EP0495943A1

EP0495943A1 - Vehicle

Info

Publication number: EP0495943A1
Application number: EP19910913888
Authority: EP
Inventors: Paul Vorsteher
Original assignee: AITEC AG
Current assignee: AITEC AG
Priority date: 1990-08-10
Filing date: 1991-08-08
Publication date: 1992-07-29
Also published as: WO1992002403A1; JPH05502837A

Abstract

Un véhicule comprend un dispositif de suspension (50) connecté entre le châssis (1) du véhicule et la fixation (10) d'au moins une des roues (7) du véhicule. Le dispositif de suspension comprend un élément élastique allongé (51) composé surtout d'un matériau non métallique. L'élément élastique (51) forme une structure fermée en soi; une première section de cet élément élastique est couplée au châssis (1) du véhicule et une autre section de cet élément est couplée à la fixation (10) de la roue (7). L'utilisation d'un élément élastique en un matériau non métallique permet d'éliminer l'amortisseur usuel des dispositifs de suspension connus.A vehicle comprises a suspension device (50) connected between the chassis (1) of the vehicle and the fixing (10) of at least one of the wheels (7) of the vehicle. The suspension device comprises an elongated elastic element (51) composed mainly of a non-metallic material. The elastic element (51) forms a closed structure per se; a first section of this elastic element is coupled to the chassis (1) of the vehicle and another section of this element is coupled to the fixing (10) of the wheel (7). The use of an elastic element made of a non-metallic material makes it possible to eliminate the usual damper from known suspension devices.

Description

Vehicle

The present invention relates to a vehicle.

In vehicles, there is usually a spring between the frame of the vehicle and its wheel. The spring is mostly made of metal and such springs oscillate long after they have been compressed due to an obstacle on the road surface. For this reason, a shock absorber is assigned to the respective spring. A shock absorber is a device in which considerable wear and tear of the parts of the same occurs due to strong force.

The object of the present invention is to provide a vehicle which is designed such that its suspension does not need a shock absorber.

These and other tasks are solved in the present vehicle as defined in the characterizing part of claim 1.

Embodiments of the present invention are explained in more detail below with reference to the accompanying drawings. 1 shows schematically and in a side view a first embodiment leadership form of the present vehicle, which in this case is a bicycle and in which a circular spring element is used;

2 and 3 in a side view a section of the bicycle according to FIG. 1, the respective section containing a further embodiment of the spring element; 4 shows a side view of a section of a bicycle whose spring device contains rod-shaped spring elements; FIG. 5 shows a top view of the essential part of the spring device according to FIG. 4;

6 shows the spring device according to FIG. 4 in the compressed state;

7 similar to FIG. 1, an essential part of a bicycle in a side view;

8 shows a front view of the front part of a bicycle which is equipped with the present spring device; 9 shows the front part of the bicycle according to FIG. 8 in a side view;

10 shows the front part of the bicycle according to FIG. 8 in a rearward view;

11 is a front view of a further possibility for the suspension of the front fork in a bicycle; 12 shows a side view of a further embodiment of the guide device according to FIGS. 4 and 5; 13 shows a top view of the device according to FIG. 12; 14 shows schematically and in a side view a first embodiment of the present vehicle, which in this case is a bicycle and in which a circular spring element is used;

15 shows a top view of the rear area of the bicycle, which comprises the rear wheel fork;

16 shows a rear view of the region of the bicycle depicted in FIG. 15;

FIG. 17 shows a detail from a vertical section through the rear wheel fork according to FIG. 15;

18 shows a side view of a detail from the bicycle according to FIG. 14 when the spring element on the bicycle is in the compressed state;

19 shows a front view of the front part of a bicycle, which is equipped with a spring device of the present type;

20 shows the front part of the bicycle according to FIG. 19 in a side view;

Fig. 21 in a Se tenansicht another way for the suspension of the front fork on a bicycle; 22 shows a still further possible embodiment for the suspension of the front wheel fork in a side view and FIGS. 23 to 25 in a side view spring elements which can also be used for the suspension of the front wheel fork. The vehicle, which is shown schematically in FIG. 1 and in a side view, is a bicycle. This bicycle has a frame 1, which is usually referred to as a V-shaped frame. Such a frame 1 comprises an upper tube 2, a lower tube 3 and a seat tube 4. The front end parts of the upper tube 2 and the lower tube 3 are connected to one another via a bearing tube 5 for the shaft of a steering fork. The lower end parts of the down tube 3 and the seat tube 4 are connected to one another by a bearing housing 6 for a pedal crank.

