WO1998028183A1 - Front wheel suspension, especially for motorcycles - Google Patents

Front wheel suspension, especially for motorcycles Download PDF

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Publication number
WO1998028183A1
WO1998028183A1 PCT/HU1997/000077 HU9700077W WO9828183A1 WO 1998028183 A1 WO1998028183 A1 WO 1998028183A1 HU 9700077 W HU9700077 W HU 9700077W WO 9828183 A1 WO9828183 A1 WO 9828183A1
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WO
WIPO (PCT)
Prior art keywords
motor
unit
steering
chassis
fork
Prior art date
Application number
PCT/HU1997/000077
Other languages
French (fr)
Inventor
János FONTOS
Original Assignee
Fontos Janos
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 Fontos Janos filed Critical Fontos Janos
Publication of WO1998028183A1 publication Critical patent/WO1998028183A1/en

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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
    • B62K21/00—Steering devices
    • B62K21/18—Connections between forks and handlebars or handlebar stems
    • B62K21/20—Connections between forks and handlebars or handlebar stems resilient
    • 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
    • B62K25/12—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg
    • B62K25/22—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg with more than one arm on each fork leg
    • B62K25/24—Axle suspensions for mounting axles resiliently on cycle frame or fork with rocking arm pivoted on each fork leg with more than one arm on each fork leg for front wheel

