DE102020119315A1 - Muscle-powered vehicle - Google Patents

Abstract

The invention relates to a human-powered vehicle, having a frame and a wheel suspension which are connected to one another via a force-conducting structural component, the structural component having a spring area aligned along the longitudinal axis of the structural component and a stiffening area adjoining the spring area in the direction of the wheel suspension, the spring area having a has a lower flexural rigidity about a transverse axis of the structural component than the stiffening area and the height of the spring area is less than the width of the spring area.

Description

The invention relates to a human-powered vehicle having a frame and a wheel suspension which are connected to one another via a force-conducting structural component.

Suspension is essential for most human-powered vehicles, including bicycles, to protect both the rider and the vehicle from shock and vibration when in contact with the ground. In this way, driving comfort and driving safety are increased.

The pamphlet DE 10 2016 101 204 A1 discloses a bicycle in which a rear fork and a frame are connected by a suspension system such that relative movement between the frame and the rear fork is dampened. A spring is mounted within the frame and connected to the rear fork by a pair of rocker arms. The spring is additionally combined with a hydraulic shock absorber.

In the pamphlet DE 198 55 229 A1 discloses a suspension in which at least one spring bellows is interposed between two end pieces connected to the vehicle frame. In a preferred embodiment, an air-filled spring bellows is provided in a swing arm of a wheel guide on a bicycle.

Another possibility for a suspension on a bicycle is described in the reference DE 299 09 626 U1 described. In the solution disclosed here, two rockers are connected to one another and to a reversing lever via a respective connecting lever, the reversing lever and one of the rockers being connected to the frame of a bicycle via a respective pivot point. The reversing lever, which is also connected to a spring, ensures that the change in length between the center of the bottom bracket and the center of the rear wheel is constantly compensated to zero during compression.

The pamphlet DE 20 2014 011 077 U1 also discloses a rear suspension for a bicycle. The suspension includes a sliding link coupled to the frame and a rear swingarm. The sliding link is pivotally attached to the swingarm for pivotal movement therewith. The sliding link is pivoted to the frame to rotate relative to the frame. The suspension also includes a control link coupled to the frame and swingarm. The control link completes the basic linkage arrangement to control movement of the rear swing arm relative to the front frame. In particular, the first coupling link is arranged approximately at the height of a segment of the drive chain tensioned by the driving force, and the second coupling link is arranged lower than the first coupling link.

Leaf spring forks are sometimes installed, especially on racing bikes with wider tires, with six elastic, horizontally arranged leaf springs connecting the front wheel mounts to the fork blades (“Lauf Spring Forks” or “Lauf Grit Suspension”). The springs are made from a glass fiber material.

Electronic front and rear suspensions are also known which analyze both terrain conditions and changes in the frame in real time, automatically adjusting the behavior of the suspension to make the frame stiffer or more flexible. Such systems have electro-hydraulic suspensions and a control unit with acceleration sensors and gyroscopes.

The so-called X-Cell damping of the MTT Micro-Suspension System offers a relatively short suspension travel of around 15 mm. The damper is supported by two guide pins that are accessed through the front of the seatstay and are hidden under a molded cap. The damper is an elastomer that compresses to allow for 15mm of travel.

The systems currently used for the suspension of the wheels on bicycles have joints and/or moving/sliding components that get dirty and wear out and thus cause maintenance work. In addition, a lot of space is required. Systems such as “Micro Suspension” only offer very little spring deflection. "Lauf Grit Suspension" is currently only available for large wheel diameters and prevents the fork geometry from adapting to the frame geometry.

The object of the invention is to provide a human-powered vehicle which requires little maintenance compared to the known systems and at the same time ensures increased driving comfort and increased safety.

The object is achieved by an object with the features according to independent patent claim 1. Further developments are specified in the dependent patent claims.

According to the invention is a human-powered vehicle comprising a frame and a wheel suspension which are connected to one another via a force-conducting structural component, the structural component having a spring area aligned along the longitudinal axis of the structural component and a stiffening area adjoining the spring area in the direction of the wheel suspension, the spring area having a lower flexural rigidity about a transverse axis of the structural component than the Stiffening area and wherein the height of the spring area is less than the width of the spring area.