The wheel 7, which is only shown schematically, is fastened in a holder 10. This is designed as a rocker which is triangular. The rocker 10 is also designed as a double frame. The base 11 of this essentially three corner-shaped sowing unit 10 runs almost horizontally. The wheel 7 is fastened in one of the end parts of this rocker side 11, said wheel being located between the halves 121 and 122 (FIG. 5) of the double frame 10 lying next to one another. The opposite end part of the swing base 11 is pivotally mounted on the bicycle frame 1 via a joint 15. The joint 15 forms part of the bearing housing 6 and it can be of a type known per se. The joint 15 can, for example, bearing eyes on the bearing housing 6 and have at this facing end of the rocker base 11 which are connected to one another by means of a pin. With such a joint 15, the rocker 10 can perform pivoting movements in a vertical direction.

One end of the second rocker side 12 is connected to the first rocker side 11 in the region of the joint 15. One end of the third rocker side 13 is attached to the opposite end of the horizontal rocker side 11, where the wheel 7 is also attached. These leg sides 12 and 13 of the three corner-shaped rocker 10, thus extend obliquely up from the base 11 and the other ends of which close an angle between them. This corner part of the rocker 10 can also be referred to as a node 14 of the rocker 10.

A spring device 20 is provided, which is connected between the holder 10 of the wheel 7 and the frame 1. In the illustrated case, the spring device 20 is connected between the seat tube 4 and that corner part of the rocker 10 which comprises the node 14 and which is located above the first and almost horizontal rocker side 11.

The spring device 20 comprises at least one resilient element 21, which can contain strips and / or rods. These are made of GRP, ie the material of the spring element contains fibers or threads made of a solid material such as glass or carbon and that these are embedded in or surrounded by a synthetic resin. The material of the spring element advantageously contains 40 to 90 percent of fibers or threads and the rest of synthetic resin. When using the spring element made of such a or non-metallic material, the otherwise usual shock absorber in a suspension device is omitted because the material mentioned has considerable internal friction and because such a spring has practically no reverberations.

In the case shown in FIG. 1, the spring element 21 is a self-contained structure. The spring element 21 represents a circular ring. The width of the material strip forming this ring can be, for example, 6 cm and the thickness of the same can be, for example, 1 cm. A first section 22 of the ring 21 is coupled to the vehicle frame 1 and a second or approximately opposite section 23 thereof is coupled to the holder 10 of the wheel 7. The ring sections 22 and 23 can be connected to the other parts of the vehicle, for example with the aid of screws 24, which pass through the ring sections 22 and 23 and through the relevant vehicle parts 4 and 12. It goes without saying that the spring element 21 can also have shapes deviating from the circular ring. The spring element 21, for example, oval, irregular sammengedrückt to _¬ so to be.

A further embodiment of the spring element 21 is shown in FIG. This spring element 21 comprises two strips 26 and 27 made of resilient material, each of these strips 26 and 27 being bent outwards and can be referred to as a circular ring segment. The width and the thickness d ⁱ eser strip may be such as has been indicated in connection with the resilient ring 21st The end surfaces of the strips 26 and 27 have inclined surfaces 28, via which the end parts of the strips 26 and 27 are connected to one another. The Fecerεlement 21 then has the shape of a lens or an eye. The middle or convex part of the respective strip 26 or 27 is attached to the seat tube 4 or to the rocker 10, for example with the aid of screws 24.

Fig. 3 shows in a Seitenans CHT yet another exporting _¬ approximate shape of the spring element 30. This spring element 30 comprises two strips or circular ring segments 31 and 32 of resilient material, each of said strips is arcuate ge inward 31 and 32. This bend can be specific to the strips 31 and 32 or it can be caused by the type of fastening of the respective strip 31 or 32 to the relevant vehicle parts. The width and thickness of these strips 31 and 32 can be as specified in connection with the resilient ring 21. The end parts of the strips 31 and 32 have end faces 29 which lie in the same plane. The end faces 29 of a de r strip 31 are connected to the seat tube 4. The end faces 29 of the other strip 32, however, are connected to the rocker 10. The end faces 29 can be glued to the tubes 4 and 10, for example. The shape of such a spring element 30 is reminiscent of the shape of the letter X, the legs of which are curved. With the spring element 21 made of circular ring segments, greater spring travel than with the annular spring element can be achieved.

However, the spring device 20 can also contain spring elements 35 which have the shape of at least one essentially straight strip or rod. 4 shows a detail from a bicycle, in which such a spring device 20 is shown in a side view. Fig. 5 shows the essential part of the detail shown in Fig. 4 in a plan view. The spring bars 35 have a square cross section. The end of the respective spring bar 35 is inserted into a disk 36. These disks 36 are pivotally mounted on the vehicle frame 1 and on the wheel holder 10. The spring device 20 comprises four rod-shaped spring elements 35, two rods 35 each one above the other (Fig. 4) and two bars 35 next to each other (Fig. 5). Accordingly, two disks 36 are attached to the side of the seat tube 4 and a further four disks 36 are pivotably attached to the wheel holder 10. The fastening of the bars 35 in the disks 36 is carried out in such a way that the respective end of the spring bar 35 is arranged in the peripheral part of the corresponding disk 36 in such a way that the longitudinal axis of the spring bar 35 through the receiving disk 36 outside the center or the axis of rotation of this receptacle be 36 runs.

