FR3125007A3 - Motorcycle fender and motorcycle equipped with it - Google Patents

Abstract

Motorcycle mudguard and motorcycle provided therewith Motorcycle mudguard (1) with an elongated first main body (2) and a second main body (5) extending away from a first end (3) of the first main body (2) with a first angle (6) and a third main body (11) which extends away from a second end (4) of the first main body (2) with a second angle (12), wherein the second main body (5) has a longitudinal extension which is greater than the longitudinal extension of the third main body (11) and the first main body (2) comprises side edges ( 15) which extend on both sides of its longitudinal axis (13) and, at the side edges (15), there are lateral fins (14) which extend in the direction of the longitudinal axis (13) , and the second main body (5) comprises a central part (7) which extends along its longitudinal axis (8) and side parts (9) which extend from both lateral sides of the central part (7) at an angle away from it, wherein the first main body (2) comprises, at the first end (3), a portion of main body (16) which comprises, on an upper side, a surface segment (18) made in a generally planar manner, from which depart, at an angle, portions of lateral fins (19) and between the segment of surface (18) and the fin portions (19), a transition zone (26) is provided, characterized in that the wall thickness (WS) of the side fin portions (19) is greater than or equal to the wall thickness (WA) of the surface segment (18) in the transition zone (26) between the surface segment (18) and the fin portions (19) and, at the center (27) of As the surface segment (18) extends in width, a first rib (28) extends away from the surface segment (18). Figure to be published with abstract: Figure 2

Description

Motorcycle fender and motorcycle equipped with it

A motorcycle fender has an elongated first main body and a second main body that extends away from a first end of the first main body at a first angle and a third main body that extends away from a second end of the first main body at a second angle, wherein the second main body has a longitudinal extension which is greater than the longitudinal extension of the third main body and the first main body comprises side ridges which extend to both sides of its longitudinal axis and at the side ridges are provided side fins which extend in the direction of the longitudinal axis, and the second main body includes a central part which extends along its longitudinal axis and lateral parts which extend from both lateral sides of the central part at an angle away from it, in wherein the first main body comprises, at the first end, a main body portion which comprises, on an upper side, a surface segment made generally planar, from which depart, at an angle, portions of side fins and between the surface segment and the fin portions, a transition zone is provided.

The present invention further relates to a motorcycle with a front wheel rotatably arranged on a telescopic fork by means of a wheel axle and a rear wheel and a drive motor as well as a heat exchanger.

Such a motorcycle mudguard can, for example, be arranged at the front of a motorcycle and cover the front wheel there, in order to protect the driver of the motorcycle against water or stones or the like thrown up by the front wheel.

The motorcycle can be an off-road sports motorcycle used, for example, as a motocrosser or as a road-legal motorcycle.

Such a motorcycle mudguard has already been described by the applicant and has proven itself in practice. However, the applicant has recognized that the known mudguard could still be improved. This concerns, on the one hand, the protection of the driver when traveling with the motorcycle including the motorcycle mudguard, for example on unpaved terrain as well as the motorcycle itself.

When a motorcycle fitted with the known fender travels over unpaved terrain, the fender is subjected to forces which tend to vibrate the fender in the direction of the vertical axis of the motorcycle and also tend to twist the motorcycle fender around the longitudinal axis of the fender.

Due to excitation by vibrations in the direction of the vertical axis of the motorcycle, the mudguard of the motorcycle tends, at its connection with the motorcycle, to form micro-cracks which may cause failure. of the motorcycle mudguard and due to the twisting of the motorcycle mudguard, the rider is not protected against upwardly thrown dirt, such as mud or stones etc., at least in the short term .

The objective of the present invention is therefore to counteract the two disadvantages with the motorcycle mudguard according to the invention and to provide a motorcycle with the mudguard to be created.

The invention has, in order to achieve the objective with respect to the motorcycle mudguard, the present characteristics: the wall thickness (WS) of the side fin portions is greater than or equal to the wall thickness ( WA) of the surface segment in the transition zone between the surface segment and the fin portions and, at the level of the center of the width extension of the surface segment, a first rib extends away from the area segment.