Definitions

  • the present invention relates to a front wheel suspension, which can be primarily used in motor-cycles.
  • Front wheel suspensions are usually realised by a telescopic front fork.
  • the telescopic front fork has a triple function: namely, the pair of parallel pipes sliding within each other must provide for wheel track guidance as well as springing since springs, com- bined with shock absorbers, are usually placed in the telescopes; and thirdly, it must also provide for taking up forces du ng breaking. Practical experience has proved that these contrary requirements cannot be adequately complied with by applying traditional telescopic-fork front wheel suspensions.
  • one function of a front wheel suspension is the accurate guidance and steering of the wheel, for which high bending and torsional stiffness are required, otherwise the telescopic pipes will get wedged in.
  • it produces a considerable load to take up brake outrigging force du ng breaking since its horizontal component acts towards wedging in the telescopic pipes sliding on each other.
  • the above requirements could only be satisfied by applying very massive telescopic pipes with large diameter, but their internal friction is too high, therefore a great amount of force is needed to move them; consequently they do not spring smoothly enough, so the connection between the wheel and the road surface is deteriorated.
  • This front wheel suspension comprises a guiding telescopic front fork, a longitudinal triangular mounting unit, and a central spring leg.
  • a steehng control shaft of a steering device which former can be rotated together with a control horn, is connected to a motor-cycle chassis through a connecting unit in such a way that the steering device can be only rotated around the steering control shaft, relatively to the motor-cycle chassis.
  • the steering device com- prises a mechanism transmitting the steering rotation of the shell to the forked unit.
  • An object of the present invention is to eliminate the deficiencies above, that is, to produce an improved front wheel suspension that would solve the complex problem of wheel guidance, springing, and breaking force take-up by structurally dividing these functions.
  • Another object of the present invention is to provide a solution which is structurally simple, can be manufactured economically, and satisfies aesthetical demands, too.
  • the object has been solved by further developing the front wheel suspension described in the introduction in accordance with the present invention, comprising an additional radius rod mounted between a motor- cycle chassis and a forked unit, which is hinged to the motor-cycle chassis, and connected to the forked unit through a first connecting unit allowing for a rotation around a steering centre line, as well as for a change in a relative angular position ( angle ⁇ ) of the steering centre line and the radius rod during springing.
  • a second connecting unit mounted be- tween the steering device and the motor-cycle chassis also allows for a change in a relative angular position ( angle ⁇ ) of the steehng centre line and the motor-cycle chassis during springing.
  • the forked unit preferably has a single-arm fork, and the first connecting unit mounted between the radius rod and the forked unit is a ball-and-socket joint. This way a very simple structural design can be carried out.
  • the springing mechanism is preferably mounted outside a shell, between the radius rod and the motor-cycle chassis, and is practically a single springing element combined with a shock absorber.
  • the second (upper) con- necting unit comprises a ball-and-socket joint, through which the motorcycle chassis and the shell jointly rotatable with a control horn are directly connected to each other.
  • both connecting units are ball-and-socket joints or universal joints.
  • FIG. 2 illustrates a semi-sectional view along line ll-ll in Figure 1 ;
  • FIG. 3 illustrates a section along line Ill-Ill in Figure 1 ;
  • FIG. 4 illustrates a partially sectional side view of a second embodiment of the solution in accordance with the present invention
  • - Figure 5 illustrates a semi-sectional view along line V-V in Figure 4;
  • FIG. 6 illustrates a partially sectional front view along arrow VI on Figure 4;
  • FIG. 7 illustrates a partially sectional side view of a third em- bodiment of the solution in accordance with the present invention
  • FIG. 8 illustrates a section along line VIII-VIII in Figure 7;
  • FIG. 9 illustrates a partially sectional side view of a fourth embodiment of the solution in accordance with the pre- sent invention.
  • FIG. 1 illustrates a side view of a front part of a motor-cycle, with particular regard to a front wheel suspension in accordance with the present invention.
  • This motor-cycle has a motor-cycle chassis 1 and a steered front wheel 2, embedded rotatively in a forked unit 3 .
  • the forked unit 3 comprises a fork 4 and a fork shank 5, which latter is a cylindrical trunnion cap, and, in the present case, the fork 4 and the fork shank 5 constitute a single part.
  • the upper end of the fork shank 5 is supported by a shell 6, exclusively allowing for an axial mutual displacement.
  • the motor-cycle has a steehng device 7, comprising a control horn 8 and a steering control shaft 9, which, in the present case, can be rotated together.
  • the steering rotation of the steering device 7 is transmitted by a mechanism 10 to the forked unit 3 in the present case, comprising a plu- rality of hinged arms known in themselves.
  • a radius rod 11 (swinging lever) mounted between the motor-cycle chassis 1 and the forked unit 3; it is hinged to the motor-cycle chassis 1 , in the present case through a hinge 12, and is connected to the forked unit 3 through a first (lower) connecting unit 13.
  • This connecting unit 13 on the one hand, allows the forked unit 3 to be rotated around a centre line of the fork shank 5, and on the other hand, it allows for a change in a relative angular position of the centre line of the fork shank 5 parallel to a steering centre line 30 and the radius rod 1 1 during sphnging.
  • the alternating angle between the radius rod 11 and the centre line of the fork shank 5 is indicated by " ".
  • a second (upper) connecting unit 14 mounted between the steering device 7 and the motor-cycle chassis 1 which provides for ro- tatability around the steering centre line 30, on the one hand, and also allows for a change in a relative angular position of the . steering centre line 30 and the motor-cycle chassis 1 during sphnging, on the other hand, in accordance with the present invention; said angle is indicated by “ ⁇ " in Figure 1.
  • the motor-cycle is equipped with a springing mechanism 15, mounted between the motor-cycle chassis 1 and the radius rod 11 in accordance with the present invention, that is, it is connected to the motorcycle chassis 1 by a hinge 16, and to the radius rod 11 by a hinge 17 placed in its central area
  • the springing mechanism 15 is combined with a shock absorber (not shown) in a way known in itself
  • FIGs 2 and 3 respectively, illustrate the details of the solution shown in Figure 1 in a relatively larger scale and in a partially sectional view
  • the details of the lower connecting unit 13 and of the upper connecting unit 14 are distinctly visible in Figure 2
  • a part of the fork shank 5 being immediately above the fork 4 which is a cylindrical trunnion cap as mentioned above, is embedded in a hub 20 by a plurality of bearings 18 and 19
  • This hub 20 is provided with a pin 21 on each side, respectively
  • each of these pins 21 is embedded in a bearing 22
  • Said bearings 22 are placed in the front shanks of the radius rod 11 , which in the present case, is H-shaped From this arrangement it follows that the hub 20 is rotatively mounted relatively to the fork shank 5, and the shanks on both sides of the radius rod 11 can be relatively rotated on the pins 21 in accordance with springing displacements (in angle ⁇ , see Figure 1)
  • FIG. 2 illustrates the way in which the upper end of the fork shank 5 is embedded in the shell 6 It has already been mentioned above that the fork shank 5 can be relatively shifted in relation to the shell 6
  • the upper end position of the shell 6 is limited by a stop 23, which, in the present case, is screwed onto the upper end of the fork shank 5
  • the shell 6 is provided with a pin 24 on each side, each of which is embedded in the motor-cycle chassis 1 by a bearing 25
  • the lower ends of the hinged arms on both sides of hinged mechanism 10 are coupled to the fork shank 5 by a pin 29, respectively (see Figures 1 and 2)
  • FIG 3 illustrates the arrangement and the embedding of the steering device 7 in more detail
  • the control horn 8 is fixed onto the steering control shaft 9 in a way known in itself, the centre line of which is identical with the steering centre line 30
  • the steering control shaft 9 is embedded rotatively in a steering box 33 by bearings 31 and 32
  • the steering box 33 is mounted rotatively by pins 34 and 35, in accordance with the present invention, which latter are perpendicular to the steering centre line 30 in relation to the motor-cycle chassis 1 This way a small amount of tilting displacement is provided during springing meanwhile the value of angle ⁇ is altered (see Figure 1)