In Fi. 4 and 5, a device 40 is also shown, which guides the corner portion 14 of the racnold 10 relative to the frame 1. This guide device 40 is assigned to the spring elements 35 and forms a further component of the spring device 20. The guide device 40 has parts or tubes 41 and 42 which engage in one another in a telescopic manner, of which one part 41 with the vehicle frame 1 and the other other part 42 is coupled to the wheel holder 10. If the upper corner 14 of the rocker 10 changes its distance from the frame 1, then the tubes 41 and 42 move against each other. Since these tubes 41 and 42 fit into one another, straight guidance of the knot 14 is also ensured, so that the upper corner part 14 of the rocker 10 cannot wobble to the left and right relative to the frame 1. FIG. 6 corresponds to the illustration from FIG. 4. In FIG. 6, the spring device 20 is shown in the compressed state. In this state, the spring bars 35, thanks to the eccentric mounting of the ends thereof in the disks 36, are bent outwards and the parts 41 and 42 of the guide device 40 are more inserted into one another.

Fig. 7 shows, similar to Fig. 1, an essential part of a bicycle in a side view. In this case too, the holder 10 for the Rac 7 is embodied as a three-cornered rocker arm, which is designed as a double frame. In contrast to the rocker 10 according to FIG. 1, this rocker arm 10 is articulated on the frame 1 at a distance from the bearing housing 6. The swing arm bearing 15 is located above the bearing housing 6 and it is attached to the side of the seat tube 4 facing the interior of the frame. One of the spars 111, which are components of the base 11 of the rocker 10 designed as a double frame, lie on the two sides of the seat tube 4 and end at the joint 15. The base 11 of the rocker 10 extends obliquely to the rear from Joint 15 away. All types of spring devices 20 can be assigned to such a rocker 10. Such a design of the suspension of the rocker arm 10 affects the ratio between the length of the stroke of the wheel 7 and the length of the stroke of the corner piece 14. With a suitably chosen height of the Order of the joint 15 desired values of the ratio mentioned can be achieved. These values can also be achieved by a suitable choice of the length and shape of the sides 11, 12 and 13 of the rocker 10.

8 shows a front view of the front part of a cabin, which is equipped with the present spring device 20. Fig. 9 shows this part of the bicycle in a Se tenans cht and Fig. 10 shows this part of the bicycle in a rear view. In the bearing tube 5 of the frame, the shaft 55 of a handlebar is pivotally supported by means of roller bearings. Two supports 56 and 57, which are located at a distance from one another, are provided, which are fixedly connected to the steering rod shaft 55. These carriers or holders 56 and 57 are essentially plate-shaped and they have a substantially V-shape. The corner-shaped area of the V-plates 56 and 57 is connected to the handlebar shaft 55. Bores are made in the end parts of the V-legs, through which telescopic legs 58 and 59 pass. In the area of these bores, spacer sleeves 38 extend between the plates 56 and 57, which are screwed to these plates. The plates 56 and 57 and the telescopic legs 58 and 59 form the front fork 50 of the bicycle.

The respective telescopic leg 58 or 59 contains an inner tube or guide tube 61, the upper part of which is fastened in the V-plates 56 and 57. The remaining part of the inner tube 61 protrudes from the lower V-plate 57 and the lower part of this tube 61 is in an outer tube 62. At the free end of the outer tube 62 one of the end parts of the shaft of the front wheel is fastened. The outer tube 62 can be moved up and down along the inner tube 61 mounted in it, and is secured against falling out by means of a flange 37 which is screwed onto the guide tube 61.

An approximately U-shaped bracket 63 is provided, the legs 64 and 65 of which are connected to the outer tubes 62 via connecting webs or adapter pieces 66. The yoke 67 of the U-shaped bracket 63 is located in the vicinity of the lower V-plate 57 and it bridges the distance between the telescopic legs 58 and 59. The top of the yoke is provided with a pressure part or a pressure plate 78. The upper V-plate 56 has a forward-facing, plate-shaped extension 68 which is practically above the pressure plate 78. The spring device 20 is located between this extension 68 and the pressure plate 78 on the yoke 67 of the bracket 63. In the case shown, the spring element 21 of this device 20 is a ring which rests on the inside of the pressure parts 68 and 78.

11 shows a further possibility in a front view, how the front wheel of a bicycle can be cushioned. The front fork 50 of the bicycle comprises a fork-shaped wheel holder 71. This consists of fork tines 51 and 52 and a yoke 53 which connects the upper ends of the fork tines 51 and 52 to one another. In the middle of the yoke 53, a piston 70 is fastened, which projects from the top of the yoke 53. The shaft 55 of the handlebar 54, which is mounted in the bearing tube 5 with the aid of roller bearings, is open at the bottom and is designed as a cylinder. The piston 70 on the wheel holder 71 is inserted from below into the handlebar shaft 55, where it is slidably mounted. A stop plate 39 prevents the fork from falling out of the handlebar shaft 55. A counter yoke 73 is connected to the lower end of the shaft 55 of the handlebar 54, which is practically parallel to the yoke 53 on the front fork 50 and which is from the yoke 53 on r front fork 50, however, is at a distance. Guide bolts or driver pins 74 hang down from the counter yoke 73. On the fork tines 51 and 52 guide bushes 75 are attached, in which the guide pins 74 are slidably mounted.

