
infringes at least claim 27 of the 951 Patent.
33.
Further and in the alternative, at least since the filing and service of this
Complaint, Arrma has been and now is actively contributing to infringement of at least claim 27
of the 951 Patent in violation of 35 U.S.C. 271(c). Arrma installs, configures, and sells the
Arrma Accused Products with distinct components, including but not limited to a steering servo
protection system, that are especially made or especially adapted to practice the invention
claimed in at least claim 27 of the 951 Patent. The steering servo protection system within the
Arrma Accused Products constitutes a material part of the claimed invention recited in at least
claim 27 of the 951 Patent and not a staple article or commodity of commerce because it is
specifically configured according to at least claim 27 of the 951 Patent. Arrmas contributions
include, without limitation, making, offering to sell, and/or selling within the United States,
and/or importing into the United States, the Arrma Accused Products, which include a steering
servo protection system, knowing the steering servo protection system to be especially made or
especially adapted for use in an infringement of at least claim 27 of the 951 Patent, and not a
staple article or commodity of commerce suitable for substantial noninfringing use.
34.
Arrmas infringement of the 951 Patent has been and continues to be willful and
deliberate.
Page 7
B.
The Arrma Accused Products are covered by at least claim 1 of the 541 Patent.
37.
Arrma has directly infringed and continues to infringe at least claim 1 of the 541
Patent in violation of 35 U.S.C. 271(a) by, directly or through intermediaries and without
Traxxas authority, making, using, selling, or offering to sell the Arrma Accused Products in the
United States, or importing the Arrma Accused Products into the United States.
38.
Further and in the alternative, at least since the filing and service of this
Complaint, Arrma has been and now is actively inducing infringement of at least claim 1 of the
541 Patent in violation of 35 U.S.C. 271(b). Users of the Arrma Accused Products directly
infringe at least claim 1 of the 541 Patent when they use the Arrma Accused Products in the
ordinary, customary, and intended way. Arrmas inducements include, without limitation and
with specific intent to encourage the infringement, knowingly inducing consumers to use the
Arrma Accused Products within the United States in the ordinary, customary, and intended way
by, directly or through intermediaries, supplying the Arrma Accused Products to consumers
within the United States and instructing such consumers (for example in instruction manuals that
Arrma provides online or with the Arrma Accused Products) how to use the Arrma Accused
Products in the ordinary, customary, and intended way, which Arrma knows or should know
infringes at least claim 1 of the 541 Patent.
39.
Further and in the alternative, at least since the filing and service of this
Complaint, Arrma has been and now is actively contributing to infringement of at least claim 1
of the 541 Patent in violation of 35 U.S.C. 271(c). Arrma installs, configures, and sells the
Page 8
Arrma Accused Products with distinct components, including but not limited to a Radio Box Set
(Part No. AR320248), that are especially made or especially adapted to practice the invention
claimed in at least claim 1 of the 541 Patent. The Radio Box Set within the Arrma Accused
Products constitutes a material part of the claimed invention recited in at least claim 1 of the 541
Patent and not a staple article or commodity of commerce because it is specifically configured
according to at least claim 1 of the 541 Patent.
limitation, making, offering to sell, and/or selling within the United States, and/or importing into
the United States, the Arrma Accused Products, which include the Radio Box Set, knowing the
Radio Box Set to be especially made or especially adapted for use in an infringement of at least
claim 1 of the 541 Patent, and not a staple article or commodity of commerce suitable for
substantial noninfringing use.
40.
Arrmas infringement of the 541 Patent has been and continues to be willful and
deliberate.
C.
The Arrma Accused Products are covered by at least claim 1 of the 099 Patent.
43.
Arrma has directly infringed and continues to infringe at least claim 1 of the 099
Patent in violation of 35 U.S.C. 271(a) by, directly or through intermediaries and without
Traxxas authority, making, using, selling, or offering to sell the Arrma Accused Products in the
United States, or importing the Arrma Accused Products into the United States.
44.
Further and in the alternative, at least since the filing and service of this
Complaint, Arrma has been and now is actively inducing infringement of at least claim 1 of the
Page 9
099 Patent in violation of 35 U.S.C. 271(b). Users of the Arrma Accused Products directly
infringe at least claim 1 of the 099 Patent when they use the Arrma Accused Products in the
ordinary, customary, and intended way. Arrmas inducements include, without limitation and
with specific intent to encourage the infringement, knowingly inducing consumers to use the
Arrma Accused Products within the United States in the ordinary, customary, and intended way
by, directly or through intermediaries, supplying the Arrma Accused Products to consumers
within the United States and instructing such consumers (for example in instruction manuals that
Arrma provides online or with the Arrma Accused Products) how to use the Arrma Accused
Products in the ordinary, customary, and intended way, which Arrma knows or should know
infringes at least claim 1 of the 099 Patent.
45.
Further and in the alternative, at least since the filing and service of this
Complaint, Arrma has been and now is actively contributing to infringement of at least claim 1
of the 099 Patent in violation of 35 U.S.C. 271(c). Arrma installs, configures, and sells the
Arrma Accused Products with distinct components, including but not limited to suspension
system components such as shocks, suspension arms, and rockers, that are especially made or
especially adapted to practice the invention claimed in at least claim 1 of the 099 Patent. Each
suspension system component within the Arrma Accused Products constitutes a material part of
the claimed invention recited in at least claim 1 of the 099 Patent and not a staple article or
commodity of commerce because it is specifically configured according to at least claim 1 of the
099 Patent. Arrmas contributions include, without limitation, making, offering to sell, and/or
selling within the United States, and/or importing into the United States, the Arrma Accused
Products, which include the suspension system components, knowing each suspension system
component to be especially made or especially adapted for use in an infringement of at least
Page 10
claim 1 of the 099 Patent, and not a staple article or commodity of commerce suitable for
substantial noninfringing use.
46.
Arrmas infringement of the 099 Patent has been and continues to be willful and
deliberate.
D.
The 886 Patent claims an ornamental design for a vehicle mounted coil spring
and shock assembly, as shown and described, for example, in Figure 5, reproduced below:
49.
The Arrma Accused Products comprise a vehicle-mounted coil spring and shock
Page 11
50.
The vehicle-mounted coil spring and shock assembly in the Arrma Accused
Products embodies the patented design claimed by the 886 Patent or a colorable imitation
thereof.
51.
gives, the design of the vehicle-mounted coil spring and shock assembly in the Arrma Accused
Products is substantially the same as the design claimed by the 886 Patent. The resemblance is
such as to deceive such an observer, inducing him to purchase one supposing it to be the other.
52.
53.
Arrma has directly infringed and continues to infringe the 886 Patent in violation
of 35 U.S.C. 271(a) by, directly or through intermediaries and without Traxxas authority,
making, using, selling, or offering to sell the Arrma Accused Products in the United States, or
importing the Arrma Accused Products into the United States.
54.
Further and in the alternative, at least since the filing and service of this
Complaint, Arrma has been and now is actively inducing infringement of the 886 Patent in
violation of 35 U.S.C. 271(b). Users of the Arrma Accused Products directly infringe the 886
Patent when they use the Arrma Accused Products in the ordinary, customary, and intended way.
Arrmas inducements include, without limitation and with specific intent to encourage the
infringement, knowingly inducing consumers to use the Arrma Accused Products within the
United States in the ordinary, customary, and intended way by, directly or through
intermediaries, supplying the Arrma Accused Products to consumers within the United States
and instructing such consumers (for example in instruction manuals that Arrma provides online
or with the Arrma Accused Products) how to use the Arrma Accused Products in the ordinary,
customary, and intended way, which Arrma knows or should know infringes the 886 Patent.
Page 12
55.
Further and in the alternative, at least since the filing and service of this
Complaint, Arrma has been and now is actively contributing to infringement of the 886 Patent
in violation of 35 U.S.C. 271(c). Arrma installs, configures, and sells the Arrma Accused
Products with distinct components, including but not limited to the vehicle-mounted coil spring
and shock assembly, that are especially made or especially adapted to practice the invention
claimed in the 886 Patent. The vehicle-mounted coil spring and shock assembly within the
Arrma Accused Products constitutes a material part of the claimed invention recited in the 886
Patent and not a staple article or commodity of commerce because it is specifically configured
according to the 886 Patent. Arrmas contributions include, without limitation, making, offering
to sell, and/or selling within the United States, and/or importing into the United States, the Arrma
Accused Products, which include the vehicle-mounted coil spring and shock assembly, knowing
the vehicle-mounted coil spring and shock assembly to be especially made or especially adapted
for use in an infringement of the 886 Patent, and not a staple article or commodity of commerce
suitable for substantial noninfringing use.
56.
Arrmas infringement of the 886 Patent has been and continues to be willful and
deliberate.
VI. CLAIMSHOBBICO
57.
Page 13
59.
Hobbico has directly infringed and continues to infringe at least claim 27 of the
951 Patent in violation of 35 U.S.C. 271(a) by, directly or through intermediaries (including
but not limited to its subsidiary Arrma) and without Traxxas authority, making, using, selling, or
offering to sell the Arrma Accused Products in the United States, or importing the Arrma
Accused Products into the United States.
60.
Further and in the alternative, at least since the filing and service of this
Complaint, Hobbico has been and now is actively inducing infringement of at least claim 27 of
the 951 Patent in violation of 35 U.S.C. 271(b). Users of the Arrma Accused Products
directly infringe at least claim 27 of the 951 Patent when they use the Arrma Accused Products
in the ordinary, customary, and intended way.
limitation and with specific intent to encourage the infringement, knowingly inducing consumers
to use the Arrma Accused Products within the United States in the ordinary, customary, and
intended way by, directly or through intermediaries (including but not limited to its subsidiary
Arrma), supplying the Arrma Accused Products to consumers within the United States and
instructing such consumers (for example in instruction manuals that Hobbico provides online or
with the Arrma Accused Products) how to use the Arrma Accused Products in the ordinary,
customary, and intended way, which Hobbico knows or should know infringes at least claim 27
of the 951 Patent.
61.
Further and in the alternative, at least since the filing and service of this
Complaint, Hobbico has been and now is actively contributing to infringement of at least claim
27 of the 951 Patent in violation of 35 U.S.C. 271(c). Hobbico installs, configures, and sells
the Arrma Accused Products with distinct components, including but not limited to a steering
servo protection system, that are especially made or especially adapted to practice the invention
Page 14
claimed in at least claim 27 of the 951 Patent. The steering servo protection system within the
Arrma Accused Products constitutes a material part of the claimed invention recited in at least
claim 27 of the 951 Patent and not a staple article or commodity of commerce because it is
specifically configured according to at least claim 27 of the 951 Patent.
Hobbicos
contributions include, without limitation, making, offering to sell, and/or selling within the
United States, and/or importing into the United States, the Arrma Accused Products, which
include a steering servo protection system, knowing the steering servo protection system to be
especially made or especially adapted for use in an infringement of at least claim 27 of the 951
Patent, and not a staple article or commodity of commerce suitable for substantial noninfringing
use.
62.
Hobbicos infringement of the 951 Patent has been and continues to be willful
and deliberate.
B.
Hobbico has directly infringed and continues to infringe at least claim 1 of the
541 Patent in violation of 35 U.S.C. 271(a) by, directly or through intermediaries (including
but not limited to its subsidiary Arrma) and without Traxxas authority, making, using, selling, or
offering to sell the Arrma Accused Products in the United States, or importing the Arrma
Accused Products into the United States.
65.
Further and in the alternative, at least since the filing and service of this
Complaint, Hobbico has been and now is actively inducing infringement of at least claim 1 of the
541 Patent in violation of 35 U.S.C. 271(b). Users of the Arrma Accused Products directly
Page 15
infringe at least claim 1 of the 541 Patent when they use the Arrma Accused Products in the
ordinary, customary, and intended way. Hobbicos inducements include, without limitation and
with specific intent to encourage the infringement, knowingly inducing consumers to use the
Arrma Accused Products within the United States in the ordinary, customary, and intended way
by, directly or through intermediaries (including but not limited to its subsidiary Arrma),
supplying the Arrma Accused Products to consumers within the United States and instructing
such consumers (for example in instruction manuals that Hobbico provides online or with the
Arrma Accused Products) how to use the Arrma Accused Products in the ordinary, customary,
and intended way, which Hobbico knows or should know infringes at least claim 1 of the 541
Patent.
66.
Further and in the alternative, at least since the filing and service of this
Complaint, Hobbico has been and now is actively contributing to infringement of at least claim 1
of the 541 Patent in violation of 35 U.S.C. 271(c). Hobbico installs, configures, and sells the
Arrma Accused Products with distinct components, including but not limited to a Radio Box Set
(Part No. AR320248), that are especially made or especially adapted to practice the invention
claimed in at least claim 1 of the 541 Patent. The Radio Box Set within the Arrma Accused
Products constitutes a material part of the claimed invention recited in at least claim 1 of the 541
Patent and not a staple article or commodity of commerce because it is specifically configured
according to at least claim 1 of the 541 Patent. Hobbicos contributions include, without
limitation, making, offering to sell, and/or selling within the United States, and/or importing into
the United States, the Arrma Accused Products, which include the Radio Box Set, knowing the
Radio Box Set to be especially made or especially adapted for use in an infringement of at least
Page 16
claim 1 of the 541 Patent, and not a staple article or commodity of commerce suitable for
substantial noninfringing use.
67.
Hobbicos infringement of the 541 Patent has been and continues to be willful
and deliberate.
C.
Hobbico has directly infringed and continues to infringe at least claim 1 of the
099 Patent in violation of 35 U.S.C. 271(a) by, directly or through intermediaries (including
but not limited to its subsidiary Arrma) and without Traxxas authority, making, using, selling, or
offering to sell the Arrma Accused Products in the United States, or importing the Arrma
Accused Products into the United States.
70.
Further and in the alternative, at least since the filing and service of this
Complaint, Hobbico has been and now is actively inducing infringement of at least claim 1 of the
099 Patent in violation of 35 U.S.C. 271(b). Users of the Arrma Accused Products directly
infringe at least claim 1 of the 099 Patent when they use the Arrma Accused Products in the
ordinary, customary, and intended way. Hobbicos inducements include, without limitation and
with specific intent to encourage the infringement, knowingly inducing consumers to use the
Arrma Accused Products within the United States in the ordinary, customary, and intended way
by, directly or through intermediaries (including but not limited to its subsidiary Arrma),
supplying the Arrma Accused Products to consumers within the United States and instructing
such consumers (for example in instruction manuals that Hobbico provides online or with the
Arrma Accused Products) how to use the Arrma Accused Products in the ordinary, customary,
Page 17
and intended way, which Hobbico knows or should know infringes at least claim 1 of the 099
Patent.
71.
Further and in the alternative, at least since the filing and service of this
Complaint, Hobbico has been and now is actively contributing to infringement of at least claim 1
of the 099 Patent in violation of 35 U.S.C. 271(c). Hobbico installs, configures, and sells the
Arrma Accused Products with distinct components, including but not limited to suspension
system components such as shocks, suspension arms, and rockers, that are especially made or
especially adapted to practice the invention claimed in at least claim 1 of the 099 Patent. Each
suspension system component within the Arrma Accused Products constitutes a material part of
the claimed invention recited in at least claim 1 of the 099 Patent and not a staple article or
commodity of commerce because it is specifically configured according to at least claim 1 of the
099 Patent. Hobbicos contributions include, without limitation, making, offering to sell, and/or
selling within the United States, and/or importing into the United States, the Arrma Accused
Products, which include the suspension system components, knowing each suspension system
component to be especially made or especially adapted for use in an infringement of at least
claim 1 of the 099 Patent, and not a staple article or commodity of commerce suitable for
substantial noninfringing use.
72.
Hobbicos infringement of the 099 Patent has been and continues to be willful
and deliberate.
D.
Page 18
74.
Hobbico has directly infringed and continues to infringe the 886 Patent in
violation of 35 U.S.C. 271(a) by, directly or through intermediaries (including but not limited
to its subsidiary Arrma) and without Traxxas authority, making, using, selling, or offering to sell
the Arrma Accused Products in the United States, or importing the Arrma Accused Products into
the United States.
75.
Further and in the alternative, at least since the filing and service of this
Complaint, Hobbico has been and now is actively inducing infringement of the 886 Patent in
violation of 35 U.S.C. 271(b). Users of the Arrma Accused Products directly infringe the 886
Patent when they use the Arrma Accused Products in the ordinary, customary, and intended way.
Hobbicos inducements include, without limitation and with specific intent to encourage the
infringement, knowingly inducing consumers to use the Arrma Accused Products within the
United States in the ordinary, customary, and intended way by, directly or through intermediaries
(including but not limited to its subsidiary Arrma), supplying the Arrma Accused Products to
consumers within the United States and instructing such consumers (for example in instruction
manuals that Hobbico provides online or with the Arrma Accused Products) how to use the
Arrma Accused Products in the ordinary, customary, and intended way, which Hobbico knows or
should know infringes the 886 Patent.
76.
Further and in the alternative, at least since the filing and service of this
Complaint, Hobbico has been and now is actively contributing to infringement of the 886 Patent
in violation of 35 U.S.C. 271(c). Hobbico installs, configures, and sells the Arrma Accused
Products with distinct components, including but not limited to the vehicle-mounted coil spring
and shock assembly, that are especially made or especially adapted to practice the invention
claimed in the 886 Patent. The vehicle-mounted coil spring and shock assembly within the
Page 19
Arrma Accused Products constitutes a material part of the claimed invention recited in the 886
Patent and not a staple article or commodity of commerce because it is specifically configured
according to the 886 Patent. Hobbicos contributions include, without limitation, making,
offering to sell, and/or selling within the United States, and/or importing into the United States,
the Arrma Accused Products, which include the vehicle-mounted coil spring and shock
assembly, knowing the vehicle-mounted coil spring and shock assembly to be especially made or
especially adapted for use in an infringement of the 886 Patent, and not a staple article or
commodity of commerce suitable for substantial noninfringing use.
77.
Hobbicos infringement of the 886 Patent has been and continues to be willful
and deliberate.
E.
The Dromida Accused Products are covered by at least claim 1 of the 763 Patent.
80.
Hobbico has directly infringed and continues to infringe at least claim 1 of the
763 Patent in violation of 35 U.S.C. 271(a) by, directly or through intermediaries and without
Traxxas authority, making, using, selling, or offering to sell the Dromida Accused Products in
the United States, or importing the Dromida Accused Products into the United States.
81.
Further and in the alternative, at least since the filing and service of this
Complaint, Hobbico has been and now is actively inducing infringement of at least claim 1 of the
763 Patent in violation of 35 U.S.C. 271(b). Users of the Dromida Accused Products directly
infringe at least claim 1 of the 763 Patent when they use the Dromida Accused Products in the
ordinary, customary, and intended way. Hobbicos inducements include, without limitation and
Page 20
with specific intent to encourage the infringement, knowingly inducing consumers to use the
Dromida Accused Products within the United States in the ordinary, customary, and intended
way by, directly or through intermediaries, supplying the Dromida Accused Products to
consumers within the United States and instructing such consumers (for example in instruction
manuals that Hobbico provides online or with the Dromida Accused Products) how to use the
Dromida Accused Products in the ordinary, customary, and intended way, which Hobbico knows
or should know infringes at least claim 1 of the 763 Patent.
82.
Further and in the alternative, at least since the filing and service of this
Complaint, Hobbico has been and now is actively contributing to infringement of at least claim 1
of the 763 Patent in violation of 35 U.S.C. 271(c). Hobbico installs, configures, and sells the
Dromida Accused Products with distinct components, including but not limited to LED Arm
Covers (Part Nos. DIDE1183, DIDE1184, DIDE1185, and DIDE1186) and E-Boards (Part Nos.
DIDM1110, DIDM1111, DIDM1112, DIDM1113, DIDM1214, and DIDM1215), that are
especially made or especially adapted to practice the invention claimed in at least claim 1 of the
763 Patent. The LED Arm Covers and E-Boards within the Dromida Accused Products each
constitute a material part of the claimed invention recited in at least claim 1 of the 763 Patent
and not a staple article or commodity of commerce because they are specifically configured
according to at least claim 1 of the 763 Patent. Hobbicos contributions include, without
limitation, making, offering to sell, and/or selling within the United States, and/or importing into
the United States, the Dromida Accused Products, which include LED Arm Covers and EBoards, knowing the LED Arm Covers and E-Boards to be especially made or especially adapted
for use in an infringement of at least claim 1 of the 763 Patent, and not staple articles or
commodities of commerce suitable for substantial noninfringing use.
Page 21
83.
Hobbicos infringement of the 763 Patent has been and continues to be willful
and deliberate.
F.
The Dromida Accused Products are covered by at least claim 27 of the 539
86.
Hobbico has directly infringed and continues to infringe at least claim 27 of the
Patent.
539 Patent in violation of 35 U.S.C. 271(a) by, directly or through intermediaries and without
Traxxas authority, making, using, selling, or offering to sell the Dromida Accused Products in
the United States, or importing the Dromida Accused Products into the United States.
87.
Further and in the alternative, at least since the filing and service of this
Complaint, Hobbico has been and now is actively inducing infringement of at least claim 27 of
the 539 Patent in violation of 35 U.S.C. 271(b). Users of the Dromida Accused Products
directly infringe at least claim 27 of the 539 Patent when they use the Dromida Accused
Products in the ordinary, customary, and intended way. Hobbicos inducements include, without
limitation and with specific intent to encourage the infringement, knowingly inducing consumers
to use the Dromida Accused Products within the United States in the ordinary, customary, and
intended way by, directly or through intermediaries, supplying the Dromida Accused Products to
consumers within the United States and instructing such consumers (for example in instruction
manuals that Hobbico provides online or with the Dromida Accused Products) how to use the
Dromida Accused Products in the ordinary, customary, and intended way, which Hobbico knows
or should know infringes at least claim 27 of the 539 Patent.
Page 22
88.
Further and in the alternative, at least since the filing and service of this
Complaint, Hobbico has been and now is actively contributing to infringement of at least claim
27 of the 539 Patent in violation of 35 U.S.C. 271(c). Hobbico installs, configures, and sells
the Dromida Accused Products with distinct components, including but not limited to LED Arm
Covers (Part Nos. DIDE1183, DIDE1184, DIDE1185, and DIDE1186) and E-Boards (Part Nos.