• la première nervure s’étend en s’éloignant du segment de surface dans une direction globalement opposée à la direction de l’extension des portions d’ailettes s’éloignant du segment de surface ;
• de chacun des deux côtés de la première nervure, est prévue au moins une autre nervure qui, vue dans la direction de l’axe vertical de la première nervure, présente une extension longitudinale plus petite que la première nervure ;
• les portions d’ailettes s’étendent en s’éloignant globalement à angle droit, vues du segment de surface ;
• les portions d’ailettes présentent une épaisseur de paroi (WS) d’au moins 4 mm et le segment de surface présente une épaisseur de paroi (WA) d’au moins 2,5 mm ;
• les portions d’ailettes présentent une épaisseur de paroi (WS) de 4 à 8 mm, plus particulièrement de 4 à 6 mm, plus particulièrement de 5 mm et le segment de surface présente une épaisseur de paroi (WA) de 2,5 à 5 mm, plus particulièrement de 2,5 à 4 mm, plus particulièrement de 4 mm ;
• le segment de surface présente, entre les zones de transition, un évidement s’étendant à partir d’un côté supérieur du segment de surface, dans la direction de l’extension des portions d’ailettes, à partir duquel s’étend la première nervure ;
• les ailettes latérales sont adjacentes, au niveau des arêtes latérales, au premier corps principal et forment une ligne de contact correspondante et un plan tangentiel de l’ailette latérale correspondante et un plan tangentiel du premier corps principal se coupent au niveau de la ligne de contact et, entre les plans tangentiels, est formé un angle externe (A1, A2, A3) et l’angle externe (A1, A2, A3) augmente à partir du segment de surface en direction de la deuxième extrémité ;
• l’évidement présente une surface frontale délimitant le premier corps principal en direction du deuxième corps principal et la surface frontale est munie d’au moins un premier passage qui permet le logement d’un moyen de fixation ;
• le garde-boue de moto est muni, dans la zone de contact entre le premier et le deuxième corps principal, d’au moins un deuxième passage qui permet le logement d’un moyen de fixation ;
• le garde-boue de moto comprend, au niveau de la première extrémité du premier corps principal, un méplat qui est muni d’un renfoncement ;
• une configuration correspondante en Y inversé en vue en coupe à travers le premier corps principal et les ailettes latérales transversalement par rapport à l’axe longitudinal du premier corps principal ;
• le deuxième corps principal présente, à partir de la première extrémité du premier corps principal, une configuration concave adaptée à une courbe d’enveloppe de la roue ;
• le troisième corps principal présente, à partir de la deuxième extrémité du premier corps principal, une configuration concave adaptée à une courbe d’enveloppe de la roue ;
• le garde-boue de moto présente, au niveau de son côté interne correspondant à une roue, une configuration de surface résistance aux salissures ;
• le troisième corps principal présente, au niveau de sa partie d’extrémité distante de la deuxième extrémité, des portions d’extrémité arrondies.

Different advantageous embodiments of the motorcycle mudguard according to the invention are described in the following:

• the first rib extends away from the surface segment in a direction generally opposite to the direction of extension of the fin portions extending away from the surface segment;
• on each of the two sides of the first rib, there is provided at least one other rib which, seen in the direction of the vertical axis of the first rib, has a smaller longitudinal extension than the first rib;
• the fin portions extend away generally at right angles, seen from the surface segment;
• the fin portions have a wall thickness (WS) of at least 4 mm and the surface segment has a wall thickness (WA) of at least 2.5 mm;
• the fin portions have a wall thickness (WS) of 4 to 8 mm, more particularly 4 to 6 mm, more particularly 5 mm and the surface segment has a wall thickness (WA) of 2.5 to 5 mm, more particularly from 2.5 to 4 mm, more particularly from 4 mm;
• the surface segment has, between the transition zones, a recess extending from an upper side of the surface segment, in the direction of extension of the fin portions, from which extends the first rib;
• the side fins are adjacent at the side edges to the first main body and form a corresponding contact line and a tangential plane of the corresponding side fin and a tangential plane of the first main body intersect at the contact line and, between the tangential planes, an external angle (A1, A2, A3) is formed and the external angle (A1, A2, A3) increases from the surface segment towards the second end;
• the recess has a front surface delimiting the first main body in the direction of the second main body and the front surface is provided with at least one first passage which allows the housing of a fixing means;
• the motorcycle mudguard is provided, in the contact zone between the first and the second main body, with at least one second passage which allows the housing of a fixing means;
• the motorcycle mudguard comprises, at the first end of the first main body, a flat which is provided with a recess;
• a corresponding inverted Y configuration in sectional view through the first main body and the side fins transversely of the longitudinal axis of the first main body;
• the second main body has, from the first end of the first main body, a concave configuration adapted to an envelope curve of the wheel;
• the third main body has, from the second end of the first main body, a concave configuration adapted to an envelope curve of the wheel;
• the motorcycle fender has, at its inner side corresponding to a wheel, a dirt resistant surface configuration;
• the third main body has, at its end portion remote from the second end, rounded end portions.

Further, the present invention realizes, to achieve the object relating to the motorcycle, a motorcycle characterized by a motorcycle mudguard according to the invention.

An advantageous design of the motorcycle according to the invention is described in the following: the heat exchanger comprises a lower end part, seen in the direction of the vertical axis of the motorcycle, and the second main body of the mudguard motorcycle has a longitudinal extension such that a lower end portion of the second main body, seen from the wheel axle, at least globally covers the lower end portion of the heat exchanger when the telescopic fork is deployed.

The present invention makes it possible to produce a motorcycle mudguard with an elongated first main body as well as a second main body which extends away from a first end of the first main body with a first angle and a third body main body which extends away from a second end of the first main body at a second angle, wherein the second main body has a longitudinal extension which is greater than the longitudinal extension of the third main body and the first body main body has side ridges extending to both sides of its longitudinal axis and, at the side ridges, side fins extending in the direction of the longitudinal axis are provided, and the second main body comprises a central part extending along its longitudinal axis and, on both lateral sides of the central part, lateral parts which extend away at an angle to c the latter, in which the first main body comprises, at the first end, a main body portion which comprises, on its upper side, a surface segment made generally planar, from which extend in s away at an angle from the side fin portions and between the surface segment and the fin portions a transition zone is formed, in which the wall thickness of the side fin portions is greater or equal to the wall thickness of the surface segment in the transition zone between the surface segments and the fin portions and, at the center of the width extension of the surface segment, a first rib extends away from the surface segment.

The first elongated main body, seen in a side view of the motorcycle mudguard according to the invention, can be an upper part which then covers, in the case of the provision, in accordance with the intended use, of the mudguard of motorcycle, on an off-road sports motorcycle, in the form of, for example, a motocross, the front wheel or the front tire on the upper part, when the lower part of the front wheel or the front tire rests on the pavement surface.