A human-powered vehicle according to the invention can be a single-track or multi-track bicycle, but also a tricycle, a scooter, a cargo bike or the like. A bicycle trailer for transporting children or pets, for example, can also be a muscle-powered vehicle according to the invention.

A bicycle usually has a driven rear wheel and a freewheeling front wheel, with the drive being able to take place using pure muscle power or with additional support, for example an electric motor. A bicycle within the meaning of the invention can also have additional driven and/or freewheeling wheels and/or supporting wheels.

The structural component can be arranged on the front and/or rear wheel of a bicycle and on one or more side wheels of a multi-track bicycle.

The structural component is advantageously integrated directly into the frame of the human-powered vehicle according to the invention and is formed in one piece with the frame. Alternatively, the structural component can be attached separately via an attachment area to the frame, in particular in the area of the bottom bracket.

The spring area is arranged along the longitudinal axis of the structural component in the force-conducting structural component that connects the frame and wheel to one another. A transverse axis or pitch axis is perpendicular to the longitudinal axis of the spring area, around which springing is to be ensured.

The greater the length of the spring area, the lower the flexural rigidity around the transverse axis/pitch axis and the greater the spring deflection of the wheel.

Bending stiffness within the meaning of this application means rotational bending stiffness. The height of the spring area describes its extension along a yaw axis/vertical axis running perpendicular to the longitudinal and transverse axes. A lower height also leads to a reduction in the flexural rigidity around the transverse axis/pitch axis and thus to an improvement in the suspension effect of the wheel.

The width of the spring area describes its extension along the transverse/pitch axis. A greater width ensures increased flexural rigidity around the longitudinal axis and the vertical axis. The flexural rigidity around the longitudinal axis is referred to below as torsional rigidity. A lateral tilting (twisting) is thus avoided.

The stiffening area has a significantly higher flexural rigidity around the transverse axis than the spring area, which also prevents torsion of the rear wheel.

The structural component is preferably formed from at least one fiber composite material.

By forming the structural part from a fiber composite material, specific rigidities and strengths can advantageously be formed and a direction-dependent elasticity behavior can be brought about.

In a preferred embodiment of the invention, the spring area and the stiffening area of the structural component are designed in one piece.

This advantageously reduces the number of components that become dirty and cause additional maintenance work.

The spring area preferably has fibers made of a first fiber material, which are aligned at a first angle of +/−30° to 60° to the longitudinal axis.

This advantageously increases the torsional rigidity about the longitudinal axis.

The fibers of the first fiber material are particularly preferably aligned at a first angle of +/−45° to the longitudinal axis.

The spring area also preferably has fibers made of a second fiber material, which are aligned at a second angle of −15° to +15° to the longitudinal axis, the second fiber material having a lower modulus of elasticity than the first fiber material.

The fibers of the second fiber material are particularly preferably aligned at a second angle of 0° to the longitudinal axis.

High-modulus fibers (for example HM fibers) are preferably used as fibers of the first fiber material and low-modulus fibers (for example LM fibers or glass fibers) are used as fibers of the second fiber material.

The use of soft, more flexible fibers at an angle of 0° to the longitudinal axis reduces the bending stiffness around the transverse axis and improves the spring effect of the wheel.

The fibers of the second fiber material are preferably glass fibers. On the one hand, the use of glass fibers leads to the improved spring effect described and, on the other hand, causes very slow fatigue under dynamic loads. Alternatively, other fibers with a sufficiently low modulus of elasticity can also be used.

The fibers of the first fiber material are preferably carbon fibers. The use of such stiff fibers increases the torsional stiffness about the longitudinal axis. Alternatively, other fibers with a sufficiently high modulus of elasticity can also be used.

In a preferred embodiment, a first radially outer area of the spring area is formed from fibers of the first fiber material and a second, radially inner area of the spring area is formed from fibers of the second fiber material.

With such a modified laminate structure, direction-dependent changes in rigidity can be brought about and the spring effect can be optimized. In particular, the bending stiffness is increased about the yaw and longitudinal axes and decreased about the transverse axis.

In a further preferred embodiment, a first, radially inner area of the spring area is formed from fibers of the first fiber material and a second, radially outer area of the spring area is formed from fibers of the second fiber material.

Fibers of the first fiber material with an orientation of 0° to the longitudinal axis are advantageously integrated in the second region.