DIDM1110, DIDM1111, DIDM1112, DIDM1113, DIDM1214, and DIDM1215), that are
especially made or especially adapted to practice the invention claimed in at least claim 27 of the
539 Patent. The LED Arm Covers and E-Boards within the Dromida Accused Products each
constitute a material part of the claimed invention recited in at least claim 27 of the 539 Patent
and not a staple article or commodity of commerce because they are specifically configured
according to at least claim 27 of the 539 Patent. Hobbicos contributions include, without
limitation, making, offering to sell, and/or selling within the United States, and/or importing into
the United States, the Dromida Accused Products, which include LED Arm Covers and EBoards, knowing the LED Arm Covers and E-Boards to be especially made or especially adapted
for use in an infringement of at least claim 27 of the 539 Patent, and not a staple article or
commodity of commerce suitable for substantial noninfringing use.
89.
Hobbicos infringement of the 539 Patent has been and continues to be willful
and deliberate.
VII. VICARIOUS LIABILITY
90.
In addition to liability for its own independent conduct, each Defendant is also
liable for the conduct of its subsidiaries, affiliates, and related entities under the doctrines of alter
Page 23
ego and single business enterprise, and under applicable state and federal statutes and
regulations.
VIII. NOTICE AND MARKING
92.
At all times, each and every patentee of the Asserted Patents, and each and every
person making, offering for sale, or selling within the United States, or importing into the United
States, any patented article for or under any of them, has complied with the marking
requirements set forth in 35 U.S.C. 287.
94.
At least by filing and serving this First Amended Complaint for Patent
Infringement, Traxxas has given each Defendant written notice of its infringement.
IX. DAMAGES
95.
For the above-described infringement, Traxxas has been injured and seeks
damages to adequately compensate it for each Defendants infringement of the Asserted Patents.
Such damages, to be proved at trial, should be no less than the amount of a reasonable royalty
under 35 U.S.C. 284, together with Traxxas costs and expenses, pre-judgment and postjudgment interest, and supplemental damages for any continuing post-verdict or post-judgment
infringement, with an accounting as needed.
97.
Each Defendants infringement of the Asserted Patents has been and continues to
be willful, such that Traxxas seeks treble damages under 35 U.S.C. 284.
Page 24
98.
Each Defendants willful infringement of the Asserted Patents renders this case
exceptional under 35 U.S.C. 285, such that Traxxas seeks all reasonable attorneys fees and
costs incurred in this litigation pursuant to 35 U.S.C. 284, together with pre-judgment and postjudgment interest thereon.
X. PRAYER FOR RELIEF
Traxxas respectfully requests the following relief:
a.
A judgment in favor of Traxxas that each Defendant has infringed each of the
Asserted Patents, whether literally or under the doctrine of equivalents, as described herein;
b.
subsidiaries, employees, successors, and assigns, and all persons acting in privity, concert, or
participation with it, from making, using, selling, or offering for sale in the United States, or
importing into the United States, any and all products and services embodying the inventions
claimed in the Asserted Patents;
c.
A judgment and order requiring each Defendant to pay Traxxas its damages,
costs, expenses, and pre-judgment and post-judgment interest for the Defendants infringement
of the Asserted Patents as provided under 35 U.S.C. 284, including supplemental damages for
any continuing post-verdict or post-judgment infringement with an accounting as needed;
d.
A judgment and order finding this case exceptional and requiring each Defendant
to pay Traxxas its reasonable attorneys fees and costs incurred in this litigation pursuant to 35
U.S.C. 284, together with pre-judgment and post-judgment interest thereon; and
f.
Such other and further relief as the Court deems just and proper.
Page 25
X. JURY DEMAND
Pursuant to Federal Rule of Civil Procedure 38(b), Traxxas requests a jury trial of all
issues triable of right by a jury.
Respectfully Submitted,
By: /s/ William E. Davis, III
William E. Davis, III
Texas State Bar No. 24047416
bdavis@bdavisfirm.com
Debra Coleman (Of Counsel)
Texas State Bar No. 24059595
dcoleman@bdavisfirm.com
The Davis Firm, PC
213 N. Fredonia Street, Suite 230
Longview, Texas 75601
Telephone: (903) 230-9090
Facsimile: (903) 230-9661
Counsel for Plaintiff Traxxas, L.P.
CERTIFICATE OF SERVICE
The undersigned certifies that the foregoing document and all attachments thereto are
being filed electronically in compliance with Local Rule CV-5(a). As such, this document is
being served this August 2, 2016, on all counsel of record, each of whom is deemed to have
consented to electronic service. L.R. CV-5(a)(3)(A).
/s/ William E. Davis, III
William E. Davis, III
Page 26
EXHIBIT A
U.S. Patent No. 7,793,951 B2
c12)
(10)
Byers et al.
(45)
(54)
(75)
(73)
( *)
Notice:
(21)
(22)
Filed:
Feb.6,2006
Dec. 14,2006
(60)
(51)
(52)
(58)
(56)
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
A
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
10/1922
12/1926
4/1955
3/1961
4/1966
8/1970
111971
6/1971
111973
9/1980
12/1984
5/1985
111990
10/1990
10/1993
8/1994
US 7, 793,951 B2
Sep.14,2010
Dutton ....................... 280/775
Nicholson .................... 60/572
Umstott ...................... 280/774
Merritt ....................... 180/409
Lahr .......................... 180/443
Knapp eta!. ................ 180/243
Mitchell eta!. ............. 180/411
Gamaunt .................... 180/431
Hickey ....................... 180/249
Andersson ........... 280/124.146
Ruggles ................... 280/5.521
Musgrove .............. 280/93.513
Gleasman et al ............... 475/7
Young ........................ 56/10.8
Watanabe eta!. ........... 180/404
Miles ......................... 446/456
(Continued)
US 2006/0278464 AI
(63)
1,432,237
1,610,580
2,707,109
2,974,974
3,246,719
3,522,861
3,556,241
3,587,767
3,709,314
4,225,148
4,487,429
4,518,170
4,895,052
4,964,265
5,249,638
5,338,247
(65)
Patent No.:
Date of Patent:
References Cited
OTHER PUBLICATIONS
Horizon Hobby; "Team Losi LST Super Truck-Operations Guide";
pp. 1-23; Horizon Hobby, Inc., Champaigne, Illinois; (admitted prior
art).
(Continued)
Primary Examiner-Paul N Dickson
Assistant Examiner-Timothy D Wilhelm
(74) Attorney, Agent, or Firm-Carr LLP
(57)
ABSTRACT
2008/0067768 A1 *
OTHER PUBLICATIONS
Kyosho, "V-ONER New Generation Touring Car-Instruction
Manual"; 2000, Kyosho Corp. of America, Lake Forest, California.
Kyosho, "Inferno MP7.5-Exploded View"; Kyosho Corp. of
America, Lake Forest, California (admitted prior art).
Pro-Line, "Servo Saver"; Pro-Line, Beaumont, California; 1 photograph (admitted prior art).
Traxxas; "T-MAXX, Front Assembly" exploded view; Traxxas LP,
Plano, Texas; (admitted prior art).
Xray, "T1R Raycer-Instruction Manual"; XRay Model Racing
Cars, Trencin, Slovak Republic, Europe (admitted prior art).
* cited by examiner
U.S. Patent
Sep.14,2010
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RELATED APPLICATIONS
BRIEF DESCRIPTION OF THE DRAWINGS
This application claims the benefit of priority under 35
U.S.C. 120 of provisional patent application Ser. No. 60/669,
664 entitled "MOTOR OPERATED VEHICLE," filed on Apr.
7, 2005. This application is also a continuation-in-part ofU.S.
patent application Ser. No. 11/102,008 entitled "A MODEL
VEHICLE SUSPENSION CONTROL LINK," filed on Apr.
7, 2005 now abandoned and previously incorporated as an
Appendix of the aforementioned provisional patent application, the contents of which are hereby incorporated by reference in full as if fully set forth herein. This application is also
a continuation-in-part of U.S. design patent application Ser.
No. 29/227,305 entitled "VEHICLE MOUNTED COIL
SPRING AND SHOCK ASSEMBLY" filed on Apr. 7, 2005
now U.S. Pat. No. D, 567,886, the contents of which are
hereby incorporated by reference in full as if fully set forth
herein.
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65
For a more complete understanding of the present invention, and the advantages thereof, reference is now made to the
following descriptions taken in conjunction with the accompanying drawings, in which:
FIG. 1 is in isometric view of a portion of the vehicle
showing an engine mount supporting an engine on a chassis,
wherein the engine is coupled to a transmission assembly;
FIGS. 2A through E illustrate an engine mount allowing
adjustment of the center distance between the engine crankshaft and the transmission input shaft or engagement and
disengagement of a vehicle engine with a transmission;
FIGS. 3A and B are respectively a partial section view,
taken along the section lines ofFIG. 2B, and in isometric view
of a partial section view;
FIGS. 4A through Care top, front elevation and side views
of that portion of the vehicle chassis on which the engine and
transmission are mounted;
FIG. 5 is a partial section view of the engine and any
amount, taken along the section lines of FIG. 4B;
FIGS. 6A through D are isometric, front elevation, side,
and top views of an engine and throttle link assembly of a
vehicle;
FIG. 7 is a detail perspective view of a portion of the
throttle link assembly illustrated in FIG. 6A;
FIG. 8 is a partial section view of the throttle link assembly,
taken along the section lines of FIG. 6C;
FIGS. 9A through D are perspective, front elevation, side
and top views of a front portion of the vehicle, on which is
mounted a bumper assembly;
FIG. 9E is a section view, taken along the section line of
FIG. 9C;
FIG. 10 is a perspective view of a vehicle chassis with the
body shell removed;
FIG.ll is a sectional viewofthevehiclechassis ofFIG.10,
taken through the portion of the vehicle chassis including the
fuel tank, filler cap and finger pull tab, with the cap open,
along the line 10-10;
FIG. 12 is a perspective sectional view of a vehicle chassis,
with the body shell installed, taken through the portion of the
vehicle chassis including the fuel tank, filler cap and finger
pull tab, with the cap open, and showing one half of the
opening through with the finger pull tab can pass when the
body shell is installed or removed;
FIG.13Ais a plan view of the fuel tank, filler cap and finger
pull tab, with the cap open;
FIG.13B is a side view of the fuel tank, filler cap and finger
pull tab, as viewed from the rear of the vehicle, with the cap
open;
FIG. 13C is a perspective view of the fuel tank, filler cap
and finger pull tab, with the cap open;
FIG. 13D is a side plan view of the fuel tank, filler cap and
finger pull tab, as viewed from the right side of the vehicle,
with the cap open;
FIG. 14 is a partially sectional view of the fuel tank, filler
cap and finger pull tab, taken along the line 14-14, with the
cap open;
FIG. 15 is a perspective sectional view of a vehicle chassis,
with the body shell installed, showing the cap opened;
FIG. 16 is a plan view of a vehicle chassis with the body
shell and suspension components removed;
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65
DETAILED DESCRIPTION
FIG. 1 illustrates a vehicle engine 500 supported by an
engine mount 510 (partially shown) on the vehicle chassis
300. The engine 500 drive shaft 512 rotates a clutch bell 514
and drive gear 516 assembly that is coupled via a spur gear
518 to a transmission assembly 520. The engine mount 510 is
configured to allow generally vertical movement, shown by
the arrows 522, to accommodate drive and spur gears 516,
518 of different sizes or to allow engagement and disengagement of a vehicle engine with a transmission. Such gear mesh
adjustment, in a generally vertical direction, reduces horizontal space needed on the chassis 300 and accommodates the
multi-level design of the chassis 300.
Referring now to FIGS. 1, 2A through E, 3A and Band 4A
through C, the adjustable engine mount 510 is shown in more
detail. The engine mount 510 comprises a front support 524,
a middle support 526 and a rear support 528. The supports
524, 526 and 528 are preferably manufactured from cast
aluminum; however, other suitable materials having the
required strength and temperature resistance would also be
suitable. The front and rear supports 524, 528 are generally
rib-shaped and are secured on the chassis 300 by outboard
flanges 530 and inboard flanges 532. Bolts 534 are inserted
into threaded apertures 535 formed in the flanges 530, 532
from and through the bottom of the chassis 300. The middle
support 526 is pivotally mounted to the front and rear supports 524, 528 by a pivot bolt 536 extending through a hinge
aperture 538 of a middle support 526 and aligned apertures
540, 542 through the front and rear supports 524, 528 respectively. The pivot bolt 536 comprises a threaded end 554, but
preferably has a smooth surface that extends through the
hinge aperture 538. The threaded end 554 secures the pivot
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65
10
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45
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60
65
10
10
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20
25
30
35
40
45
50
55
60
65
12
10
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25
30
35
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45
50
55
60
65
14
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65
15
16
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65
17
18
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65
19
20
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25
30
35
40
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65
21
22
components, thus minimizing the potential for damage. However, immediately upon removal of the excessive force, the
lugs 1254 will "pop" back into hollows 1256 under the resilient force of spring 1252, thus returning the steering assembly
to normal operation.
By use of a pair of servos 1202 mounted on the left and
right side of the chassis 300, a symmetrical torque is applied
to the steering arm 1200. This results in a huge benefit to
performance minded users due to crisp break away, strong
centering and less looseness and/or hysteresis in the system.
Furthermore, use of a centrally mounted steering arm permits
use of a single, central servo saver, instead of a separate servo
saver for each servo, eliminating additional parts and looseness and/or hysteresis in the system
Turning now to FIGS. 43A-D and 44-46, a mounting system for securely mounting a servo 1202 to the chassis 300 by
means of a clamp style bracket 1300 and a clamp style bracket
1301 is depicted. Servo 1202 includes a housing 1302, which
can conveniently be molded of plastic. Housing 1302
includes attachment ears 1304 extending from the ends
thereof, which can conveniently be molded integrally with the
ends of housing 1302.
Rather than attach the attachment ears 1304 directly to the
chassis 300 by means of screws, for example, as is conventional, in accordance with the present invention, a clamp style
forward bracket 1300 and a clamp style aft bracket 1301 are
employed to secure the attachment ears to the chassis 300.
Forward bracket 1300 has an upper flange 1306 and a lower
flange 1308. Upper flange 1306 has a pair of threaded holes
1309 which are adapted to receive the threaded end of a screw
1311. Upper flange 1306 and lower flange 1308 are connected
at one end by an arcuate live hinge 1310, which can conveniently be molded integrally with upper flange 1306 and
lower flange 1308 from plastic material. In addition, lower
flange 1308 can includes one or more downwardly extending
boss portions 1329A and 1329B, which extend below the
upper surface of chassis 300, into the openings 1307A and
1307B of the chassis, to fix the forward bracket 1300 against
forward/aft movement. Lower flange 1308 has a hole 1313
disposed through it for accepting the shaft 1315 of screw
1311. Hole 1313 need not be threaded.
Aft bracket 1301 has an upper flange 1316 and a lower
flange 1318. Upper flange 1316 has a pair of threaded holes
1319 which are adapted to receive the threaded end of a screw
1311. Upper flange 1316 threaded and lower flange 1318 are
connected at each of their sides by an arcuate live hinge 1320,
which can conveniently be molded integrally with upper
flange 1316 and lower flange 1318 from plastic material.
Lower flange 1318 can have one or more downwardly extending lateral bosses 1330 and 1331, which extend below the
upper surface of chassis 300, into respective openings 1333
and 1335 of the chassis, to fix the aft bracket 1300 against
forward/aft movement. Lower flange 1318 has a hole 1323
disposed through it for accepting the shaft 1325 of screw
1311. Hole 1323 need not be threaded.
To secure the body 1302 of servo 1202, forward bracket
1300 is put onto the end of one of the attachment ears 1304,
and bracket 1301 is put onto the end of the other of the
attachment ears 1304. Then, screws 1311 are secured,
securely clamping one of the ears 1304 between upper flange
1306 and lower flange 1308, and the other of the ears between
upper flange 1316 and lower flange 1318.
Brackets 1300 and 1301 can be manufactured from Zytel
70 G 33 (33% Glass) available from DuPont, which retains
shape and grips screw threads better than plastics without a
glass reinforcing fill.
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23
24
sive trial and error on the part of the operator. For example,
once an adjustment to caster and/or roll center is made, bump
steer is reintroduced by the new settings unless there is a
provision for "tuning" it back out.
An embodiment of the present invention incorporates an
adjustment feature that allows the bump steer to be optimized
(minimized) for a substantially complete set of possible combinations of suspension settings; i.e., from 5 degrees to 15
degrees of caster, in 2.5 degree increments and for either an
"upper" or "lower" roll center position. Referring to FIGS.
53, 54A-E and 55, this is accomplished by providing the
attachment pin of the axle carrier 140', to which the pivot link
154 at the end of the control link is attached, with clearance
for permitting movement of the pivot link 154 up and down on
the attachment pin 1390. Ring-shaped spacers A, B or C,
taken from a predetermined set of spacers having predetermined thickness are disposed on the pin 1390 above and/or
below the pivot link 154 to take up the clearance and position
the pivot link 154 at the optimum position on the pin. The
predetermined thicknesses for the spacers A, B and C are
predetermined for each combination of caster and roll center
adjustments by geometric calculations and spacers having the
appropriate thicknesses are in a kit, along with a table indicating which spacers to use and where to position them on the
pin.
Referring to FIGS. 53, 54A-E and 55, and initially to FIG.
53 thereof, a perspective view of the suspension assembly
1380 for the left front wheel is depicted. Suspension assembly
1380 includes upper and lower suspension arms 1382 and
1384, to which is attached an axle carrier 140'. Axle carrier
140' has an arm 1386 having generally vertical pin 1390
thereon. Control link 110, which extends from a driven steering arm 1242 (not shown) includes a pivot link 154 pivotably
attached to pin 1390.
FIGS. 54A-E show detailed views of the axle carrier 140',
pin 1390 and pivot link 154 with various predetermined combinations of ring-shaped spacers A-B positioned on the pin,
above and/or below the pivot link 154. It should be noted that,
to replace the spacers, pin 1390 is first removed, the spacers
and pivot link 154 (or 154"") placed onto it, and then the pin
is replaced.
In FIG. 53A, a thick spacer of thickness A is disposed
above pivot link 154 and a thin spacer of thickness B is
disposed below the pivot link 154. As shown in FIG. 55, this
combination is used where there is a 5 degree caster and the
roll center setting is at the "lower" setting. This combination
is also used where there is a 7.5 degree caster and the roll
center setting is at the "lower" setting.
In FIG. 54B, a thick spacer of thickness A is disposed
above pivot link 154 and a thin spacer of thickness B is also
disposed above the pivot link 154. As shown in FIG. 55, this
combination is used where there is a 5 degree caster and the
roll center setting is at the "upper" setting.
In FIG. 54C, a thick spacer of thickness A is disposed
below pivot link 154 and a thin spacer of thickness B is also
disposed below the pivot link 154. As shown in FIG. 55, this
combination is used where there is a 10 degree caster and the
roll center setting is at the "lower" setting. This combination
is also used where there is a 12.5 degree caster and the roll
center setting is at the "upper" setting.
In FIG. 54D, a thick spacer of thickness A is disposed
below pivot link 154 and a thin spacer of thickness B is
disposed above the pivot link 154. As shown in FIG. 55, this
combination is used where there is a 10 degree caster and the
roll center setting is at the "lower" setting. This combination
is also used where there is a 12.5 degree caster and the roll
center setting is at the "upper" setting.
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60
65
25
26
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25
30
35
40
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50
55
60
65
28
10 End
Rocker
Front Progressive
Progressive
Progressive
Long travel
15 Rear Progressive
Progressive
Progressive
Long travel
20
25
30
35
40
45
1
2
3
1
2
3
Pushrod
Length
115.55
120.50
125.25
115.55
115.55
120.50
125.25
115.55
38.20
38.40
39.45
40.00
30.60
30.90
32.00
43.40
20.00
20.00
20.00
15.20
19.00
19.00
19.00
19.00
98.00
88.65
80.50
92.50
85.00
72.80
63.00
81.00
8.10
8.10
8.10
8.10
3.60
3.60
3.60
3.60
16.20
16.20
16.20
16.20
16.70
16.70
16.70
16.70
50
TABLE2
Suspension Dimensions with Pl Rocker Arms
Name
55
Name
Value What
60
Value What
x2
x3
x4
x5
x6
x7
x8
65
x9
5.5 LCApivot
12.5
26.5
29.5
39.9
131.8
154.0
Damper on rocker
UCA pivot
Rocker pivot
Pushrod on rocker
Pushrod on LCA
Lower ball joint/pivot
ball
165.5 Center of tire contact
patch
153.3 Upper ball joint
y1
y2
y3
y4
y5
y6
y7
y8
Name
29
30
TABLE 2-continued
TABLE 3-continued
Value What
Name
Name
Value What
Value What
x2
x3
x4
x5
x6
x7
x8
x9
5.5 LCApivot
y1
11.8
27.1
30.5
33.9
127.8
155.3
Damper on rocker
UCApivot
Rocker pivot
Pushrod on rocker
Pushrod on LCA
Lower ball joint/pivot
ball
166.2 Center of tire contact
patch
154.5 Upper ball joint
y2
y3
y4
y5
y6
y7
y8
Value What
x1
Name
x1
10 x2
z1
z2
z3
z4
rocker
z5
z6
z7
15
z8
z9
z10
20
x1
z1
x2
z2
z3
z4
TABLE4
25
rocker
z5
z6
z7
z8
z9
z10
on rocker
LCA Lower control arm
Name
Name
Value What
30
x1
x2
x3
x4
35 x5
x6
x7
x8
TABLE3
Value What
40
x9
5.5 LCApivot
y1
12.7
26.5
29.5
31.8
131.8
154.0
Damper on rocker
UCA pivot
Rocker pivot
Pushrod on rocker
Pushrod on LCA
Lower ball joint/
pivot ball
165.5 Center of tire
contact patch
153.3 Upper ball joint
y2
y3
y4
y5
y6
y7
y8
x1
Name
Value What
Name
x1
x2
x3
x4
x5
x6
x7
x8
x9
5.5 LCApivot
12.6
26.5
29.5
35.7
131.8
154.0
Damper on rocker
UCA pivot
Rocker pivot
Pushrod on rocker
Pushrod on LCA
Lower ball joint/
pivot ball
165.5 Center of tire
contact patch
153.3 Upper ball joint
y1
y2
y3
y4
y5
y6
y7
y8
x2
x3
45 x4
x5
x6
x7
x8
50
x9
x2
x3
x4
x5
x6
x7
x8
x9
5.5 LCApivot
x1
55 x2
12.8
27.1
30.5
29.7
127.8
155.3
Damper on rocker
UCApivot
Rocker pivot
Pushrod on rocker
Pushrod on LCA
Lower ball joint/
pivot ball
166.2 Center of tire
contact patch
154.5 Upper ball joint
y1
y2
y3
y4
y5
y6
y7
y8
y1
y2
y3
y4
y5
y6
y7
12.9
27.1
30.5
25.7
127.8
155.3
Damper on rocker
UCApivot
Rocker pivot
Pushrod on rocker
Pushrod on LCA
Lower ball joint/
pivot ball
166.2 Center of tire
contact patch
154.5 Upper ball joint
y8
x1
5.5 LCApivot
Value What
z1
z2
z3
z4
rocker
z5
z6
z7
60
z8
z9
z10
32
TABLES
Suspension Dimensions with LT Rocker Arms
Name
Value What
Name
Value What
x1
x2
x3
x4
x5
x6
x7
x8
x9
5.5 LCApivot
y1
16.8
26.5
29.5
40.2
131.8
154.0
Damper on rocker y2
UCA pivot
y3
Rocker pivot
y4
Pushrod on rocker y5
Pushrod on LCA y6
Lower ball joint/ y7
pivot ball
165.5 Center of tire
y8
97.3 Upper ball joint
contact patch
153.3 Upper ball joint
Rear suspension, view from rear, LT rocker anns
5.5 LCApivot
y1
12.7
27.1
30.5
35.2
127.8
155.3
Damper on rocker y2
UCApivot
y3
Rocker pivot
y4
Pushrod on rocker y5
Pushrod on LCA y6
Lower ball joint/ y7
pivot ball
y8
97.7 Upper ball joint
166.2 Center of tire
contact patch
154.5 Upper ball joint
Top view, LT rocker anns
10
15
20
25
30
x1
x2
z1
z2
z3
z4
z5
z6
z7
z8
z9
z10
35
40
45
50
55
60
65
33
tors to the steering control arm, to rotate the steering control
arm relative to the frame upon actuation of the steering actuators.
