WO2006008569A1 - Dispositif trois-roues en position couchee, comprenant un systeme de direction a amortissement - Google Patents

Dispositif trois-roues en position couchee, comprenant un systeme de direction a amortissement Download PDF

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Publication number
WO2006008569A1
WO2006008569A1 PCT/IB2004/002333 IB2004002333W WO2006008569A1 WO 2006008569 A1 WO2006008569 A1 WO 2006008569A1 IB 2004002333 W IB2004002333 W IB 2004002333W WO 2006008569 A1 WO2006008569 A1 WO 2006008569A1
Authority
WO
WIPO (PCT)
Prior art keywords
rotation
recumbent tricycle
chassis part
recumbent
axis
Prior art date
Application number
PCT/IB2004/002333
Other languages
German (de)
English (en)
Inventor
Günther JOACHIMSTHALER
Original Assignee
Oosterveer, Horst
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 Oosterveer, Horst filed Critical Oosterveer, Horst
Priority to EP04743994A priority Critical patent/EP1755939A1/fr
Publication of WO2006008569A1 publication Critical patent/WO2006008569A1/fr

Links

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
    • B62K5/00—Cycles with handlebars, equipped with three or more main road wheels
    • B62K5/02—Tricycles
    • B62K5/06—Frames for tricycles
    • 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
    • B62K17/00—Cycles not otherwise provided for
    • 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
    • B62K3/00—Bicycles
    • B62K3/005—Recumbent-type bicycles

