WO1996003307A1 - Fourche a ressort d'un palier de roue pour deux-roues - Google Patents

Fourche a ressort d'un palier de roue pour deux-roues Download PDF

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Publication number
WO1996003307A1
WO1996003307A1 PCT/EP1995/001707 EP9501707W WO9603307A1 WO 1996003307 A1 WO1996003307 A1 WO 1996003307A1 EP 9501707 W EP9501707 W EP 9501707W WO 9603307 A1 WO9603307 A1 WO 9603307A1
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WO
WIPO (PCT)
Prior art keywords
fork
suspension fork
axis
steering
suspension
Prior art date
Application number
PCT/EP1995/001707
Other languages
German (de)
English (en)
Inventor
Roman Ackeret
Andreas Osterwalder
Original Assignee
MÜNCH, Martin
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by MÜNCH, Martin filed Critical MÜNCH, Martin
Priority to AU25255/95A priority Critical patent/AU2525595A/en
Publication of WO1996003307A1 publication Critical patent/WO1996003307A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B62K25/12—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg
    • B62K25/14—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg with single arm on each fork leg
    • B62K25/16—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg with single arm on each fork leg for front wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K25/00—Axle suspensions
    • B62K25/04—Axle suspensions for mounting axles resiliently on cycle frame or fork
    • B62K25/06—Axle suspensions for mounting axles resiliently on cycle frame or fork with telescopic fork, e.g. including auxiliary rocking arms
    • B62K25/08—Axle suspensions for mounting axles resiliently on cycle frame or fork with telescopic fork, e.g. including auxiliary rocking arms for front wheel

