DE202020104217U1 - Muscle-powered vehicle - Google Patents

Abstract

Muscle-powered vehicle (2), comprising 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 area (11) is less than the width (B) of the spring area (11).

Description

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

In most muscle-powered vehicles, especially bicycles, suspension is essential in order to protect both the driver and the vehicle from impacts and vibrations 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 via a suspension system in such a way that the relative movement between the frame and the rear fork is damped. A spring is arranged within the frame and connected to the rear fork via a pair of rocker arms. The spring is also combined with a hydraulic shock absorber.

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

Another possibility for a suspension on a bicycle is in the publication DE 299 09 626 U1 described. In the solution disclosed here, two rockers are connected on the one hand to each other and on the other hand each via a connecting lever with a reversing lever, the reversing lever and one of the rockers being connected to the frame of a bicycle via a pivot point. The reversing lever, which is also connected to a spring, ensures that the length change between the bottom bracket center point and the rear wheel center point 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 has a sliding link that is coupled to the frame and a rear swing arm. The sliding link is rotatably attached to the rocker for rotational movement therewith. The sliding link is hinged to the frame for pivoting relative to the frame. The suspension also includes a control link coupled to the frame and the rocker. The control link completes the basic linkage arrangement for controlling movement of the rear swing arm relative to the front frame. In particular, the first coupling member is arranged approximately at the level of a segment of the drive chain that is tensioned by the driving force, and the second coupling member is arranged lower than the first coupling member.

Especially on racing bikes with wider tires, leaf spring forks are sometimes used, in which six elastic, horizontally arranged leaf springs connect the front wheel mounts to the fork blades ("Lauf suspension forks" or "Lauf Grit Suspension"). The springs are made from a glass fiber material.

Also known are electronic front and rear wheel suspensions which analyze both the terrain conditions and changes in the frame in real time, the behavior of the suspension being automatically adapted so that the frame becomes stiffer or more flexible. Such systems have electrohydraulic 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 small spring deflection of around 15 mm. The damper is supported by two guide pins accessible through the front of the seat stay and hidden under a molded cap. The damper is an elastomer that can be compressed to allow a 15mm stroke.

The systems currently used for the suspension of the running wheels on bicycles have joints and / or moving / sliding components that get dirty and wear and thus cause maintenance costs. In addition, a lot of installation space is required. Systems like "Micro Suspension" only offer very little spring travel. "Lauf Grit Suspension" is currently only available for large wheel diameters and prevents the fork geometry from being adapted to the frame geometry.

The object of the invention is to provide a muscle-powered vehicle which is low-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 claim 1. Further developments are given in the dependent claims.

According to the invention is a muscle-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 bending stiffness around 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 muscle-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 free-running front wheel, and it can be driven with pure muscle power or with additional support, for example with an electric motor. A bicycle within the meaning of the invention can also have additional driven and / or free-running 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 muscle-powered vehicle according to the invention and is formed in one piece with the frame. Alternatively, the structural component can be fastened separately to the frame, in particular in the area of the bottom bracket, via a fastening area.

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

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

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

The width of the spring area describes its extension along the transverse axis / 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 the torsional rigidity. 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 the rear wheel from twisting.

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

By forming the structural part from a fiber composite material, specific stiffnesses 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 formed in one piece.

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

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

This advantageously increases the torsional rigidity about the longitudinal axis.

The fibers made from 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 from a second fiber material, which are oriented 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 made from the second fiber material are particularly preferably oriented at a second angle of 0 ° to the longitudinal axis.

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

By using soft, more flexible fibers at an angle of 0 ° to the longitudinal axis, the bending stiffness around the transverse axis is reduced and the spring effect of the wheel is improved.

The fibers of the second fiber material are preferably glass fibers. The use of glass fibers leads, on the one hand, to the improved spring action described, and, on the other hand, causes very slow fatigue under dynamic loading. 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 action can be optimized. In particular, the flexural rigidity is increased about the yaw axis and about the longitudinal axis 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 into the second region.

This leads to a further improvement in the rigidity 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 muscle-powered vehicle according to the invention, the spring area is integrated in the bicycle frame with a local, direction-dependent change in stiffness by changing the cross-section and / or changing the layer structure. This means that the wheels deflect upwards without tilting (twisting) or yawing to the side.

It is also advantageous that the structural component of the muscle-powered vehicle according to the invention enables a suspension without joints. This advantageously reduces the number of components that get dirty and cause additional maintenance.