In side view, the first main body has a first end which is disposed, in the position of the motorcycle fender disposed on the motorcycle, closer to the front of the motorcycle than the second end of the first main body. The second end of the first main body is therefore in the direction of travel of the motorcycle, in the case of forward gear, in front of the first end of the first main body and, at the second end of the first main body, is connected the third main body, which extends away from the first main body with a second downward angle, seen in the direction of the vertical axis of the vertically disposed motorcycle, so that the third main body covers the front part of the front wheel or front tire.

At the level of the rear end of the first main body, therefore of the end of the first main body which is near the front of the motorcycle when the mudguard is arranged on the motorcycle, therefore, for example, near the fork of the front wheel, to the first main body, is connected a second main body which also has an elongated configuration, and therefore has, seen in the longitudinal direction of the second main body, a larger dimension than in the transverse direction of that here, so in the direction of the width.

The second main body is therefore connected to the first main body with a first angle, so that the second main body protrudes, seen from the first main body, moving away from the latter downwards and the second main body thus covers, when the motorcycle mudguard is arranged on the motorcycle, the rear part, in the direction of travel of the motorcycle, the front tire or the front wheel and thus prevents stones or water or thrown up ground components by the front wheel are projected towards the driver seated on the saddle of the motorcycle. Similarly, the second main body also prevents stones, water or soil components or mud or the like from being thrown towards a heat exchanger which is usually located on the front part of the motorcycle in front of the engine. training.

The second main body of the motorcycle mudguard therefore performs an important protective function both for the driver and for the motorcycle components, for example the heat exchanger mentioned above, because stones incidentally arriving at high speed on the heat exchanger could damage it.

The second main body includes a central part extending in the direction of the longitudinal axis of the second main body and has side parts which extend from both sides of the central part away from it, with a angle, which cover the front wheel wrap curve to improve the protection function.

The first main body has, at the first end, a main body portion which includes, on an upper side, a generally planar surface segment and side fin portions extending away from this with an angle and, between the surface segments and the fin portions, a transition zone is formed.

When moving a motorcycle with the known motorcycle mudguard, the trajectory of the motorcycle on unpaved roads causes the tip of the motorcycle mudguard, therefore the area away from the connecting surface of the motorcycle mudguard on the motorcycle, so for example the area of the steering bearing of the motorcycle, tends to vibrate up and down, which causes that, due to the large distance between the tip of the motorcycle fender and the bonding surface, there is a large lever arm and therefore the torques acting on the motorcycle fender and causing micro cracks are greatest at the bonding surface.

The inventors have now discovered that this problem of the formation of micro-cracks can be solved effectively by providing a wall thickness of the side fin portions greater than or equal to the wall thickness of the surface segment in the transition zone between the surface segment and the fin portions and if, at the center of the widthwise extension of the surface segment, a first rib extends away from the surface segment.

The formation, according to the invention, of the wall thickness of the lateral fin portions and of the wall thickness of the surface segment towards the transition zone makes it possible to increase the surface moment of inertia of this zone. dynamically stressed and therefore to reduce the tendency of the motorcycle mudguard according to the invention, more particularly at the tip of the motorcycle mudguard, to perform upward and downward movements and this tendency to the tip of the motorcycle fender to perform these movements, also called pumping movements, can be further reduced thanks to the first mentioned rib and this achieves, in addition, that due to the increase in moment of inertia, a further increase in the torsion resistance of the motorcycle mudguard according to the invention. This reduces the tendency of the motorcycle fender to twist around the longitudinal axis, more particularly the first main body and therefore also the tendency of the motorcycle fender to twist out of alignment at the tip of the motorcycle fender. This also improves the protection of the rider against thrown objects, since the motorcycle mudguard according to the invention does not tend to twist out of the direction of the longitudinal axis of the first main body. By alignment, we mean the longitudinal central axis of the motorcycle during a linear movement of the motorcycle.

When the motorcycle fender twists out of alignment when the motorcycle is on a straight line, it causes dirt, water and the like, which are thrown up from the front wheel, to not be not caught by the lower side of the motorcycle mudguard, but are thrown upwards and can thus reach the driver.

It is provided, in a development of the invention, that the first rib extends in a direction generally opposite to the direction of extension of the fin portions away from the surface segment.

This allows the rib to counteract an upwardly directed bending movement of the tip or upper part of the motorcycle fender, as the rib can lean on, as a stiffening element, for example against a component of the motorcycle and the resistance of the motorcycle mudguard according to the invention to the pumping movement described above is thereby increased.

According to a development of the invention, it is also provided that, on each of the two sides of the first rib, there is provided at least one additional rib which has, seen in the direction of the vertical axis of the first rib, an extension longitudinal smaller than the first rib. This configuration makes it possible to further increase the resistance of the motorcycle mudguard according to the invention to the pumping movement described above, which is advantageous for example when the mass liable to vibrate in the shape of the motorcycle mudguard increases with mud, dirt and the like.

According to a development of the invention, provision is made for the fin portions to extend overall away at right angles, seen from the surface segment. This configuration allows an advantageously rigid realization of the transition zone and makes it possible to increase the resistance to torsion of the motorcycle mudguard according to the invention.