Definitions

  • the invention relates to a suspension fork for (front) wheel bearings on two-wheeled vehicles with two fork legs running on both sides of the wheel and parallel to one another, which are formed at their lower ends for receiving the wheel axle, rigidly with one another above the wheel and articulated above it on the one hand are connected to the vehicle frame and, on the other hand, to a steering device via a steering head.
  • Suspension forks on the front wheel suspension of two-wheeled vehicles should absorb and dampen the bumps and shocks that occur while driving as evenly as possible.
  • Known suspension forks are predominantly designed as so-called telescopic forks.
  • the fork legs each consist of a dip tube connected to the wheel bearing and a stand tube connected to the steering device, the stand tubes being able to dip telescopically into the dip tubes and this movement being damped by suitable means.
  • German utility model G 93 17 132.3 Such a device is described in German utility model G 93 17 132.3.
  • the lower and upper tubes are each rigidly connected to each other at their upper ends by a fork bridge.
  • the vehicle driver is attached to the fork bridge of the stanchions and a ball joint is provided as a connection to the frame, on which - 2 -
  • a trailing arm is also articulated by means of a ball joint, which is connected to the frame at its other end so as to be pivotable about an axis running perpendicular to the plane of the frame.
  • Telescopic springs are arranged in the two immersion tubes, which act between the immersion and standpipes and dampen the immersion movement.
  • a spring can be provided between the trailing arm and the frame, which dampens shocks and vibrations.
  • a front suspension for motorcycles which consists of a suspension fork with immersion and stanchion tubes that can also be moved into one another.
  • a complicated double bearing of the head tube connected to the telescopic fork, without ball joints, enables not only a rotary movement of the fork about the steering axis, but also a pivoting movement of the fork in the vertical plane. This should take into account the change in position of the telescopic fork when deflecting and reduce the friction.
  • the complicated design requires high expenditure on precision machine components as well as exact tolerances between them.
  • EP 0 507 088 describes a similar front wheel suspension of a motorcycle, which likewise consists of a telescopic fork with immersion and standpipes which are slidably guided into one another to absorb and damp the vibrations.
  • decoupling i.e. In order to prevent the handlebars from swinging when the front wheel deflects, each standpipe in the upper triple tree is pivoted via a ball joint.
  • This solution of tipping decoupling is very complex. The risk that the dip tubes and stanchions at the mutual guide points jam or even jam when deflected and steered is not eliminated.
  • Another proposal is to avoid a pitching movement of the steering device during braking or only to
  • the spring system can also be attached to the outside of the vehicle frame and connected to the telescopic tubes.
  • DE-OS 36 23 567 discloses a front wheel suspension for motorcycles which has an articulated connection between the immersion tubes of the telescopic device immediately above the front wheel and the frame.
  • the articulated connection consists of a rocking lever, the rotational movement of which counteracts a negative change in the caster;
  • a shock absorber between the rocker arm and the frame dampens vibrations. This solution is intended to reduce vibrations and torsional forces.
  • US Pat. No. 5,209,319 describes a front wheel suspension for motorcycles, in which the telescopic area of the device is displaced upwards over the wheel. Only one main strut (or a fork leg) of the suspension extends from the steering device to the wheel bearing, the second strut running parallel to the steering device ends above the wheel, and only this area of the struts above the wheel is designed to be telescopic .
  • the goal was pursued to enable faster and more convenient wheel or tire changes.
  • the missing spar on one side of the wheel makes the guidance of the wheel less secure and the suspension loses overall stability and rigidity, which is why a total of three rigid connections between the two struts or spars are required in the remaining area above the wheel.
  • the path available for the telescopic movement of the parts of the struts which slide into one another is greatly shortened, which has a negative effect on the possible suspension and damping when driving over bumps or when braking.
  • the standpipes and immersion tubes must be guided to one another at two linear bearing points, which, especially as soon as these bearing points are no longer exactly aligned, causes corresponding friction.
  • the object of the invention is to develop a new suspension fork for the front wheel suspension of a two-wheeled vehicle which can fulfill the above-mentioned tasks, but with good vibration compensation avoids high friction losses or even jamming of parts that are movable relative to one another and has a low weight.
  • the vehicle fork should be very torsion-resistant and should have a simple structure.
  • the object is achieved in that the inherently rigid suspension fork can be displaced parallel or in the direction of the steering head axis against the force of a spring support, in that it is mounted for longitudinal displacement only at the level of the steering head with the vehicle frame by means of linear roller bearings is
  • a double-leg trailing arm is pivoted at one end about a horizontal axis on the vehicle frame and at the other end to the suspension fork and
  • the spring support is arranged between the vehicle frame and the trailing arm or its connection point with the spring fork.
  • the wheel is cushioned when it is raised when driving over bumps, for example, by the spring support arranged between the suspension fork and the vehicle frame
  • Suspension fork is simultaneously shifted in one linear bearing. Because the suspension fork is only at one height - 6th
  • this linear bearing point is linearly guided and this linear bearing point can make a nodding compensating movement in its articulated connection with the vehicle frame, this linear bearing point is always aligned with the central axis of the suspension fork and there is no longer the risk of jamming or jamming; the friction during compression is also significantly reduced and the weight is reduced.
  • the steering of the vehicle is made possible by the articulated connection of the suspension fork to the vehicle frame and the braking forces are transmitted to the frame by the trailing arm, so that there is an anti-dive effect, i.e. the vehicle does not submerge when braking.
  • Another advantage is that the steering geometry remains constant in every driving situation, the caster of the front wheel is not reduced, the track accuracy is maintained.
  • the steering head area is also only slightly loaded, an uneven deflection of the fork legs cannot occur.
  • the suspension fork consists of two parallel fork legs, which are rigidly connected above the wheel by a lower fork bridge and axially displaceable at their ends in an upper fork bridge by means of linear roller bearings with reduced friction compared to slide bearings are led.