  • the ring 28 is pushed by one of the transmission bars 37 of the steering device 7, and pulled by the other transmission bar 37, said ring 28 can be freely rotated on the shell 6 in accordance with the steering rotation
  • the ball-and-socket joints 38 and 39 can transmit this steering movement reliably in spite of a series of multi-axis displacements
  • the rotation of the ring 28 is transmitted to the fork shank 5 by the hinged mechanism 10, which also turns the fork 4 and thus the wheel 2 by rotating freely within the shell 6 and the hub 20
  • the shell 6 can be provided with a protective housing 40, indicated by a thin dash-and-dot line in Figure 1 , the task of which is to prevent pollutants from getting in
  • the fork shank 5 in the present case, is a thin-walled pipe made of high-solidity steel alloys
  • the arms of the hinged mechanism 10 can practically be made of an aluminium alloy with high torsional stiffness, so it is practical to manufacture them with as much width as possible in order to improve their torsional stiffness.
  • FIGS 4-6 illustrate a second embodiment of the front wheel suspension in accordance with the present invention.
  • This embodiment differs from the embodiment shown in Figures 1 -3 in that in the latter the centre line of the fork shank 5 is parallel to the steering centre line 30 , but there is a spacing between them (in the direction of progress of the motor-cycle), whereas in the case of this one the longitudinal centre line of the fork shank 5 falls in the same line with the steehng centre line 30 of the steering device 7.
  • a single-arm fork shank 5 is applied (see Figure 6), which is connected to a radius rod 11 through a lower connecting unit 13 comprising a 41 ball-and-socket joint and allowing for multi-axis free displacement.
  • this single-arm fork 4 the swinging mass has been decreased, one the one hand, and the structure has been considerably simplified by this connecting unit 13, on the other hand.
  • the single-arm fork 4 can be freely rotated in the ball-and-socket joint 41 of the first (lower) connecting unit 13 and the fork shank 5 can also be freely rotated in the shell 6 in accordance with the degree of rotation of the wheel 2
  • the ball- and-socket joint 41 allows for the degree of change necessary in the value of the angle ⁇ determining the relative angle position of the centre line of the fork 4 and the radius rod 11
  • the forked unit 3 can be relatively displaced in relation to the motor-cycle chassis 1 around the pins 47 of the extension 46 of the shell 6, so the value of the angle ⁇ can change at such instances
  • the radius rod 11 is Y-shaped, the central front part of which is connected to the ball-and socket joint 11 in a nest-like manner, and its fork-like expanding shank
  • FIGs 7 and 8 illustrate a third embodiment of the front wheel suspension in accordance with the present invention, which is basically a version of the solution shown in Figures 4-6
  • a radius rod 11 is connected to a single-arm fork 4 in the same way as discussed above, by a first con- necting unit 13 comprising a ball-and-socket joint 41
  • the steering device 7 is provided with a steering control shaft 9, embedded in an extension 46 of the shell 6 itself, as shown in Figure 8
  • Figure 7 illustrates that a longitudinal centre line 5 A of the fork shank 5 does not coincide with the steering centre line 30, instead, they are arranged parallelly to each other with a spacing, the one behind the other in the direction of progress of the motor-cycle.
  • Figure 8 illustrates in more detail that the steering control shaft 9 is rota- tively embedded in the extension 46 of the shell 6 by a plurality of bearings 50 and 51 , respectively.
  • the extension 46 is a shell provided with a pin 52 on each side, respectively, each of which is embedded in the motor-cycle chassis 1 by a bearing 53 (similarly to the solution shown in Figure 1 in the case of the pins 24).
  • a further difference is represented by the fact that in this embodiment, a carrier rod 54 is connected to the lower end of the steering control shaft 9 in a jointly rotatable fashion. At each end of the carrier rod 54 is mounted a pin 55, through each of which a transmission bar 57 is connected, re- spectively, in order to transmit steering displacements.
  • the front ends of the transmission bars 57 are hinged to a ring 58 which latter is supported by bearings mounted on the shell 6. Since in the case of this embodiment, the steering control shaft 9 is arranged in the extension 46 of the shell 6, it becomes unnecessary to apply ball-and-socket joints at the ends of the transmission bars 57, that is, simple hinges are suitable enough. Therefore the structure can be further simplified.
  • the angle ⁇ can also be altered during sphnging by the first (lower) connecting unit 13 provided with a ball-and-socket joint; and similarly, the change of the angle ⁇ during springing is provided by the second (upper) connecting unit 14; and separately from the aforesaid, steehng displacements can be undisturbedly transmitted to the wheel 2.
  • a particular suspension for the springing mechanism 15 is outlined
  • the lower end of the springing mechanism 15 is not connected directly to the radius rod 11 , but by way of a rocking lever 59
  • the left end of the rocking lever 59 is connected to the lower end of the springing mechanism 15
  • the central part of the rocking lever 59 is hinged to the radius rod 11 by a connecting rod 60
  • the right end of the rocking lever 59 is hinged to the motor-cycle chassis 1
  • Figure 9 illustrates a fourth embodiment of the front-wheel suspension in accordance with the present invention, which constitutes an even further simplified version of the solution shown in Figure 7
  • the lower connecting un ⁇ t13 differs from the design shown in Figure 7 in that here the single-arm fork 4 is provided with an extension 61 backwards, and the ball-and-socket joint 41 , embedded from below by the relative nest of the radius rod 11 , of the lower connecting unit 13 is projected downwards from said extension 61
  • a further discrepancy lies in that the lower end of the springing mechanism 15 is connected directly to the radius rod 11
  • the shell 6 is connected to the motor-cycle chassis 1 by the second connecting unit 14 comprising the ball-and- socket joint 62, there is a single structural element, namely, the ball-and- socket joint 62, which ensures that the shell 6 also be able to follow the fork angle changes of the single-arm fork 4 during springing, that is, the alterations in the angle ⁇ ; on the other hand, it provides for the good steerability of the wheel 2, and at the same time, the ball-and-socket joint 41 of the first (lower) connecting unit 13 accordingly provides for the angle ⁇ alterations during springing.
  • the embodiment illustrated in Figure 9 also differs from the solution shown in Figure 7 in that during steehng the single-arm fork 4 and the fork shank 5 do not rotate in the shell 6, because they can be rotated together. Therefore, in the case of this arrangement, the steehng centre line 30 crosses the centre of the ball-and-socket joints 41 and 62, respectively.
  • double-shank forks instead of the single-arm fork can also be applied for this embodiment and for the corresponding further two embodiments as well.
  • the front wheel suspen- sion in accordance with the present invention makes it possible to distribute the triple function described in the introduction, namely: wheel track guidance, that is, steering, springing, and brake force take-up, to structural elements basically independent from each other. In our judgement, it has been managed for the first time to complete these complex requirements in this way.
  • a further advantage of the solution in accor- dance with the present invention is that all this is made possible by a relatively simple structural design and production
  • the embodiment illustrated in Figure 9 is deemed to be particularly advantageous since this complex requirement is complied with by engaging the least amount of structural elements possible Springing can remain solaract ⁇ ve" all the time, that is, at any wheel load, consequently motor-cycle riders can be made comfortable in any mode of operation
  • the single-arm fork 4 produces a favourable impression aesthetically as well because it conveys the image of a light and surprising structural design
  • the most important advantage of applying the second (upper) connecting unit 14 and the first (lower) connecting unit 13 in accordance with the present invention is that the steering device 7 and the forked unit 3 are supported by the motor-cycle chassis through said units in a manner that the necessary relative displacements are also allowed for, therefore the problems of the telescope getting wedged in, inevitable in the case of earlier solutions, have been completely eliminated
  • any other structural units, e g mechanisms, could be applied besides the embodiments using ball-and-socket joints and universal joints, providing for rotatability and the relative displacement necessary in the direction of the and angles ⁇ and ⁇
  • the springing mechanism 15 can be installed in the shell 6 as well, and even a torsional spring can be applied for the springing mechanism 15 at the hinged connection of the radius rod 11 and the motor-cycle chassis 1
  • the present invention can be used for bicycles, thcycles or any other vehicles or devices comprising a wheel.