9. The steering mechanism of claim 5, wherein the one or
more steering actuators comprise at least one servo actuator.
10. The steering mechanism of claim 8, wherein eachofthe
at least two steering actuators comprises a servo actuator.
11. The steering mechanism of claim 10, wherein the at
least two steering actuators are positioned on opposite sides
of the chassis longitudinal centerline of the toy model vehicle.
12. The steering mechanism of claim 2, wherein the torque
or force limiting mechanism comprises:
at least one spring; and
wherein the spring operates to urge the steering control arm
toward a desired steering angle of the at least one steered
wheel of the toy model vehicle.
13. The steering mechanism of claim 12, wherein the
torque or force limiting mechanism further comprises:
a first cam surface of the steering control arm cooperating
with the at least one spring to urge the steering control
arm toward a desired steering angle of the at least one
steered wheel of the toy model vehicle.
14. The steering mechanism of claim 13, wherein the
spring comprises a conical spring having a central axis in
substantial alignment with the rotational axis of the steering
control arm.
15. The steering mechanism of claim 14, wherein the
spring urges at least a portion of the steering control arm
toward the first cam surface, to urge the steering control arm
toward a desired steering angle of the at least one steered
wheel of the toy model vehicle.
16. The steering mechanism of claim 15, further comprising:
a second cam surface of the steering control arm mating
with at least a portion of the first cam surface; and
wherein the steering control arm is positioned at a desired
steering angle of the at least one steered wheel of the toy
model vehicle when at least a portion of the first and
second cam surfaces are mated.
17. The steering mechanism of claim 1, wherein the steering control arm further comprises:
an actuator arm coupled to at least one of the one or more
steering actuators;
the actuator arm being offset at the axis of pivotal rotation
of the steering control arm downwardly from the point of
coupling to the at least one or more steering actuators
relative to the toy model vehicle chassis, to provide
clearance for the transmission drive shaft above the
steering control arm.
18. The steering mechanism of claim 17, wherein at least
one of the one or more steering actuators is secured to the toy
model vehicle chassis and extends upwardly and inwardly
relative to the chassis.
19. The steering mechanism of claim 18, wherein the toy
model vehicle chassis comprises a steering actuator support
surface positioned lower and outboard of a central portion of
the toy model vehicle chassis and sloped upwardly and outwardly relative to the central portion of the toy model vehicle
chassis, the steering actuator support surface providing clearance above the steering control arm for the transmission drive
shaft.
20. The steering mechanism of claim 1, wherein the steering control arm further comprises an actuator shock protector
for limiting the transmission of forces received from the at
least one steered wheel of the vehicle to the one or more
steering actuators.
10
15
20
25
30
35
40
45
50
55
60
65
prising:
a vehicle chassis;
a suspension arm supported on the chassis by a first pivot
for substantially vertical pivotal movement relative to
the chassis;
a wheel supported by the suspension arm for steering the
vehicle;
a steering control arm supported on the chassis for substantially horizontal pivotal movement about an arm pivot
axis relative to the chassis, the steering control arm
having a neutral steer position in which the wheel directs
the vehicle in a heading substantially straight ahead;
a tie rod for steering the wheel, the tie rod pivotally secured
to the steering control arm by a second pivot for substantially vertical pivotal movement relative to the chassis;
wherein the first and second pivots are substantially vertically aligned relative to the chassis when the control arm
is in the neutral steer position; and
a transmission drive shaft positioned above the first pivot
and the second pivot, relative to the chassis, wherein the
transmission drive shaft is rotatably coupled to at least
one wheel for driving the at least one wheel of the
vehicle.
22. The steeringmechanismofclaim21, wherein the wheel
has a range of travel of at least about 1 em.
23. The steering mechanism of claim 22, wherein the wheel
has a range of travel of at least about 2.5 em.
24. The steering mechanism of claim 21, wherein the toy
model vehicle is an off-road type vehicle configured for use
over adverse terrain.
25. The steering mechanism of claim 21, wherein the suspension arm and the tie rod are of substantially the same
length.
26. The steering mechanism of claim 21, wherein the transmission drive shaft substantially intersects the arm pivot axis
of the steering control arm.
27. A steering mechanism for a toy model vehicle, comprising:
a vehicle chassis;
a plurality of suspension arms, each supported on opposite
sides of the chassis for substantially vertical pivotal
movement relative to the chassis;
a plurality of wheels, wherein each of the wheels is supported by one of the suspension arms for steering the toy
model vehicle;
a steering control arm pivotally supported on the chassis
substantially on a chassis longitudinal centerline for
substantially horizontal pivotal movement about an arm
pivot axis relative to the chassis;
a plurality of tie rods coupled to the steering control arm for
steering the plurality of wheels and extending in substantially opposite directions, each tie rod supported by
the steering control arm for substantially vertical pivotal
movement relative to the chassis and for inboard and
outboard actuation by the steering control arm to steer
the plurality of wheels; and
wherein the outboard end of the suspension arms each has
a range of travel of at least about 1 em. of vertical
displacement; and
a transmission drive shaft rotatably coupled to at least one
wheel for driving the at least one wheel of the toy model
vehicle, the transmission drive shaft positioned above
the steering control arm, relative to the chassis.
28. The steering mechanism of claim 27, wherein the outboard end of the suspension arms each has a range of travel of
at least about 2.5 em. of vertical displacement.
36
35
29. The steering mechanism of claim 27, wherein the toy
10
15
20
25
30
35
40
45
50
55
* * * * *
EXHIBIT B
U.S. Patent No. 8,982,541 B1
c12)
(10)
Roberts et al.
(45)
(54)
(71)
(72)
(73)
( *)
Notice:
*
*
(Continued)
Filed:
(Continued)
(58)
References Cited
(22)
(52)
(56)
OTHER PUBLICATIONS
(51)
(21)
(63)
Patent No.:
US 8,982,541 Bl
Date of Patent:
*Mar. 17, 2015
(57)
ABSTRACT
100
~
104
112
References Cited
(56)
A
A
A
A
A
A
A
A
A
A
A
A
A
A
B1
B1
B1
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
4/1975
1111976
9/1980
7/1983
8/1985
10/1987
7/1989
4/1991
2/1992
2/1995
12/1996
1111998
6/1999
10/1999
1112001
12/2001
4/2002
Mason eta!.
156/527
Konno eta!. ................. 439/472
Pesce ............................ 429/100
Randmae eta!. ............. 348/374
Wasserlein, Jr. .............. 439/404
Drake
174/138 F
Sawai eta!. .................. 439/76.2
Rishworth et a!. ............ 439/403
Winnner et al ............... 3611809
Campbell ..................... 396/429
Collins eta!. ................. 439/204
Shinozaki ..................... 439/404
Baker et a!. ................... 439/404
Lin ............................... 439/404
Chen ............................. 439/417
Burke et al ................... 439/417
Lee ............................... 446/463
6,572,395
6,575,809
6,602,089
7,377,295
7,402,073
7,497,757
7,762,731
7,835,634
8,315,040
8,625,290
OTHER PUBLICATIONS
Traxxas
Traxxas
Traxxas
Traxxas
Traxxas
LP;
LP;
LP;
LP;
LP;
* cited by examiner
U.S. Patent
Mar.17,2015
Sheet 1 of7
US 8,982,541 Bl
100
~
104
FIG.l
U.S. Patent
Mar.17,2015
Sheet 2 of7
100
FIG. 2
US 8,982,541 Bl
U.S. Patent
100
"'
FIG. 3
100
"'
FIG. 4
Mar.17,2015
Sheet 3 of7
US 8,982,541 Bl
U.S. Patent
Mar.17,2015
US 8,982,541 Bl
Sheet 4 of7
................~....
,{-'---=-~
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112
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FIG. 5
100
FIG.6
7""111111
7 .....
102
U.S. Patent
Mar.17,2015
US 8,982,541 Bl
Sheet 5 of7
FIG. 7
100
9 ..
104
102
FIG. 8
9 ...
U.S. Patent
Mar.17,2015
Sheet 6 of7
US 8,982,541 Bl
FIG. 9
1100
1002-..........
1206---......
1106
FIG.ll
U.S. Patent
Mar.17,2015
Sheet 7 of7
1000
FIG.JO
US 8,982,541 Bl
CROSS-REFERENCE TO RELATED
APPLICATIONS
This application is a continuation of, and claims the benefit
of the filing date of, co-pending U.S. patent application Ser.
No. 13/649,777 entitled PROTECTIVE ENCLOSURE FOR
MODEL VEHICLE, filed Oct. 11, 2012, which is a continuation of U.S. patent application Ser. No. 11/872,872, filed
Oct. 16, 2007, now U.S. Pat. No. 8,315,040 entitled PROTECTIVE ENCLOSURE FOR MODEL VEHICLE, issued
Nov. 20, 2012.
10
15
DETAILED DESCRIPTION
20
25
30
35
40
45
50
For a more complete understanding of the present invention and the advantages thereof, reference is now made to the
following Detailed Description taken in conjunction with the
accompanying drawings, in which:
FIG. 1 illustrates a perspective view of an embodiment of a
protective enclosure;
FIG. 2 illustrates an exploded assembly view of the protective enclosure of FIG. 1;
FIG. 3 illustrates a cutaway perspective view of the protective enclosure of FIG. 1;
FIG. 4 illustrates a top view of the protective enclosure of
FIG.1;
60
65
10
15
20
25
30
35
40
45
50
55
60
65
6
3. The protective enclosure of claim 1, wherein at least a
10
15
20
25
30
35
40
45
50
55
60
65
portion of one or more flexible surfaces of the first seal comprise a substantially flat surface prior to contacting at least a
portion of the at least one conveyance as the first and second
enclosure members are coupled together.
4. The protective enclosure of claim 1, wherein the first
enclosure member comprises one or more walls and wherein
the first clamp surface comprises a dimension extending
along a portion of the length of the at least one conveyance
greater than the thickness of an adjacent portion of the one or
more walls of the first enclosure member.
5. The protective enclosure of claim 4, wherein the second
enclosure member comprises one or more walls and wherein
the second clamp surface comprises a dimension extending
along a portion of the length of the at least one conveyance
greater than the thickness of an adjacent portion of the one or
more walls of the first enclosure member.
6. The protective enclosure of claim 1, wherein at least a
portion of the first clamp surface compressing the sealing
material to conform the one or more flexible surfaces of the
first seal around at least a portion of opposite sides of the at
least one conveyance within the clamp mouth is substantially
planar.
7. The protective enclosure of claim 6, wherein at least a
portion of the second clamp surface compressing the sealing
material to conform the one or more flexible surfaces of the
first seal around at least a portion of opposite sides of the at
least one conveyance within the clamp mouth is substantially
planar.
8. The protective enclosure of claim 1, wherein at least a
portion of each of the first and second clamp surfaces compressing the sealing material to conform the one or more
flexible surfaces of the first seal around at least a portion of
opposite sides of the at least one conveyance are substantially
planar and substantially parallel.
9. The protective enclosure of claim 8, further comprising
at least one coupling seal disposed between at least a portion
of the coupling surfaces of the first and second enclosure
members; and
wherein the at least one coupling seal and the first seal
cooperate to restrict the passage of contaminants into the
enclosure, past at least a portion of the coupling surfaces
of the first and second enclosure members and past the
one or more conveyances extending from within the
enclosure to outside the enclosure.
10. The protective enclosure of claim 1, further comprising
at least one coupling seal disposed between at least a portion
of the coupling surfaces of the first and second enclosure
members.
11. The protective enclosure of claim 10, wherein the at
least one coupling seal and the first seal cooperate to restrict
the passage of contaminants into the enclosure, past at least a
portion of the coupling surfaces of the first and second enclosure members and past the at least one conveyance extending
from within the enclosure to outside the enclosure.
12. A protective enclosure for a model vehicle component,
comprising:
a first enclosure portion, having one or more walls and a
coupling surface;
a second enclosure portion, having one or more walls and
a coupling surface, the second enclosure portion coupleable to the first enclosure portion to form at least an
enclosure;
one or more conveyances, the one or more conveyances
having a length extending from a conveyance origin
within the enclosure to a conveyance terminus outside
the enclosure;
10
15
20
25
30
35
40
* * * * *
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 1 of 105 PageID #: 335
EXHIBIT C
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 2 of 105 PageID #: 336
IIIIII
c12)
1111111111111111111111111111111111111111111111111111111111111
US007883099B2
(10)
Byers et al.
(45)
(54)
(75)
(73)
( *)
Notice:
(21)
(22)
Filed:
Patent No.:
US 7,883,099 B2
Date of Patent:
Feb.8,2011
1,998,477 A
2,123,681 A
2,126,085 A
4/1935 Wikander
7/1938 Willgoos
8/1938 Balz
(Continued)
(63)
(60)
(51)
Int. Cl.
B60G 3120
(2006.01)
U.S. Cl. ............................ 280/124.135; 280/86.75;
280/124.141
Field of Classification Search ............................... .
280/124.134-124.142, 86.75
See application file for complete search history.
(58)
(56)
References Cited
A
A
A
A
A
1111908
3/1910
4/1915
1111927
12/1928
2137757
2/1973
(Continued)
US 2006/0264151 Al
(52)
DE
OTHER PUBLICATIONS
Feb.6,2006
(65)
Granieri
Ewing
Hague
De Ram
Keck
(57)
ABSTRACT
1500
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 3 of 105 PageID #: 337
US 7,883,099 B2
Page 2
U.S. PATENT DOCUMENTS
2,131,661
2,186,065
2,219,361
2,580,559
2,643,110
2,776,147
2,913,253
2,931,663
2,992,014
3,177,004
3,448,991
3,545,125
3,591,198
3,632,127
3,671,694
3,721,455
3,727,938
3,738,631
3,787,073
D262,959
4,470,611
D277,952
4,534,575
D281,772
4,786,075
4,881,752
4,955,634
5,080,389
5,108,126
D337,555
5,682,849
5,774,984
5,839,742
5,845,926
6,142,268
D435,236
6,170,838
6,550,796
6,641,457
6,655,118
6,668,779
6,702,307
6,719,313
6,761,372
6,881,122
6,945,843
7,185,902
7,367,573
2002/0041076
2002/0077025
2003/0122336
2003/0209217
2004/0045518
2004/0261739 A1
12/2004 Shimizuya
2005/0040619 A1 * 2/2005 Melcher .............. 280/124.135
2006/0006622 A1
112006 Gesmer et a!.
OTHER PUBLICATIONS
Full size vehicle with suspension linkage #2 (admitted prior art).
U.S. Appl. No. 12/132,163; Office Action; Nov. 9, 2009.
Associated Electrics, "Monster GT' model truck; Associated
Electrics, Inc., Costa Mesa, California, 1 photograph (admitted prior
art).
Associated Electrics, "RC10GT' model vehicle; Associated
Electrics, Inc., Costa Mesa, California, 1 photograph (admitted prior
art).
Bradley, John; "The Racing Motorcycle"; 1996, pp. 246-273, 322325; Broadland Leisure Publications, England.
Ellsworth, Tony; "Suspension Design Enhancements-The
Ellsworth Dare"; Drearmide Mountain Bike Tours and Film Services
Moab, Utah, 2001.
'
Horizon Hobby, "Losi XXX buggy"; Horizon Hobby, Inc.,
Champaigne, Illinois; 1 sketch of suspension geometry (admitted
pnor art).
HPI Racing, "Savage 21" model truck; Hobby Products International, Foothill Ranch, California; 1 sketch of suspension geometry
(admitted prior art).
HyperPRO_USA;
"What
is
Progressive
Suspension?"
HyperPRO_USA.com (admitted prior art).
Kyosho Inferno MP7.5 model car; Kyosho America, Lake Forest,
California; 2 sketches of suspension geometry (admitted prior art).
Milliken, William F. and Milliken, Douglas L.; "Race Car Vehicle
Dynamics" 1995, pp. 580-583, 595-597, 628-631; SAE Publications
Group, Pennsylvania USA.
Phillpotts, Peter; "Rising Rate Suspension"; Off Road Design, 2001.
Race Tech, "Profile--Chalmers Formula SAE Car" Race Tech magazme, Oct./Nov. 2003, p. 74; Racecar Graphic Ltd, London, England.
Racecar Engineering, Jun. 2003-vol. 13 No. 06, pp. 15, 106; Country & Leisure Media Ltd./IPC Media Ltd., Croydon, England.
Salven, Michael; "Progressive Suspension" Nov. 10, 2000;
myTSN-Publication, Netherlands.
Serpent, Veteq; Serpent Model Racing Cars, Noord-Holland, Netherlands; 3 pictures (admitted prior art).
Serpent, Veteq; Serpent Model Racing Cars, Noord-Holland, Netherlands; 1 sketch of suspension geometry (admitted prior art).
Staniforth, Allan; "Competition Car Suspension" 1988, pp. 76-81,
84-85; Haynes Publications, Newbury Park, California.
Tamiya, "Terra Crusher" model truck; Tamiya America, Inc., Aliso
Viejo, California; 1 sketch of suspension geometry (admitted prior
art).
Traxxas, "Nitro Rustler" model vehicle; Traxxas LP, Plano, Texas; 1
photograph (admitted prior art).
Traxxas; "T-MAXX Assemblies, Front Assembly" exploded view;
Traxxas LP, Plano, Texas; (admitted prior art).
Traxxas, "T-MAXX" model vehicle; Traxxas LP, Plano, Texas;
photograph (admitted prior art).
* cited by examiner
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 4 of 105 PageID #: 338
U.S. Patent
Feb.8,2011
Sheet 1 of77
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 31 of 105 PageID #: 365
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 32 of 105 PageID #: 366
U.S. Patent
Feb.8,2011
Sheet 29 of 77
US 7,883,099 B2
1026
FIG.28
1001
1022
=-
\C
\C
00
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rJl
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 33 of 105 PageID #: 367
FIG.29C
FIG. 29A
.Oil
~658
140'
100''\
FIG.29D
FIG.29B
1100
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 34 of 105 PageID #: 368
31
r-~
1110
1112
1112
32
__j
FIG. 30A
32
1106
31
~l
FIG.30C
-----------------r-------1
.r1100
1108
.r1100
FIG. 30D
1108
.r1100
FIG.30B
=-
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rJl
-....l
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N
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 35 of 105 PageID #: 369
FIG. 32A
FIG. 31A
1122
\C
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 36 of 105 PageID #: 370
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 37 of 105 PageID #: 371
U.S. Patent
Feb.8,2011
Sheet 34 of 77
US 7,883,099 B2
1112
FIG. 33A
I[J
120'
~120'
l-~~
FIG.33C
34
34
170'
1100
FIG.33B
~120'
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 38 of 105 PageID #: 372
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 39 of 105 PageID #: 373
U.S. Patent
Feb.8,2011
Sheet 36 of 77
US 7,883,099 B2
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 40 of 105 PageID #: 374
U.S. Patent
Feb.8,2011
Sheet 37 of 77
b
N
..--
US 7,883,099 B2
1154
1180
1172
~166
1150
1174
1160 1164
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174'
----1164
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 41 of 105 PageID #: 375
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 42 of 105 PageID #: 376
U.S. Patent
Feb.8,2011
Sheet 39 of 77
US 7,883,099 B2
1190
h84
1190
1190
FIG.39A
1184
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1180
'~
/1j _a~~
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1180
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 43 of 105 PageID #: 377
FIG. 40A
\C
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00
Oo
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 44 of 105 PageID #: 378
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 45 of 105 PageID #: 379
U.S. Patent
Feb.8,2011
Sheet 42 of 77
US 7,883,099 B2
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 46 of 105 PageID #: 380
U.S. Patent
Feb.8,2011
Sheet 43 of 77
US 7,883,099 B2
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 47 of 105 PageID #: 381
U.S. Patent
Feb.8,2011
Sheet 44 of 77
US 7,883,099 B2
/1-1219
1226-;[j
~---1217
~1225
1220~
1200
1258-{1
t1258
['}1208
~1209
1211~
~ 1252
1207
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\\ -
a>c"1216 )
~ 121~
1214
1202
~1240
1226
1225
FIG. 41A
1219-\\
122o-e ~
1216~
1217~@1
JA\~---1211 ~1220 ~
oA
~1250
1212-~
1216~ /}
~122~
~ 121,
~216
/
1214
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1248
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 48 of 105 PageID #: 382
~1216
1225 ~ 1 220
.!!1219
1226~
n "'"
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,r12 14 dJ
1212-"'
1216~~
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~~
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~ lT~B
120~
.----1240
~---1226
FIG. 41B
1219~
1225
~ G__ ~-~
~. 121~
~ 1224
1220
1211
1217~
~1222
1220~
~1209
~1252
1211~
1214~
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1250
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=-
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--.l
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 49 of 105 PageID #: 383
FIG. 42
\C
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Oo
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0
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 50 of 105 PageID #: 384
~~
1318
1316~1
1311
1320
1311""'
FIG. 43B
~1202
FIG. 43A
I
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I
l'i
1306
1301
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/~~
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'
1310
43
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1320
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II
~~~
1311
=-
.....