This leads to a further improvement in the stiffness properties described above.

The proportion of fibers of the first (harder) fiber material in the second area is 10% to 50% of the total amount of fibers in the second area.

In the human-powered vehicle according to the invention, the spring area is integrated in the bicycle frame with a local, direction-dependent change in stiffness due to a change in cross section and/or a change in the layer structure. This means that the wheels deflect upwards without tilting sideways (twisting) or yawing.

Another advantage is that the structural component of the human-powered vehicle according to the invention enables a joint-free suspension. This advantageously reduces the number of components that become dirty and cause additional maintenance work.

• 1: eine schematische Ansicht einer ersten einteiligen Ausführungsform eines Strukturbauteils eines erfindungsgemäßen muskelkraftbetriebenen Fahrzeuges;
• 2: eine schematische Ansicht einer weiteren, Ausführungsform eines Strukturbauteils eines erfindungsgemäßen muskelkraftbetriebenen Fahrzeuges; und
• 3: eine schematische Ansicht eines erfindungsgemäßen muskelkraftbetriebenen Fahrzeuges.

Further details, features and advantages of embodiments of the invention result from the following description of exemplary embodiments with reference to the associated drawings. Show it:

• 1 1: a schematic view of a first one-piece embodiment of a structural component of a human-powered vehicle according to the invention;
• 2 1: a schematic view of a further embodiment of a structural component of a human-powered vehicle according to the invention; and
• 3 1: a schematic view of a human-powered vehicle according to the invention.

In the 1 and 2 is a schematic view of a structural component 1 of a human-powered vehicle 2 according to the invention, wherein 1 a version stiffened only by the shape of the cross section around the vertical axis and 2 shows an additional torsion-resistant design using different fiber materials and angles.

The structural component 1 shown here has a fastening area for fastening to a frame of a human-powered vehicle, in particular a bicycle. in the in 1 and 2 In the illustrated embodiments, the fastening area is a bottom bracket 13. Alternatively, the structural component 1 can also be arranged at a different point between the frame and the wheel suspension or can be completely integrated into the frame.

A spring area 11 is arranged along the longitudinal axis A _{L of the structural component 1 .} The spring portion 11 has a length L, a width B and a height H, the width B being greater than the height H of the spring portion 11. This ratio of the dimensions to one another is the Bending stiffness of the spring portion 11 about the yaw axis A _G increases, while the bending stiffness about the transverse axis A _{Q is} reduced. The greater the length L of the spring area 11, the lower the flexural rigidity about the transverse axis A _{Q .} A lower height H also leads to a reduction in the flexural rigidity about the transverse axis A _Q . A greater width B ensures increased flexural rigidity about the longitudinal axis A _L .

The structural component 1 also has a stiffening area 12 which is arranged between the spring area 11 and the wheel suspension. The wheel suspension is in the in 1 and 2 illustrated embodiments realized by chainstays 14. The stiffening area 12 has a significantly higher flexural rigidity about the transverse axis A _Q than the spring area 11, as a result of which torsion of the rear wheel is avoided.

Structural component 1 is made of a fiber composite material, as a result of which specific rigidities and strengths can advantageously be formed and a direction-dependent elasticity behavior can be brought about. In this case, fibers made of a first fiber material are aligned at a first angle of +/−45° to the longitudinal axis A _L , as a result of which the ability to twist about the longitudinal axis A _{L is} increased. Furthermore, fibers made of a second fiber material are aligned at a second angle of 0° to the longitudinal axis A _L , the second fiber material having a lower modulus of elasticity than the first fiber material. This advantageously reduces the flexural rigidity about the transverse axis A _{Q .}

A human-powered vehicle according to the invention equipped with a structural component 1 has an improved spring effect and no wear and tear and requires no maintenance compared to wheels with known spring systems.

the 2 shows a schematic view of a further embodiment of a structural component 1 of a human-powered vehicle according to the invention. In this embodiment, there are local changes in stiffness due to a locally changed laminate structure. The spring area 11 shown in cross section has a first area 5 lying radially on the outside and a second area 6 lying radially on the inside. The first, radially outer area 5 consists of fibers of the first fiber material 3, which _{are aligned at a first angle of +/- 45° to the longitudinal axis A L} , and the second, radially inner area 6 consists of fibers of the second fiber material 4 formed, which are aligned at a second angle of 0 ° to the longitudinal axis A _L. The second fiber material 4 has a lower modulus of elasticity than the first fiber material 3. In addition, fibers of the first fiber material 3 are integrated into the second region 6 with an orientation of 0° to the longitudinal axis A _L . In the illustrated embodiment, the spring area 11 has a hollow core.