Abstract

The present invention is related to a front wheel suspension for motorcycles, bicycles, tricycles or other devices having a wheel. It comprising a forked unit (3) made up of a fork (4) and a fork shank (5) rotatively embedding a steered wheel (2), a shell (6) embedding the fork shank (5), a springing mechanism (15) mounted between the wheel (2) and a motorcycle chassis (1), and a steering device (7). The steering device (7) is connected to the motorcycle chassis (1) rotatively in relation to the motorcycle chassis (1) through a connecting unit (14). Furthermore, it comprises a device, mainly a mechanism (10) transmitting the steering rotation of the shell (6) to the forked unit (3). The essence of the front wheel suspension is that the motorcycle chassis (1) is connected to the forked unit (3) by an additional radius rod (11), which is hinged to the motorcycle chassis (1), and connected to the forked unit (3) through another connecting unit (13) allowing for a rotation around a centre line of steering (30) as well as for a change in a relative angular position (α angle) of the steering centre line (30) and the radius rod (11) during springing. Besides providing for the rotatibility of the steering device (7), a further connecting unit (14) mounted between the steering device (7) and the motorcycle chassis (1) also allows for a change in a relative angular position (β angle) of the steering centre line (30) and the motorcycle chassis (1) during springing.

Description

FRONT WHEEL SUSPENSION, ESPECIALLY FOR MOTOR-CYCLES
TECHNICAL FIELD
The present invention relates to a front wheel suspension, which can be primarily used in motor-cycles.
BACKGROUND ART
Front wheel suspensions are usually realised by a telescopic front fork. In such a relatively simple solution, the telescopic front fork has a triple function: namely, the pair of parallel pipes sliding within each other must provide for wheel track guidance as well as springing since springs, com- bined with shock absorbers, are usually placed in the telescopes; and thirdly, it must also provide for taking up forces du ng breaking. Practical experience has proved that these contrary requirements cannot be adequately complied with by applying traditional telescopic-fork front wheel suspensions.
So, one function of a front wheel suspension is the accurate guidance and steering of the wheel, for which high bending and torsional stiffness are required, otherwise the telescopic pipes will get wedged in. On the other hand, it produces a considerable load to take up brake outrigging force du ng breaking since its horizontal component acts towards wedging in the telescopic pipes sliding on each other. The above requirements could only be satisfied by applying very massive telescopic pipes with large diameter, but their internal friction is too high, therefore a great amount of force is needed to move them; consequently they do not spring smoothly enough, so the connection between the wheel and the road surface is deteriorated. These problems are aggravated by the fact that a motorbike „kneels down" during breaking, meaning that the telescopic pipes slide into each other as a result of a sudden compressive force, therefore springing is practically suppressed in this said state which is critical anyway.
There is a front wheel suspension known as „TELELEVER", developed by the German BMW Company (its detailed description can be found e.g. in Volume 6/1993 of a Hungarian special periodical titled „MOTOR REVIEW"). This front wheel suspension comprises a guiding telescopic front fork, a longitudinal triangular mounting unit, and a central spring leg.
There are other front wheel suspensions known as „PAIOLI" and „GILERA", respectively, as well, (described in Volumes 1/1991 and 8/1991 , respectively, of the same special periodical „MOTOR REVIEW") and operating on basically the same phnciple. Here a forked unit comprising a fork and a fork shank is applied, in which a steered wheel is rotatively embedded. The fork shank is cased by a shell allowing for only a relative axial displacement. A springing mechanism comprising a single spring element and combined with a shock absorber is mounted between the telescopic shell and the fork shank. A steehng control shaft of a steering device, which former can be rotated together with a control horn, is connected to a motor-cycle chassis through a connecting unit in such a way that the steering device can be only rotated around the steering control shaft, relatively to the motor-cycle chassis. The steering device com- prises a mechanism transmitting the steering rotation of the shell to the forked unit.
A deficiency of the latter solution is that since the forked unit is not connected to the chassis at the bottom and since the fork shank is embedded in the shell by bearings with a relatively small spacing, the bearings with a small spacing placed in the relatively small shell are loaded along a relatively large arm of force coming from the wheel. Therefore there is a considerable danger of wedging in. Another problem, already referred to above, is that such a front wheel suspension does not solve the problem of transmitting forces produced during breaking to the motor-cycle chassis. As opposed to traditional telescopic fork solutions, the only advantages of this reversed and single-telescope solution are that it has a relatively simple structure and comprises only one sliding element.
The triple requirement mentioned above has not been managed to be entirely completed by either of the two solutions detailed above.
DISCLOSURE OF THE INVENTION
An object of the present invention is to eliminate the deficiencies above, that is, to produce an improved front wheel suspension that would solve the complex problem of wheel guidance, springing, and breaking force take-up by structurally dividing these functions. Another object of the present invention is to provide a solution which is structurally simple, can be manufactured economically, and satisfies aesthetical demands, too.
The object has been solved by further developing the front wheel suspension described in the introduction in accordance with the present invention, comprising an additional radius rod mounted between a motor- cycle chassis and a forked unit, which is hinged to the motor-cycle chassis, and connected to the forked unit through a first connecting unit allowing for a rotation around a steering centre line, as well as for a change in a relative angular position ( angle α) of the steering centre line and the radius rod during springing. Furthermore, besides providing for the ro- tatability of the steering device, a second connecting unit mounted be- tween the steering device and the motor-cycle chassis also allows for a change in a relative angular position ( angle β ) of the steehng centre line and the motor-cycle chassis during springing.
In a practical embodiment of the present invention, the forked unit preferably has a single-arm fork, and the first connecting unit mounted between the radius rod and the forked unit is a ball-and-socket joint. This way a very simple structural design can be carried out.