According to a development of the invention, provision is made for the fin portions to have a wall thickness of at least four millimeters and for the surface segment to have a wall thickness of at least 2.5 millimeters. A particularly advantageous embodiment of the motorcycle mudguard according to the invention is obtained when the fin portions have a wall thickness of 4 to 8 millimeters, more particularly of 4 to 6 millimeters and more particularly a wall thickness of 5 millimeters. The surface segment can have a wall thickness of 2.5 to 5 millimeters, more particularly 2.5 to 4 millimeters and more particularly a wall thickness of 4 millimeters.

This configuration achieves, in general, an increase in the surface moment of inertia compared to the known motorcycle mudguard and therefore an increase in torsional resistance. Also, the resistance of the motorcycle mudguard according to the invention to the pumping motion several times mentioned above is thus advantageously increased.

According to a development of the invention, provision is also made for the surface segment to have, between the transition zones, a recess extending from an upper side of the surface segment in the direction of extension of the portions of fins, from which the first rib extends away. This recess, which also constitutes a recess for the housing of the first rib, advantageously makes it possible to produce the first rib with a length, seen in the direction of the vertical axis of the motorcycle, greater than in the case of a configuration without the recess and also the resistance torque of the motorcycle mudguard according to the invention to the pumping movement described is thereby increased.

According to a development of the invention, it is also provided that the side fins are adjacent, at the level of the side edges, to the first main body and form a corresponding line of contact and that a tangential plane of the corresponding side fin and a tangential plane of the main body intersect at the line of contact and between the tangential planes an external angle is formed and the external angle increases from the surface segment in the direction of the second end of the first main body . This configuration makes it possible to make narrower or more tapered, in cross-sectional view, the motorcycle mudguard according to the invention from the surface segment in the direction of the tip of the motorcycle mudguard, therefore the mudguard according to the invention has in the area of the surface segment a wider configuration than in the remote part of the surface segment. The inventors have found that this configuration surprisingly reduces the risk of the formation of micro-cracks or stress cracks on the motorcycle fender according to the invention and also makes it possible to obtain a rigid integration of the external edges of the fender of motorcycle, which can increase the torsion resistance and bending resistance of the motorcycle fender.

According to a development of the invention, provision is also made for the recess to have a front surface delimiting the first main body in the direction of the second main body and the front surface is provided with at least one first passage which is designed for the housing a fixing means.

The front surface is therefore, in the case of a motorcycle mudguard according to the invention, arranged on the motorcycle, oriented generally perpendicular to the running direction in accordance with the intended use and closes a recess at the level of the first elongated main body, which is thus formed, seen in the direction of the vertical axis of the motorcycle, on the upper part of the first main body.

In the passage of the front surface, a fastening means can be inserted in the form, for example, of a screw, with which the motorcycle mudguard can be removably mounted on the structure of the motorcycle, thus by example, screwed to the fork of the front wheel or the steering bearing area of the motorcycle. For this, the front surface can also have two or more passages, which can also be provided with sockets or threaded sleeves, in order to be able to screw the motorcycle mudguard according to the invention to the motorcycle.

According to a development of the invention, provision is also made for the motorcycle mudguard to be provided, in the contact zone between the first and second main bodies, with at least one second passage designed for housing a means of fixation. This makes it possible to removably fix the motorcycle mudguard to the structure of the motorcycle both by means of the fixing means passing through the passages of the frontal surface and by means of the fixing means arranged in the zone of contact between the first and second main bodies, which pass through the passages made therein.

This configuration makes it possible, more particularly, to attach the motorcycle mudguard extremely quickly to the bodywork or to the structure of the motorcycle and also to be able to detach it quickly from the motorcycle in the event of possible damage to the mudguard. motorcycle mud, because the accessibility of the fastening means is guaranteed without first having to dismantle other motorcycle components for this.

According to a development of the invention, provision is also made for the motorcycle mudguard to have, at the first end of the first main body, a flat which is provided with a recess. When the motorcycle fender is attached to the motorcycle in its intended position, the steering bearing tube thus rests at the flat and the recess allows a distance between the upper side of the flat and the lower side of the steering bearing tube and therefore water entering this area cannot permanently wet the lower side of the steering bearing tube, but can flow out through the recess.

According to a development of the invention, provision is also made for the motorcycle mudguard to present, in a sectional view through the first main body and the side fins transversely with respect to the longitudinal axis of the first main body, a configuration that corresponds to an inverted Y. This configuration makes it possible to obtain a very high rigidity and resistance of the motorcycle mudguard according to the invention and ensures that the motorcycle mudguard does not stretch, during operation, due to shocks occurring during driving. of the motorcycle or the pressure of the wind from the front, to be stressed by oscillations or vibrations. This makes it possible to further reduce the risk of breakage or damage to the motorcycle mudguard according to the invention.

According to a development of the invention, provision is also made for the second main body to present, from the first end of the first main body, a concave configuration adapted to an envelope curve of the wheel.

This is to ensure that during the front wheel damping process, during which the front wheel or front tire moves in the direction of the motorcycle fender and the distance between the casing curve and the guard - motorcycle mudguard is weak, the tire of the rotating front wheel can scrape the dirt on the inner surface of the motorcycle mudguard at the second main body, and this therefore avoids an accumulation of dirt agglomerates on the inner surface of motorcycle fender.