  • the upper triple clamp can be connected to the vehicle frame by a ball joint and the lower triple clamp can be connected to the front end of a triangular trailing arm by a further ball joint.
  • the upper fork bridge consists of the housings which accommodate the linear roller bearings and which are integrally connected to one another by a web part.
  • the steering head tube rigidly connected to the steering rod of the steering device is at the front
  • the end of the vehicle frame is pivotally mounted about the steering head axis by means of two roller bearings and a housing part enclosing the roller bearings can be pivoted about a horizontally extending pitch axis by means of a pitch joint and about a axis which runs perpendicular to the pitch axis by means of a yaw joint
  • Yaw axis pivotally mounted in the web part of the upper fork bridge.
  • the pitch axis and the yaw axis can intersect at different heights or ideally intersect at one point in the plane determined by the longitudinal axes of the fork legs. In the latter case, as long as the fork legs protrude beyond the pitch axis, no tilting moments can occur.
  • the web portion of the upper triple clamp has a rectangular recess in the center, in which an elongated shaped body, the lateral surface of which is flattened on one side, is rotatably held about the pitch axis by a pitch bolt and projects from the flattened side of the shaped body a pivot pin defining the yaw axis which can be rotated in a central bore of the housing part that closes the roller bearings u hold is.
  • the latter can be done by a central screw connection.
  • the molded body preferably has a continuous longitudinal bore which is aligned with the connection bores leading out of the recess in the web portion of the upper fork bridge and into the housings of the linear roller bearings and into which the pitch bolt is inserted.
  • the pitch bolt can be inserted through a lateral, closable opening in the housing of the linear roller bearing.
  • the articulated connection of the triangular trailing arm to the suspension fork or its lower triple clamp lies on the steering axle.
  • a bolt can be mounted in the lower triple tree by means of roller bearings be rotatably mounted about the steering axis, the upper bolt end being flattened such that it fits between cheeks formed at the front end of the triangular trailing arm, where it can be pivoted with the aid of a pin and locking ring.
  • the triangular trailing arm connected to the lower fork bridge can be formed in two parts, in that an inner part fits longitudinally slidably into a tubular, laterally slotted outer part. Tabs are then provided on the slot, on which the inner part and the outer part can be tightened in their mutual position by means of screws.
  • the suspension fork consists of two fork legs running in parallel, which are rigidly connected to one another via the wheel; At the rigid connection point, a steering tube is attached in the center, which projects into a steering head tube which is rotatably mounted around the steering head axis at the front end of the vehicle frame and is longitudinally displaceable therein.
  • the upper part of the steering tube is preferably designed as a spline shaft and the associated spline shaft nut is pivotally mounted in the inner wall of the steering head tube about the horizontally extending pitch axis by means of bolts which are diametrically opposed to one another in its outer wall.
  • the steering head tube rigidly connected to the steering rod can be rotatably supported by means of grooved ball bearings in a frame head tube fastened at the front end of the vehicle frame in the direction of the steering head axis.
  • the bolts carrying the spline nut are rotatably supported in two elongated holes which are provided opposite one another and parallel to the steering head axis in the wall of the steering head tube, so that the spline nut advantageously also, in addition to the pitching movement about the pitch axis defined by the bolts can execute the yaw movement directed perpendicular thereto.
  • the bolts can be mounted in slot nuts, which in turn are each "floating" in a rubber cushion in the elongated holes of the steering head tube.
  • the trailing arm can be mounted with one end rotatable about a horizontal axis on the diagonal rod of the vehicle frame and with its other end also rotatable about a horizontal axis on a bearing body in which the steering tube is in turn rotatably mounted . It can be connected to the upper, horizontal bar of the vehicle frame via the spring support his .
  • a coil spring, a plate spring assembly, a torsion spring, a rubber spring, an air suspension or a rod made of composite material can serve as spring support.
  • FIG. 1 shows the front wheel of a two-wheeler with its suspension fork according to a first embodiment of the invention and the front part of the vehicle frame;
  • FIG. 2 shows the functional principle of the spring fork according to the invention as shown in FIG. 1 during compression
  • FIG. 3 shows the view of a section along the line BB in FIG. 1 through the lower fork bridge
  • FIG. 4 shows the view of a section along the line AA in FIG. 1 through the upper fork bridge
  • FIG. 5 shows the perspective illustration of a second embodiment of the suspension fork according to the invention for a two-wheeler together with the steering device and part of the vehicle frame;
  • FIG. 1 The side view of the execution orm of Figure 5 with the front wheel.
  • FIG. 7 shows an enlarged illustration of the connection point between the suspension fork, vehicle frame and steering device according to FIG. 6, partly in section;
  • 8a shows a front view of the upper fork bridge of the suspension fork according to FIGS. 5 and 6 with the upper ends of the fork legs guided therein, the left half of the illustration being cut longitudinally;
  • FIG. 8b shows a plan view of the fork bridge according to FIG. 8a, the left half in cross section;
  • FIG. 9b the articulation point according to FIG. 9a in a side view, partly in longitudinal section;
  • FIG. 11 shows the side view of the illustration according to FIG. 10, where * in the steering head as a connection between the spring fork, steering device and vehicle frame is cut longitudinally;
  • FIGS. 10 and 11 shows the articulation point of the trailing arm on the suspension in accordance with FIGS. 10 and 11 in longitudinal section;
  • FIG. 13a shows a cross section through the steering head of the embodiment according to FIGS. 10 and 11 according to line A-A in FIG. 11;
  • the rigid fork G is at the lower ends their fork legs 2 stored in the wheel bearing 1 of the front wheel of the vehicle.
  • a first (lower) fork bridge 3 for receiving the fork spars 2.
  • This lower fork bridge 3 is articulated at its rear end via a ball joint 12 (see FIG. 3) to a triangular trailing arm 4.
  • the rear ends of which are mounted on the diagonal frame rod 10 of the vehicle frame 6 so as to be rotatable about the horizontal axis WA.
  • the triangular trailing arm 4 has a connection to the horizontal rod 13 of the vehicle frame 6 via a spring support FA attached to it.
  • the upper ends of the fork spars 2 are guided by a second (upper) fork bridge 7 in a pair of linear roller bearings 9.