The springing mechanism is preferably mounted outside a shell, between the radius rod and the motor-cycle chassis, and is practically a single springing element combined with a shock absorber.
In an other embodiment of the present invention, the second (upper) con- necting unit comprises a ball-and-socket joint, through which the motorcycle chassis and the shell jointly rotatable with a control horn are directly connected to each other.
In a further, particularly preferable embodiment of the present invention both connecting units are ball-and-socket joints or universal joints.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will be described in more detail with reference to the accompanying drawings where some examples for embodiments of the solution in accordance with the present invention are shown. In the drawings: - Figure 1 illustrates a side view of a first embodiment of a front wheel suspension in accordance with the present invention;
- Figure 2 illustrates a semi-sectional view along line ll-ll in Figure 1 ;
- Figure 3 illustrates a section along line Ill-Ill in Figure 1 ;
- Figure 4 illustrates a partially sectional side view of a second embodiment of the solution in accordance with the present invention; - Figure 5 illustrates a semi-sectional view along line V-V in Figure 4;
- Figure 6 illustrates a partially sectional front view along arrow VI on Figure 4;
- Figure 7 illustrates a partially sectional side view of a third em- bodiment of the solution in accordance with the present invention;
- Figure 8 illustrates a section along line VIII-VIII in Figure 7;
- Figure 9 illustrates a partially sectional side view of a fourth embodiment of the solution in accordance with the pre- sent invention.
Similar details on the drawings have been indicated by identical reference numbers.
DETAILED DESCRIPTION OF THE DRAWINGS
Figure 1 illustrates a side view of a front part of a motor-cycle, with particular regard to a front wheel suspension in accordance with the present invention. This motor-cycle has a motor-cycle chassis 1 and a steered front wheel 2, embedded rotatively in a forked unit 3 . The forked unit 3 comprises a fork 4 and a fork shank 5, which latter is a cylindrical trunnion cap, and, in the present case, the fork 4 and the fork shank 5 constitute a single part. The upper end of the fork shank 5 is supported by a shell 6, exclusively allowing for an axial mutual displacement.
The motor-cycle has a steehng device 7, comprising a control horn 8 and a steering control shaft 9, which, in the present case, can be rotated together. The steering rotation of the steering device 7 is transmitted by a mechanism 10 to the forked unit 3 in the present case, comprising a plu- rality of hinged arms known in themselves.
In accordance with the present invention, there is a radius rod 11 (swinging lever) mounted between the motor-cycle chassis 1 and the forked unit 3; it is hinged to the motor-cycle chassis 1 , in the present case through a hinge 12, and is connected to the forked unit 3 through a first (lower) connecting unit 13. This connecting unit 13, on the one hand, allows the forked unit 3 to be rotated around a centre line of the fork shank 5, and on the other hand, it allows for a change in a relative angular position of the centre line of the fork shank 5 parallel to a steering centre line 30 and the radius rod 1 1 during sphnging. The alternating angle between the radius rod 11 and the centre line of the fork shank 5 is indicated by " ".
There is a second (upper) connecting unit 14 mounted between the steering device 7 and the motor-cycle chassis 1 which provides for ro- tatability around the steering centre line 30, on the one hand, and also allows for a change in a relative angular position of the . steering centre line 30 and the motor-cycle chassis 1 during sphnging, on the other hand, in accordance with the present invention; said angle is indicated by " β " in Figure 1. It can be well observed in Figure 1 that the motor-cycle is equipped with a springing mechanism 15, mounted between the motor-cycle chassis 1 and the radius rod 11 in accordance with the present invention, that is, it is connected to the motorcycle chassis 1 by a hinge 16, and to the radius rod 11 by a hinge 17 placed in its central area The springing mechanism 15 is combined with a shock absorber (not shown) in a way known in itself
Figures 2 and 3, respectively, illustrate the details of the solution shown in Figure 1 in a relatively larger scale and in a partially sectional view The details of the lower connecting unit 13 and of the upper connecting unit 14 are distinctly visible in Figure 2 On the lower part of Figure 2, it can be seen that a part of the fork shank 5 being immediately above the fork 4 , which is a cylindrical trunnion cap as mentioned above, is embedded in a hub 20 by a plurality of bearings 18 and 19 This hub 20 is provided with a pin 21 on each side, respectively In the present case, each of these pins 21 is embedded in a bearing 22 Said bearings 22 are placed in the front shanks of the radius rod 11 , which in the present case, is H-shaped From this arrangement it follows that the hub 20 is rotatively mounted relatively to the fork shank 5, and the shanks on both sides of the radius rod 11 can be relatively rotated on the pins 21 in accordance with springing displacements (in angle α , see Figure 1)
The upper part of Figure 2 illustrates the way in which the upper end of the fork shank 5 is embedded in the shell 6 It has already been mentioned above that the fork shank 5 can be relatively shifted in relation to the shell 6 The upper end position of the shell 6 is limited by a stop 23, which, in the present case, is screwed onto the upper end of the fork shank 5 Forming a part of the upper connecting unit 14, the shell 6 is provided with a pin 24 on each side, each of which is embedded in the motor-cycle chassis 1 by a bearing 25 There is a ring 28 connected to the lower part of the (telescope-like) shell 6 by bearings 26 and 27 in a relatively rotatable fashion Said ring 28 is linked to the upper ends of the re- spective hinged arms of the above-mentioned hinged mechanism 10 transmitting the steering displacement The lower ends of the hinged arms on both sides of hinged mechanism 10 are coupled to the fork shank 5 by a pin 29, respectively (see Figures 1 and 2)
Figure 3 illustrates the arrangement and the embedding of the steering device 7 in more detail The control horn 8 is fixed onto the steering control shaft 9 in a way known in itself, the centre line of which is identical with the steering centre line 30 The steering control shaft 9 is embedded rotatively in a steering box 33 by bearings 31 and 32 The steering box 33, however, is mounted rotatively by pins 34 and 35, in accordance with the present invention, which latter are perpendicular to the steering centre line 30 in relation to the motor-cycle chassis 1 This way a small amount of tilting displacement is provided during springing meanwhile the value of angle β is altered (see Figure 1)