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 51 of 105 PageID #: 385
1325
1316
1333
FIG. 44
~1202
1304
1311
1306
1310
rJl
\C
=
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00
00
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 52 of 105 PageID #: 386
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 53 of 105 PageID #: 387
U.S. Patent
Feb.8,2011
Sheet 50 of 77
US 7,883,099 B2
<.0
0
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 54 of 105 PageID #: 388
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 55 of 105 PageID #: 389
U.S. Patent
Feb.8,2011
Sheet 52 of 77
US 7,883,099 B2
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 56 of 105 PageID #: 390
U.S. Patent
Feb.8,2011
Sheet 53 of 77
US 7,883,099 B2
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 57 of 105 PageID #: 391
U.S. Patent
Feb.8,2011
Sheet 54 of 77
US 7,883,099 B2
FIG. 49A
FIG.49C
~508
306
FIG.49B
FIG. 49D
=-
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 58 of 105 PageID #: 392
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 59 of 105 PageID #: 393
U.S. Patent
Feb.8,2011
Sheet 56 of 77
US 7,883,099 B2
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 60 of 105 PageID #: 394
U.S. Patent
Feb. 8, 2011
Sheet 57 of 77
US 7,883,099 B2
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 61 of 105 PageID #: 395
U.S. Patent
Feb.8,2011
Sheet 58 of 77
US 7,883,099 B2
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 62 of 105 PageID #: 396
U.S. Patent
Feb.8,2011
Sheet 59 of 77
US 7,883,099 B2
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 63 of 105 PageID #: 397
U.S. Patent
Feb.8,2011
Sheet 60 of 77
US 7,883,099 B2
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 64 of 105 PageID #: 398
U.s. Patent
Feb. 8, 2011
Sheet 61 of 77
Vs 7,883,099 B2
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 65 of 105 PageID #: 399
U.S. Patent
Feb.8,2011
Sheet 62 of 77
154
FIG. 54A
US 7,883,099 B2
,110
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 66 of 105 PageID #: 400
U.S. Patent
Feb.8,2011
Sheet 63 of 77
US 7,883,099 B2
110
FIG. 54B
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 67 of 105 PageID #: 401
U.S. Patent
Feb.8,2011
US 7,883,099 B2
Sheet 64 of 77
110
154
FIG. 54C
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 68 of 105 PageID #: 402
U.S. Patent
Feb.8,2011
US 7,883,099 B2
Sheet 65 of 77
110
154
FIG. 54D
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 69 of 105 PageID #: 403
U.S. Patent
Feb.8,2011
Sheet 66 of 77
US 7,883,099 B2
110
FIG. 54E
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 70 of 105 PageID #: 404
U.S. Patent
Feb.8,2011
Sheet 67 of 77
SPACER COMBINATION
CASTER ANGLE
F'RONT
Outer Toe link End Setup
Caster
7.5 10 12.5 15
so
US 7,883,099 B2
ROLL CENTER
SETTING
Control Arm
Mounting Hole on
Front Bulkhead
Standard
Hollow Ball -
Upper
.
lower
Thin Shim
Upper
Standard
Hollow Ball
lower
ThkkShlm/
Upper
Tall Center
Hollow Ball
lower
ThkkShlm_
Standard
Upper
Hollow Ball
Lower
Thin Shim
Upper
Standard-Hollow Ball
FIG. 55
FIG. 56
1500
1514
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 71 of 105 PageID #: 405
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 72 of 105 PageID #: 406
U.S. Patent
Feb.8,2011
US 7,883,099 B2
Sheet 69 of 77
C>
(")
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 73 of 105 PageID #: 407
U.S. Patent
Feb.8,2011
...-'-
Sheet 70 of 77
t---------1
US 7,883,099 B2
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 74 of 105 PageID #: 408
U.S. Patent
Feb.8,2011
US 7,883,099 B2
Sheet 71 of 77
1-------~--------1
co
en
r--..><
><
><
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I----~ - - - - l
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Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 75 of 105 PageID #: 409
U.S. Patent
Feb.8,2011
US 7,883,099 B2
Sheet 72 of 77
~----~ - - - - - - - - 1
~------~-----~
~------~----1-----~-----
I
I
~fm-++----H--+-
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-~
-.---.---.-
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X
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 76 of 105 PageID #: 410
U.S. Patent
Feb.8,2011
Sheet 73 of 77
US 7,883,099 B2
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 77 of 105 PageID #: 411
U.S. Patent
Feb.8,2011
u~
Sheet 74 of 77
US 7,883,099 B2
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 78 of 105 PageID #: 412
U.S. Patent
Feb. 8, 2011
Sheet 75 of 77
US 7,883,099 B2
<(
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 79 of 105 PageID #: 413
U.S. Patent
Feb.8,2011
US 7,883,099 B2
Sheet 76 of 77
1508
1566
1550
\-.
FIG. 65
1530-.
1542~
17
'
-~
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1549
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1553
1550_,.. 1562
1566
FIG. 66
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 80 of 105 PageID #: 414
U.S. Patent
Feb.8,2011
US 7,883,099 B2
Sheet 77 of 77
1544
1530
.)
68
68
,-- .......
I
I
'
'
1538
1540
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1550----.
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FIG. 68
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 81 of 105 PageID #: 415
US 7,883,099 B2
1
RELATED APPLICATIONS
5
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 82 of 105 PageID #: 416
US 7,883,099 B2
FIG. 13D is a side plan view of the fuel tank, filler cap and
finger pull tab, as viewed from the right side of the vehicle,
with the cap open;
FIG. 14 is a partially sectional view of the fuel tank, filler
cap and finger pull tab, taken along the line 14-14, with the
cap open;
FIG. 15 is a perspective sectional view of a vehicle chassis,
with the body shell installed, showing the cap opened;
FIG. 16 is a plan view of a vehicle chassis with the body
shell and suspension components removed;
FIG.17 is a sectional view ofthevehiclechassis ofFIG.16,
taken along the line 16-16, with a detail circle K around the
secured double looped fuel line in accordance with an
embodiment of the present invention;
FIG. 18 is a perspective view of the vehicle chassis of
FIGS. 16 and 17, showing the secured double looped fuel
line;
FIG. 19A is a detailed perspective view showing the
secured double looped fuel line;
FIG.19B is a detailed cross-sectional view taken within the
detail circle of FIG. 17, showing a cross-section of the
secured double looped fuel line as secured in its chassis
mount;
FIGS. 20A through Care front, side in perspective views of
a slipper clutch assembly for use in a vehicle;
FIGS. 21A and Bare exploded in perspective views of the
slipper clutch assembly;
FIG. 22 is a section view, taken along the section lines of
FIG. 20A;
FIG. 23 is an enlarged detail illustration of a portion of FIG.
22;
FIG. 24 is a partial section view of the slipper clutch assembly;
FIG. 25A is an axial view, looking along the axis of the
brake disk from the outboard side, of a brake pad support
assembly in accordance with one embodiment of the present
invention;
FIG. 25B is a side view of the brake pad support assembly
depicted in FIG. 25A;
FIG. 25C is a plan view of the brake pad support assembly
depicted in FIG. 25A;
FIG. 25D is a perspective view of the brake pad support
assembly depicted in FIG. 25A, as viewed from the outboard
side;
FIG. 26A is a sectional view of the brake pad support
assembly depicted in FIG. 25A, taken along the line 25A-25A
of FIG. 25A;
FIG. 26B is a sectional perspective view of the brake pad
support assembly depicted in FIG. 25D, taken along the line
25D-25D of FIG. 25D;
FIG. 27 is an exploded perspective view of an embodiment
of the brake pad support assembly and base, as viewed from
the outboard side;
FIG. 28 is an exploded perspective view of an embodiment
of the brake pad support assembly and base, as viewed from
the inboard side;
FIGS. 29A through D are rear elevation, side, top and
perspective views of a front bulkhead assembly and suspension arm assembly of the vehicle;
FIGS. 30A through D are front elevation, side, top and
perspective views of a telescoping drive shaft of the vehicle;
FIGS. 31A andB are section and perspective section views,
taken along the section lines 31-31 of FIG. 30A, of the telescoping drive shaft;
FIGS. 32A andB are section and perspective section views,
taken along the section lines 32-32 of FIG. 30A, of the telescoping drive shaft;
10
15
20
25
30
35
40
45
50
55
60
65
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 83 of 105 PageID #: 417
US 7,883,099 B2
10
15
20
25
30
35
40
45
50
55
DETAILED DESCRIPTION
FIG. 1 illustrates a vehicle engine 500 supported by an
engine mount 510 (partially shown) on the vehicle chassis
300. The engine 500 drive shaft 512 rotates a clutch bell 514
and drive gear 516 assembly that is coupled via a spur gear
518 to a transmission assembly 520. The engine mount 510 is
configured to allow generally vertical movement, shown by
the arrows 522, to accommodate drive and spur gears 516,
518 of different sizes or to allow engagement and disengagement of a vehicle engine with a transmission. Such gear mesh
adjustment, in a generally vertical direction, reduces horizon-
60
65
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 84 of 105 PageID #: 418
US 7,883,099 B2
7
602 to be easily removed. The slot 622 also allows the engine
500 to be removed from the vehicle without disrupting the
throttle link assembly 600, which is secured to the engine
mount 510, rather than to the engine 500.
The throttle 604 is actuated to an open position by servolink 612 pushing against the servo-link arm 616, rotating the
bell crank 610 to move the throttle actuation arm 618 towards
the servo-link 612. The servo-link 612 is secured by a guide
624 and stop 625 to a servo actuation arm 626 of a servo
mechanism 613. The guide 624 allows the servo-link 612 to
slide, while the stop 625 clamps the servo-link 612, preventing further sliding nearer the throttle 604.
The servo mechanism 613 rotates the servo actuation arm
626 about a servo mounting aperture 628 to move the actuation arm 626 towards the bell crank 610. The servo actuation
arm 626 slides along the servo-link 612 until the guide 624
abuts the stop 625, at which point, continued movement of the
actuation arm 626 pushes the servo-link 612 to actuate the
bell crank 610. AS the bell crank 610 actuates, the throttle
actuation arm 618 moves towards the servo-link 612 and the
throttle arm 602 follows, opening the throttle 604. The guide
624 allows the servo actuation arm 626 to be actuated in an
opposite direction, such as to actuate a braking mechanism
(not shown), while leaving the throttle 604 and the throttle
link assembly 600 in the engine idle position (closed) shown.
A spring 615 connected between an enclosure 617 holding
the servo and the end of the servo-link 612 extending out of
aperture 620 of the bell crank 610 returns the throttle 604 and
a throttle link assembly 600 to the engine idle position.
The configuration and position of the throttle link assembly
600 and the servo actuation arm 626 allow adjustment of the
position of middle support 526 of the engine mount 510 and
the engine 500, without requiring decoupling of the throttle
link assembly 600 from the engine or the servo actuation arm
626. Contributing to this is that the pivot points of the bell
crank 610 and servo actuation arm 626 (excepting the pivot
point at the throttle arm 602) form a substantially rectangular
configuration in the unactuated position shown in FIG. 6D.
When actuated, the pivot points form a trapezoid. In addition,
the axis of the servo-link 612 is substantially perpendicular to
the axis of rotation of the bell crank 610 about the bolt 608.
Thus, adjusting the position of the engine 500 by the engine
mount 510 does not require adjustment of the throttle control
link assembly 600.
FIGS. 9A through E illustrate a bumper assembly 650 that
cooperates with a skid plate 652 to protect the front end of the
vehicle shown from impacts. It will be apparent that the
bumper assembly 650 may also be mounted on the rear end of
the vehicle, to protect the back of the vehicle from impacts as
well. The bumper assembly 650 comprises a bumper support
654 and a bumper 656 that are secured to a bumper chassis
mount 658 attached to the vehicle chassis 300. Below the
bumper assembly 650 and mounted to the bulkhead assembly
658 is the skid plate 652.
Referring additionally to FIG. 9E, the bumper support 654
is formed in a generally oval-shape loop and is mounted to the
bulkhead assembly 658 in a horizontal orientation relative to
the chassis 300. The inboard length 670 of the bumper support
654 includes two integrally formed mounting collars 672
extending vertically across the width of the bumper support
654. The mounting collars 672 are longer than the width of the
bumper support 654, to provide greater resistance to and
strength during vertical flexing and twisting of the bumper
support 654. The mounting collars 672 extend vertically, to
avoid interference with flexing of the inboard length 670 of
the bumper support 654. A pair offastening bolts 673 extending through the mounting collars 672 and portions of the
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In accordance with an embodiment of the present invention, the fuel cap 856 can be opened and closed, and the tank
refilled, without the need to remove the body shell850. However, if desired, the body shell 850 can be removed and
replaced for access to the fuel tank 852, or other components
on chassis 300, without the need to either open the cap 856 or
to remove the finger pull tab 868. However, as can be seen if
FIG. 12, the body shell 850 and the fill opening 876 in the
body shell850 are spaced apart from opening 854 sufficiently
so that the cap 856 can be pulled open inside the shell 850
sufficiently to allow insertion of a fuel filling line or nozzle,
without removing the body shell850. As depicted in FIG. 12,
opening the cap 856 to an approximately horizontal position
is sufficient to provide substantially unimpeded access to the
opening 854, but any degree of opening sufficient to allow
insertion of a fuel filling line or nozzle will suffice.
As can be seen in FIG. 12, the cap 856 can be opened by
means of pulling up on finger pull tab 868, which extends
through an opening 874 in the body shell850. Because FIG.
12 is a sectional view, only one half of opening 874 is
depicted, but it is to be understood that the remainder of the
slot (not shown) is substantially a mirror image of the one half
of a opening 874 shown. Opening 874 is sized to permit the
tab portion 872 of pull tab 868 to pass without undue interference, to permit removal and replacement of the body shell
850 without removal of pull tab 868. However, since pull tab
868 can be made from a resilient material, such as plastic or
rubber, some deformation of tab portion 872 as it passes
through opening 874 is permissible. Furthermore, having a
separate opening for the finger pull tab 868 provides greater
access to the fuel tank opening 854, since the finger pull tab
868 is safely inside the slot 876, away from opening 854, and
thus does not interfere with the fuel tank opening 854. The
body shell 850 has a fill opening 876 approximately aligned
with the opening 854 in the tank 852.
Turning to FIGS. 16-18 and 19A-B, a vehicle chassis 300
having a secured double looped fuel line 800 in accordance
with an embodiment of the present invention is depicted. Fuel
line 800 has an intake end 802 attached to a nozzle 804 which
extends into fuel tank 852, from which fuel can be withdrawn.
Fuel line 800 has an exit end 806 that is attached to a carburetor 898 on engine 500. Fuel line 800 can be made from any
suitable material, including a plastic or rubber material generally resistant to the type of fuel employed.
As can be seen in FIGS. 19A and B, the middle offuelline
800 does not run straight between the fuel tank 852 and the
carburetor 898, but rather is coiled into a loop portion 808. In
the event the vehicle turns over during operation, fuel generally can no longer be drawn into the entrance of the fuel line
800. Accordingly, the engine will soon stop running. Normally, the vehicle will be operated by radio control and the
operator may be several hundred feet away from the vehicle at
the time the vehicle turns over. Often, this is too far to reach
the vehicle to turn it upright before the engine stops. In the
present invention, the loop portion 808 of the fuel line will
retain additional fuel, giving the operator additional time to
reach and right the vehicle before the engine stops running
from lack of fuel. It should be understood that, although a
double loop is depicted, a single loop or more loops could also
be employed.
Although the loop portion 808 will retain additional fuel,
the coiling of the fuel line undesirably causes the fuel line to
attempt to uncoil. Because the fuel line is nearby many hot
surfaces, including the engine 500 and exhaust pipe, the fuel
line could easily come in contact with these hot surfaces
during rough drives. Accordingly, in accordance with the
present invention, the double loop is secured to the chassis by
upper double clip 810 and lower double clip 812, which are
affixed to a support member such as roll bar 899 which is
attached to chassis 300.
With the loop portion 808 secured, the advantages of using
the loop portion 808 to provide additional fuel capacity in the
fuel line is achieved, without the risk of fuel fires caused by
unintended contact between the fuel line and a hot surface.
As can be seen in FIG. 17, the upper double clip 810 can
have a first fastener having a pair of opposed arcuate surfaces
to grip a first loop of the loop portion 808 and a second
fastener having a pair of opposed arcuate surfaces to grip a
second loop of the loop portion 808. The lower double clip
812 can have a third fastener having a pair of opposed arcuate
surfaces to grip a lower portion of the first loop of the loop
portion 808 and a fourth fastener having a pair of opposed
arcuate surfaces to grip a lower portion of the second loop of
the loop portion 808. At least a portion of one of the opposing
surfaces of the third fastener is spaced farther from the other
opposing surface to receive and retain the curved surface of a
portion of the tube retained by the third fastener. Also, at least
a portion of one of the opposing surfaces of the fourth fastener
can be spaced farther from the other opposing surface to
receive and retain the curved surface of a portion of the tube
retained by the fourth fastener.
The first and third fasteners can be formed as one integral
piece and the second and fourth fasteners can also be formed
as one integral piece. Thus, the third fastener can form an
entrance for placement of a portion of a tube in the first
fastener and the fourth fastener can form at least a portion of
an entrance for placement of a portion of a tube in the second
fastener. Conveniently, either or both double clips 810 and
812 can be molded integrally with roll bar 899, which is
conveniently made of a plastic material. Because both the fuel
line 800 and the double clips 810 and 812 are somewhat
resilient, the fuel lines can be resiliently inserted into the clips
and resiliently retained there during rough driving, while still
being removable intentionally by the operator without difficulty
FIGS. 20A-C through 24 illustrate a slipper clutch assembly 900 for transferring torque from the spur gear 518 shown
in FIG. 1 to a transmission input shaft 902, during operation
of the vehicle. The slipper clutch assembly 900 protects the
spur gear 518 and the engine 500 shown in FIG. 1 from acute
shocks to the drive train, such as when the wheels of the
vehicle are abruptly slowed from a high speed spin to a much
lower rotation when the vehicle lands following a jump. The
slipper clutch can also serve as a torque limiting traction
control aid. The slipper clutch assembly 900 interposes a
friction coupling between the spur gear 518 and the transmission input shaft 902, which momentarily slips, allowing the
spur gear 518 to rotate at a speed faster than the input shaft
902 until the speed is slowed by the friction coupling of the
slipper clutch assembly 900. When acute shocks to the drive
train are not experienced, the slipper clutch assembly 900
preferably transmits rotational torque with little or no slippage.
The slipper clutch assembly 900 is configured to allow
removal of the spur gear 518 without changing the compressian setting of the slipper clutch assembly 900. The spur gear
518 is secured directly to the drive plate 904 by bolts 906
extending through substantially equidistant locations on the
body of the spur gear 518. The bolts 906 are threaded into
similarly located receptacles 908 formed on the surface of the
drive plate 904. The spur gear 518 can be removed from the
slipper clutch assembly 900, for service or replacement, by
removing the bolts 906 from the receptacles 908.
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the spiral vanes 940 act as cooling fins to dissipate heat caused
by friction between the clutch disc 922 and the clutch pads
920 during operation of the vehicle.
The slipper clutch assembly 900 provides reduced size,
low inertia and enhanced heat dissipation. These features are
provided by use of a semi-metallic, high-friction material to
form the clutch pads 920. Use of such a high-friction material
allows placement of the clutch pads 920 closer to the axis of
rotation of slipper clutch assembly 900, reducing the diameter
of the slipper clutch assembly 900. The reduced diameter
contributes to both reduced size and low inertia. Both the
drive and driven plates 904, 910 are preferably manufactured
from cast aluminum, which is light-weight and a good heat
conductor, further contributing to low inertia and enhanced
heat dissipation.
In prior model vehicle braking pad assemblies, a thin piece
of friction material is supported by a pad support constructed
of a thin piece of sheet metal. A small piston, actuated by a
cam, applies force to the sheet metal plate. The plate applies
force to the friction material and disk. A problem with such
prior braking pad assemblies is that the use of thin and flexible
material for the pad support and friction material results in
poor distribution of pressure, overheating and uneven wear.
As a result, the area directly under the piston wears quickly
and overheats.
In order to overcome these disadvantages of prior model
vehicle braking pad assemblies, in an embodiment of the
present invention, the friction material can be supported by a
very rigid cast pad holder (also called a caliper). The pad
holder geometry is more three dimensional than typical pads
that are stamped from sheet metal. This structure also provides the caliper with a high thermal capacity and better
thermal conductivity for cooling. Furthermore, in an embodiment of the present invention, the caliper can employ an
integrated post with ribs providing additional stiffness to help
evenly distribute the forces from the actuating cam. In another
embodiment, an integrated cam receiving surface on the caliper also helps to evenly distribute the forces from the cam.
FIGS. 25A-D, 26A-B and 27-28 depict a model vehicle
braking pad caliber assembly 1000 in accordance with in an
embodiment of the present invention. The braking pad caliper
assembly 1000 has outboard pad made of a friction material
1002 supported by a very rigid cast pad holder or caliper 1004
on the outboard side of braking disk 1006. On the inboard
side, an embodiment of the invention can include a pad of
friction material 1008 supported by an opposing very rigid
cast pad holder or caliper 1010 on the inboard side of braking
disk 1006. The braking disk 1006 can be made from strong
material, such as steel, aluminum or titanium. The braking
disk further can have slots 1001 and holes 1003 for, respectively, reduction of weight and assisting cooling of the disk.
The calipers 1008 and 1010 can be made from a strong material, such as steel, aluminum or titanium. In an embodiment,
the calipers 1008 and 1010 can be made from cast aluminum,
which has a higher thermal conductivity than steel as well as
a high strength to weight ratio.
Disk 1006 is slidably mounted over drive shaft 1012 but not
affixed to it. That is, the disk 1006 is free to slide axially on the
shaft 1012 to a limited degree. Drive shaft 1012 has opposite
flat surfaces 1013 and 1015 on its end 1011 for receiving a
coupling (not shown). The coupling has two pin keys (not
shown) that extend into opposite ends 1018 and 1020 of slot
1022, that extends from hole 1017 in disk 1006. These pin
keys force the disk 1006 to rotate with the coupling, and hence
with the drive shaft 1012 but permit a limited degree of axial
sliding of the disk 1006 with respect to drive shaft 1012.