  • This upper fork bridge 7 is rigidly connected to the steering rod 11 via a linkage 14 and articulated to the vehicle frame 6 via a ball joint 8.
  • the fork G itself is mounted in only one pair of linear roller bearings 9, which enables the fork G to deflect with little friction, since the one pair of linear roller bearings 9 can always align with the upper fork bridge 7 in alignment with the fork legs 2 , whereby tilting or jamming of the bearings is avoided with certainty.
  • the pivotability of the upper fork bridge 7 and the lower fork bridge 3 about the steering axis designated LA is made possible via the ball joint 8 or the ball joint 12, through which the fork bridges 3 and 7 are each connected to the vehicle frame 6.
  • the forces acting on the front wheel are transmitted to the spring support FA via the lower fork bridge 3 and the triangular trailing arm 4 and are damped in cooperation with the bearing system in the upper fork bridge 7.
  • the simple mounting of the fork G in the upper fork bridge 7 has a weight-saving effect.
  • the fork is very torsionally rigid compared to the known telescopic forks and is nevertheless easy to carry out. This reduces the unsprung masses to a minimum and thus increases the response behavior of the spring system.
  • FIG. 2 the principle of operation of the invention is shown with a side view; the different position of the individual components characterizes the unloaded (in strongly drawn lines) and the loaded condition (in weakly drawn lines) of the vehicle.
  • Rl denotes the wheel position in the unloaded state
  • R2 denotes the wheel position in the loaded state.
  • FIG. 3 shows the section BB according to FIG. 1 through the lower fork bridge 3 in an enlarged view.
  • the triangular trailing arm 4 is connected to the lower fork bridge 3 via the ball joint 12.
  • Fig. 4 the section A - A through the upper fork bridge 7 is also shown enlarged.
  • the upper fork bridge 7 is connected to the horizontal rod 13 of the vehicle frame 6 via the ball joint 8.
  • the connection between the vehicle frame 6 and the upper fork bridge 7 was designed as a ball joint bearing 8, specifically with a lying ball head.
  • this ball-and-socket joint bearing 8 still has disadvantages, because as a plain bearing it is subject to quite a high level of friction and wear, and the steering acts relatively sluggishly because of the high sliding friction.
  • forces which the driver, for example when driving uphill introduces into the handlebar 11 rigidly connected to the upper fork bridge 7 when he tries to support himself for driving the legs with the Distance a between the steering axis LA and the point of application on the handlebar 11 a moment that is not absorbed by the ball joint bearing 8.
  • the suspension fork G as shown in FIG. 5 in a perspective view and in FIG. 6 in a side view together with a part of the vehicle frame 6, also consists of two one-piece, rigid fork legs 2, which are parallel to each other run and are formed at their lower ends for receiving the wheel bearing 1.
  • the rigid connection of the two fork legs 2 above the front wheel of the vehicle by means of a lower fork bridge 3 still corresponds exactly to the first embodiment of the invention described above.
  • the front end of the triangular trailing arm 4 is also articulated, the rear ends of which are pivotally mounted on the vehicle frame 6 about the horizontal axis WA.
  • the upper ends of the fork legs 2 are guided in their axial direction in linear roller bearings 9, the housings of which are rigidly connected to an upper fork bridge 7.
  • the handlebar 11 is not rigidly connected to the upper fork bridge 7, but via the linkage 14 to one Steering head tube 15 fastened, which projects into a bearing housing 16 provided at the front end of the vehicle frame 6, in which the upper fork bridge 7 is in turn pivoted about the horizontal pitch axis NA at the level of the linear roller bearings 9 (see also FIG. 7 in this regard) , 8a and 8b).
  • the spring support FA to the vehicle frame 6 is not arranged at its one end on the triangular trailing arm 4, but rather is articulated on the lower fork bridge 3, preferably together with the front end of the trailing arm 4, bending forces acting on the triangular trailing arm 4 are achieved avoided.
  • a wide variety of spring elements can be used as the spring support FA, in addition to air suspension e.g. Depending on the position above or below the trailing arm, 4 helical compression or tension springs, torsion springs, rubber spring elements and plate spring assemblies or a rod made of composite material, for example made of carbon fiber reinforced plastic. In the latter case, it is possible to absorb high-frequency shocks by means of a corresponding fiber orientation, which is particularly advantageous in the case of road racing bicycles.
  • the steering head tube 15 is rotatably mounted about its steering head axis LKA by means of two deep groove ball bearings 17.
  • the inner rings of the deep groove ball bearing 17 are clamped together directly on the steering head tube 15, the outer rings are mounted in a sleeve 18 which is firmly connected to the vehicle frame 6. Outside the vehicle frame 6, the entire arrangement of the deep groove ball bearings 17 is coupled to the upper fork bridge 7 by a housing part 16.
  • the deep groove ball bearings 17 significantly reduce the friction when steering, which, however, as described below, requires additional compensating movements, i.e. must be made possible.
  • the steering head axis LKA defined by the axis of rotation of the deep groove ball bearings 17 lies rigidly in the vehicle frame 6 and in the unloaded state of the suspension fork G, as has always been the case with the known arrangements of the completely rigid forks or the telescopic forks, coincides with the steering axis LA of the vehicle, which is to be regarded as the geometrical location around which all points of the suspension fork G rotate.
  • the front suspension fork G pushes through, for example through the ball-and-socket joint 12 defines the pivot point of the triangular trailing arm 4 through which the steering axis LA passes by a certain amount towards the fork legs 2.
  • the steering head axis LKA and steering axis LA no longer coincide exactly, but the steering axis LA is inclined to the steering head axis LKA, even if only slightly.
  • the housing part 16 enclosing the deep groove ball bearings 17 is connected on the one hand by a pitch joint 19 to the upper fork bridge 7 in such a way that the aforementioned pitching movement in relation to the vehicle frame 6 on the other hand, a yaw joint 20, also arranged between the housing part 16 and the upper fork bridge 7, permits a yaw movement about a yaw axis GA which is perpendicular to the pitch axis NA.
  • the joint 19 that allows the pitching movement describes a circle around the steering head axis LKA and not around the steering axis, or the suspension fork G describes a cone about the steering axis LA and therefore the system would still jam when turning from stop to stop without this yaw movement.
  • the yaw movement about the yaw axis GA thus allows the upper fork bridge 7 to be inclined when steering, so that jamming is avoided.
  • the resulting yaw movement is minimal when the fork legs 2 run parallel to the steering axis LA; through a suitable choice of the axle offset between the steering axle LA and the one through the longitudinal * axis of the fork legs 2 certain level, this can be achieved.