There is a crossbar 36 mounted on the lower end of the steering control shaft 9 On both ends of said crossbar 36 a plurality of ball-and-socket joints 38 have been applied in order to connect a plurality of transmission bars 37 (see Figure 1) in order to transmit the steering movement Only one of the transmission bars 37 can be seen in a side view in Figure 1 , the back end of said transmission bar 37 is connected to the ball-and- socket joint 38 of the crossbar 36, and its front end to a ball-and-socket joint 39 The two ball-and-socket joints 39 are arranged opposite to each other on the ring 28 (see Figure 2) Consequently, in the case of a motor-cycle equipped with a front wheel suspension as shown in Figures 1 -3, the fork shank 5 slides longitudinally in the shell 6 when the wheel 2 is sprung in the course of being moved, while the value of the angle α between the fork 4 and the radius rod 11 is slightly changed Nevertheless, this angle alteration is made possible by the front wheel suspension in accordance with the present invention as the radius rod 11 can be freely rotated on the pins 21 of the hub 20, furthermore, the motorcycle chassis 1 can be relatively displaced accordingly on the side pins 24 of the shell 6, that is, angle β can be slightly al- tered as well Although this angle alteration is also transmitted to the steering device 7 through the transmission bars 37, practical experience has proved that it is so small that no inconvenience can be caused to a motor-cycle rider
During steering, the ring 28 is pushed by one of the transmission bars 37 of the steering device 7, and pulled by the other transmission bar 37, said ring 28 can be freely rotated on the shell 6 in accordance with the steering rotation The ball-and-socket joints 38 and 39 can transmit this steering movement reliably in spite of a series of multi-axis displacements The rotation of the ring 28 is transmitted to the fork shank 5 by the hinged mechanism 10, which also turns the fork 4 and thus the wheel 2 by rotating freely within the shell 6 and the hub 20 The shell 6 can be provided with a protective housing 40, indicated by a thin dash-and-dot line in Figure 1 , the task of which is to prevent pollutants from getting in
In order to decrease the tilting mass of the shell 6 and the fork 4, they are made as hollow castings of aluminium alloy in the present case The fork shank 5, in the present case, is a thin-walled pipe made of high-solidity steel alloys The arms of the hinged mechanism 10 can practically be made of an aluminium alloy with high torsional stiffness, so it is practical to manufacture them with as much width as possible in order to improve their torsional stiffness.
Figures 4-6 illustrate a second embodiment of the front wheel suspension in accordance with the present invention. This embodiment differs from the embodiment shown in Figures 1 -3 in that in the latter the centre line of the fork shank 5 is parallel to the steering centre line 30 , but there is a spacing between them (in the direction of progress of the motor-cycle), whereas in the case of this one the longitudinal centre line of the fork shank 5 falls in the same line with the steehng centre line 30 of the steering device 7. Another difference lies is that here a single-arm fork shank 5 is applied (see Figure 6), which is connected to a radius rod 11 through a lower connecting unit 13 comprising a 41 ball-and-socket joint and allowing for multi-axis free displacement. Using this single-arm fork 4, the swinging mass has been decreased, one the one hand, and the structure has been considerably simplified by this connecting unit 13, on the other hand.
In Figures 4 and 5 it can be clearly observed that here the control horn 8 of the steehng device 7 is directly mounted to a shell 42 (that is, the steehng control shaft has been eliminated), which is embedded rotatively on the external mantle of the shell 6 by bearings 43 and 44. The shell 42 is provided with a pin 45 on each side, to which the arms of the hinged mechanism 10 are hinged as described above, thus transmitting the steehng displacement. Figures 4 and 5 also illustrate that the lower part of the shell 6 is provided with an extension 46 backwards. The extension 46 is provided with a pin 47 on each side, respectively, which are embedded in a nest 49 of the motor-cycle chassis 1 through a bearing 48, respectively. During springing, the steering device 7 and the forked unit 3 can be displaced together around the pins 47 relatively to the motor-cycle chassis 1 in a manner that the β angle is altered (see Figure 4)
When the steering device 7 is rotated, the displacement of the shell 42 is transmitted to the single-arm fork 4 by the hinged mechanism 10, therefore the single-arm fork 4 can be freely rotated in the ball-and-socket joint 41 of the first (lower) connecting unit 13 and the fork shank 5 can also be freely rotated in the shell 6 in accordance with the degree of rotation of the wheel 2 At the times of springing in and out, respectively, the ball- and-socket joint 41 allows for the degree of change necessary in the value of the angle α determining the relative angle position of the centre line of the fork 4 and the radius rod 11 Furthermore, the forked unit 3 can be relatively displaced in relation to the motor-cycle chassis 1 around the pins 47 of the extension 46 of the shell 6, so the value of the angle β can change at such instances It should be noted that in the case of this embodiment, the radius rod 11 is Y-shaped, the central front part of which is connected to the ball-and socket joint 11 in a nest-like manner, and its fork-like expanding shanks projecting backwards are connected to the motor-cycle chassis 1 through the hinges 12 on both sides
Figures 7 and 8 illustrate a third embodiment of the front wheel suspension in accordance with the present invention, which is basically a version of the solution shown in Figures 4-6 Here a radius rod 11 is connected to a single-arm fork 4 in the same way as discussed above, by a first con- necting unit 13 comprising a ball-and-socket joint 41 The difference, however, lies in the embedding and the motion transmission of the steering device 7 Here, the steering device 7 is provided with a steering control shaft 9, embedded in an extension 46 of the shell 6 itself, as shown in Figure 8 Figure 7 illustrates that a longitudinal centre line 5A of the fork shank 5 does not coincide with the steering centre line 30, instead, they are arranged parallelly to each other with a spacing, the one behind the other in the direction of progress of the motor-cycle.
Figure 8 illustrates in more detail that the steering control shaft 9 is rota- tively embedded in the extension 46 of the shell 6 by a plurality of bearings 50 and 51 , respectively. In this case, the extension 46 is a shell provided with a pin 52 on each side, respectively, each of which is embedded in the motor-cycle chassis 1 by a bearing 53 (similarly to the solution shown in Figure 1 in the case of the pins 24).