Similarly, according to a development of the invention, provision is also made for the third main body to present, from the second end of the first main body, a concave configuration adapted to a wheel envelope curve. When the front wheel of the motorcycle, for example during a jump from the motorcycle, regains contact with the ground, the fork of the front wheel of the motorcycle sinks deeply and the distance between the tire of the front wheel and the internal surface of the third main body is reduced, so that the dirt agglomerates accumulating therein are scraped off by the rotational movement of the front wheel and this makes it possible to avoid an accumulation of dirt agglomerates on the inner side or the inner surface of the motorcycle mudguard according to the invention.

According to a development of the invention, it is also provided that the motorcycle mudguard has, at its inner side corresponding to a wheel, a surface configuration resistant to dirt.

The motorcycle mudguard can be manufactured, for example, by means of a plastic material, in a mold whose inner surface, at which the motorcycle mudguard is made, is treated for example by means of a jet of glass beads, so as to obtain a surface roughness of the order of 40 to 70 micrometers and the texture of the surface of the motorcycle mudguard according to the invention therefore has low roughness values and the deposits dirt mentioned can not or only weakly cling to the inner side or to the inner surface of the mudguard according to the invention. Dirt deposits therefore automatically fall off the inner surface during operation of the motorcycle and can also be easily scraped off by the tire on the front wheel, as previously described.

According to a development of the invention, provision is also made for the third main body to have, at its end part remote from the second end, rounded end portions. This makes it possible to produce, at the level of the end part mentioned, therefore at the level of the front tip, seen in the direction of movement of the motorcycle, rounded end portions making it possible to reduce the risk of injury for users of motorcycle or users of other motorcycles.

The present invention also provides a motorcycle with a front wheel rotatably arranged on a telescopic fork by means of a wheel axle and a rear wheel and a drive motor as well as a heat exchanger, with a guard motorcycle mud as previously described.

The motorcycle according to the invention is characterized more particularly by the fact that the heat exchanger has a lower end part, seen in the direction of the vertical axis of the motorcycle, and the second main body of the motorcycle mudguard has a longitudinal extension such that a lower end portion of the second main body, seen from the wheel axle, at least globally covers the lower end portion of the heat exchanger when the telescopic fork is deployed. This extended configuration of the second main body of the motorcycle fender also allows the lower end portion of the second main body, seen from the connecting surface of the motorcycle fender on the motorcycle, to extend downward that the lower end part, seen from the wheel axle, covers the heat exchanger or heat exchangers even when the telescopic fork of the motorcycle is fully extended. This considerably improves the protection of the heat exchanger or heat exchangers against damage by stones and the like thrown up by the front wheel of the motorcycle.

The invention will be explained in more detail below using the figures which show:

a side view of an embodiment of the motorcycle mudguard according to the invention;

a view of the motorcycle mudguard in top view according to the arrow D according to the ;

an enlarged representation of detail III according to the ;

an enlarged representation of detail IV according to the ;

a representation for explaining the motorcycle mudguard in its position relative to the damped front wheel of a motorcycle;

a perspective representation of a motorcycle with the motorcycle fender in side view;

a representation similar to the representation according to the , which show different cutaways of the depicted motorcycle fender;

the sectional representation according to section AA according to ; And

three representations in section BB, CC and DD according to the representation of the section plans according to the ;

There shows a side view of an embodiment of the motorcycle mudguard 1 according to the invention.

The motorcycle fender 1 comprises a first main body 2 which has an elongated configuration, as seen in the , which represents a top view, according to the arrow D on the , motorcycle fender 1.

The first main body 2 has a first end 3 or a first end part 3 and has a second end 4 or a second end part 4, between which the first main body 2 extends.

As seen on the , the first main body 2 has a longitudinal extension, visible in the direction of the double arrow L, which is greater than the extension in width, visible in the direction of the double arrow B, or than the extension in the direction transverse with respect to the longitudinal extension.

At the first main body 2 is connected, at the level of the first end 3, the second main body 5, which extends, in the plane of representation of the , in a downward-directed manner, with a first angle 6 with respect to the first main body 2.

As seen on the , the second main body 5 comprises a central part with a longitudinal axis 8 and, on both sides of the central part 7, extend lateral parts 9 so as to obtain, in section, a C-shaped configuration 10, as you can also see it very well on the .

At the level of the second end 4 of the first main body 2, to the first main body 2, is connected, as seen in the , a third main body 11 which extends, in the plane of representation of the , directed downwards, with a second angle 12 with respect to the main body 2.

The first main body 2 comprises a longitudinal axis 13, as seen in the , and, on both sides of the longitudinal axis 13, the first main body has two lateral fins 14 which are connected to lateral edges 15 of the first main body 2, as seen in the And as well as on the .

The first main body 2 comprises, at the level of the first end 3, a main body portion 16 which has, on the upper side 17, a surface segment 18 made in a generally planar manner, as seen in the , there as well as .

From the surface segment 18 extend, at an angle, downwards, as seen for example in the , portions of side fins 19, as seen for example in the and the .

There shows a sectional representation in the direction of the section planes AA according to the . The cut extends for example through a recess 20, visible for example on the , which is made on the surface segment 18, in which the also shows the direction of gaze or the direction of the cut according to the AA cut.

A known motorcycle mudguard, not shown in detail, is stressed when moving the motorcycle, which may be an off-road sports motorcycle, such as the motorcycle 21 shown in the figure. , at the front end or the tip 22 of the motorcycle fender, and performs so-called pumping movements, in which the tip 22 of the motorcycle fender 1 performs upward movements and downwards in the direction of the vertical axis H of the motorcycle 21, which is shown in the . These pumping movements are generated by the imperfections or irregularities of the ground, which act on the motorcycle 21 when the front wheel 23 passes over these imperfections or these irregularities.