Above the bearing tube 6, a first abutment or pressure part 76 for one side of the spring device 20 is attached to the handlebar shaft 55. This abutment 76 can, for example, be designed as a plate. There is a second one on the fork 50, in particular in the region of the fork yoke 53 Abutment or pressure part 77 for the spring device 20 attached to the wheel holder 71. This abutment 77 can also be designed as a plate. The present spring device 20 is located between the abutments 76 and 17.

When driving over bumps, the wheel holder 71 is pushed upwards. The spring 21 yields, so that the piston 0 penetrates deeper into the handlebar shaft 55. The guide bolts 74 ensure that the wheel holder 71 pivots only in accordance with the handlebar 54.

The essential components of a guide device 40, which represents one of the components of the spring device 20, have already been described in connection with FIGS. 4 and 5. A further embodiment of the guide device 40 is shown in FIGS. 12 and 13. 12 shows the guide device 40 in a side view and FIG. 13 shows the same guide device 40 in a plan view.

The telescopic outer tube 41 and the telescopic inner tube 42 of the guide device 40 according to FIGS. 12 and 13 are clamped between two practically opposite parts of the spring ring 21. One part of the ring 21 is screwed between the telescopic inner tube 42 and a counter bearing 43. The other part of the ring 21 is with the telescopic _ PCI7CH91 / 00162

1 5

The outer tube 41 and the upper corner portion 14 of the rocker 10 are also screwed. The outer tube 41 is designed as a T-tube, the inner tube 42 being pushed into the standing part 44 of the outer tube 41 and being longitudinally displaceable therein. Uerteiles in the end portions of ^Q 45 of the outer tube 41 are inserted Achststücke 46 and 47 with a sleeve 48 and secured by a union utter 49th To each of these axle pieces 46 and 47, one of the spars 131 of the rocker arm 10 designed as a double frame is connected. The spars 131 of the e _¬ wei time Einze l frame or swing half are located at a distance from each other. This distance corresponds approximately to the length of the shaft ces wheel 7, which is fixed in the rocker 10.

In the outer wall of each leg of the _Q uerrohres 45 screws are used 81 and 82, in such a way that the head thereof is located in the interior of the tube 45th The Bol¬ zen these screws 81 and 82 are thus of de r outside of the ^Q uerrohres 45, and they go through the spring ring 21 by hin¬. On the spring ring 21 there is a tab 83 and on this tab 83 only the nuts of the screws 81 and 82 rest. The opposite part of the spring ring 21 is zw _i's two rectilinear flanges 84 and 85 clamped, wel¬ che be pressed by means of screws 86 against each other. One flange 84 is at the outer end of the telescope interior tube 42 molded. The other flange 85 is integrally formed on the abutment 43. The abutment 43 is connected via an adjusting bearing 88 to a bearing block 87 which is adjustably fastened on the seat tube 4.

The vehicle, which is shown schematically in FIG. 14 and in a side view, is a bicycle. The wheel 7, which is the rear wheel in the example shown and which is only shown schematically, is fastened in a holder. This holder comprises a rocker arm 10 and a suspension device 50.

The rocker 10 is substantially triangular in a side view, and it is designed as a double frame. This means that the rocker arm 10 comprises two frames 8 and 9 (FIGS. 15 and 16), each of which is substantially triangular in a side view. The respective Schwingenhäl te 8 and 9 has a base side 11, a steep side 12 and an inclined side 13, which are firmly connected to each other, so that the rocker half 8 or 9 is a rigid structure or a rigid frame. In the corner points of the rocker halves 8 and 9, where the end parts of the base side 11 and the inclined side 13 of the respective rocker halves 8 and 9, which are remote from the frame 1, there is that point 16 where one of the end parts of the Shaft (not shown) of the wheel 7 is connected to the rocker 10. The wheel shaft is connected to the rocker arm 10 in a manner known per se with the aid of nuts.

The base 11 of the rocker halves 8 and 9 has a longer section 17 and a shorter section 18. These two sections 17 and 18 of the base 11 are rigidly connected to one another at one end, so that the base 11 forms a rigid whole. The axes A17 and A18 of sections 17 and 18 of Grundsei.te 11 are at an obtuse angle alpha to each other. This angle alpha can be between 5 and 30 degrees and can advantageously be 18 degrees. The longer section 17 of the base 11 runs essentially horizontally in the unloaded state of the rocker 10. The shorter section 18 of the base side 11, however, runs obliquely upwards.