A further difference is represented by the fact that in this embodiment, a carrier rod 54 is connected to the lower end of the steering control shaft 9 in a jointly rotatable fashion. At each end of the carrier rod 54 is mounted a pin 55, through each of which a transmission bar 57 is connected, re- spectively, in order to transmit steering displacements. The front ends of the transmission bars 57 are hinged to a ring 58 which latter is supported by bearings mounted on the shell 6. Since in the case of this embodiment, the steering control shaft 9 is arranged in the extension 46 of the shell 6, it becomes unnecessary to apply ball-and-socket joints at the ends of the transmission bars 57, that is, simple hinges are suitable enough. Therefore the structure can be further simplified.
As a result of the above, it follows that in this embodiment the angle α can also be altered during sphnging by the first (lower) connecting unit 13 provided with a ball-and-socket joint; and similarly, the change of the angle β during springing is provided by the second (upper) connecting unit 14; and separately from the aforesaid, steehng displacements can be undisturbedly transmitted to the wheel 2. In the embodiment shown in Figure 7, a particular suspension for the springing mechanism 15 is outlined In this case, the lower end of the springing mechanism 15 is not connected directly to the radius rod 11 , but by way of a rocking lever 59 In Figure 7, the left end of the rocking lever 59 is connected to the lower end of the springing mechanism 15, the central part of the rocking lever 59 is hinged to the radius rod 11 by a connecting rod 60, and the right end of the rocking lever 59 is hinged to the motor-cycle chassis 1 This rocking lever solution makes the characteristics of the springing even more progressive, that is, the springing „ιs hard- ened" in the case of heavy spring loads
Finally, Figure 9 illustrates a fourth embodiment of the front-wheel suspension in accordance with the present invention, which constitutes an even further simplified version of the solution shown in Figure 7 In this case, the lower connecting unιt13 differs from the design shown in Figure 7 in that here the single-arm fork 4 is provided with an extension 61 backwards, and the ball-and-socket joint 41 , embedded from below by the relative nest of the radius rod 11 , of the lower connecting unit 13 is projected downwards from said extension 61 A further discrepancy lies in that the lower end of the springing mechanism 15 is connected directly to the radius rod 11
In the arrangement shown in Figure 9, the structure and the arrangement of the second (upper) connecting unit 14 has been further simplified In this case the extension 46 of the shell 6 is directly connected to the motorcycle chassis 1 through a ball-and-socket joint 62 of the connecting unit 14 The control horn 8 of the steering device 7 is directly mounted on the extension 46 of the shell 6 here and the hinged arms of the hinged mechanism 10 transmitting the steering motion are also hinged to the lower part of the extension 46 The embodiment illustrated by Figure 9 has the simplest structure possible, but is still capable to comply with the complex requirements described in the introduction. Since the shell 6 is connected to the motor-cycle chassis 1 by the second connecting unit 14 comprising the ball-and- socket joint 62, there is a single structural element, namely, the ball-and- socket joint 62, which ensures that the shell 6 also be able to follow the fork angle changes of the single-arm fork 4 during springing, that is, the alterations in the angle β ; on the other hand, it provides for the good steerability of the wheel 2, and at the same time, the ball-and-socket joint 41 of the first (lower) connecting unit 13 accordingly provides for the angle α alterations during springing.
The embodiment illustrated in Figure 9 also differs from the solution shown in Figure 7 in that during steehng the single-arm fork 4 and the fork shank 5 do not rotate in the shell 6, because they can be rotated together. Therefore, in the case of this arrangement, the steehng centre line 30 crosses the centre of the ball-and-socket joints 41 and 62, respectively.
In certain cases, of course, double-shank forks instead of the single-arm fork can also be applied for this embodiment and for the corresponding further two embodiments as well.
On the basis whereof it can be established that the front wheel suspen- sion in accordance with the present invention makes it possible to distribute the triple function described in the introduction, namely: wheel track guidance, that is, steering, springing, and brake force take-up, to structural elements basically independent from each other. In our judgement, it has been managed for the first time to complete these complex requirements in this way. A further advantage of the solution in accor- dance with the present invention is that all this is made possible by a relatively simple structural design and production The embodiment illustrated in Figure 9 is deemed to be particularly advantageous since this complex requirement is complied with by engaging the least amount of structural elements possible Springing can remain „actιve" all the time, that is, at any wheel load, consequently motor-cycle riders can be made comfortable in any mode of operation In our judgement, the single-arm fork 4 produces a favourable impression aesthetically as well because it conveys the image of a light and surprising structural design
The most important advantage of applying the second (upper) connecting unit 14 and the first (lower) connecting unit 13 in accordance with the present invention is that the steering device 7 and the forked unit 3 are supported by the motor-cycle chassis through said units in a manner that the necessary relative displacements are also allowed for, therefore the problems of the telescope getting wedged in, inevitable in the case of earlier solutions, have been completely eliminated
Finally, it should be mentioned that a great number of other embodiments and combinations of the present invention can be realised within the scope of the patent protection applied for As regards the connecting units 13 and 14, any other structural units, e g mechanisms, could be applied besides the embodiments using ball-and-socket joints and universal joints, providing for rotatability and the relative displacement necessary in the direction of the and angles α and β Naturally, the springing mechanism 15 can be installed in the shell 6 as well, and even a torsional spring can be applied for the springing mechanism 15 at the hinged connection of the radius rod 11 and the motor-cycle chassis 1 In the above disclosure we mentioned only embodiments of the claimed invention for motor-cycle, but it is to be noted that the present invention can be used for bicycles, thcycles or any other vehicles or devices comprising a wheel.