This therefore causes the appearance of jerky or pulsating forces on the motorcycle mudguard 1 in the direction of the vertical axis H and thus a bending stress on the motorcycle mudguard 1, more particularly at the surface. connection 24, which is represented for example on the . This bending stress causes the appearance, for example in the area represented only schematically or the area of cracks 25 according to the , a risk of formation of cracks or micro-cracks which may also extend in the direction of the arrow F according to the .

The inventors have found, surprisingly, that this formation of cracks can be effectively prevented by making the wall thickness WS of the side fin portions 19 so that it is greater than or equal to the wall thickness WA of the surface segment 18 in the transition zone 26 between the surface segment 18 and the lateral fin portions 19 and, at the level of the center 27 of the width extension B of the surface segment 18, a first rib 28 is extends away from surface segment 18.

This first rib 28 bears against a bearing surface 29, visible on the , which rests against an abutment surface 30 of the motorcycle 21 in the region of the steering head bearing 31, so that the rib 28 acts as a stiffening rib against the bending stresses, which act, due to the pumping movements mentioned above, on the motorcycle mudguard 1, more particularly at the level of the connection between the motorcycle mudguard 1 and the motorcycle.

By configuring the aforementioned wall thickness WS of the side fin portions 19 to be greater than or equal to the wall thickness WA of the surface segment 18, the moment of surface inertia of the motorcycle fender 1 against torsion of the motorcycle fender 1 is increased, so that the risk of lateral bending or twisting of the motorcycle fender 1 around the axis longitudinal 13 in the direction of the double arrow T according to the be reduced.

As can be clearly seen in the , the first rib 28 extends in a direction generally opposite to the direction of extension of the fin portions 19, away from the surface segment 18, from the surface segment 18, away towards the top. In the embodiment of the motorcycle mudguard 1 shown in the figures, on both sides of the first rib 28 is provided another or a second rib 32, which further increases the rigidity or strength of the motorcycle mudguard 1 to bending due to the pumping motion of the motorcycle fender 1, mentioned above.

The second or other ribs 32 have, seen in the direction of the vertical axis of the first rib 28, a smaller longitudinal extension than the first rib 28, as can also be seen in the .

Fin portions 19 extend, viewed from surface segment 18, generally at right angles in a downwardly away direction, as seen in Fig. .

It has proven advantageous that the fin portions 19, which are also more detailed on the , have a wall thickness WS of the order of preferably 4 mm to 8 mm, in which a wall thickness WS of 4 to 6 mm and more particularly a wall thickness WS of 5 mm have proven to be even more advantageous. The wall thickness WA of the surface segment 18 advantageously has a value of 2.5 to 5 mm, more particularly advantageously has a value of 2.5 to 4 mm and even more more advantageous, a value of 4 mm.

As we see more particularly on the , the surface segment 18 has, between the transition zones 26, a recess 20, which is also visible on the , in which the recess is designed as a recess, therefore extends from an upper side 17 (see ) of the surface segment 18 in the direction of the extension of the fin portions 19. The first rib 28 extends from the bottom 33 of the recess 20 upwards, as seen in the .

There shows that the side fins 14 extend on both sides of the longitudinal axis or the longitudinal central axis 13 of the first main body 2, from side edges 15 and the side edges 15 therefore also form a line of contact corresponding between the side fins 14 and the first main body 2.

The side fins 14 are arranged in an inclined manner towards the main body 2, in an angular configuration with respect to the second main body 2, which varies in the longitudinal direction L of the first main body 2.

This relationship can be seen in more detail on the as well as .

There shows a representation similar to the representation according to the , more particularly different sectional planes through the motorcycle mudguard 1 shown.

There shows three representations in section BB, CC and DD according to the representation of the section plans of the .

Due to the sections chosen, the tangential planes 35, visible as corresponding portions, are each represented on the side fins 14, at a respective distance corresponding to the section planes B-B, C-C and D-D and the section planes 36 are represented on the first main body 2 at the contact line 34.

It turns out that the external angle A1 corresponding to section plane D-D is smaller than the external angle A2 corresponding to section plane C-C and the external angle A3 corresponding to section plane B-B is smaller than the angle external A2. Due to this configuration, the shape of the cross-section of the body of the motorcycle mudguard, consisting of the first main body 2 and the respective side fins 14, starting from the connecting surface 24 in the direction of the tip 22 of the mudguard. motorcycle mud 1, becomes narrower and more tapered. It turned out that this chosen configuration made it possible to improve the longitudinal stability as well as the transverse stability of the motorcycle mudguard according to the invention in order to reduce the risk of white fracture of the motorcycle mudguard 1, usually made of plastic material and therefore the risk of damage to the motorcycle mudguard 1.

As seen on the , the motorcycle mudguard 1 has, at the first end 3 of the first main body 2, the recess 20, which comprises a front surface 37 delimiting the first main body 2 in the direction of the second main body 5.

The front surface 37 is provided with two first passages 23 in which, in the embodiment shown, is inserted a sleeve which has an opening, in which can be inserted a fixing means, not shown in more detail, in the form of a screw, which allows the removable fixing of the motorcycle mudguard 1 on the structure of the motorcycle 21.