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yoke 1110 forms the outboard end of the drive shaft 1100 for
securing a tubular internal segment 1112 to the Cardanjoint
1102 coupling of the drive shaft 1100 to the axle assembly
1104. The inboard and outboard yokes 1106, 1110 are integrally formed with the remainder of the external and internal
segments 1108, 1112, respectively, in a single-piece construction.
As is best shown in FIGS. 32A and 32B, curved splines
1114, 1116 extend from the internal and external surfaces,
respectively, of the external segment 1108 and the internal
segment 1112 of the drive shaft 1100. The splines 1114, 1116
extend at least along the lengths of the external and internal
segments 1108, 1112 that will overlap when the suspension
arm assembly 100' travels between the uppermost and lowermost positions. The splines 1114, 1116 are aligned with the
longitudinal axis of the shaft segments 1108, 1112, respectively, in a parallel formation. In the embodiment shown, the
splines 1114 extend along substantially the entire length of
the inner wall of the external segment 1108. The curved
surfaces of the splines 1114, 1116 are complementary, each
mating with a corresponding groove formed between adjacent splines of the external and internal segments 1108, 1112,
respectively. The splines 1114, 1116 vary in radius of curvature at approximately 180 intervals about the rotational axis
of the drive shaft 1100. In the embodiment shown, for
example, indexing splines 1118 of the external segment 1108
and indexing splines 1120 of the internal segment 1112 have
a smaller radius of curvature relative to other of the splines
1114, 1116. The radius of curvature of the corresponding
grooves with which the indexing splines 1118, 1120 mate,
have a similarly smaller radius of curvature. This indexes the
external and internal segments 1108, 1112 when mated, to
assure alignn1ent of the yokes 1106, 1110 in substantially the
same rotational position.
The curved splines 1114, 1116 transfer torque between the
yokes 1106,1110, while allowing the segments 1108,1112 of
the drive shaft 1100 to slide with respect to each other, in
telescopic fashion. The curved surfaces of the splines 1114,
1116 allow more splines to be formed than if rectangular
splines were used. The curved surfaces and number of the
splines 1114, 1116 and corresponding grooves reduce or
eliminate stress concentrations experienced by telescopic
drive shafts employing rectangular splines. Stress reduction
and accommodation of a greater number of splines 1114,
1116 is provided by a relatively larger than typical diameter
employed by the drive shaft 1100. These attributes also allow
the walls of the internal and external segments 1108, 1112 to
be thinner and lighter in weight.
The segments 1108, 1112 of the drive shaft 1100 are preferably manufactured from a low-friction, high impact
strength plastic, or other similar material. In the embodiment
shown, the segments 1108, 1112 are made from a suitable
Nylon material. The low-friction attributes of these materials
substantially eliminates the need to lubricate the surfaces of
the segments 1108, 1112.
The drive shaft 1100 is sealed to prevent dust, dirt, debris
and the like from entering and causing abrasion of and friction
between the surfaces of the segments 1108, 1112, which
would reduce performance and longevity. The ends of the
drive shaft 1100 next to the yokes 1106, 1110 each include
respective apertures 1122, 1124 that are sealed by elastomeric
plugs 1126, 1128 secured by a compression fit. The seam
between the surfaces of the external and internal segments
1108, 1112 is sealed by a bellows seal1130.
The bellows seal1130 includes a substantially cylindrical
central portion 1132, having laterally extending folds, allowing both expansion and retraction of the bellows seal 1130
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is also used where there is a 7.5 degree caster and the roll
center setting is at the "lower" setting.
In FIG. 54B, a thick spacer of thickness A is disposed
above pivot link 154 and a thin spacer of thickness B is also
disposed above the pivot link 154. As shown in FIG. 55, this
combination is used where there is a 5 degree caster and the
roll center setting is at the "upper" setting.
In FIG. 54C, a thick spacer of thickness A is disposed
below pivot link 154 and a thin spacer of thickness B is also
disposed below the pivot link 154. As shown in FIG. 55, this
combination is used where there is a 10 degree caster and the
roll center setting is at the "lower" setting. This combination
is also used where there is a 12.5 degree caster and the roll
center setting is at the "upper" setting.
In FIG. 54D, a thick spacer of thickness A is disposed
below pivot link 154 and a thin spacer of thickness B is
disposed above the pivot link 154. As shown in FIG. 55, this
combination is used where there is a 10 degree caster and the
roll center setting is at the "lower" setting. This combination
is also used where there is a 12.5 degree caster and the roll
center setting is at the "upper" setting.
In FIG. 54E, a "standard" configuration can be employed,
where a standard hollow ball pivot link 154"" is used that has
approximately equal length collars 155 and 157 at its upper
and lower sides that form part of the pivot link 154"". Alternatively, spacers can be used that have the same, medium
thickness "C," thus, positioning the pivot link at the appro ximate midpoint of pin 1390. Such a medium positioning is
listed in the table of FIG. 55 as "tall center hollow ball." This
centered combination is used where there is a 7.5 degree
caster and the roll center setting is at the "lower" setting. This
combination is also used where there is a 10 degree caster and
the roll center setting is at the "upper" setting.
Of course, because the caster angles and roll center settings
will vary by vehicle geometry, weight and other parameters,
the above caster angles and roll center settings are only
examples for a particular vehicle of a particular geometry,
weight and other parameters. Of course, finer increments
(such as 1 degree increments for caster and more increments
for the roll center setting) could be employed, resulting in
more spacer thicknesses and combinations thereof.
FIGS. 56, 57A through D and 58 A through D, illustrate one
configuration of a front suspension assembly 1500 secured to
a front bulkhead assembly 1502 of the vehicle 1400. The
suspension assembly 1500 comprises upper and lower suspension arms 1504 and 1506 pivotally mounted to the bulkhead assembly 1502. A rocker arm 1508 is pivotally mounted
to a post or boss 1510 extending at an angle into the bulkhead
assembly 1502, inboard and above the point of connection of
the upper suspension arm 1504 to the bulkhead assembly
1502. The rocker arm 1508 is pivotally coupled to a push rod
1512 and a damper assembly 1514. The outboard end of the
push rod 1512 is pivotally secured to the outboard end of the
lower suspension arm 1506, urging the suspension arm 1506
outwardly and downwardly. Upward movement of the suspension arm 1506 displaces the push rod 1512 inwardly
toward the rocker arm 1508, which in tum pivots to compress
the damper 1514 against a pivot pin 1516. Downward movement of the suspension arm 1506 displaces the push rod 1512
outwardly, which in tum pivots the rocker arm 1508 to release
the damper 1514. The rocker arm 1508 is generally triangular
in shape. The portion of the rocker arm 1508 pivotally connected to the push rod 1512 is referred to as the input arm. A
portion of the rocker arm 1508 pivotally connected to the
damper assembly 1514 is referred to as the output arm.
The damper 1514 is generally aligned with the longitudinal
axis of the vehicle 1400 and a substantially horizontal posi-
tion, with a slight upward inclination from the point of connection to the bulkhead assembly 1502 toward the point of
pivotal connection to the rocker arm 1508. The substantially
horizontal position of the damper 1514, mounted adjacent the
points of connection of the suspension arms 1504, 1506 to the
bulkhead assembly 1502, reduces vertical space requirements
and protects the damper, 1514 from damage.
The rocker arm 1508 pivots about an axis substantially
perpendicular to the axis of the push rod 1512 at some point
during operation of the suspension assembly 1500. The
rocker arm 1508 pivotal axis is oriented to translate movement of the damper assembly 1514 into substantial aligument
with the push rod 1512 as the rocker arm 1508 pivots. The
push rod 1512 is mounted to the rocker arm 1508 for pivotal
movement along vertical and horizontal axes relative to the
rocker arm 1508. As the suspension assembly 1500 moves,
the push rod 1512 pivots upwardly and downwardly relative
to its point of connection to the rocker arm 1508, following
vertical movement of the outboard end of the suspension arm
1506.
Referring now to FIGS. 57A through D, the suspension
assembly 1500 is shown in the full bump position, with the
suspension arms 1504, 1506 displaced to their uppermost
extent. This position corresponds with the vehicle 1400
reaching a lowermost position relative to an underlying surface. In this position, the push rod 1512 rotates the rocker arm
1508 toward a damper 1514, substantially fully compressing
the damper 1514.
Referring now to FIGS. 58A through D, the suspension
assembly 1500 and is shown in the full droop position, with
the suspension arms 1504, 1506 extended to their lowermost
extent. This position corresponds with the vehicle 1400
reaching its highest position relative to an underlying surface.
In this position, the damper 1514 rotates the rocker arm 1508
to fully extend the push rod 1512.
A position intermediate to the full bump and full droop
positions is the ride height position. In the ride height position, the suspension assembly 1500 reaches an equilibrium
position in which the force exerted by the push rod 1512
counteracts the vehicle weight placed on the suspension arms
1504, 1506. In general, relative proportions of total travel
distance of the outboard ends of the suspension arms 1504,
1506 at the axle carrier 140' (i) from ride height to full bump
and (ii) from the ride height to full droop is referred to as the
up/down travel distribution. The travel distribution of the
suspension assembly 1500 is approximately two-thirds to one
third. A ride height of the vehicle 1400 can be adjusted by
changing the point of connection of the outboard end of the
push rod 1512 to the outboard and of the suspension arm
1506. This is accomplished by movement of the push rod
1512 outboard end between a number of positioning apertures 1518 to which the push rod is secured by a pin 1520.
The suspension assembly configuration of FIGS. 56
through 64 provides numerous advantages. Amongst many
advantages too numerous to list, but that will nevertheless be
apparent to those skilled in the art, the configuration of the
suspension assembly 1500 is capable of providing relatively
large motion ratios (MR), a relatively large range of travel
between full bump and full droop positions, enhanced progressiveness of the suspension, as well as the ability to relatively accurately adjust the suspension progressiveness over
the range of movement. The motion ratio (MR) is generally
described as the ratio of vertical displacement of the wheel to
displacement of a corresponding suspension spring member.
Depending on the suspension design, motion ratios often vary
over the range of suspension travel. Accordingly, it is often
useful to define the motion ratio at various points in the
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values presented illustrate the relative proportions of the various components of corresponding embodiments; however, it
will be apparent to those skilled in the art that other dimension
values can be substituted, if desired and that the suspension
disclosed is not limited to the dimension values provided.
FIGS. 59 through 61 identify dimensions of the left front
and rear suspension assemblies having motion ratios of
approximately 4.5 to 1 and high-performance progressiveness curves. The numerical values of the dimensions identified in FIGS. 59 through 61 are shown in Tables 2 through 5
below. The dimensions listed in Tables 2 through 5 can be for
millimeters in an embodiment, or for centimeters in another
embodiment, or for other units of measure in yet other
embodiments, depending upon the desired scale or size of the
vehicle. Further, the values presented illustrate the relative
proportions of the various components of corresponding
embodiments; however, it will be apparent to those skilled in
the art that other dimension values can be substituted, if
desired, and that the suspension disclosed is not limited to the
dimension values provided. Variations of these dimensions
will yield various motion ratios and progressiveness curves in
the suspension assembly 1500.
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TABLE 1
25
30 End
Front
35
40
45
50
55
60
65
Rear
Rocker
Progressive
Progressive
Progressive
Long travel
Progressive
Progressive
Progressive
Long travel
1
2
3
1
2
3
Pushrod
Length
115.55
120.50
125.25
115.55
115.55
120.50
125.25
115.55
38.20
38.40
39.45
40.00
30.60
30.90
32.00
43.40
20.00
20.00
20.00
15.20
19.00
19.00
19.00
19.00
98.00
88.65
80.50
92.50
85.00
72.80
63.00
81.00
8.10
8.10
8.10
8.10
3.60
3.60
3.60
3.60
16.20
16.20
16.20
16.20
16.70
16.70
16.70
16.70
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29
30
TABLE2
TABLE 3-continued
Value What
Name
Value What
x1
x2
x3
x4
x5
x6
x7
x8
x9
5.5 LCA
pivot
12.5 Damper on rocker
26.5 UCA pivot
29.5 Rocker pivot
39.9 Pushrod on rocker
131.8 Pushrod on LCA
154.0 Lower ball joint/pivot
ball
165.5 Center of tire
contact patch
153.3 Upper ball joint
y1
y2
y3
y4
y5
y6
y7
y8
rocker
x2
x3
x4
x5
x6
x7
x8
x9
Name
x8
y8
y2
y3
y4
y5
y6
y7
x1
x2
x3
x4
15 x5
x6
x7
x9
5.5 LCA
pivot
12.8 Damper on rocker
27.1 UCApivot
30.5 Rocker pivot
29.7 Pushrod on rocker
127.8 Pushrod on LCA
155.3 Lower ball joint/pivot
ball
166.2 Center of tire contact
patch
154.5 Upper ball joint
x1
x2
25
x2
z2
z3
z4
z8
z9
z10
35
TABLE3
Suspension Dimensions with P2 Rocker Arms
Name
x2
x3
x4
x5
x6
x7
y1
y2
y3
y4
y5
y6
y7
z1
90.0
z2
24.1
z4
Front Damper
Mount
Pushrod on F rant
Rocker
16.4 Front Pushrod
onLCA
10.9 Front Damper on
z5
11.3
z6
88.5
z7
17.0
z8
14.7
z9
z10
14.2
7.7
TABLE4
Suspension Dimensions with P3 Rocker Arms
45 Name
Lower ball
joint/pivot ball
58.0 Pushrod on LCA
73.0 LCApivot
113.3 UCApivot
130.4 Pushrod on rocker
127.0 Rocker pivot
137.3 Damper on
rocker
Value What
Name
Value What
x1
55
x8
Value What
52.3
Front Rocker
pivot
Rear Damper
Mount
Pushrod on Rear
Rocker
Rear Pushrod
onLCA
Rear Rocker pivot
Rear Damper
x9
5.5 LCA
pivot
12.6 Damper on rocker
26.5 UCA pivot
29.5 Rocker pivot
35.7 Pushrod on rocker
131.8 Pushrod on LCA
154.0 Lower ball joint/pivot
ball
rocker
x1
40
50 x2
x3
x4
x5
x6
x7
Value What
y8
on rocker
on rocker
Name
y2
y3
y4
y5
y6
y7
Lower ball
joint/pivot ball
50.8 Pushrod on LCA
73.1 LCApivot
106.8 UCApivot
120.7 Pushrod on rocker
123.5 Rocker pivot
129.1 Damper on
rocker
z5
z6
z7
52.0
rocker
30
z1
y1
z3
x1
rocker
y8
97.3
x8
y1
Value What
10
20
5.5 LCA
pivot
11.8 Damper on rocker
27.1 UCApivot
30.5 Rocker pivot
33.9 Pushrod on rocker
127.8 Pushrod on LCA
155.3 Lower ball joint/
pivot ball
166.2 Center of tire contact
patch
154.5 Upper ball joint
Value What
x9
x1
Name
5.5 LCA
pivot
12.7 Damper on rocker
26.5 UCA pivot
29.5 Rocker pivot
31.8 Pushrod on rocker
131.8 Pushrod on LCA
154.0 Lower ball joint/pivot
ball
165.5 Center of tire contact
patch
153.3 Upper ball joint
y1
y2
y3
y4
y5
y6
y7
y8
60
x1
x2
x3
x4
x5
x6
65 x7
5.5 LCA
pivot
12.9 Damper on rocker
27.1 UCApivot
30.5 Rocker pivot
25.7 Pushrod on rocker
127.8 Pushrod on LCA
155.3 Lower ball joint/pivot
ball
y1
y2
y3
y4
y5
y6
y7
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 96 of 105 PageID #: 430
US 7,883,099 B2
31
32
TABLE 4-continued
TABLE 5-continued
Value What
x8
x9
x1
x2
Name
z1
z2
z3
z4
z5
z6
z7
z8
z9
z10
Value What
Name
x1
x2
x3
x4
x5
x6
x7
x8
x9
x1
x2
x3
x4
x5
x6
x7
x8
x9
x1
x2
5.5 LCA
y1
pivot
16.8 Damper on rocker
y2
26.5 UCA pivot
y3
29.5 Rocker pivot
y4
40.2 Pushrod on rocker
y5
131.8 Pushrod on LCA
y6
154.0 Lower ball joint/pivot y7
ball
165.5 Center of tire contact
y8
patch
153.3 Upper ball joint
Rear suspension, view from rear,
20
25
z1
z2
z3
z4
z5
z6
35
40
45
LT rocker anns
5.5 LCA
y1
52.0
pivot
12.7 Damper on rocker
y2
50.8
27.1 UCApivot
y3
73.1
30.5 Rocker pivot
y4
106.8
35.2 Pushrod on rocker
y5
118.4
127.8 Pushrod on LCA
y6
123.5
155.3 Lower ball joint/pivot y7
129.1
ball
166.2 Center of tire contact
y8
97.7
patch
154.5 Upper ball joint
Top view, LT rocker anns
Lower ball
joint/pivot ball
Pushrod on LCA
LCApivot
UCA pivot
Pushrod on rocker
Rocker pivot
Damper on
rocker
Upper ball joint
15
Value What
Value What
30
z9
z10
10
Name
z8
Name
Value What
z7
TABLES
Name
50
55
60
65
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 97 of 105 PageID #: 431
US 7,883,099 B2
33
34
hollow ball 1513 and into the input aperture 1560 of the
second portion 1550. The threaded end of the machine screw
1574 may threadably engage at least one of the input apertures 1540, 1560 of the first and second portions 1530, 1550.
Similarly, the machine screw 1576 passes from the output
aperture 1544 of the first portion 1530 through an opening in
hollow ball 1515 and into the output aperture 1564 of the
second portion 1550. The threaded end of the machine screw
1576 may threadably engage at least one of the output apertures 1544, 1564 of the first and second portions 1530, 1550.
As shown in FIGS. 65, 66, and 68, the rocker arm assembly
may further comprise raised bosses 1542, 1562, 1546, 1566
extending from input and output apertures 1540, 1544 and
1560, 1564 of the first and second portions 1530, 1550. At the
input apertures 1540, 1560 of the first and second portions
1530, 1550, raised bosses 1542, 1562 may extend from the
respective input apertures 1540, 1560 of the first and second
portions 1530, 1550 and engage and surround at least a portion of the hollow ball 1513 of the push rod 1512. At the
output apertures 1544, 1564 of the first and second portions
1530, 1550, raised bosses 1546, 1566 may extend from the
respective output apertures 1544, 1564 of the first and second
portions 1530, 1550 and make contact and surround at least a
portion of the hollow ball1515 of the damper 1515.
Referring now to FIG. 66, the rocker arm assembly 1508
may further comprise first and second portion pivot bosses
1533, 1553 and first and second portion middle bosses 1548,
1568 extending between and coupling the first and second
portions 1530 and 1550 of the rocker arm assembly 1508. In
the embodiment shown, the first portion pivot boss 1533 with
adjacent seating surface 1535 and extending from the first
portion pivot opening 1532 may meet the second portion
pivot boss 1553 extending from the second portion pivot
opening 1552 at the seating surfaces 1535, 1555. Also, the
first portion middle boss 1548, extending from the first portion 1530, and the second portion middle boss 1568, extending from the second portion 1550, meet at their respective
adjacent seating surfaces 1549, 1569.
Referring to FIG. 66, the first and second portions 1530,
1530 engaging each other at the bosses 1533, 1553, 1548,
1568 at their respective seating surfaces 1535, 1555, 1549,
1569 may typically lock together to limit the relative rotation
of the first and second portions 1530, 1550 of the rocker arm
assembly 1508. In the embodiment shown, the seating surfaces 1569, 1549 adjacent to second and first portion middle
bosses 1568, 1548 may comprise a locking means comprised
of a middle boss post 1582 extending from the second portion
middle boss 1568 which may insert at least partially and lock
into a boss receptacle 1580 in first portion middle boss member 1548. It will be apparent to one of ordinary skill in the art
that other joining structures would be suitable to lock the first
and second portions 1530, 1530 together and limit their relative rotation.
Referring to FIGS. 56, 62B, 63B, and 65, the input arms
1534, 1554 and output arms 1536, 1556 of each of the first and
second portions 1530, 1550 may be spaced apart along the
input and output machine screws 1574, 1576 in the general
direction of the rotational axis. The spacing between the webs
1570 and 1572 is established by the height of bosses 1533,
1553, 1548, 1568. The second and first portion middle bosses
1568, 1548 may be spaced from the pivot openings 1532,
1552 of the first and second portions 1530, 1550 along the
webs 1570, 1572 in order to resist buckling of at least one of
the first and second portions 1530, 1550. Further, the input
arms 1534, 1554 and output arms 1536, 1556 of the first and
10
15
20
25
30
35
40
45
50
55
60
65
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35
36
10
15
20
25
30
35
40
45
50
55
60
65
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 99 of 105 PageID #: 433
US 7,883,099 B2
37
a second coupling mechanism configured to transmit the
supporting suspension force from the second spring to
the second wheel through the second suspension member, while allowing movement of the second suspension
member substantially at the point of supporting the second wheel; and
wherein the second wheel comprises a second tire, wherein
the second wheel is supported by the second suspension
member for vertical movement of the second wheel and
the second tire, and wherein the second wheel and the
second tire have a range of vertical movement at least
about half of a diameter of the second tire.
7. The toy model vehicle suspension of claim 6, wherein
the second spring is a compression spring secured to the toy
model vehicle chassis for linear actuation in a direction substantially horizontal relative to the toy model vehicle chassis.
8. The toy model vehicle suspension of claim 6, further
comprising:
a first motion ratio of vertical movement of the first wheel
to movement of the first spring or the first damper that is
progressive over a substantial portion of the range of first
suspension member travel; and
a second motion ratio of vertical movement of the second
wheel to movement of the second spring or the second
damper that is progressive over a substantial portion of
the range of second suspension member travel.
9. The toy model vehicle suspension of claim 8, wherein
the second motion ratio generally decreases with upward
movement of the second wheel.
10. The toy model vehicle suspension of claim 8, wherein
the supporting suspension force transmitted from the second
spring to the second wheel by the second suspension member
increases non-linearly over at least a substantial portion of a
range of upward movement of the second wheel.
11. The toy model vehicle suspension of claim 6, wherein
a second spring rate of the second spring associated with the
second suspension member is greater than a first spring rate of
the first spring associated with the first suspension member.
12. The toy model vehicle suspension of claim 8, wherein
the first motion ratio associated with the first suspension
member is substantially similar to the second motion ratio
associated with the second suspension members over the
range of vertical movement of the respective first wheel and
the second wheel.