  • the pitch axis NA of the pitch joint 19 and the yaw axis GA of the yaw joint 20 intersect in the plane determined by the longitudinal axes of the fork spars 2 on the central axis of the suspension fork G and the ends of the fork spars 2 extend beyond this intersection sufficient; then no tilting moments can arise around the pitch axis NA, which could increase the friction or even cause the linear roller bearings 9 on the fork legs 2 to tilt.
  • 7, 8a and 8b show how the two joints 19 and 20, which transmit the steering moments from the steering rod 11 to the suspension fork G, can be designed according to the invention, for example.
  • the upper triple clamp 7 consists of the housings which hold the two linear roller bearings 9 and which are supported by a web part
  • connection bores 23 extend laterally into the housing of the linear roller bearings 9.
  • Grooved ball bearing 17 is rotatably mounted on the side facing away from the vehicle frame 6 in a bore by a screw connection 26. The shaped body 24 is laterally inserted into the recess during assembly
  • ATZBLATT REGEL2b the assembly can be inserted through a lateral, closable opening 29 in the housing of the linear roller bearing 9.
  • the pitch pin 27 determines the pitch axis NA mentioned above
  • the pivot pin 25 determines the yaw axis GA.
  • An air gap 28 between the outer surface of the molded body 24 and the inner surface of the recess 22 enables the resultant, in principle very small pitching movement.
  • this articulated connection which involves a pitching movement and a steering movement, rigid with the fork legs 2 connected fork bridge 3 must be designed as shown in Fig. 9a and 9b.
  • a bolt 32 is rotatably mounted by means of roller bearings 30 and 31 and secured against falling out by means of stop 33 and lock nut 34.
  • the center axis of this bolt 32 coincides with the steering axis LA of the vehicle.
  • the end 35 of the bolt 32 which projects upwards beyond the stop 33 has a transverse, continuous bore and is laterally flattened to such an extent that it lies between the cheeks 36 and 37 of the correspondingly formed end of the common end, likewise provided with bores Leg of the triangular trailing arm 4 fits.
  • a pin 38 which fits through the bores of the cheeks 36 and 37 and the flat bolt end 35 and can be secured by a locking ring 39 determines the axis of rotation DA for the spring movement of the trailing arm 4.
  • FIGS. 9a and 9b show yet another special feature according to the invention on the triangular trailing arm 4.
  • the length of the trailing arm 4 can be adjustable, so that the wheelbase and the caster of the front wheel can be adjusted.
  • This is the common one Leg of the triangular trailing arm 4 formed in two parts.
  • An inner part 40 fits into a laterally slotted, sleeve-shaped outer part 41 and can be moved therein.
  • tabs 42 are provided on both sides of the slot, on which the inner and outer parts 40 and 41 can be tightened and fixed in position relative to one another by means of screws 43.
  • This length-adjustable longitudinal link makes sense in the case of the embodiments of the invention with a yaw axis; if no yaw movement is possible, a change in length of the trailing arm 4 could lead to jamming.
  • FIGS. 10 to 13 A further advantageous embodiment of the invention is shown in FIGS. 10 to 13.
  • the perspective illustration of the suspension fork in FIG. 10 in turn shows two fork legs 2 running parallel, which are designed at their lower ends for receiving the front wheel axle 1 and above which (Not shown) wheel are rigidly connected, for example, by a fork bridge 3.
  • the fork legs could also be attached directly to the steering tube 50.
  • a further-extending steering tube 50 is rigidly attached in the center, which, as will be described in more detail below, is connected to a steering head tube 51 and the steering rod 11.
  • the steering tube 50 is partially enclosed by a frame head tube 52 which is attached to the front end of the horizontal rod 13 of the vehicle frame 6 in the direction of the steering head axis LKA.
  • a trailing arm 54 is articulated at one end above the fork bridge 3 on the steering tube 50 and at the other end on the diagonal rod 10 of the vehicle frame 6 so as to be pivotable in the vertical direction about the horizontal axis WA.
  • the steering tube 50 is rotatable in the mounting of the trailing arm 54.
  • the trailing arm 54 consists of two parallel legs 54a and 54b, which are pivotably mounted on pins arranged on the side of the steering tube 50 and on the diagonal frame rod 10.
  • the double-articulated connection of the trailing arm 54a and 54b on the steering tube 50 is shown in more detail in FIG. 12a in longitudinal section and in FIG. 12b in cross section.
  • the steering tube 50 is rotatably supported or guided in a bearing body 55 with the aid of a ball roller bearing 56.
  • two diametrically opposite pins 53a and 53b are provided, on each of which the front ends of the trailing arm legs 54a and 54b are vertically pivoted via a roller bearing 57 and 58.
  • the trailing arm 54 also has a crossbar 59 to which one side of the spring support FA is attached, the other side of which is connected to the vehicle frame 6.
  • FIG. 11 shows the side view of the suspension fork according to FIG. 10, the steering head being cut longitudinally as a connection point between the suspension fork G, steering device and vehicle frame 6.
  • FIG. 13 shows a cross section through this steering head along the line AA in FIG. 11 without frame head tube 52.
  • the frame head tube 52 On the horizontal frame rod 8, the frame head tube 52 is attached at the front, inclined in the direction of the steering head axis LKA; in it, with the help of two deep groove ball bearings 62 and 63, the steering head tube 51, which is rigidly connected to the steering rod 11 via a linkage 14, is rotatably mounted about the steering head axis LKA.
  • the steering tube 50 which is designed in its upper part as a spline shaft 50a and is mounted in a spline nut 60 in a manner known per se, projects into this steering head tube 51 on the steering head compartment LKA. Due to balls 61 running in the grooves or roller tracks of the precision ground spline shaft 50a and spline nut 60, the spline shaft 50a and the spline nut 60 can on the one hand
  • elongated holes 64 and 65 of the steering head tube 51 are preferably each in a rubber pad 66 and
  • the steering torque can be transmitted from the steering rod 11 via the steering head tube 51 to the steering tube 50 and thus to the suspension fork G leading the front wheel
  • the spline nut 60 makes a compensating pitch movement about the horizontal pitch axis NA defined by the bolts 70 and 71 .
  • the steering axis LA and the steering head axis LKA no longer exactly match, but are slightly inclined to one another. In the event of a steering lock, this angular deviation is compensated for and jamming is avoided by using the sliding blocks which are "floating" in the axial direction
  • the region of the steering head and especially the lower part of the spline shaft 50a can advantageously be protected against dirt by a bellows.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