There also shows that the motorcycle mudguard 1 comprises, in the contact zone between the first main body 2 and the second main body 5, two other passages 40 in the passage opening of which a fixing means can also be inserted, not shown in more detail, in the form of a screw, which also allows the removable fixing of the motorcycle mudguard 1 on the structure of the motorcycle.

The longitudinal central axes of the first passages 38 as well as the second passages 40 extend generally perpendicular to each other, which makes it possible to obtain a torsion and bending resistant attachment of the motorcycle fender 1 to the structure of motorcycle 21.

There further shows that at the bottom or in the lower part of the front surface 37, there is provided a passage which is made so as to be open downwards and which makes it possible to divert the water entering the recess 20.

As can also be clearly seen on the , at this first end 3 of the first main body 2, is made a flat 41 in which the passages 40 are arranged, with possible sockets and it is also seen that the flat 40 has a recess 42. When a guard motorcycle mud 1 is arranged on the motorcycle, above the recess 42, a motorcycle control head bearing tube ends and the recess 42 ensures that the flat 40 is, in this area, at a certain distance of the lower end of the control head tube and water entering at the flat 40 can flow through the recess 42 and therefore the lower end portion of the control head tube does not come into contact with stagnant water.

The first main body 2 has, in the cross-sectional view along the , transversely with respect to the longitudinal axis 13 of the first main body 2, a corresponding inverted Y configuration and the side fins 14 extend from the first main body 2 in the plane of the design in the downward direction, which makes it possible to obtain a very high rigidity of the first main body 2 and therefore of the motorcycle mudguard 1.

There shows a representation making it possible to describe the motorcycle mudguard 1 in its position with respect to a damped front wheel 23 of the motorcycle 21, which is represented on the .

When an impassable terrain is traveled with the motorcycle 21 or when the driver of the motorcycle 21 lands with it after jumping on the surface of the roadway, the fork of the front wheel 43 is deeply damped, which makes so that the free distance between the front wheel 23 and the motorcycle mudguard 1 is significantly reduced and this results in a damped position of the front wheel 23 with respect to the motorcycle mudguard 1, shown in the .

As seen on the , the second main body 5 has, from the first end 3 of the first main body 2, a concave configuration which is adapted to the envelope curve of the front wheel 23. This configuration guarantees that the deposits adhering to the internal surface 44 (see ) of the second main body 5, in the form of mud, sand or the like, are scraped off by the rotational movement of the front wheel 23 relative to the second main body 5 and therefore allows automatic cleaning of the internal surface 44 of the guard -motorcycle mud 1.

Similarly, the third main body 11 also has a concave configuration from the second end 4 of the first main body 2, as seen in Fig. , so that the front wheel 23 can, due to its rotational movement, also clean the area of the inner surface 45 of the third main body 11 of the motorcycle mudguard 1 of deposits adhering thereto.

As can be clearly seen in the , the third main body 11 has, at its end portion, remote from the second end 4 of the first main body 1, rounded end portions 47, so as to reduce the risk of injury to the user of the motorcycle – for example during a fall – or the risk of injury to other users during motorcycle sports competitions.

There shows the already mentioned motorcycle 21 with a front wheel fork or a telescopic fork 43 and a front wheel 23 rotatably arranged thereon at a wheel axle 47 or an axle of rotation as well as a drive motor 49, shown only schematically, which is a combustion engine.

Also provided on the motorcycle is a heat exchanger device in the form of a heat exchanger 50, shown schematically in the , with which the heat given off by the combustion engine 49 can be dissipated. The heat exchanger 50 has a configuration with heat exchange lamellae and a water box or a coolant box 51, also shown schematically, which must be protected against damage by stones or the like thrown by the front wheel 23.

The motorcycle mudguard 1 according to the invention contributes considerably to the protection of the heat exchanger 50, since the lower end part 52, seen in the direction of the vertical axis of the motorcycle 21, is protected by the second main body 5 of the motorcycle mudguard 1 and, thanks to the configuration of the second main body 5 of the motorcycle mudguard with a longitudinal extension such as a lower end portion 53 of the second main body 5, seen from the wheel axle 47 when the telescopic fork 43 is deployed, completely or at least globally covers the lower end part 52 of the heat exchanger 50 and the risk of an impact of stones thrown by the front wheel 23 on the end portion 52 of the heat exchanger or on the heat exchanger 50 is therefore reduced.

As regards the features of the invention which have not been explained in detail, reference should be made to the following claims and figures.

List of reference figures

1. Motorcycle fender

2. first main body

3. first end

4. second end

5. second main body

6. first angle

7. central part

8. longitudinal axis

9. side part

10. C-shaped configuration

11. third main body

12. second corner

13. longitudinal axis

14. side fin

15. side ridge

16. main body portion

17. upper side

18. surface segment

19. portion of fin

20. recess

21. motorcycle

22. tip

23. front wheel

24. binding surface

25. cracked area, area

26. transition zone

27. center

28. first rib

29. bearing surface

30. abutment surface

31. steering head bearing part

32. other rib

33. background

34. nip

35. tangential plane

36. tangential plane

37. frontal surface

38. first pass

39. sleeve

40. another pass

41. flat

42. recess

43. front wheel fork

44. inner surface

45. inner surface

46. end part

47. wheel axle

48. rear wheel

49. driving motor

50. heat exchanger

51. water box

52. lower end part

Claims (18)