In an alternative embodiment that is not shown, the radially outer area could be formed from fibers of the second fiber material and the radially inner area could be formed from fibers of the first fiber material.

The cross section also clearly shows that the height H of the tongue area 11 is less than the width B of the tongue area 11.

the 3 shows a schematic view of a human-powered vehicle 2 according to the invention, equipped with a structural component 1. In the illustrated embodiment, the human-powered vehicle 2 is a bicycle. The structural component 1 connects the frame 21 of the human-powered vehicle 2 in a force-conducting manner to a wheel suspension 22 of the human-powered vehicle 2, in the illustrated embodiment to the wheel suspension 22 of the rear wheel. A connection of the frame 21 to the wheel suspension of the front wheel is also possible, for example if the human-powered vehicle is a cargo bike.

Reference List

1

structural component

2

Muscle-powered vehicle

3

first fiber material

4

second fiber material

5

first radially outer area

6

second radially inner area

11

spring range

12

stiffening area

13

bottom bracket

14

chainstays

21

framework

22

suspension

L

Length of the spring area

B

Width of the spring area

H

height of the spring area

AL

longitudinal axis

AQ

transverse axis

Inc

yaw axis/yaw axis

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• DE 102016101204 A1 [0003]
• DE 19855229 A1 [0004]
• DE 29909626 U1 [0005]
• DE 202014011077 U1 [0006]

Claims (10)

Muscle-powered vehicle (2), having a frame (21) and a wheel suspension (22) which are connected to one another via a force-conducting structural component (1), the structural _{component (1) being aligned along the longitudinal axis (A L} ) of the structural component (1). Has a spring area (11) and a stiffening area (12) adjoining the spring area (11) in the direction of the wheel suspension (22), the spring area (11) having a lower flexural rigidity about a transverse axis (A _Q ) of the structural component than the stiffening area ( 12) and wherein the height (H) of the spring portion (11) is less than the width (B) of the spring portion (11). Muscle-powered vehicle (2) after claim 1 , characterized in that the structural component (1) is formed from at least one fiber composite material. Muscle-powered vehicle (2) after claim 1 or 2 , characterized in that the spring area (11) and the stiffening area (12) of the structural component (1) are formed in one piece. Muscle-powered vehicle (2) according to one of Claims 1 until 3 , characterized in that the spring area (11) has fibers made of a first fiber material (3) which are aligned _{at a first angle of +/-30° to 60° to the longitudinal axis (A L ).} Muscle-powered vehicle (2) after claim 4 , characterized in that the fibers of the first fiber material (3) are aligned at a first angle of +/- 45° to the longitudinal axis (A _{L ).} Muscle-powered vehicle (2) after claim 4 or 5 , characterized in that the spring area (11) has fibers made of a second fiber material (4) which _{are aligned at a second angle of -15° to +15° to the longitudinal axis (A L} ), the second fiber material (4) being a has a lower modulus of elasticity than the first fiber material (3). Muscle-powered vehicle (2) after claim 6 , characterized in that the fibers of the second fiber material (4) are aligned at a second angle of 0° to the longitudinal axis (A _{L ).} Muscle-powered vehicle (2) according to one of Claims 4 until 7 , characterized in that a first radially outer area (5) of the spring area (11) consists of fibers of the first fiber material (3) and a second, radially inner area (6) of the spring area (11) consists of fibers of the second fiber material (4 ) is formed. Muscle-powered vehicle (2) according to one of Claims 4 until 7 , characterized in that a first, radially inner area (5) of the spring area (11) consists of fibers of the first fiber material (3) and a second, radially outer area (6) of the spring area (11) consists of fibers of the second fiber material (4 ) is formed. Muscle-powered vehicle (2) after claim 8 or 9 , characterized in that in the second region (6) fibers of the first fiber material (3) are integrated with an orientation of 0 ° to the longitudinal axis (L).

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