The end part of the shorter section 18 of the base side 11 facing the vehicle frame 1 is connected to the vehicle frame 1 via a joint 15. This end part of the base 11 is provided with an eye 19. An axis 14 of the joint 15 is mounted in the seat tube 4, directly above or as close as possible to the bottom bracket 6, which is practically perpendicular to the plane in which the frame 1 lies. The end portions of the axis 14 protrude from the opposite sides of the seat tube 4. The eyes are on these stub axles 14 19 of the base sides 11 of the rocker halves 8 and 9 are pivotally mounted so that the rocker 10 can pivot or swing about the axis 14. This means that the force which is (not ^shown) by operation of the pedal cranks ver¬ ursacht and transmitted to the swing arm 10 via the chain and the rear wheel 7 to the position of the rocker can not ken auswir¬ 10, to the axis of the A17 longer section 17 of the green side 11 should be directed against the bottom bracket 6 as far as possible. For the same reason, the joint 15 for the mounting of the rocker 1.0 lies directly above the bottom bracket 6. So that the base 11 can be connected to the axis 14 of the joint 15, it has the cranked and obliquely upwardly extending section 18, the end part thereof is connected to axis 14.

The oblique side 13 of the rocker half 8 or 9 is, like the base side 11, made of a tube and runs essentially in a straight line. The inclined side 13 is at the base side 11 or to the longer section 17 of the base side 11, at an apex angle Beta. This angle beta, which is shown separately in FIG. 14 as an angle between the axes A13 and A17 of the sides 13 and 17 of the rocker halves 8 and 9, is between 10 and 30 degrees and is advantageously 20 degrees. The length of the inclined sides 13 of the Schwingenhäl th 8 or 9 is chosen so that it does not end above the joint 15 the, but they continue past the seat tube 4 left or right past. The front end parts 20 of the inclined sides 13 lie in a space which is laterally delimited by the top tube 2, the bottom tube 3 and the seat tube 4. This end section 20 is designed such that it enables the connection of the inclined side 13 to the spring device 40.

The one or lower end of the second rocker side 12 is connected to the first rocker side 11 in the area or in the vicinity of the joint 15. The lower end of the steep side 12 is thus rigidly connected to the shorter section 18 of the base side 11 of the rocker 10. The other or upper end of the steep side 12 is also rigidly connected to the inclined side 13 of the rocker half 8 or 9, namely above the connection l le of the lower end part of the steep side 12. The steep side 12 can be designed as a single piece of pipe, which extends between the base 11 and the inclined side 13 of the same rocker half 8 and 9 respectively.

Steep side 12 can, however, also be designed as an essentially X-shaped structure, which is shown in a rear view in FIG. 16. The legs 21, 22, 23 and 24 of such an X-shaped structure 12 lie practically in the same plane and the inner end parts thereof can be welded to one another. The middle section of such The steep side 12 lies approximately in the middle between the swing halves 8 and 9 and in the middle between the base sides 11 and the inclined sides 13 of the same. The end portions of the upper legs 21 and 22 protruding from the center are firmly connected to the inclined sides 13 of the rocker halves 8 and 9. The protruding end portions of the lower legs 23 and 24 are firmly connected to the base 11 of the rocker halves 8 and 9. With the help of this steep side 12 of the rocker arm 10, a transverse stiffening of the rocker arm 10 is achieved, which is of particular advantage when the vehicle is used, for example in uneven terrain.

FIG. 15 shows yet another embodiment of the steep wall 12, which also has legs arranged in an X-shape. This steep wall 12 has eight legs. Four legs are located above and four legs are located below the center of the steep side 12. Of these, only the upper four legs 121, 122, 221 and 222 are shown in FIG. 15. The lower legs underneath are designed in the same way, although they are directed against the base 11 and connected to it. The upper and lower legs are at an acute angle to one another, so that this steep side 12 is an X-shaped structure. However, this structure is a spatial structure. On pages 11 and 13 of the respective swing arm half 8 9 are two legs 121 and 221 or 122 and 222 of the spatially X-shaped steep wall 12 connected.

Rungs 25 and 26 also provide transverse reinforcement for the rocker 10. The first rung 25 extends between the base sides 11 of the rocker halves 8 and 9. The second rung 26 extends between the inclined sides 13 of the rocker halves 8 and 9. These rungs 25 and 26 run practically horizontally and transversely to the longitudinal direction of the rocker halves 8 and 9. They are practically parallel to one another and their ends are firmly connected to the sides 11 and 13 mentioned. However, these rungs 25 and 26 can also be dispensed with if the steep side 12 offers sufficient transverse stiffening.