13. A toy model vehicle suspension, comprising:
a toy model vehicle chassis;
a spring for providing a supporting suspension force,
wherein the spring is a compression spring mounted on
the toy model vehicle chassis for linear actuation within
a range of spring travel in a direction substantially horizontal relative to the toy model vehicle chassis;
one or more dampers having a range of damper travel for
providing a damping suspension force;
at least a first suspension member mounted to the toy model
vehicle chassis for supporting a toy model vehicle
wheel, the first suspension member mounted for a range
of first suspension member travel upwardly and downwardly at a location for supporting the toy model vehicle
wheel, wherein an average motion ratio of the range of
first suspension member travel to the range of damper
travel is at least about 2.5;
a coupling mechanism for transmitting the suspension
forces from the spring or the one or more dampers or
both to the first suspension member at the location for
supporting the toy model vehicle wheel;
wherein the coupling mechanism is configured to transmit
the suspension forces to the first suspension member,
38
10
15
20
25
30
35
40
45
50
55
60
65
while allowing movement of the first suspension member at the point of supporting the toy model vehicle
wheel; and
wherein the toy model vehicle wheel comprises a first tire,
wherein the toy model vehicle wheel is supported by the
first suspension member for movement of the toy model
vehicle wheel and the first tire, and wherein the toy
model vehicle wheel and the first tire have a range of
vertical movement at least about half of a diameter of the
first tire.
14. A toy model vehicle suspension, comprising:
a toy model vehicle chassis;
a spring for providing a supporting suspension force;
one or more dampers for providing a damping suspension
force;
at least a first suspension member mounted to the toy model
vehicle chassis for supporting a toy model vehicle
wheel, the first suspension member mounted for movement upwardly and downwardly at a location for supporting the toy model vehicle wheel;
a coupling mechanism for transmitting the suspension
forces from the spring or the one or more dampers or
both to the first suspension member at the location for
supporting the toy model vehicle wheel;
wherein the coupling mechanism is configured to transmit
the suspension forces to the first suspension member,
while allowing movement of the first suspension member at the point of supporting the toy model vehicle
wheel;
wherein a motion ratio of vertical wheel movement to
movement of the associated spring or damper is progressive over a substantial portion of the range of first suspension member travel, and wherein the average motion
ratio over a full range of first suspension member travel
is at least about 2.0; and
wherein the toy model vehicle wheel comprises a first tire,
wherein the toy model vehicle wheel is supported by the
first suspension member for movement of the toy model
vehicle wheel and the first tire, and wherein the toy
model vehicle wheel and the first tire have a range of
vertical movement at least about half of a diameter of the
first tire.
15. A toy model vehicle suspension, comprising:
a toy model vehicle chassis;
a toy model vehicle wheel supporting at least a portion of
the toy model vehicle chassis;
a spring member coupled to the toy model vehicle chassis
for urging the toy model vehicle wheel in at least a
vertical direction;
at least one suspension assembly supporting the toy model
vehicle wheel for vertical movement relative to the toy
model vehicle chassis, the at least one suspension
assembly coupling the spring member to the toy model
vehicle wheel, and wherein the at least one suspension
assembly comprises a plurality of suspension configurations, each suspension configuration having a range of
motion ratio (MR) characteristics of vertical displacement of the wheel to displacement of the spring member;
wherein each suspension configuration of the at least one
suspension assembly has an average MR (MRAVE)
value determined from the average MR of each suspension configuration over the range of movement of the
wheel between approximately full droop and full bump
positions;
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 100 of 105 PageID #:
434
US 7,883,099 B2
40
39
wherein each suspension configuration of the at least one
suspension assembly has a total wheel displacement
value (TWD) measured from approximately full droop
to full bump positions;
wherein each suspension configuration of the at least one
suspension assembly comprises a first ratio of MR to
MRAVE and a second ratio of vertical wheel displacement (WD) over TWD (WD/TWD) measured from full
droop, where the WD/TWD is defined as 0.0, to full
bump, where the WD/TWD is defined as 1.0;
wherein in a first suspension configuration the first ratio
(MR/MRAVE) varies with the second ratio (WD/TWD)
substantially according to a first mathematical relationship, the first mathematical relationship comprising
about:
10
15
MR/MRAVE~0.0584(WD/TWD) +0.2233(WD/
20
25
MR/MRAVE~0.1318(WD/TWD) 4 +0.0522(WD/
TWD)'-0.7277(WD/TWD)2 +0.1862(WD/
TWD)+1.125; and
MR/MRAVE~0.0584(WD/TWD) 4 +0.2233(WD/
MR/MRAVE~0.1345(WD/TWD) 4 +0.053(WD/
2
value determined from the average MR of each suspension configuration over the range of movement of the
wheel between approximately full droop and full bump
positions;
wherein each suspension configuration of the at least one
suspension assembly has a total wheel displacement
value (TWD) measured from approximately full droop
to full bump positions;
wherein each suspension configuration of the at least one
suspension assembly comprises a first ratio of MR to
MRAVE and a second ratio of vertical wheel displacement (WD) over TWD (WD/TWD) measured from full
droop, where the WD/TWD is defined as 0.0, to full
bump, where the WD/TWD is defined as 1.0;
wherein in a first suspension configuration the first ratio
(MR/MRAVE) varies with the second ratio (WD/TWD)
substantially according to a first mathematical relationship, the first mathematical relationship comprising
about:
35
40
45 SIS.
50
55
60
65
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 101 of 105 PageID #:
435
US 7,883,099 B2
42
41
wherein each suspension configuration of the at least one
suspension assembly comprises a first ratio of MR to
MRAVE and a second ratio of vertical wheel displacement (WD) over TWD (WD/TWD) measured from full
droop, where the WD/TWD is defined as 0.0, to full
bump, where the WD/TWD is defined as 1.0;
wherein in a first suspension configuration the first ratio
(MR/MRAVE) varies with the second ratio (WD/TWD)
substantially according to a first mathematical relationship, the first mathematical relationship comprising
about:
MR/MRAVE~0.1345(WD/TWD) 4 +0.053(WD/
TWD)'0.7277(WD/TWD)2 +0.1862(WD/TWD)+
1.125; and
15
20
25
30
35
SIS.
10
40
45
50
55
60
65
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 102 of 105 PageID #:
436
US 7,883,099 B2
43
44
10
15
20
25
30
MR/MRAVE~0.0584(WD/TWD) 4 +0.2233(WD/
40
45
MR/MRAVE~0.1345(WD/TWD) 4 +0.053(WD/
50
55
SIS.
TWD)'-0.7277(WD/TWD) +0.1862(WD/
TWD)+1.125; and
60
65
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 103 of 105 PageID #:
437
US 7,883,099 B2
46
45
36. A toy model vehicle suspension, comprising:
MR/MRAVE~0.0584(WD/TWD) 4 +0.2233(WD/
10
15
20
25
30
35
40
MR/MRAVE~0.1345(WD/TWD) 4 +0.053(WD/
45
MR/MRAVE~0.1345(WD/TWD) 4 +0.053(WD/
MR/MRAVE~0.1318(WD/TWD) 4 +0.0522(WD/
50
55
60
65
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 104 of 105 PageID #:
438
US 7,883,099 B2
47
48
10
15
20
25
MR/MRAVE~0.0584(WD/TWD) 4 +0.2233(WD/
35
40
45 SIS.
50
55
30
MR/MRAVE~0.1345(WD/TWD) 4 +0.053(WD/
60
65
Case 2:16-cv-00768-JRG-RSP Document 8-3 Filed 08/02/16 Page 105 of 105 PageID #:
439
US 7,883,099 B2
50
49
wherein the first suspension configuration of the at least
one suspension assembly has a total wheel displacement
value (TWD) measured from approximately full droop
to full bump positions;
wherein the first suspension configuration of the at least
one suspension assembly comprises a first ratio ofMR to
MRAVE and a second ratio of vertical wheel displacement (WD) over TWD (WD/TWD) measured from a
ride height position, where the WD/TWD is defined as
approximately in the range of 0.25 to 0.5, to the full
bump position, where the WD/TWD is defined as 1.0;
wherein in the first suspension configuration the first ratio
(MR/MRAVE) varies with the second ratio (WD/TWD)
substantially according to a first mathematical relationship, the first mathematical relationship comprising
about:
10
15 SIS.
MR/MRAVE~0.1318(WD/TWD) 4 +0.0522(WD/
TWD)'-0.7277(WD/TWD)2 +0.1862(WD/
TWD)+1.125; and
* * * * *
EXHIBIT D
c12)
(10)
Lampert et al.
(45)
(73)
(**)
(21)
(22)
Filed:
(51)
(52)
(58)
(54)
(75)
US D567,886 S
** Apr. 29, 2008
* cited by examiner
(57)
CLAIM
Apr. 7, 2005
(56)
References Cited
Patent No.:
Date of Patent:
*
*
*
s *
A *
S *
B2 *
A1 *
S
S
S
2/1982
3/1985
12/1985
7/1993
1112000
12/2000
11/2005
112006
OTHER PUBLICATIONS
Racecar Engineering, Jun. 2003-vol. 13 No. 06; pp. 15, 106; IPC
Media Ltd., Croydon, England.
Race Tech, Oct./Nov. 2003, p. 74; Racecar Graphic Ltd., London
UK.
Serpent, Veteq; Serpent Model Racing Cars, Noord-Holland, Netherlands; 3 pictures.
Staniforth, Allan; "Competition Car Suspension" 1988, pp. 76-81,
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Traxxas, www.traxxas.com archive web page Jul. 10, 2004, Traxxas
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U.S. Patent
Sheet 1 of 5
US D567,886 S
U.S. Patent
Sheet 2 of 5
US D567,886 S
U.S. Patent
Sheet 3 of 5
US D567,886 S
U.S. Patent
US D567,886 S
Sheet 4 of 5
' '
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lj
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I
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I
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I
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I
I
I
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1-------
Sheet 5 of 5
US D567,886 S
EXHIBIT E
U.S. Patent No. 9,061,763 B1
c12)
(10)
Christensen et al.
(54)
(71)
(72)
(73)
( *)
Notice:
(21)
(22)
Filed:
(60)
(51)
Int. Cl.
B64C 27100
(2006.01)
(2006.01)
B64C 39102
(2006.01)
A63H 17128
(2006.01)
A63H 27/00
U.S. Cl.
CPC ......... B64C 391024 (2013.01); B64C 2201/027
(2013.01); A63H 27112 (2013.01); A63H 17128
(2013.01)
Field of Classification Search
CPC ............ B64C 39/024; B64C 2201/027; B64C
2201/042; B64C 2201/108; B64C 2201/127;
B64C 39/028; A63H 27/12; A63H 17/28;
A63H 17/32; B64D 47/08; B64D 2203/00
See application file for complete search history.
(52)
(58)
(45)
Patent No.:
Date of Patent:
US 9,061,763 Bl
Jun.23,2015
References Cited
(56)
(Continued)
FOREIGN PATENT DOCUMENTS
DE
202013101170 Ul *
5/2013
OTHER PUBLICATIONS
Sievers, Steve. "Fundamentals of LED Light Pipes." May 8, 2013.
<electronicdesign.com/components/fundamentals-led-lightpipes>.*
(Continued)
(57)
ABSTRACT
A radio controlled model rotorcraft implemented with features improving ease of flight and flight performance by
increasing structural stability, increasing rotorcraft visibility
and orientation awareness through the use ofmultifunctioning, configurable, and aesthetically pleasing components,
while also increasing resistance to damage from crashes
through use of impact and vibration absorbing components.
30 Claims, 13 Drawing Sheets
References Cited
Al * 4/2012
Al * 5/2014
Al * 5/2014
Al * 10/2014
Oakley eta!.
Zhou et a!.
Wangetal.
Fisher eta!.
70112
244/17.23
244/17.23
244/89
OTHER PUBLICATIONS
"Light Up Your Plane With LEDs." Author unknown. Fly RC Magazine. Jan. 1, 2010. <www.flyrc.com/light-up-your-plane-withLEDs/>.*
Jameschen072; "The UDi U839 review"; RC Groups; May 15, 20 14;
http://www.rcgroups.com/forums/showthread.php?t~2167429.
* cited by examiner
U.S. Patent
FIG.l
1000
Jun.23,2015
Sheet 1 of 13
US 9,061,763 Bl
U.S. Patent
Jun.23,2015
US 9,061,763 Bl
Sheet 2 of 13
FIG. 2
1000
300_.,.
..,__200
U.S. Patent
Jun.23,2015
Sheet 3 of 13
US 9,061,763 Bl
FIG. 3
1000
175C
U.S. Patent
Jun.23,2015
Sheet 4 of 13
FIG. 4
1000
5080 )"
510A
.}
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504
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5308
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FIG. 5A
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FIG. 5B
FIG.5C
U.S. Patent
Jun.23,2015
US 9,061,763 Bl
Sheet 6 of 13
106
FIG. 6A
106
\..
130A
,-1308
FIG. 6B
{130C
U.S. Patent
Jun.23,2015
US 9,061,763 Bl
Sheet 7 of 13
FIG. 7
143
FIG. 8
U.S. Patent
Jun.23,2015
US 9,061,763 Bl
Sheet 8 of 13
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FIG. 9
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Sheet 9 of 13
FIG.JO
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Sheet 10 of 13
518C
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513A
FIG.JJA
518
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1
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Sheet 11 of 13
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514
,;
518A
5248
5188
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FIG.JJC
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0
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5228
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Sheet 12 of 13
1000
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FIG.13B
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Jun.23,2015
Sheet 13 of 13
FIG.13C
US 9,061,763 Bl
CROSS-REFERENCE TO RELATED
APPLICATIONS
This application relates to, and claims the benefit of the
filing date of, U.S. provisional patent application Ser. No.
61/866,530 entitled QUADCOPTER WITH INTEGRATED
LIGHT PIPE SUPPORT MEMBERS, filed Aug. 15, 2013,
the entire contents of which are incorporated herein by reference for all purposes.
formance by increasing structural stability, increasing rotorcraft visibility and orientation awareness through the use of
multifunctioning, configurable, and aesthetically pleasing
components, while also increasing resistance to damage from
crashes through use of impact and vibration absorbing components.
BRIEF DESCRIPTION OF THE DRAWINGS
10
For a more complete understanding of the present invention and the advantages thereof, reference is now made to the
following Detailed Description taken in conjunction with the
BACKGROUND OF THE INVENTION
accompanying drawings, in which:
FIG. 1 is a perspective view of a quadcopter rotorcraft;
15
1. Field of the Invention
FIG. 2 is a top view of a quadcopter rotorcraft with a pod
The present invention relates to radio controlled model
cover removed for clarity;
rotorcrafts, and, more particularly, to means and methods of
FIG. 3 is a bottom view of a quadcopter rotorcraft;
assembling and retaining components of radio controlled
FIG. 4 is an exploded view of a quadcopter rotorcraft;
model rotorcraft while enhancing aesthetically pleasing
SA is a first cross-sectional view of a rotor assembly
FIG.
aspects of a rotorcraft.
20
of a quadcopter rotorcraft taken along line SA-SA shown in
2. Description of the Related Art
FIG. 2;
Radio controlled model rotorcrafts are propeller driven
remote controlled vehicles configured for flight. Some imporFIG. SB is a cross-sectional view of a second fastener
tant design considerations of particular importance in regard
assembly taken along line SB-SB shown in FIG. SA;
to radio controlled model rotorcrafts are flight performance 25
FIG. SC is a cross-sectional view of a third fastener assemand stability, ease of control by the user, durability, aesthetics,
bly taken along line SC-SC shown in FIG. SB;
and cost. Several characteristics inherent to radio controlled
FIGS. 6A and 6B are a perspective and a bottom view,
model rotorcraft operation and appearance add to the diffirespectively,
of a support member;
culty in adequately addressing these design considerations.
FIG. 7 is a bottom view of a first arm showing wire chanThis is especially true as the number of propellers utilized by
30 nels;
the radio controlled model rotorcraft is increased.
FIG. 8 is a perspective view of a foot;
Radio controlled model rotorcraft are difficult to operate
FIG. 9 is second cross-sectional view of a rotor assembly of
for several reasons. For one, they are configured to move in
a quadcopter rotorcraft taken along line SA -SA shown in FIG.
three dimensions as opposed to two. Additionally, radio con2;
trolled model rotorcraft are capable of reaching incredible
FIG. 10 is a third cross-sectional view of a rotor assembly
speeds during flight, such as when descending from high 35
altitude, reducing the response time for a user to correct
of a quadcopter rotorcraft taken along line SA-SA shown in
course to avoid a crash.
FIG. 2, wherein the line SA-SA is taken through a torque
Users may also have difficulty discerning the orientation of
transfer assembly;
the radio controlled model rotorcraft during flight, especially
FIGS. llA, B, and Care perspective, top, and rear views,
while performing aerial tricks or when operating a rotorcraft 40 respectively, of a base of a quadcopter rotorcraft;
that has several propellers, causing the radio controlled model
FIG. 12 is a bottom view of a center pod assembly with a
rotorcraft to have a similar appearance from all sides. Confubase removed for clarity;
sion as to the orientation of the radio controlled model rotorFIG. 13A is a bottom view of a quadcopter rotorcraft; FIG.
craft during flight greatly increases the likelihood of a loss of
13B is a cross-sectional view taken along line 13B-13B, the
control by the user and a subsequent crash.
45 view showing a locator recess; and
Stable flight requires the radio controlled model rotorcraft
FIG. 13C is a cross-sectional view taken along line 13Cbody be sufficiently stiff to resist deflection and twisting
13C, the view showing a printed circuit board assembly
during flight, in particular, during acceleration. Increasing
(PCBA) mounted within a housing formed by a cover and
stiffness generally involves using more material and increasbase of a quadcopter rotorcraft.
ing the overall weight of the rotorcraft. Durability may be
enhanced through the use of tougher materials and the addi- 50
DETAILED DESCRIPTION
tion of protective components to sufficiently insulate sensitive parts from vibration and impact, adding weight.
In the following discussion, numerous specific details are
For flying vehicles weight increases are undesirable, howset forth to provide a thorough understanding of the present
ever, since weight increases degrade performance. Further,
weight increase may result in increased cost if higher power 55 invention. However, those skilled in the art will appreciate
that the present invention may be practiced without such
or additional thrust-generating components are used to comspecific details. In other instances, well-known elements have
pensate for the additional weight.
been illustrated in schematic or block diagram form in order
A need exists for a radio controlled model rotorcraft implenot to obscure the present invention in unnecessary detail.
mented with design features that simultaneously promote
flight performance and stability, ease of control by the user, 60 Additionally, and for the most part, details concerning wellknown features and elements have been omitted inasmuch as
and durability without incurring cost or weight penalties, and
such details are not considered necessary to obtain a complete
while also incorporating desirable aesthetic attributes.
understanding of the present invention, and are considered to
SUMMARY
be within the understanding of persons of ordinary skill in the
65 relevant art. Additional details are shown in the Appendix
attached hereto and incorporated by reference for all purProvided is an radio controlled model rotorcraft implemented with features improving ease of flight and flight perposes.
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board end 124 of the first support member 106. The hook
member 138 may be configured to fit within and extend at
least partially through an aperture 140 formed in the outboard
end 1 OS of the first arm 102. An extension of the hook member
138 may catch and extend over a bar portion 142 (also shown
in FIG. SA) of the aperture 140 when the hook member 138 is
inserted in the aperture 140 to secure the outboard end 124 of
the first support member 106 to the outboard end 10S of the
first arm 102.
Referring to FIGS. 4, SA, and9, the first fastener assembly
108A may further comprise a cup member 144 formed from
curved side portions 146, 148 and a bottom surface 1SO.
Edges of the side portions 146, 148 and the bottom surface
1SO may align with edges of the aperture 140 formed in the
outboard end 10S of the first arm 102 to form a housing that
may be a motor cradle assembly 160 for receiving and partially enclosing a motor 101 as is described further, below.
When the hook member 138 is inserted into the aperture 140,
the first support member 106 may be secured against displacement of the first support member 106 in the inboardoutboard direction.
Referring to FIGS. SA and SB, a second fastener assembly
108B may comprise interlocking tabs 112A-C extending
from the ridge 118 a distance further inward and toward the
center of"C" shaped cross section of the first support member
106. The ridge 118 may extend along a length of the first
support member 106 as described above. Each tab 112A-C is
configured to mate with the interlocking slot 120 positioned
on an underside of the first arm 102. Each tab 112A-C may fit
into a portion along the length of the interlocking slot 120 to
establish a snug fit.
When the interlocking tabs 112A-C are fit into the interlocking slot 120, the first support member 106 may be secured
against displacement of the first support member 106 in the
inboard-outboard direction and may resist twisting of the
joined structure comprising first support member 106 and
first arm 102. Although the embodiment shown is implemented with three interlocking tabs 112, in an alternative
embodiment fewer, or additional, interlocking tabs 112 may
be provided. For example, in an embodiment, one continuous
interlocking tab 112 may be provided that may extend along
substantially the entire length of the corresponding interlocking slot 120.
Referring to FIGS. SA, SC, 6A, 6B, and 7, a third fastener
assembly 108C may comprise a series of first snap tabs
128A-C and second snap tabs 130A-C of the first support
member 106. The first snap tabs 128A-C and second snap tabs
130A-C may be disposed opposite one another along the
outer surface of the "C" shaped outer profile of the first
support member 106 near the open end of the "C". The first
snap tabs 128A-C and second snap tabs 130A-C may protrude a distance outward from the outer surface of the first
support member 106 and extend along a portion of the length
of the first support member 106. The first snap tabs 128A-C
and second snap tabs 130A-C, respectively, may fit under and
engage a first lip 132 and a second lip 134, respectively, of the
first arm 102 when the first support member 106 is slid into
the underside of the first arm 102 as described above.
Although the embodiment shown is implemented with
three first snap tabs 128 and second snap tabs 130, in an
alternative embodiment fewer, or additional, snap tabs 128
and second snap tabs 130 may be provided. For example, in an
embodiment, continuous snap tabs 128, 130 may be provided
and may extend along substantially the entire length of the
corresponding lips 132, 134.
The first lip 132 and the second lip 134, respectively, of the
first arm 102 may be disposed opposite one another along the
inner surface of the "C" shaped outer profile of the first arm
102 substantially at the open end of the "C". The first lip 132
and the second lip 134 may protrude a distance inward from
the inner surface of the first arm 102 and extend along a
portion of the length of the first arm 102.