• 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 emerge from the following description of exemplary embodiments with reference to the associated drawings. Show it:

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

In the 1 and 2 each is a schematic view of a structural component 1 a muscle-powered vehicle according to the invention 2 shown, where 1 a version stiffened only by the shape of the cross section around the vertical axis and 2 shows an additional torsionally rigid design around the longitudinal axis using different fiber materials and angles.

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

Along the longitudinal axis A _{L of} the structural component 1 is a feather area 11 arranged. The feather area 11 has a length L, a width B and a height H, the width B being greater than the height H of the spring area 11 . This ratio of the dimensions to one another increases the flexural strength of the spring area 11 around the yaw axis A _G increased while the bending stiffness about the transverse axis A _{Q is} reduced. The greater the length L of the spring area 11 is formed, 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 furthermore has a stiffening area 12 on that between the spring area 11 and the suspension is arranged. The suspension is in the in 1 and 2 illustrated embodiments by chain stays 14th realized. The stiffening area 12 has a significantly higher flexural rigidity around the transverse axis A _Q than the spring area 11 , which avoids twisting of the rear wheel.

The structural component 1 is formed from a fiber composite material, whereby specific stiffnesses and strengths can advantageously be formed and a direction-dependent elasticity behavior can be brought about. Fibers made from a first fiber material are aligned at a first angle of +/- 45 ° to the longitudinal axis A _L , as a result of which the torsional ability about the longitudinal axis A _{L is} increased. Furthermore, fibers made of a second fiber material are oriented 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.

One with a structural component 1 Muscle-powered vehicle equipped according to the invention has, compared to wheels with known suspensions, an improved spring effect and no wear and does not require any maintenance.

The 2 shows a schematic view of a further embodiment of a structural component 1 a muscle-powered vehicle according to the invention. In this embodiment, there are local changes in rigidity due to a locally changed laminate structure. The spring area shown in cross section 11 has a first, radially outer area 5 and a second, radially inward area 6th on. Here is the first, radially outer area 5 from 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 6th from fibers of the second fiber material 4th formed, which are aligned at a second angle of 0 ° to the longitudinal axis A _L. The second fiber material 4th has a lower modulus of elasticity than the first fiber material 3 . Additionally are in the second area 6th Fibers of the first fiber material 3 integrated with an alignment of 0 ° to the longitudinal axis A _L. The feather area 11 In the illustrated embodiment, it has a hollow core.

In an alternative embodiment, 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.

In the cross section it can also be clearly seen that the height H of the spring area 11 is less than the width B of the spring area 11 .

The 3 shows a schematic view of an inventive, with a structural component 1 equipped muscle-powered vehicle 2 . With the muscle-powered vehicle 2 In the embodiment shown, it is a bicycle. The structural component 1 connects the frame with force 21st of the muscle-powered vehicle 2 with a wheel suspension 22nd of the muscle-powered vehicle 2 , in the illustrated embodiment with the wheel suspension 22nd of the rear wheel. A connection of the frame 21st with the suspension of the front wheel is also possible, for example if the vehicle powered by muscle power is a cargo bike.

List of reference symbols

1

Structural component

2

Muscle-powered vehicle

3

first fiber material

4th

second fiber material

5

first radially outer area

6th

second radially inner area

11

Feather area

12

Stiffening area

13

Bottom bracket

14th

Chain stays

21st

frame

22nd

Suspension

L.

Length of the spring area

B.

Width of the spring area

H

Height of the spring area

A _L

Longitudinal axis

A _Q

Transverse axis

A _G

Yaw axis / vertical axis

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed 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), comprising 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 area (11) is less than the width (B) of the spring area (11). Muscle-powered vehicle (2) according to Claim 1 , characterized in that the structural component (1) is formed from at least one fiber composite material. Muscle-powered vehicle (2) according to 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 the Claims 1 to 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) according to Claim 4 , characterized in that the fibers from the first fiber material (3) are aligned at a first angle of +/- 45 ° to the longitudinal axis (A _L ). Muscle-powered vehicle (2) according to 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) according to Claim 6 , characterized in that the fibers from 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 the Claims 4 to 7th , characterized in that a first radially outer area (5) of the spring area (11) made of fibers of the first fiber material (3) and a second, radially inner area (6) of the spring area (11) made of fibers of the second fiber material (4 ) is formed. Muscle-powered vehicle (2) according to one of the Claims 4 to 7th , characterized in that a first radially inner area (5) of the spring area (11) made of fibers of the first fiber material (3) and a second, radially outer area (6) of the spring area (11) made of fibers of the second fiber material (4 ) is formed. Muscle-powered vehicle (2) according to Claim 8 or 9 , characterized in that fibers of the first fiber material (3) with an orientation of 0 ° to the longitudinal axis (L) are integrated into the second region (6).

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