As can be seen from FIG. 16, the end parts 20 of the inclined sides 13 of the rocker halves 8 and 9 are at a distance from the seat tube 4. This distance should be as small as possible for practical reasons. If the rocker 10 is laterally stressed, it could happen under these circumstances that the rocker 10 is laterally deflected and that one of the inclined sides 13 of the rocker 10 strikes the seat tube 4. In order to prevent this, the rocker 10 also includes a device 30 for transverse stabilization. The stabilizing device 30 is designed in such a way that it prevents the Swing arm 10 moves out of its central position when it is laterally stressed. For this purpose, the stabilization device 30 is connected between the seat tube 4 and the rocker 10. This device 30 must also be designed such that it does not hinder the swinging movements of the rocker 10 around the axis 14.

The stabilizing device 30 (FIGS. 14, 17 and 18 ⁾ comprises elongated and articulated links 31, 32, 33 and 34. The first link 31 is attached at one end to the rear of the seat tube 4 above the upper rung 26 of the rocker arm 10. The last-mentioned link 34 is attached at one end to the top of the upper rung 26, there being a distance between the free ends of the end links 31 and 34 of the device 30, which is bridged by the remaining links 32 and 33 of this device 30. The first and last device members 31 and 34 comprise rigid plates 35 and 36 which are fastened at a distance from one another on the seat tube 4 and on the top rung 26, respectively. A bolt 37 passes through these plates 35 and 36.

Between the plates 35 and 36 of the first link 31 there are first end parts of elongate tabs 38 and 39, which are held at a distance from one another and parallel to one another by means of a roller 40. Through these end parts of the tabs 38 and 39 and through the roller 29, the pin 37 also passes through, so that the tabs 38 and 39 can be pivoted about this pin 37. The tabs 38 and 39 make up the essential part of the second device element 32. The third device member 33 is pivotally connected to the other end parts of the tabs 38 and 39 of the second member 32. This third link 33 comprises two tabs 41 and 42, which are likewise elongate and also perforated in their end portions. A roller 40 is arranged between each of these end portions. The end parts of the tabs 38 and 39 of the second link 32 assigned to the third link 33 rest on the outside of the tabs 41 and 42 of the third link 33, for which purpose they are deflected out of the plane of the tab 38 and 39, respectively could be. A bolt 37 also passes through these end parts and through the roller 40 lying therebetween. The other end section of the third link 33 is located between the plates 35 and 36 of the fourth link 34, these end sections also being connected to one another in an articulated manner by means of a bolt 37.

When the rocker 10 (FIG. 18) is loaded, the upper rung 26 moves forward because the rocker 10 pivots about the axis 14. Here, the last link 34 also moves forward together with the rung 26 and takes the lower end part of the penultimate link 33 with it. That’s what happens penultimate link 33 in an inclined position, which can be seen from FIG. 18. With a greater load on the rocker 10, the entire penultimate link 33 even moves forward, so that the second link 32 reaches a steeper position. When the rocker 10 is relieved, the middle links 32 and 33 return to their rest position, which can be seen in FIG. 14.

A spring device 50 is provided, which is connected between the rocker arm 10 and the frame 1. The spring device 50 comprises at least one resilient element 51, which can contain strips and / or rods. These are made of GRP. This means that the material of the spring element fibers or threads made of a solid material, such as made of glass or carbon, and that they are embedded in or surrounded by a synthetic resin. The material of the spring element advantageously contains 40 to 90 percent fibers or threads and the rest synthetic resin. When the spring element made of such or non-metallic material is used, the otherwise usual shock absorber in a suspension device is eliminated, since the material mentioned has considerable internal friction and because such a spring therefore has practically no oscillations.

In the case shown in FIG. 14, the spring element 51 is an in closed entity. The spring element 51 represents a circular ring. The width of the material strip forming this ring can be, for example, 6 cm and the thickness of the same can be, for example, 1 cm. A first section of the ring 51 is coupled to the vehicle frame 1 and a second and approximately opposite section thereof is coupled to the rocker 10. The connection of the ring sections mentioned to the frame 1 and the rocker arm 10 can take place, for example, with the aid of clamping devices 52 known per se, which enable simple and quick replacement of the spring element 51. This offers the possibility of selecting and using, from a supply of spring elements 51 having different properties, that which best corresponds to the given conditions, such as the weight of the driver, the nature of the terrain, etc. The spring element 51 can have different shapes from the circular ring. The spring element 21 can, for example, be oval, unevenly compressed, etc.

In the illustrated case, the spring device 50 is interposed between the free end parts 20 of the inclined sides 13 of the rocker arm 10 and an abutment 53 formed on the frame 1. The abutment 53 comprises a pipe section 54 which is attached at one end to the inside of the down pipe 3. The direction of the axis A54 of the Rorstück 54 extends to the direction the axes A13 of the inclined sides 13 of the rocker arm 10 almost or even completely parallel, so that the spring properties of the suspension ring 51 can be optimally used while driving the vehicle. The spring element 51 is thus located in a space which is laterally delimited by the top tube 2, down tube 3 and by the seat tube 4. It can also be said that the spring element 51 is located inside the frame 1. The ring 51 lies in a plane in which the tubes 2 to 4 of the frame 1 are also located.