The first lip 132 and second lip 134 may each be a single,
continuous lip extending along substantially the whole
length, or, alternatively, only a portion of the length of the first
arm 102. In another alternative embodiment, additional first
lips 132 and second lips 134 may be provided, with each lip
132, 134 extending along a portion of the length of the first
arm 102 corresponding to a location of a snap tab 128, 130 of
the first support member 106.
The first snap tabs 128A-C and the second snap tabs
130A-C may lock the first support member 106 to the first arm
102, when the snap tabs 128,130 are engaged with the first lip
132 and the second lip 134, respectively. Under a heavy
impact, flexibility in the support member 106 may allow the
first snap tabs 128A-C and the second snap tabs 130A-C to
unsnap from the respective first lip 132 and the second lip 134
to prevent structural damage to other portions of the rotorcraft
1000.
The rotary assembly 100 may also include a fastener
assembly 108 D, as shown in FIGS. 6A, 6B, and 10, for
removably coupling the first support member 106 to the center pod assembly SOO at the inboard end 122 of the first
support member 106.
Referring to FIGS. 6A, 6B, and 10, the fourth fastener
assembly 108D may comprise a collar 13S and a hoop member 121. The hoop member 121 may be disposed at the
inboard end 122 of the first support member 106 extend a
distance along the length of the first support member 106
toward the outboard end 124. The hoop member 121 may
further extend about the cross section of the inboard end 122
of the first support member 106, having a boundary shape as
best shown in FIG. 6A.
The hoop member 121 may abut the collar 13S, with the
collar 13S disposed outboard to the hoop member 121 and
extending about the cross section of the inboard end 122 of
the first support member 106. The collar 13S may form a
groove around a portion of the cross section of the first support member 106. The collar 13S may have a boundary
shaped similarly to that of the hoop member 121 but sized
slightly smaller than that of the hoop member 121 along each
length defining the boundary shape of the hoop member 121.
The hoop member 121 and the collar 13S may be configured to couple with the center pod assembly SOO, by engaging
the collar 13S with an opening formed in the center pod
assembly SOO with a perimeter shape and size substantially
coincident to the boundary shape and size of the collar. The
hoop member may then be trapped within the opening formed
and secure the first support member to the center pod assembly SOO as described below with respect to FIG.10. When the
hoop member 121 and collar 13S are coupled to the center pod
assembly SOO, the first support member 106 may be secured
against disengagement of the first support member 106 from
the center pod assembly SOO, and may resist twisting of the
first support member 106.
When the first support member 106 is mated with the first
arm 102, the structure of the combination of first arm 102 and
first support member 106 is configured to substantially prevent flexing and twisting of the first arm 102 and displacement of the motor relative to the center pod assembly SOO.
Minimizing flexing and twisting of the first arm 102 promotes
stability of control over the rotorcraft 1000 during flight and
may prevent crashes.
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is fully coupled to the first arm 102, the cup member 144 may
form a bottom portion of the motor cradle 160 and may
substantially close the motor channel 162 at a bottom end
161.
In the embodiment shown, the motor charmel 162 may
partially form a substantially cylindrical housing with dimensions configured to fit a cylindrically shaped motor, e.g. the
first motor 101. In alternative embodiments, the motor channel162 may be configured to partially form a housing of a
different shape, configured to accommodate the particular
shape of the motor provided. A bottom portion of the first
motor 101 may be configured to rest in the cup member 144.
The diameter of the motor channel162 may be configured to
substantially prevent shifting of the first motor 101 within the
motor channel162.
In a particular embodiment, the first motor 101 may comprise a careless motor of about 8.5 mm by 20 mm (8.5x20) in
size and configured to provide about 3.5 to 6.0 watts (W). The
first motor 101 may have an operating voltage of about 2.04.0 volts (V), with a no-load speed between 40000 and 50000
revolutions per minute (rpm). The motor 101 may be configured to rotate the motor shaft 109 in either of two directions
about the lengthwise axis of the motor shaft 109, as desired. It
will be understood by persons of ordinary skill in the art that
other types and sizes of motor may be utilized to support
operation of the embodiments of the rotorcraft 1000.
Referring to FIG. 4, the motor charmel 162 may further
comprise a cut -out 16S extending through a side portion of the
motor charmel162. The cut-out 16S may conserve materials
and reduce weight of the outboard end 10S of the first arm
102. The cut-out 16S may comprise a size configured to
provide sufficient structure to block displacement of the first
motor 101 through the cut-out 16S.
Referring to FIGS. SA, 9, and 10, a motor channel rim
forming an opening for a motor shaft may extend around a top
end 163 of the motor charmel 162 opposite from the cup
member 144. A top portion of the first motor 101 comprising
a motor shaft 109 and motor gear 11S, such as a pinion or
bevel gear, may extend through the motor shaft opening
above the motor charmel rim 164. The motor channel rim 164
may comprise a diameter configured to constrain the first
motor 101 within the motor channel rim 164 and prevent the
motor 101 from shifting within the motor channel162.
Referring to FIG. 6B, the bottom surface 1SO of the first
support member 106, which may form the cup member 144,
may comprise a foot hole 141. The foot hole 141 may comprise a size and shape configured to snugly fit a foot 143. The
foot 143 may function as a landing support and as a shock
absorber protecting the first motor 101 from impact forces.
Referring to FIG. 8, in an embodiment, the foot 143 may
comprise a first flange 14S and a second flange 147 coupled
by a stem 149. The foot 143 may comprise an elastic and
resiliently deformable material, such as rubber, foam, and the
like.
The second flange 147 may comprise a shape such as a
substantially disk, conical or semi-conical shape. The shape
of the second flange 147 may be configured to be compressed,
twisted, or deformed to fit into the foot hole 141 (shown also
in FIG. 6B) for installation of the foot 143. Once fit and
pushed through the foot hole 141, the second flange 147 may
expand and return to its original shape. In a particular
embodiment, the second flange 147 may have a diameter of
about 0.65 em. and configured to resist removal of the foot
from the foot hole 141, while the foot hole may have a diameter of about 0.42 em.
The first flange 14S may comprise a shape to support use of
the first flange 14S as a landing support and as a shock
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absorber protecting the first motor 101. A foot having substantially the same construction may be positioned at a foot
hole of each other support member 206, 306, 406 to operate in
combination to cushion landings and crashes of the rotorcraft
1000.
The shape of the first flange may comprise a semi -spherical
shape having a height and base diameter. In some embodiments, the height may comprise about 0.3 em. and the base
diameter may comprise about 0.8 em. A central axis of the
foot 143 and central axis of the motor 101 may align along
lineC, showninFIG.10, toprovideprotectionfromshocksto
the motor 101 at the bottom end of the motor 101.
Referring to FIGS. 3, SA, and 9, in an embodiment, a
portion of the first arm 102 may extend in an outboard direction from the motor channel162 to form a housing that may
be a propeller shaft cradle 170. The propeller shaft cradle 170
may be configured to support rotation of a propeller shaft 107
coupled to the first propeller 104. The propeller shaft cradle
170 may comprise a propeller shaft channel 174 extending
through a portion of the outboard end 1 OS of the first arm 102
in a direction substantially perpendicular to the plane P1 in
which the first propeller 104 rotates. The propeller shaft channel 174 may be offset from the motor channel 162 in an
outboard direction relative to the inboard end 103 of the first
arm 102.
The propeller shaft channel17 4 may comprise a diameter
configured to receive a propeller shaft 107 and bearings
117A, B for supporting rotation of the shaft 107. The propeller shaft channel 174 may be open at a top end to allow the
propeller shaft 107 to extend above the top end of the propeller shaft channel174 and to couple to the first propeller 104.
The propeller shaft cradle 170 may further comprise
spokes 17SA-E extending from the outer surfaces of the propeller shaft channel174. The spokes 17SA-E may extend to a
gear rim 176. The gear rim 176 may comprise a substantially
circular shape centered about the propeller shaft channel174,
and the circular shape may extend in a plane substantially
parallel to the plane in which the first propeller 104 rotates.
The spokes 17SA-E may provide structural support and stability to the gear rim 176 and substantially prevent flexing of
the gear rim 17 6 relative to the propeller shaft channel 174.
The propeller shaft cradle 170 may further comprise cradle
brace members 173A and 173B. Each brace member 173A, B
may bridge the offset between motor channel 162 and the
propeller shaft channel17 4. Each cradle brace member 173A,
B may comprise a plate extending from edges of the cut-out
16S in the motor channel 162 to the side surfaces of the
propeller shaft channel174. Brace members 173A, B may
provide support and stability to the propeller shaft channel
174 to prevent relative displacement between the first motor
101 and first propeller 104, including the gearing that ties the
two components.
The first motor cradle 160 and the propeller shaft cradle
170 may be further supported from flexing, which may cause
instability in powered flight, by bracing members 167A and
167B supporting an inboard side of the first motor cradle 160.
The bracing members 167A, B may comprise a curved structure extending from a surface of the first arm 102 to a side
surface of the first motor cradle 160. The curved surface may
function substantially to prevent pitching during flight or in
response to a hard landing of the first motor cradle 160 and the
propeller shaft cradle 170 back towards the center pod assembly SOO.
Referring to FIGS. 2, 4, SA, 9, and 10, in an embodiment,
the rotor assemblies 100, 200, 300, and 400 may further
comprise a torque transfer assembly 180. In reference to the
first rotor assembly 100 components, the torque transfer
assembly 180 may operably couple the motor shaft 109 to the
first propeller 104. In some embodiments, the torque transfer
assembly 180 may comprise the motor gear 11S fixed to the
motor shaft 109.
In some embodiments, torque is transferred to the motor
gear 11S from the motor shaft 109 by a non-circular "D"
shaped portion of the motor shaft. A central aperture in the
motor gear 11S for receiving the motor shaft 109 may comprise a matching D-shape. The D-shape in the motor shaft
may be machined flat at an initially circular section in the
motor shaft 109. In other embodiments, the motor gear 11S
may be attached to the motor shaft 109 by chemical bonding
or by mechanical fasteners, such as a pin. In other embodiments, the motor gear 11S is formed integrally with the motor
shaft 109.
In an embodiment, the torque transfer assembly 180 may
further comprise a first gear 182 mounted co-axially with the
propeller shaft 107 in the propeller shaft cradle 170. The first
gear 182 may be configured to mechanically mesh with the
motor gear 11S to transfer torque from the motor shaft 109 to
the propeller shaft 107 and to support powered flight of the
rotorcraft 1000. In a particular embodiment, the gear reduction ratio between the motor gear 11S and first gear 182 may
be about 78/11 or 7.1: 1.
The propeller shaft 107 and first propeller 104 may be
mounted in the propeller shaft cradle and supported for rotation by a first bearing 117A and a second bearing 117B. The
first bearing 117A may be a ball bearing with a central aperture. The first bearing 117A may be positioned against a first
internal ridge 166A that extends along the internal walls of
propeller shaft channel174 proximal to the bottom end of the
propeller shaft channel17 4.
The propeller shaft 107 may comprise a shaft ridge 119 at
a base end of the propeller shaft 107. The propeller shaft 107
may be inserted axially into the bottom end of the propeller
shaft channel17 4 and through the central aperture of the first
bearing 117A to constrain the first bearing 117A between the
shaft ridge 119 and the first internal ridge 166A.
The second bearing 117B may comprise a ball bearing with
a central aperture and may be positioned against a second
internal ridge 166B that extends along internal walls of the
propeller shaft channel 174 proximal to the top end of the
propeller shaft channel 174. The propeller shaft 107 may
extend through the central aperture of the second bearing
117B and through the top end 163 of the propeller shaft
channel174.
A portion of the propeller shaft 107 may extend out of and
above propeller shaft channel174. The propeller shaft 107
may comprise a non-circular profile 169 extending along a
length of the propeller shaft 107. The non-circular profile 169
may be configured to extend through a central aperture in the
first gear 182 and mate with a non-circular profile of the
central aperture for the transfer of torque from the first gear
182 to the propeller shaft 107.
The first gear 182 may be mounted on the shaft 107
between the second bearing 117B and the first propeller 104.
The first gear 182 may be positioned substantially within the
perimeter of the gear rim 176. A portion of the gear rim 176
may extend above the plane in which the first gear 182 rotates,
providing protection to the first gear 182 from foreign objects
impacting the first gear 182 from above. The spokes 17SA-E,
which may extend in a plane beneath the plane in which the
first gear 182 rotates, providing protection to the first gear 182
from impacts to the first gear 182 from foreign objects
approaching from beneath the first gear 182. The first propeller 104, which may also extend and rotate in a plane above the
plane in which the first gear 182 rotates, may also provide
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protection to the first gear 182 from foreign objects approaching from above the first gear 182.
Thenon-circularprofile 169 of the propeller shaft 107 may
be further configured to extend through a central aperture a
hub channel133 of a hub 125 of the first propeller 104. The
non-circular profile 169 may mate with a non-circular profile
of the hub channel133 to support the transfer of torque from
the propeller shaft 107 to the first propeller 104.
In some embodiments, the propeller shaft 107 may be
coupled tothefirstpropeller104 by afastener123, which may
be a screw having a head portion. The fastener 123 may
extend through a hub aperture 131 in the hub 125 of the first
propeller 104 and threadably couple to a shaft aperture 168,
whichmayextendaxiallythroughtheportionofthepropeller
shaft 107 located within the hub channel133. The head portion of the screw may be advanced until it sets against a hub
ridge within the hub 125 to secure the first propeller 104 to the
propeller shaft 107.
Referring to FIG. 4, the center pod assembly 500 may
comprise a first cover 502 and base 504 coupled to form a
housing for partially, or substantially, enclosing the control
components of the rotorcraft 1000. The base 504 may be
configured to be removable from the first cover 502. As shown
in FIGS. HB and 12, in an embodiment, the base 504 may be
secured with fasteners 530A-D, for example, screws, extending through base apertures 532A-D and threadably coupling
into corresponding apertures (not shown) in the underside of
the first cover 502.
In some embodiments, the first cover 502 and arms 102,
202, 302, and 402 may be integrally formed from a single
piece of material. In such embodiments, the material forming
the single piece comprising the first cover 502 and arms 102,
202, 302, 402 may be composed of a nylon, or similar, material. Alternatively, the first cover 502 and arms 102, 202, 302,
and 402 may, instead, be separate components and may be
coupled to one another.
In an embodiment, the base 504 may be composed of
ny Ion, or similar, material. It will be understood by persons of
ordinary skill in the art that the components of the center pod
assembly500maybemadefromothersuitablematerials (e.g.
plastics, metals, wood, and composites) based on the requirements for flight of the rotorcraft 1000 and other structural,
aesthetic, and cost factors.
Referring to FIGS. 4 and HA-C, in an embodiment, the
base 504 may comprise a mounting surface 505, side walls
508A-D, a plurality of light receptacles 510, a plurality of
light openings 512, a plurality of front walls 513, and a
plurality of locator recesses 518. In an alternative embodiment, the base 504 may comprise additional, fewer, or different components.
The base 504 may be implemented with side walls 508A-D
for at least partially enclosing the controls components,
which, in an embodiment, may include a printed circuit board
assembly (PCBA) 506, a battery (not shown), and a plurality
oflight sources SHA-E,
In an embodiment, the side walls 508A-D may each be
oriented to form a substantially vertical surface, as best shown
in FIG. HA. The side walls 508A-D may extend upward from
a substantially horizontally oriented surface, a mounting surface 505. The mounting surface 505 may extend a distance
inward from the lower edge of the side walls 508 along the
perimeter of the base 504 for receiving and coupling camponents to the base 504.
As shown in the embodiment of FIG. HA, the light receptacles 510A-D may extend from the comers where the side
surfaces 508A-D meet. Each light receptacle 510A-D may
comprise a generally trapezoidal shaped area that may par-
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US 9,061,763 Bl
direction substantially perpendicular to the direction of insertion of the battery and may function as stops to prevent the
battery from falling out through an opening in the battery
receptacle 514 opposite from the battery opening 521. Additionally, the tabs 524A, B may allow the battery to be aligned
properly with the center of gravity C1.
Referring to FIGS. 1 and 4, the center pod assembly 500
may further comprise a pod cover 542 configured to couple on
a top surface of the first cover 502. The pod cover 542 may
comprise aesthetically pleasing curvatures, designs, and
other features. In some embodiments, the pod cover 542 may
be made of a plastic, and may further comprise a two-tone
plastic, for example black and red.
Referring to FIGS. 2, 4, and 12, the pod cover 542 may
couple to the first cover 502 by fasteners 535A-C (e.g. screws)
extending through second cover apertures 534E-G in the pod
cover 542 and threadably coupling with corresponding apertures (not shown) in the underside of the pod cover 542.
Having thus described the present invention by reference to
certain of its exemplary embodiments, it is noted that the
embodiments disclosed are illustrative rather than limiting in
nature and that a wide range of variations, modifications,
changes, and substitutions are contemplated in the foregoing
disclosure and, in some instances, some features of the
present invention may be employed without a corresponding
use of the other features. Additional details are presented the
Appendix attached hereto and incorporated by reference for
all purposes. Many such variations and modifications may be
considered desirable by those skilled in the art based upon a
review of the foregoing description of exemplary embodiments. Accordingly, it is appropriate that any claims supported by this description be construed broadly and in a
manner consistent with the scope of the invention.
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of the length of the arm from the at least one light source
and illuminates in response to the light received and
transmitted; and
wherein the arm is configured to allow substantially unobstructed transmission of at least a portion oflight emitted
by the at least one light source to the at least one illuminating arm portion.
28. The radio controlled model rotorcraft of claim 27
wherein the at least one light source is secured to the circui~
board.
29. The radio controlled model rotorcraft of claim 27
wherein the at least one light source is electrically connected
directly to the circuit board.
30. The radio controlled model rotorcraft of claim 27
wherein the arm is configured to allow substantially unob~
structed transmission of at least a portion of light emitted by
the at least one light source through at least a portion of the
length of the arm to the at least one illuminating arm portion.
* * * * *
EXHIBIT F
U.S. Patent No. 9,221,539 B2
c12)
(10)
Christensen et al.
(45)
(54)
(71)
(72)
(73)
( *)
Notice:
(22)
Filed:
References Cited
(Continued)
FOREIGN PATENT DOCUMENTS
EP
JP
1245257 A2
H01-201294 A
10/2002
8/1989
OTHER PUBLICATIONS
US 2015/0245516Al
US 9,221,539 B2
(56)
(21)
(65)
(58)
Patent No.:
Date of Patent:
(Continued)
(62)
(60)
(51)
(52)
Int. Cl.
B64C 27100
(2006.01)
(2006.01)
B64C 39102
(2006.01)
A63H 17128
(2006.01)
A63H 27/00
U.S. Cl.
CPC .............. B64C 391024 (2013.01); A63H 17128
(2013.01); A63H 27112 (2013.01); B64C
2201/027 (2013.01)
(57)
ABSTRACT
A radio controlled model rotorcraft implemented with features improving ease of flight and flight performance by
increasing structural stability, increasing rotorcraft visibility
and orientation awareness through the use ofmultifunctioning, configurable, and aesthetically pleasing components,
while also increasing resistance to damage from crashes
through use of impact and vibration absorbing components.
30 Claims, 13 Drawing Sheets
References Cited
U.S. PATENT DOCUMENTS
6,921,313
7,367,863
D628,658
7,980,740
2002/0098768
2004/0150144
2007/0049159
201110301784
2012/0056041
2012/0083945
2012/0234969
2014/0117149
OTHER PUBLICATIONS
UDI RC; "U839 Nano 3D RC Quadcopter with 6-Axis Gyro, 2.4
GHz 4-Channel. 306 -Rolling Action"; UDIRCTOYS Industry
Co,. Ltd., Shantou City, Guangdong, China; photographs of typical
unit with manual; Aug. 6, 20 14; via Battery Superstore and amazon.
com.
WL Toys; "Skylark V636 Headless Mode 2.4 G 4CH 6 Axis
Quadcopter RTF"; Shantou Chenghai WL Toys Industrial Co., Ltd.,
Shantou City, Guangdong, China; web page offer for sale, Banggood.
corn/Banggood Ltd., Aug. 13, 2014.
Gemini Industries Ltd. I WL Toys; "Skylark RIC Quadcopter";
Gemini Industry Ltd., Shenzen, China; photographs of typical unit
with manual; Aug. 13, 2014; via Gemini (HK) Ind. Ltd.
Mohr, Tim; "Hobbico/Great Planes at the '14 HobbyTown USA
Convention"; Jul. 11, 20 14; Big Squid RC.com.
Barnes, Jon; "HobbyTown National Convention Held Jul. 9-10, 2014
in Lincoln, Nebraska"; Jul. 19, 2014; FLY RC Magazine web page:
http://www.flyrc.com/hobbytown-national-convention-held-july910-20 14-in-lincoln-nebraska/.
GAUI.CO.UK; "Gaui 500X Quad Flyer"; Hinckley, Leicestershire,
England;
Apr.
27,
20 13;
https://web.archive.org/web/
201304 271053 55/http://www.gaui.co .uk/.
Empire Hobby; "Gaui LED Set (2 Red, 2Wh, 4 Lens)"; Mesa, Arizona; Jul. 21, 2011; http://www.empirerc.com/gaui-led-set-2-red-2wh-4-lens-p-5954.
htrnl?sesF90d4b90f52b3db5305af59d96954e6fa.
Gaui; "Beijing Model Expo-Gaui 50 0X Quad Flyer"; Gaui Tai Shih
Hobby Corp., New Taipei City, Taiwan; photographs of trade show
booth and typical unit; May 1, 2011.
Mulcahy, Chris; "DJI Innovations Phantom RTF-Review";
RCGroups.com; Feb. 5, 2013; http://www.rcgroups.com/forums/
showthread.php?t~l811071.
* cited by examiner
U.S. Patent
FIG.l
1000
Sheet 1 of 13
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FIG. 2
1000
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Sheet 3 of 13
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FIG. 3
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FIG. SA
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106
FIG. 6A
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FIG. 6B
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111
111 B
111A
FIG. 7
143
FIG. 8
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106
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FIG.JO
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Sheet 10 of 13
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513A
U.S. Patent
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Sheet 11 of 13
514
518A
5248
5188
524A
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511C
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Sheet 12 of 13
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US 9,221,539 B2
CROSS-REFERENCE TO RELATED
APPLICATIONS
SUMMARY
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Provided is an radio controlled model rotorcraft implemented with features improving ease of flight and flight performance by increasing structural stability, increasing rotorcraft visibility and orientation awareness through the use of
multifunctioning, configurable, and aesthetically pleasing
components, while also increasing resistance to damage from
crashes through use of impact and vibration absorbing components.