L'invention concerne une fourche à ressort (G) destinée au palier de roue (avant) de deux-roues, qui est rigide en soi, peut être déplacée à l'encontre de la force exercée par le ressort, dans le sens de l'axe du tube de direction (LKA), afin d'amortir les inégalités et les secousses, et est de ce fait montée déplaçable longitudinalement à la hauteur du tube de direction, à l'aide de paliers à roulement linéaires (9). Dans la mesure où le point où se trouvent les paliers à roulement linéaires (9) peut également effectuer un mouvement de tangage compensatoire autour d'un axe de tangage (NA) horizontal, ledit point est toujours aligné avec l'axe médian de la fourche (G) ou le longeron de fourche (2), ce qui réduit considérablement le frottement entre les pièces qui se déplacent les unes contre les autres, et évite de manière fiable que lesdites pièces ne se coincent pendant la compression du ressort. Un joint à double cardan (19, 20) à axes perpendiculaires l'un par rapport à l'autre (un axe de tangage (NA) et un axe de lacet (GA)), situé dans la jonction entre le point où se trouvent les paliers à roulement linéaires (9) de la fourche à ressort (G) et le cadre (6), permet au point où se situent les paliers à roulement linéaires (9) d'effectuer, outre un mouvement de tangage, un second mouvement compensatoire autour de l'axe de lacet (GA), notamment en cas de mouvement de direction lorsque le ressort est comprimé, ce qui évite également des phénomènes de coincement des pièces.
PCT/EP1995/001707 1994-04-30 1995-05-02 Fourche a ressort d'un palier de roue pour deux-roues WO1996003307A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU25255/95A AU2525595A (en) 1994-04-30 1995-05-02 Suspension fork of a wheel bearing for two-wheeled vehicles