The spring device 50 can, however, also contain spring bodies which have the shape of a straight or at least substantially straight or even curved strip or rod. If the strip is straight, then its end parts can be fastened in or on the edge part of a pivotable end piece in such a way that the longitudinal axis of the spring rod or at least its end part runs through the end piece outside the center or the axis of rotation of the end piece. Such suspension rods or strips can be used to cushion the front wheel of a bicycle, for example.

19 shows a front view of the front part or the front fork of a bicycle which can be equipped with the present spring device 50. 20 shows this par- Tie the bike in a side view. The fork has a shaft 55 which is pivotally mounted in the bearing tube 5 (FIG. 14) of the frame 1 and to which the handlebar (not shown ^{) is connected} in a known manner. The shaft 55 is mounted in the bearing tube 5 in a known manner with the aid of roller bearings.

At the lower end of the delivery shaft 55, two supports 56 and 57 are fastened at one end, which are approximately tubular and which lie approximately in a horizontal plane. They extend divergently away from one another from the steerer tube 55, so that, viewed in plan view, they run like the legs of the letter V. Telescopic legs 58 and 59 are connected to the end parts of the supports 56 and 57 protruding from the fork shaft 55, the longitudinal axis of which extends practically or almost vertically. The respective telescopic leg 58 or 59 comprises a sleeve 60 to which the respective carrier 56 or 57 is directly connected. From the point of view of the mode of operation of the present object, the fork shaft 55, the supports 56 and 57 and the sleeves 60 still belong to the frame 1 of the vehicle.

A fork leg 61 is mounted longitudinally displaceably in the respective sleeve 60. In the present case, these fork legs 61 form a rocker arm 10, which is movable relative to the frame 1 and which is used to hold one of the wheels 7 of the vehicle. sti mt is.

The fork leg 61 has an upper, practically zl-shaped and shorter section 62 which can move in the sleeve 60. The fork leg 61 also has a lower, longer section 63 which tapers towards the lower end thereof and which is integral with the cylindrical-shaped fork leg section 62. The lower end part of the lower fork leg section 63 is provided with a plate 16, which is known per se and has a slot and is intended for connecting the shaft of the front wheel 7 to the fork. The front wheel 7 is shown schematically in FIG. 19 by the hose of the same. In that end region of the cylindrical fork leg section 62, which adjoins the conical fork leg section 63, a stop 66 is fastened, which limits the length of the upward stroke of the fork leg 61. Below this stop 66 are screws 67 for attaching the shoe brake (not shown) to the fork.

The upper and lower mouth of the sleeve 60 is provided with a bearing bushing 64 and 65. The diameter of the opening in these bushes 64 and 65 is slightly smaller than the diameter of the opening in the sleeve 60, so that the fork leg 61 slides in the bearing bushes 64 and 65. These bushings 64 and 65 are made of a plastic that allows the fork legs 61 to slide and which at the same time dampens shocks to the fork legs 61 and slight vibrations thereof.

A first, upper bearing point 68 for a rod-shaped spring element 70 is formed on the outside of the sleeve 60, and a second, lower bearing point 69 for the spring element 70 is formed in the lower region of the conical section 63 of the fork leg 61. The upper bearing point 68 can be designed as a plate protruding vertically from the sleeve 60, in which an opening for a fastening screw is made. The fastening screw can, however, be embedded in such a plate. It is also conceivable that one end of a screw bolt, to which one of the end parts of the spring element 70 can be connected, is fastened in the sleeve 60. The upper bearing 68 is expediently located on the front of the sleeve 60. The lower bearing 69 can be configured in the same way as the upper bearing 68. The lower bearing 69 is advantageously arranged on the outside of the conical fork leg section 63. This is possible because this fork leg section 63 is relatively narrow in comparison with the sleeve 60.

The spring element 70 has end pieces 71 and 72, in or on which the end parts of an essentially rod-shaped spring derkörper 73 are attached. The end pieces 71 and 72 can have p-plate-shaped sections 74, in which holes 75 (FIG. 23) are made for the passage of the fastening screw already mentioned. Furthermore, the end pieces 71 and 72 have sections 76 for receiving the end parts of the spring body 73. These receiving sections 76 can be designed, for example, as cavities, the shape of which corresponds to the shape of the end part of the spring body 73 inserted therein. The longitudinal axis of the receiving section 76 lies at a distance from the center of rotation of the end piece 71 or 72, ie at a distance from the hole 75 in the flat section 74 of the end piece 71 or 72.