Motorcycle mudguard (1) with an elongated first main body (2) and a second main body (5) extending away from a first end (3) of the first main body (2) with a first corner (6) and a third main body (11) which extends away from a second end (4) of the first main body (2) with a second corner (12), in which the second main body (5) has a longitudinal extension which is larger than the longitudinal extension of the third main body (11) and the first main body (2) has side edges (15) which extend on both sides of its axis longitudinal (13) and, at the side edges (15), there are provided side fins (14) which extend in the direction of the longitudinal axis (13), and the second main body (5) comprises a central (7) which extends along its longitudinal axis (8) and the lateral parts (9) which extend from the two lateral sides of the central part (7) with an angle away from it, wherein the first main body (2) comprises, at the first end (3), a main body portion (16) which comprises, on an upper side, a generally planar surface segment (18), from which depart, at an angle, lateral fin portions (19) and between the surface segment (18) and the fin portions (19), a transition zone (26) is provided, characterized in that the wall thickness (WS) of the lateral fin portions (19) is greater than or equal to the wall thickness (WA) of the segment surface (18) in the transition zone (26) between the surface segment (18) and the fin portions (19) and, at the level of the center (27) of the width extension of the surface segment ( 18), a first rib (28) extends away from the surface segment (18). Motorcycle mudguard (1) according to claim 1, characterized in that the first rib (28) extends away from the surface segment (18) in a direction generally opposite to the direction of extension of the fin portions (19) extending away from the surface segment (18). Motorcycle mudguard (1) according to one of Claims 1 or 2, characterized in that, on each of the two sides of the first rib (28), there is provided at least one further rib (32) which, seen in the direction of the vertical axis of the first rib (28), has a smaller longitudinal extension than the first rib (28). Motorcycle mudguard (1) according to one of the preceding claims, characterized in that the fin portions (19) extend away generally at right angles, seen from the surface segment (18). Motorcycle mudguard (1) according to one of the preceding claims, characterized in that the fin portions (19) have a wall thickness (WS) of at least 4 mm and the surface segment (18) has a wall thickness (WA) of at least 2.5 mm. Motorcycle mudguard (1) according to one of the preceding claims, characterized in that the fin portions (19) have a wall thickness (WS) of 4 to 8 mm, more particularly of 4 to 6 mm, more particularly 5 mm and the surface segment (18) has a wall thickness (WA) of 2.5 to 5 mm, more particularly 2.5 to 4 mm, more particularly 4 mm. Motorcycle mudguard (1) according to one of the preceding claims, characterized in that the surface segment (18) has between the transition regions (26) a recess (20) extending from an upper side (17) of the surface segment (18), in the direction of extension of the fin portions (19), from which the first rib (28) extends. Motorcycle mudguard (1) according to one of the preceding claims, characterized in that the lateral fins (14) are adjacent, at the level of the lateral edges (15), to the first main body (2) and form a line of corresponding contact (34) and a tangential plane (35) of the corresponding side fin (14) and a tangential plane (26) of the first main body (2) intersect at the level of the contact line (34) and, between the tangential planes (35, 36), is formed an external angle (A1, A2, A3) and the external angle (A1, A2, A3) increases from the surface segment (18) towards the second end ( 4). Motorcycle mudguard (1) according to one of the preceding claims, characterized in that the recess (20) has a front surface (37) delimiting the first main body (2) in the direction of the second main body (5) and the front surface (37) is provided with at least a first passage (38) which allows the accommodation of a fixing means. Motorcycle mudguard (1) according to one of the preceding claims, characterized in that the motorcycle mudguard (1) is provided, in the contact area between the first (2) and the second (5) body main, at least a second passage (40) which allows the housing of a fixing means. Motorcycle mudguard (1) according to one of the preceding claims, characterized in that the motorcycle mudguard (1) comprises, at the level of the first end (3) of the first main body (2), a flat (41) which is provided with a recess (42). Motorcycle mudguard (1) according to one of the preceding claims, characterized by a corresponding inverted Y configuration in sectional view through the first main body (2) and the side fins (14) transversely to the longitudinal axis of the first main body (2). Motorcycle mudguard (1) according to one of the preceding claims, characterized in that the second main body (5) has, from the first end (3) of the first main body (2), a concave configuration adapted to an envelope curve of the wheel. Motorcycle mudguard (1) according to one of the preceding claims, characterized in that the third main body (11) has, from the second end (4) of the first main body (2), a concave configuration adapted to an envelope curve of the wheel. Motorcycle mudguard (1) according to one of the preceding claims, characterized in that the motorcycle mudguard (1) has, at its inner side corresponding to a wheel (23), a resistance surface configuration to dirt. Motorcycle mudguard (1) according to one of the preceding claims, characterized in that the third main body (11) has, at its end part (46) remote from the second end (4), rounded end portions. Motorcycle (21) with a front wheel (23) rotatably arranged on a telescopic fork (43) by means of a wheel axle (47) and a rear wheel (48) and a drive motor (49) as well a heat exchanger (50), characterized by a motorcycle mudguard (1) according to one of the preceding claims. Motorcycle according to Claim 17, characterized in that the heat exchanger (50) comprises a lower end part (52), seen in the direction of the vertical axis (H) of the motorcycle (21), and the second main body (5) of the motorcycle mudguard (1) has a longitudinal extension such that a lower end portion of the second main body (5), seen from the wheel axle (47), at least globally covers the lower end portion (52) of the heat exchanger (50) when the telescopic fork (43) is extended.