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE9407208U DE9407208U1 (de) 1994-04-30 1994-04-30 Federgabel einer Radlagerung für Zweiradfahrzeuge
DEG9407208.6U 1994-04-30

Publications (1)

Publication Number Publication Date
WO1996003307A1 true WO1996003307A1 (fr) 1996-02-08

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PCT/EP1995/001707 WO1996003307A1 (fr) 1994-04-30 1995-05-02 Fourche a ressort d'un palier de roue pour deux-roues

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Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19816637A1 (de) * 1998-04-15 1999-10-21 Bayerische Motoren Werke Ag Führung für das Vorderrad eines Motorrades
EP0899186A3 (fr) * 1997-08-28 2001-06-13 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Suspension élastique d'essieu pour véhicules à deux roues
FR2815929A1 (fr) * 2000-10-27 2002-05-03 Henri Peyre Fourches a suspension a cames associees pour roues de vehicules
EP1386834A2 (fr) * 2002-07-29 2004-02-04 Martin F. Wimmer Suspension de roue avant pour véhicules avec une seule roue avant
FR2860765A1 (fr) * 2003-10-14 2005-04-15 Jean Dominique Georges Gazzera Monobras pour suspension avant de motocyclette ou scooter
WO2006082457A1 (fr) * 2005-02-07 2006-08-10 Kocso Antal Procede et mecanisme de fonctionnement d’un systeme pour accroitre la stabilite des vehicules deux-roues
DE102006011850A1 (de) * 2006-03-15 2007-09-20 Bayerische Motoren Werke Ag Motorrad mit einer Vorderradaufhängung
US7331594B2 (en) 2003-07-28 2008-02-19 Wimmer Martin F Front wheel suspension system for vehicles having a single front wheel
AU2007202370B2 (en) * 2006-05-24 2008-09-11 Saville, Helen Marie Bicycle Attachment
US7731213B2 (en) 2006-05-24 2010-06-08 Neil Saville Bicycle attachment

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE9317132U1 (de) * 1993-11-09 1994-01-20 Hs Tech & Design Vorrichtung zur gefederten Führung eines Vorderrades am Rahmen eines Fahrrades
DE19512641A1 (de) * 1995-04-05 1996-10-10 Bayerische Motoren Werke Ag Achsaufhängung für ein Zweirad
FR2744980B1 (fr) * 1996-02-21 1998-04-24 Offenstadt Eric Dispositif pour fourches telescopique et vehicules a une roue avant directrice equipee d'un tel dispositif
EP2100807A1 (fr) * 2008-03-12 2009-09-16 Hsueh-Yi Chen Dispositif de suspension d'amortissement pour véhicule à roues