20 shows a spring element 70, the spring body 73 of which has an arcuate shape when the fork is unloaded and the thickness of which is the same everywhere. The end parts of this spring body 73 are fastened in the end pieces 71 and 72, the respective end part being arranged eccentrically with respect to the hole 75 in the relevant end piece 71 or 72. When loaded, the fork leg 61 moves upwards in the sleeve 60. In Fig. 20, the upper outer position of the fork leg 61 is indicated by dashed lines. In this uppermost position, the stop 66 comes to rest on the lower bush 65 on the sleeve 60 and the upper end part of the cylindrical fork leg section 62 protrudes out of the sleeve 60 at the top out. Since the distance between the bearing points 68 and 69 of the spring element 70 is now smaller, the curvature of the spring body 73 is greater. After relieving the pressure on the fork leg 61, it returns to its starting position and the spring body is given its original shape.

In the fork according to FIG. 21, the spring body 73 has the shape of a straight rod which is of the same thickness everywhere, the end parts of which are eccentrically supported in the end pieces 71 and 72. When the fork leg 61 is loaded, the eccentric mounting of the spring body 73 causes it to bend forward as soon as the distance between the bearing points 68 and 69 of the spring element 70 becomes smaller. The spring body 73 in the fork according to FIG. 22 is arc-shaped and, in addition, the thickness of the spring body 73 increases towards the center thereof. In the case of such a spring body 73, the course of the spring force over the entire stroke of the fork leg is 61 g, as if it were a rod body 73 of the same thickness everywhere.

As can be seen, the course of the spring action during the stroke can be adjusted as desired by a special design of the spring body 73. This can also be achieved by designing the spring body 73 as a composite body. 23 to 25 show three possible configurations for such composite bodies. The composite body 73 according to FIG. 23 has two casing strips 77 and 78, between which a filling element 79 is located. The distance between the sleeve strips 77 and 78 increases towards the center of the spring body 73 and the filling element 79 completely fills the gap between the sleeve strips 77 and 78. 24, two filling elements 79 are provided, which are located at a distance from one another, so that each of these is located within one of the halves of the spring body 73. 25 shows a spring body 73 in which the filling element 79 fills only the central region of the length of the spring body 73. Through the choice of the material of the casing strips 77 and 78 as well as the filling element or the filling elements 79, the properties of the spring body 73 can be changed and adjusted within wide limits and according to the respective situation.

The spring device disclosed here can be used not only on single-track vehicles but also on other types of vehicles.

Claims

1. Vehicle, characterized in that the spring device ⁽ 20 ⁾ , which is connected between the vehicle frame ⁽ 1) and the holder ⁽ 10 ^{) of} at least one of the vehicle wheels (7), contains at least one resilient element (21; 35), which is elongated and which mainly consists of a non-metallic material.

2. Vehicle according to claim 1, characterized in that the spring element (21) is a self-contained structure, that a first section of such a spring element with the vehicle frame (1) and another section of the same with the holder (10) of the wheel ( 7), and that the spring element (21) can have the shape of a ring, an oval or a lens in longitudinal section.

3. Vehicle according to claim 1, characterized in that the spring element has the shape of at least one curved strip (30) or a substantially straight strip (35) and that the ends of the strip are coupled to the other parts of the vehicle.

4. Vehicle according to claim 3, in which the spring device comprises at least one spring which runs essentially in a straight line. Element (35), characterized in that the Feder¬ device (20) further comprises discs (36), at least one of which is pivotally mounted on the vehicle frame (1) and on the wheel holder ⁽ 10 ⁾ , and that the respective end of the spring strip (35) is fastened in the peripheral part of one of the disks ⁽ 36 ⁾ , these fastening points advantageously being arranged in such a way that the longitudinal axis of the spring strip through the receiving disk ⁽ 36 ⁾ runs eccentrically.

5. Vehicle according to claim 1, characterized in that the wheel holder (10) is designed as a swing arm on the vehicle frame ⁽ 1) and that the spring device (20) between the rocker arm (10) and the vehicle frame (1) is switched i st.

6. Vehicle according to claim 1, characterized in that the spring device (50), which is switched between the vehicle frame (1) and the rocker (10) for one of the vehicle wheels (7), at least one resilient element ( 51; 70), whose length is greater than its thickness, and that this spring element is at least predominantly made of a non-metallic material.

7. Vehicle according to claim 1, which is a two-wheeler, characterized in that the wheel holder (10) as a telescopic is designed fork and that the spring device (20) between the telescopic fork and the fork bearing is connected to the bicycle frame.

8. Vehicle according to claim 5, which is a two-wheeler, characterized in that the inner end portions (20) of the Schrägsei¬ th ⁽ 13) of the rocker (10) extend into the interior of the frame ⁽ 1 ⁾ and that the spring device (50) between the vehicle frame (1) and the end parts (20) of the swing arm inclined side (13).

9. Vehicle according to claim 1, which is a two-wheeled vehicle, characterized in that the wheel holder (10) is designed as a telescopic fork and that the spring device (50) between the telescopic fork (10) and the vehicle frame (1) created it.

10. Vehicle according to claim 1, characterized in that the spring element (21; 35; 51; 73) fibers or threads made of a solid material, such as. made of glass or carbon, and that they are embedded in a synthetic resin.