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For a more complete understanding of the present invention and the advantages thereof, reference is now made to the
following Detailed Description taken in conjunction with the
accompanying drawings, in which:
FIG. 1 is a perspective view of a quadcopter rotorcraft;
FIG. 2 is a top view of a quadcopter rotorcraft with a pod
cover removed for clarity;
FIG. 3 is a bottom view of a quadcopter rotorcraft;
FIG. 4 is an exploded view of a quadcopter rotorcraft;
FIG. SA is a first cross-sectional view of a rotor assembly
of a quadcopter rotorcraft taken along line SA-SA shown in
FIG. 2;
FIG. SB is a cross-sectional view of a second fastener
assembly taken along line SB-SB shown in FIG. SA;
FIG. SC is a cross-sectional view of a third fastener assembly taken along line SC-SC shown in FIG. SB;
FIGS. 6A and 6B are a perspective and a bottom view,
respectively, of a support member;
FIG. 7 is a bottom view of a first arm showing wire channels;
FIG. 8 is a perspective view of a foot;
FIG. 9 is second cross-sectional view of a rotor assembly of
a quadcopter rotorcraft taken along line SA-SA shown in FIG.
2;
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embodiment, wires A, B may be routed between rotor assembly 100 components near the outboard end 105 of the first arm
102, like the first motor 101, for example, and controls components that may be enclosed within the center pod assembly
500, like the PCBA 506, for example, to support powered
flight of the rotorcraft 1000.
Each wire channelllOA and HOB may extend along the
length of the first arm 102 from the inboard end 103 to the
outboard end 105 along the underside of the first arm 102. The
wire channels 11 OA and 11 OB may be positioned along either
side of interlocking slot 120. In an embodiment, the first arm
102 may have fewer or more wire channels 110 that may
extend along only a portion of the length of the first arm 102,
or, alternatively, along substantially the entire length of the
first arm 102.
Each wire channelll OA, B may have dimensions, such as
width w, and may be provided with retaining tabs 111A-C and
113 A-C, respectively, for holding wires A, B in place and
substantially resisting migration of wires within each wire
channelllOA, B. In a particular embodiment, for example,
the width, w, of each wire channelllOA, B may be about 0.65
em. The retaining tabs 111, 113 may extend laterally across a
portion of the width, w, of the respective wire channels 110 so
that the wires A, B may be pushed around the retaining tabs
111, 113 and into place in the wire channels llOA, B. Alternatively, the retaining tabs 111, 113 may extend across substantially the entire width, w, of the wire channels llOA, B
with wires A, B being fed through the gap formed.
In an alternative embodiment, the wire channels 110 A, B
may be provided with fewer or more retaining tabs 111, 113
than shown in FIG. 7. Further, in an alternative embodiment,
the wire channels llOA, B may be provided with zero retaining tabs 111, 113. In such embodiments, the wire channels A,
B may be implemented with other retaining devices, such as
external clips, ties, and the like. Alternatively, the wire channels 11 OA, B may not include any retaining devices or external fasteners.
Referring to FIG. 7, the first arm 102 may include a cut
through portion 114 forming an opening for seeing through a
portion of the first arm 102. In an embodiment, the cut
through portion 114 may be disposed along top surface of the
first arm 102, substantially centered about the apex of the
outer curved surface of the first arm 102 and extending a
distance along the length of the first arm 102. In the embodiment shown, the cut through portion 114 may have a sub stantially trapezoidal shaped perimeter.
In alternative embodiments, the first arm 102 may be provided with zero, one, or a plurality of cut through portions
114. Further, in an alternative embodiment, the cut through
portion, or portions, 114 may be positioned at other locations
along the outer surface of the first arm 102 and, additionally,
may haves different perimeter shape, or shapes. For example,
in an embodiment, the first arm may be provided with a
plurality of circular cut through portions 114 disposed in an
irregular pattern along the length of the outer surface of the
first arm 102.
The first arm 102 may also include a plurality of coupling
members comprising components of the fastening assemblies
108A-D for coupling with, receiving, or partially forming
other rotorcraft 1000 components, such as the motor 101, the
first support 106, the motor receptacle assembly 160, the
propeller shaft receptacle assembly 170, and the torque transfer assembly 180. The coupling members of the first arm 102
are described in detail below, and in reference to fastening
assemblies 108A-D.
Turning now to the top-view of the rotorcraft embodiment,
the rotorcraft 1000, shown in FIG. 2, the first propeller 104 is
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so that the exposed surface 116 may "fill" the opening formed
in the first arm 102 by the cut through portion 114.
Referring to FIGS. SA-C, the first support member 106
may have a curved, substantially "C" shaped, outer cross
section extending along the portion of its length outboard of
the exposed surface 116. The curved cross sectional shape
may be oriented with the apex of the curved surface facing
substantially downward and with the "open end" facing
upward and toward the first arm 102. The first support member 106 may have an outer cross section configured to mate to
the first arm 102 along the length of each component. The
outer cross section size of the first support member 106 may
be sized to fit within, and extend into, the downwardly facing
open end of the first arm 102 formed by the inner surface of
the outer cross section of the first arm 102.
The first support member 106 may be provided with a ridge
118 extending along a portion of the length of the first support
member 106. The ridge 118 may be disposed along the inner
surface formed by the substantially "C" shaped cross section
of the first support member 106 and protrude a. The ridge 118
is described further below, in regard to the fastening assembly
108B.
As shown in FIG. 6A, the first support member 106 may be
provided with an indented portion 126 disposed at the inboard
end 122 and extending into the body of the first support
member 106 along the length of the first support member 106.
The indented portion 126 may form an open area within the
body of the first support member 106 providing clearance for
a light source S11 to be partially inserted into when the first
support member 106 is coupled to the center pod assembly
SOO, as described below. The indented portion 126 may
extend into the first support member 106 along the length of
the first support member 126 and terminate just inboard of the
exposed surface 116.
Viewed from below, as shown in FIG. 3, the first support
member 106 may have a profile that is curved along each side
so that the width of the first support member 106 thins along
the length of the first support member 106, with the first
support member 106 wider at the inboard end 122 and thinner
at the outboard end 124. In an alternative embodiment, the
first arm may have a substantially uniform width along its
length, or, may widen along its length such that the outboard
end 124 is wider than the inboard end 122.
The profile shape of the support member 106 may be substantially similar to the profile shape of the first support member shown in FIG. 2 and described above. The first support
member 106 profile width may be sufficiently less than that of
the first arm 102 along the length of each component, allowing for the first support member to be slid into and mate with
the first arm 102.
Referring to the embodiment shown in FIGS. 3 and SA, the
first support member 106 may be removably coupled to the
first arm 102. The first support member 106 may structurally
support the first arm 102 against displacement from flexing or
twisting that may result from acceleration or impact during
operation of the rotorcraft 1000. The coupled first arm 102
and first support member 106 may exhibit increase stiffness
along the length of the rotary assembly 100 and provide for
more stable flight of the rotorcraft 1000. Additionally, the
coupled first arm 102 and first support member 106 partially
enclose rotary assembly components, such as the motor 101,
for example, and may trap and protect rotorcraft 1000 components, such as the wires A, B routed within wire channels
110A, Bas shown in FIGS. SA, B (not labeled).
The rotary assembly 100 may include the fastener assemblies 1 08A-C for coupling the first support member 106 to the
first arm 102. In alternative embodiments, the first support
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member 106 may be coupled to the first arm 102 using some,
all, or none of the fastener assemblies 108 A-C.
Referring to FIGS. 4 and S, a first fastener assembly 108A
may comprise a hook member 138 extending from the outboard end 124 of the first support member 106. The hook
member 138 may be configured to fit within and extend at
least partially through an aperture 140 formed in the outboard
end 1 OS of the first arm 102. An extension of the hook member
138 may catch and extend over a bar portion 142 (also shown
in FIG. SA) of the aperture 140 when the hook member 138 is
inserted in the aperture 140 to secure the outboard end 124 of
the first support member 106 to the outboard end 10S of the
first arm 102.
Referring to FIGS. 4, SA, and9, the first fastener assembly
108A may further comprise a cup member 144 formed from
curved side portions 146, 148 and a bottom surface 1SO.
Edges of the side portions 146, 148 and the bottom surface
1SO may align with edges of the aperture 140 formed in the
outboard end 10S of the first arm 102 to form a housing that
may be a motor cradle assembly 160 for receiving and partially enclosing a motor 101 as is described further, below.
When the hook member 138 is inserted into the aperture 140,
the first support member 106 may be secured against displacement of the first support member 106 in the inboardoutboard direction.
Referring to FIGS. SA and SB, a second fastener assembly
108B may comprise interlocking tabs 112A-C extending
from the ridge 118 a distance further inward and toward the
center of"C" shaped cross section of the first support member
106. The ridge 118 may extend along a length of the first
support member 106 as described above. Each tab 112A-C is
configured to mate with the interlocking slot 120 positioned
on an underside of the first arm 102. Each tab 112A-C may fit
into a portion along the length of the interlocking slot 120 to
establish a snug fit.
When the interlocking tabs 112A-C are fit into the interlocking slot 120, the first support member 106 may be secured
against displacement of the first support member 106 in the
inboard-outboard direction and may resist twisting of the
joined structure comprising first support member 106 and
first arm 102. Although the embodiment shown is implemented with three interlocking tabs 112, in an alternative
embodiment fewer, or additional, interlocking tabs 112 may
be provided. For example, in an embodiment, one continuous
interlocking tab 112 may be provided that may extend along
substantially the entire length of the corresponding interlocking slot 120.
Referring to FIGS. SA, SC, 6A, 6B, and 7, a third fastener
assembly 108C may comprise a series of first snap tabs
128A-C and second snap tabs 130A-C of the first support
member 106. The first snap tabs 128A-C and second snap tabs
130A-C may be disposed opposite one another along the
outer surface of the "C" shaped outer profile of the first
support member 106 near the open end of the "C". The first
snap tabs 128A-C and second snap tabs 130A-C may protrude a distance outward from the outer surface of the first
support member 106 and extend along a portion of the length
of the first support member 106. The first snap tabs 128A-C
and second snap tabs 130A-C, respectively, may fit under and
engage a first lip 132 and a second lip 134, respectively, of the
first arm 102 when the first support member 106 is slid into
the underside of the first arm 102 as described above.
Although the embodiment shown is implemented with
three first snap tabs 128 and second snap tabs 130, in an
alternative embodiment fewer, or additional, snap tabs 128
and second snap tabs 130 may be provided. For example, in an
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response to a hard landing of the first motor cradle 160 and the
propeller shaft cradle 170 back towards the center pod assembly SOO.
Referring to FIGS. 2, 4, SA, 9, and 10, in an embodiment,
the rotor assemblies 100, 200, 300, and 400 may further
comprise a torque transfer assembly 180. In reference to the
first rotor assembly 100 components, the torque transfer
assembly 180 may operably couple the motor shaft 109 to the
first propeller 104. In some embodiments, the torque transfer
assembly 180 may comprise the motor gear 11S fixed to the
motor shaft 109.
In some embodiments, torque is transferred to the motor
gear 11S from the motor shaft 109 by a non-circular "D"
shaped portion of the motor shaft. A central aperture in the
motor gear 11S for receiving the motor shaft 109 may comprise a matching D-shape. The D-shape in the motor shaft
may be machined flat at an initially circular section in the
motor shaft 109. In other embodiments, the motor gear 11S
may be attached to the motor shaft 109 by chemical bonding
or by mechanical fasteners, such as a pin. In other embodiments, the motor gear 11S is formed integrally with the motor
shaft 109.
In an embodiment, the torque transfer assembly 180 may
further comprise a first gear 182 mounted co-axially with the
propeller shaft 107 in the propeller shaft cradle 170. The first
gear 182 may be configured to mechanically mesh with the
motor gear 11S to transfer torque from the motor shaft 109 to
the propeller shaft 107 and to support powered flight of the
rotorcraft 1000. In a particular embodiment, the gear reduction ratio between the motor gear 11S and first gear 182 may
be about 78/11 or 7.1: 1.
The propeller shaft 107 and first propeller 104 may be
mounted in the propeller shaft cradle and supported for rotation by a first bearing 117A and a second bearing 117B. The
first bearing 117A may be a ball bearing with a central aperture. The first bearing 117A may be positioned against a first
internal ridge 166A that extends along the internal walls of
propeller shaft channel174 proximal to the bottom end of the
propeller shaft chamiel17 4.
The propeller shaft 107 may comprise a shaft ridge 119 at
a base end of the propeller shaft 107. The propeller shaft 107
may be inserted axially into the bottom end of the propeller
shaft chamiel17 4 and through the central aperture of the first
bearing 117A to constrain the first bearing 117A between the
shaft ridge 119 and the first internal ridge 166A.
The second bearing 117B may comprise a ball bearing with
a central aperture and may be positioned against a second
internal ridge 166B that extends along internal walls of the
propeller shaft channel 174 proximal to the top end of the
propeller shaft cham1el 174. The propeller shaft 107 may
extend through the central aperture of the second bearing
117B and through the top end 163 of the propeller shaft
channel174.
A portion of the propeller shaft 107 may extend out of and
above propeller shaft channel174. The propeller shaft 107
may comprise a non-circular profile 169 extending along a
length of the propeller shaft 107. The non -circular profile 169
may be configured to extend through a central aperture in the
first gear 182 and mate with a non-circular profile of the
central aperture for the transfer of torque from the first gear
182 to the propeller shaft 107.
The first gear 182 may be mounted on the shaft 107
between the second bearing 117B and the first propeller 104.
The first gear 182 may be positioned substantially within the
perimeter of the gear rim 176. A portion of the gear rim 176
may extend above the plane in which the first gear 182 rotates,
providing protection to the first gear 182 from foreign objects
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impacting the first gear 182 from above. The spokes 175A-E,
inward from the lower edge of the side walls 508 along the
which may extend in a plane beneath the plane in which the
perimeter of the base 504 for receiving and coupling compofirst gear 182 rotates, providing protection to the first gear 182
nents to the base 504.
from impacts to the first gear 182 from foreign objects
As shown in the embodiment of FIG. llA, the light recepapproaching from beneath the first gear 182. The first propel- 5 tacles 510A-D may extend from the corners where the side
surfaces 508A-D meet. Each light receptacle 510A-D may
ler 104, which may also extend and rotate in a plane above the
plane in which the first gear 182 rotates, may also provide
comprise a generally trapezoidal shaped area that may parprotection to the first gear 182 from foreign objects approachtially enclose a light source SHA-D, respectively. In an
ing from above the first gear 182.
embodiment, the front walls 513A-D may form the outermost
The non -circular profile 169 of the propeller shaft 107 may 1o surface defining the trapezoidal shape, as best shown in FIG.
be further configured to extend through a central aperture a
llA. The front walls 513A-D may each be implemented with
hub channel133 of a hub 125 of the first propeller 104. The
a cutout portion, forming light openings 512A-E.
The light openings 512A-E may be configured to have
non-circular profile 169 may mate with a non-circular profile
boundary shape that is substantially coincident with the cross
of the hub channel133 to support the transfer of torque from
the propeller shaft 107 to the first propeller 104.
15 sectional shape of the collar 135 of the support members 106,
206, 306, and 406. As described above, the support members
In some embodiments, the propeller shaft 107 may be
coupled to the first propeller 104 by a fastener 123, which may
106, 206, 306, and 406 may couple to the base 504, with the
be a screw having a head portion. The fastener 123 may
collar 135 sliding into the light openings 512 A-D, trapping
extend through a hub aperture 131 in the hub 125 of the first
the hoop members 121 within the light receptacles 510 A-D
propeller 104 and threadably couple to a shaft aperture 168, 20 when the base 504 is coupled to the first cover 502.
which may extend axially through the portion of the propeller
The light openings 512 A-E may also provide a passage
shaft 107located within the hub channel133. The head porthrough which light emitted by the light sources 511 A-E may
reach the exterior of the coupled center pod assembly 500,
tion of the screw may be advanced until it sets against a hub
ridge within the hub 125 to secure the first propeller 104 to the
accessing the inboard ends of the support members 106, 206,
propeller shaft 107.
25 306, and 406.
Referring to FIG. 12, the light sources 511A-E may be
Referring to FIG. 4, the center pod assembly 500 may
comprise a first cover 502 and base 504 coupled to form a
disposed within the center pod assembly 500 and within the
housing for partially, or substantially, enclosing the control
substantially horizontal plane of the PCBA 506. The light
components of the rotorcraft 1000. The base 504 may be
sources 511A-E may be oriented to face away from PCBA
configured to be removable from the first cover 502. As shown 30 506 and toward light receptacles 510A-E, so the light sources
511A-E may emit light in a direction substantially towards
in FIGS. llB and 12, in an embodiment, the base 504 may be
secured with fasteners 530A-D, for example, screws, extendand through light openings 512A-E.
In an embodiment, the light sources 511A-E may be coning through base apertures 532A-D and threadably coupling
figured to emit light of any frequency within the visible specinto corresponding apertures (not shown) in the underside of
the first cover 502.
35 trum. Further, in an embodiment, each light source 511A-E
may be configured to emit light of the same color, for
In some embodiments, the first cover 502 and arms 102,
202, 302, and 402 may be integrally formed from a single
example, each light source may be configured to emit substantially 'white' light, or, alternatively some or all of light
piece of material. In such embodiments, the material forming
sources 511A-E may be configured to emit different 'colors'
the single piece comprising the first cover 502 and arms 102,
202, 302, 402 may be composed of a nylon, or similar, mate- 40 oflight.
In an embodiment, the light sources 511A-E may be light
rial. Alternatively, the first cover 502 and arms 102, 202, 302,
emitting diodes (LED). In alternative embodiments, the light
and 402 may, instead, be separate components and may be
source may be an incandescent lamp, electroluminescent
coupled to one another.
lamp, gas discharge lamp, laser, or the like.
In an embodiment, the base 504 may be composed of
In an embodiment, and as shown in FIGS. 12 and 13B, each
nylon, or similar, material. It will be understood by persons of 45
ordinary skill in the art that the components of the center pod
of the light sources 511A-E may be implemented with a
locator 519A-E. The locators 519A-E may be made from a
assembly 500 may be made from other suitable materials (e.g.
flexible or compliant material such as rubber, plastic, foam, or
plastics, metals, wood, and composites) based on the requirements for flight of the rotorcraft 1000 and other structural,
the like that may be resilient and capable of elastic deformaaesthetic, and cost factors.
50 tion. The locators 519A-E may be sized to stretch and fit
Referring to FIGS. 4 and llA-C, in an embodiment, the
around a light source 511A-E, coupling snugly to the light
base 504 may comprise a mounting surface 505, side walls
source 511 and maintaining frictional contact along substantially the entire portion of the light source 511 to which the
508A-D, a plurality of light receptacles 510, a plurality of
locator 519 is attached.
light openings 512, a plurality of front walls 513, and a
In a particular embodiment, for example, LEDs may be
plurality of locator recesses 518. In an alternative embodi- 55
provided as a light source and rubber, or plastic, 0-rings may
ment, the base 504 may comprise additional, fewer, or different components.
be provided as a locator. In such an embodiment, the 0-ring
The base 504 may be implemented with side walls 508A-D
may be configured to have an internal circumference length of
for at least partially enclosing the controls components,
slightly less than the perimeter length of the LED to which the
which, in an embodiment, may include a printed circuit board 60 0-ring is applied. The 0-ring may be stretched to fit over the
assembly (PCBA) 506, a battery (not shown), and a plurality
LED and grip the LED along the 0-ring inner surface, providing frictional resistance to removal of the placed 0-ring.
oflight sources 511A-E,
In an embodiment, the side walls 508A-D may each be
With the 0-ring in place, the LED may be positioned, orioriented to form a substantially vertical surface, as best shown
ented, and secured in place through fixing the location of the
in FIG. llA. The side walls 508A-D may extend upward from 65 affixed 0-ring.
a substantially horizontally oriented surface, a mounting surReferring to FIGS. 11, 12, and 13A-C, in an embodiment,
face 505. The mounting surface 505 may extend a distance
the base 504 may further comprise a plurality of locator
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4. The model rotorcraft of claim 3, wherein the at least one
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locator member coupled to the at least one light source comprises an elastically deformable material.
5. The model rotorcraft of claim 4, wherein the at least one
locator member coupled to the at least one light source is
configured to at least partially absorb vibration caused by
operation of the at least one rotorcraft component of the at
least one rotor assembly.
6. The model rotorcraft of claim 4, wherein the at least one
locator member coupled to the at least one light source comprises a continuous loop of material.
7. The model rotorcraft of claim 2, the second frame further
comprising at least one second recess, the at least one second
recess cooperating with the at least one first recess to receive
and secure the at least one light source.
8. The model rotorcraft of claim 7, wherein the position of
the at least one light source received within the at least one
first recess and the at least one second recess is fixed by the
respective first and second recesses against movement in at
least three orthogonal directions.
9. The model rotorcraft of claim 2, wherein the at least one
light source received by the at least one first recess is secured
against movement in at least one direction.
10. The model rotorcraft of claim 1, the housing further
comprising at least one opening passing outwardly through at
least one of the one or more inner surfaces of the housing,
wherein the at least one opening is optically paired with, and
receives light most intensely from, the at least one light
source.
11. The model rotorcraft of claim 1, wherein the circuit
board is mounted within the housing solely by a plurality of
the light sources.
12. A radio controlled model rotorcraft, comprising:
a circuit board;
at least one first light source electrically coupled to the
circuit board; and
a housing, comprising:
a first frame, at least a portion of the first frame comprising at least one first light securing surface;
a second frame coupled to the first frame; and
wherein the at least one first light securing surface
secures at least a portion of the at least one first light
source between the coupled first and second frames;
wherein the circuit board is mounted to the first frame by
the at least one first light source secured by the at least
one first light securing surface; and
at least one rotor assembly comprising an arm, the arm
further comprising at least one light transmitting channel extending from the housing, the at least one light
transmitting charmel configured to allow light from the
at least one first light source to be emitted beyond the
housing and into the at least one light transmitting channel.
13. The model rotorcraft of claim 12, wherein at least a
portion of the at least one first light source is disposed within
at least a portion of the at least one light transmitting charmel.
14. The model rotorcraft of claim 12, wherein the light
transmitting charmel comprises light conducting material,
and wherein the light transmitting charmel forms at least a
portion of a socket, the socket receiving at least a portion of
the at least one first light source and transmitting at least a
portion oflight emitted from the at least one first light source
into the light transmitting channel.
15. The model rotorcraft of claim 12, wherein at least a
portion of the second frame comprises at least one second
light securing surface; and
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