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WO1987001670A1 (fr) * 1985-09-17 1987-03-26 Terence Anthony Haynes Ameliorations apportees a la suspension avant d'une motocyclette
DE3623567A1 (de) * 1986-07-12 1988-01-21 Hubert Kuepper Vorderradaufhaengung fuer motorraeder
DE3936567A1 (de) * 1989-11-03 1991-05-08 Helms Hans Guenter Achsschenkellenkung fuer ein einspurfahrzeug, insbesondere ein motorrad
EP0507088A1 (fr) * 1991-04-05 1992-10-07 Bayerische Motoren Werke Aktiengesellschaft Suspension pour une roue avant directrice d'une motocyclette
DE9317132U1 (de) * 1993-11-09 1994-01-20 Hs Tech & Design Vorrichtung zur gefederten Führung eines Vorderrades am Rahmen eines Fahrrades

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DE913620C (de) * 1950-02-23 1954-06-18 Donnino Di Fu Achille Rumi Federnde Vorderradgabel fuer Motorraeder u. dgl.
FR1038395A (fr) * 1950-06-14 1953-09-28 Innocenti Système de suspension élastique pour roues de motocyclettes
DE1720728U (de) * 1956-01-07 1956-04-19 G F Grotz Maschf Schwinghebelgabel fuer mopeds, motorraeder od. dgl.
US5209319A (en) * 1992-03-17 1993-05-11 Buell Motor Co. Motorcycle front suspension

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1987001670A1 (fr) * 1985-09-17 1987-03-26 Terence Anthony Haynes Ameliorations apportees a la suspension avant d'une motocyclette
DE3623567A1 (de) * 1986-07-12 1988-01-21 Hubert Kuepper Vorderradaufhaengung fuer motorraeder
DE3936567A1 (de) * 1989-11-03 1991-05-08 Helms Hans Guenter Achsschenkellenkung fuer ein einspurfahrzeug, insbesondere ein motorrad
EP0507088A1 (fr) * 1991-04-05 1992-10-07 Bayerische Motoren Werke Aktiengesellschaft Suspension pour une roue avant directrice d'une motocyclette
DE9317132U1 (de) * 1993-11-09 1994-01-20 Hs Tech & Design Vorrichtung zur gefederten Führung eines Vorderrades am Rahmen eines Fahrrades

Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0899186A3 (fr) * 1997-08-28 2001-06-13 Bayerische Motoren Werke Aktiengesellschaft, Patentabteilung AJ-3 Suspension élastique d'essieu pour véhicules à deux roues
DE19816637A1 (de) * 1998-04-15 1999-10-21 Bayerische Motoren Werke Ag Führung für das Vorderrad eines Motorrades
FR2815929A1 (fr) * 2000-10-27 2002-05-03 Henri Peyre Fourches a suspension a cames associees pour roues de vehicules
EP1386834A2 (fr) * 2002-07-29 2004-02-04 Martin F. Wimmer Suspension de roue avant pour véhicules avec une seule roue avant
AU2003227288B2 (en) * 2002-07-29 2010-07-08 Wimmer, Martin F Front wheel suspension system for two-wheeled vehicles
EP1386834A3 (fr) * 2002-07-29 2006-04-12 Martin F. Wimmer Suspension de roue avant pour véhicules avec une seule roue avant
CN100434340C (zh) * 2002-07-29 2008-11-19 马丁·F·维默尔 用于具有一个单独前轮的交通工具的前轮悬架系统
US7364178B2 (en) 2003-07-28 2008-04-29 Wimmer Martin F Front wheel suspension system for vehicles having a single front wheel
US7331594B2 (en) 2003-07-28 2008-02-19 Wimmer Martin F Front wheel suspension system for vehicles having a single front wheel
FR2860765A1 (fr) * 2003-10-14 2005-04-15 Jean Dominique Georges Gazzera Monobras pour suspension avant de motocyclette ou scooter
WO2006082457A1 (fr) * 2005-02-07 2006-08-10 Kocso Antal Procede et mecanisme de fonctionnement d’un systeme pour accroitre la stabilite des vehicules deux-roues
DE102006011850A1 (de) * 2006-03-15 2007-09-20 Bayerische Motoren Werke Ag Motorrad mit einer Vorderradaufhängung
AU2007202370B2 (en) * 2006-05-24 2008-09-11 Saville, Helen Marie Bicycle Attachment
US7731213B2 (en) 2006-05-24 2010-06-08 Neil Saville Bicycle attachment

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Publication number Publication date
DE9407208U1 (de) 1994-07-14
AU2525595A (en) 1996-02-22

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