Claims

CLAIMS:
1. Front wheel suspension, especially for motor-cycles, comprising a motor-cycle chassis, a forked unit made up of a fork and a fork shank rota- tively embedding a steered wheel, a shell embedding the fork shank, a springing mechanism mounted between the wheel and the motor-cycle chassis, and a steering device which is connected to the motor-cycle chassis rotatively in relation to the motor-cycle chassis through a connecting unit, and also comprising a device for transmitting the steehng rotation of the shell to the forked unit, characterised in that the motor-cycle chassis (1) is connected to the forked unit (3) by an additional radius rod (11), which is hinged to the motor-cycle chassis (1), and connected to the forked unit (3) through a first connecting unit (13) allowing for a rotation around a steehng centre line (30) as well as for a change in a relative an- gular position ( angle ) of the steering centre line (30) and the radius rod (11) during springing, furthermore, besides providing for the rotatability of the steering device (7), a second connecting unit (14) mounted between the steering device (7) and the motor-cycle chassis (1) also allows for a change in a relative angular position ( angle β) of the steehng centre line (30) and the motor-cycle chassis (1) du ng sphnging.
2. The front wheel suspension as claimed in claim 1 , characterised in that the forked unit (3) is preferably provided with a single-arm fork (4) and the first connecting unit (13) mounted between the radius rod (11) and the forked unit (3) is provided with a ball-and-socket joint (41).
3. The front wheel suspension as claimed in claim 1 or 2, characterised in that a springing mechanism (15) is mounted outside the shell (6), between the radius rod (11 ) and the motor-cycle chassis (1).
4. The front wheel suspension as claimed in any of claims 1 -3, characterised in that the second (upper) connecting unit (14) comprises a ball and- socket joint (62), through which the motor-cycle chassis (1) and the shell (6) jointly rotatable with a control horn (8) are directly connected to each other.
5. The front wheel suspension as claimed in any of claims 1 -4, characterised in that the first (lower) connecting unit (13) and/or the second (upper) connecting unit (14) are formed as trunnion crosses or universal joints.
PCT/HU1997/000077 1996-12-20 1997-11-25 Front wheel suspension, especially for motorcycles WO1998028183A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
HUP9603552 1996-12-20
HU9603552A HU220944B1 (en) 1996-12-20 1996-12-20 Front wheel suspension mainly for motorcycles

Publications (1)

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WO1998028183A1 true WO1998028183A1 (en) 1998-07-02

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HU (1) HU220944B1 (en)
WO (1) WO1998028183A1 (en)

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Publication number Priority date Publication date Assignee Title
WO2008022655A1 (en) * 2006-08-24 2008-02-28 Philippe Schreyer Device for attaching a fork to a bicycle frame
ITVB20090001A1 (en) * 2009-12-01 2010-03-02 Roberto Lettini ROD SUSPENSION WITH VARIABLE EXCURSION, BRAKING-RESISTANT, WITH FORCES TRANSFER, APPLICABLE TO CYCLES, MOTORCYCLES, MOTORCYCLES, CAN BE USED AS A FORK AND AS A REAR SUSPENSION, THE SYSTEM MAY BE ALSO AG
FR2999143A1 (en) * 2012-12-10 2014-06-13 Sylvain Assalit Vehicle e.g. motor cycle, has mechanical connection, connection arm and element provided between upper part of variable length arm and chassis to adjust slope of variable length arm in vertical symmetry plane of steering gear
WO2014097285A1 (en) * 2012-12-19 2014-06-26 Robert Rae Suspension system for the front wheel of single-track two- wheeled vehicles namely motorcycles and bicycles.
JP2015193309A (en) * 2014-03-31 2015-11-05 本田技研工業株式会社 Driving structure of straddle type vehicle
JPWO2017051614A1 (en) * 2015-09-25 2018-07-19 本田技研工業株式会社 Front fork of saddle-ride type vehicle
JPWO2017051613A1 (en) * 2015-09-25 2018-08-16 本田技研工業株式会社 Handle lock structure for saddle-ride type vehicles
DE102019130169A1 (en) * 2019-11-08 2021-05-12 Bayerische Motoren Werke Aktiengesellschaft Front wheel guidance for a single-track motor vehicle
US20220055711A1 (en) * 2019-01-23 2022-02-24 Bayerische Motoren Werke Aktiengesellschaft Tilt-Decoupled Steering Device of a Motorbike

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Cited By (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008022655A1 (en) * 2006-08-24 2008-02-28 Philippe Schreyer Device for attaching a fork to a bicycle frame
ITVB20090001A1 (en) * 2009-12-01 2010-03-02 Roberto Lettini ROD SUSPENSION WITH VARIABLE EXCURSION, BRAKING-RESISTANT, WITH FORCES TRANSFER, APPLICABLE TO CYCLES, MOTORCYCLES, MOTORCYCLES, CAN BE USED AS A FORK AND AS A REAR SUSPENSION, THE SYSTEM MAY BE ALSO AG
FR2999143A1 (en) * 2012-12-10 2014-06-13 Sylvain Assalit Vehicle e.g. motor cycle, has mechanical connection, connection arm and element provided between upper part of variable length arm and chassis to adjust slope of variable length arm in vertical symmetry plane of steering gear
WO2014097285A1 (en) * 2012-12-19 2014-06-26 Robert Rae Suspension system for the front wheel of single-track two- wheeled vehicles namely motorcycles and bicycles.
US9688344B2 (en) 2012-12-19 2017-06-27 Formcept Technologies and Solutions Private Limited Suspension system for the front wheel of single-track two-wheeled vehicles namely motorcycles and bicycles
JP2015193309A (en) * 2014-03-31 2015-11-05 本田技研工業株式会社 Driving structure of straddle type vehicle
JPWO2017051614A1 (en) * 2015-09-25 2018-07-19 本田技研工業株式会社 Front fork of saddle-ride type vehicle
JPWO2017051613A1 (en) * 2015-09-25 2018-08-16 本田技研工業株式会社 Handle lock structure for saddle-ride type vehicles
EP3354550A4 (en) * 2015-09-25 2018-10-10 Honda Motor Co., Ltd. Front fork for saddled vehicle
EP3354544A4 (en) * 2015-09-25 2018-10-17 Honda Motor Co., Ltd. Handlebar lock structure for saddled vehicle
US10647371B2 (en) 2015-09-25 2020-05-12 Honda Motor Co., Ltd. Handle lock structure for saddled vehicle
US20220055711A1 (en) * 2019-01-23 2022-02-24 Bayerische Motoren Werke Aktiengesellschaft Tilt-Decoupled Steering Device of a Motorbike
DE102019130169A1 (en) * 2019-11-08 2021-05-12 Bayerische Motoren Werke Aktiengesellschaft Front wheel guidance for a single-track motor vehicle
CN114302815A (en) * 2019-11-08 2022-04-08 宝马股份公司 Front wheel guide device for a single-track motor vehicle

Also Published As

Publication number Publication date
HUP9603552A1 (en) 1998-08-28
HU9603552D0 (en) 1997-02-28
HU220944B1 (en) 2002-06-29

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