Definitions

  • the invention relates to a recumbent tricycle device which has a first chassis part carrying rear wheels and a second chassis part which is connected to a front wheel and which is adjustable in length, the chassis parts being connected at two separate bearing points by means of bearing elements and the chassis parts being pivotable relative to one another about an axis of rotation, which points in the direction of travel and is inclined to this.
  • a recumbent tricycle of the type mentioned is known from DE 100 54 273.5-21.
  • a similar recumbent tricycle is disclosed for example in DE 195 11 629 C2.
  • This known recumbent tricycle contains a first chassis part carrying the rear wheels and a second chassis part which is connected to the is connected to the first and includes a front wheel with pedal drive.
  • the length of the second chassis part is telescopically adjustable and is designed to adjust the angle of a fork attached to the second chassis to hold the front wheel so that it can be rotated about a horizontal axis.
  • the first and the second chassis part are connected to one another via flexible rubber bodies, so that the chassis parts can be rotated relative to one another about an axis of rotation running through the rubber bodies. Desired, neutral driving characteristics of the recumbent trike result when the axis of rotation runs through the point of contact of the front wheel on the road.
  • the known recumbent tricycles all have the disadvantage that, in particular at higher speeds, vibrations of the chassis caused by impacts with a road surface are transmitted to the steering system, which makes it considerably more difficult to control the steering system and makes driving safety essential is reduced if the vibrations are in the range of the natural frequencies of the chassis or the steering system.
  • the object of the invention is therefore to provide a recumbent tricycle device in which driving safety is ensured even at higher and higher speeds.
  • this object is achieved in that at least one rotation damping device is provided which dampens vibrations of the chassis part with respect to the chassis part about the axis of rotation.
  • Rotation damping device two rotatable against each other
  • Each rotation unit preferably contains at least one brake disk which can be mechanically contacted with the at least one rotation unit of the other rotation unit.
  • Brake discs of the first and second rotation units can be pressed against one another under a contact pressure caused by a spring, the contact pressure being predeterminable by means of an adjusting device acting on the spring.
  • the adjusting device is preferably designed as a wing head unit of a threaded screw acting on the head side on a spring designed as a plate spring, which is guided axially through the brake discs.
  • the brake discs can be axially provided with an internal thread in which the external thread of the threaded screw is guided.
  • a fixed nut is provided in the region of the end face of the brake screws remote from the head, in which the external thread of the threaded screw is guided.
  • the rotation damping device is preferably arranged in the vicinity of a bearing element (20, 29) and, according to a preferred embodiment, is made in one piece with a bearing element (20, 29).
  • Linear damper is provided, one end of which
  • Chassis part (3) is connected.
  • Two telescopic rod dampers are preferably provided, one of which is provided
  • Chassis part 3 connected to the chassis part 3 is, and the other end is connected to a fork part of the chassis part 2.
  • At least one of the bearing points is arranged to be displaceable in a direction deviating from the axis of rotation. This makes it possible to change the orientation, in particular inclination, of the axis of rotation.
  • the axis of rotation can thus be adjusted to the point of contact of the front wheel on the road when the length of the recumbent tricycle is adjusted. In this way, a neutral driving behavior, which results from the support point of the front wheel when the axis of rotation runs, can be achieved for each adjustment of the recumbent tricycle.
  • Such an adjustment device can be implemented mechanically in a particularly simple manner if only simple sliding guides are used for this.
  • the inclination of the axis of rotation is also the inclination of the first
  • Chassis part adjustable in the direction of travel. This makes it possible to compensate for an adjustment of the inclination that occurs when the front wheel is displaced when the
  • Frame is adapted to the size of a driver. It is therefore possible to essentially maintain the inclination of the first chassis part even after changes in the frame geometry. This allows the first
  • Chassis part around the axis of the rear wheels, making it there is no negative influence on the driving characteristics, such as erasing the rear wheels when driving straight ahead.
  • An advantageous embodiment of the invention provides for the first chassis part to be rotated clockwise by a displacement of the front bearing point in the direction of travel about a pivot point lying approximately in the region of the rear bearing point. It is also provided by a
  • Displacement of the front bearing point against the direction of travel causes rotation of the first chassis part in order to bring about the pivot point lying approximately in the region of the rear bearing point.
  • the inclination of the rear frame part can be adjusted in two opposite directions, which makes it possible to compensate for all "incorrect positions" of the frame.
  • one of the bearing elements is arranged displaceably on both chassis parts by means of displacement bearing units, the displacement lines of the sliding bearing having an intersection. This ensures that a displacement of the bearing element with otherwise unchanged frame parts causes a change in the position of the two frame parts relative to one another.
  • the bearing element is designed as a rubber bearing, the rubber body of which is arranged between two plates which are connected by a flexible connecting means, in particular a wire rope.
  • a flexible connecting means in particular a wire rope.
  • the axis of rotation has a course in which it cuts the body of a driver at a point which depends on the length setting of the recumbent tricycle.
  • similar driving characteristics can be achieved for bearing elements with the same properties for small, light and large, heavy drivers, although the drivers with different levers cause rotation about the axis of rotation.
  • the axis of rotation can be positioned closer to the center of gravity than with small, light drivers. The influence of the driver's weight and height is thus neutralized to a certain extent.
  • the rear wheels have suspensions that allow a displacement transverse to the direction of travel.
  • the driving properties can be adjusted by adjusting the track width, in particular to the weight and size of the driver, but also with regard to the preferred “driving style”.
  • such a simple adjustment also allows space-saving storage of the recumbent tricycle.
  • a structurally simple, particularly stable wheel-frame combination is realized by suspending the rear wheel via two forks which are guided in two tubes of the rear chassis part.
  • a trailer is to be arranged on the recumbent tricycle, which has a steering roller at one end facing away from the recumbent tricycle, which can be freely rotated about a longitudinal axis.
  • a particularly advantageous embodiment of the subject matter of the invention exists when the trailer is located between holding elements arranged on the rear wheel suspensions, e.g. Bolt that is rotatably clamped.
  • the trailer can be coupled and uncoupled by a simple track width adjustment, the optimum track width for trailer operation being predetermined by the trailer, so that incorrect settings cannot be made.
  • the trailer is located between holding elements arranged on the first chassis part is clamped, at least one holding element for uncoupling the trailer being movable longitudinally. This ensures simple and quick coupling of the trailer.
  • Figure 1 is a schematic side view of a
  • Figure 2 is a schematic rear view of the recumbent tricycle shown in Figure 1 with omission of individual parts
  • Figure 3 is a schematic side view of the recumbent tricycle shown in Figure 1 in one
  • FIG. 4 shows a schematic side view of a recumbent tricycle, shown partly in a length setting for small riders and partly in a length setting for medium-sized riders,
  • FIG. 5 shows a schematic side view of the recumbent tricycle shown in FIG. 1 in a position for small riders
  • FIG. 6 shows a representation of the recumbent tricycle shown in FIG. 1 in a position for tall drivers
  • FIG. 7 a bearing element
  • FIG. 8 shows a section through the bearing element shown in FIG. 7 along the section line VIII-VIII,
  • FIG. 9 shows a rear section of a recumbent tricycle with a coupled trailer.
  • Figure 10 is a detailed view of the rotation damping device of a recumbent tricycle.
  • a recumbent tricycle 1 is shown.
  • the recumbent tricycle 1 essentially consists of a first chassis part 2 and a second chassis part 3, which are mounted on bearings 4, 5 so as to be rotatable about an axis of rotation 6.
  • Rear wheels 7, 8 are suspended on the first chassis part 2.
  • handlebar stubs 9, 10 are connected to the first chassis part 2.
  • On the second chassis part 3, a fork 11 is slidably and fixably mounted with a fork tube 12.
  • the fork 11 carries a front wheel 13 and a partially illustrated drive device 14, of which pedals 15, crank arms 16 and a bottom bracket 17 are shown. To maintain the clarity of the figure, a representation of a chain drive acting on the front wheel 13 has been omitted.
  • a seat cushion 18 and a back cushion 19 are also arranged on the second chassis part 3.
  • the rotation damping device 120 contains two mutually rotatable rotation units 121, 122, a first of which is connected to the chassis part (2) and a second to the chassis part (3).
  • Each rotation unit 121, 122 has a plurality of brake disks 121 'which can be mechanically contacted with that of a plurality of brake disks 122' of the respective other rotation unit 121, 122.
  • the brake disks 121 ', 122' of the first 121 and second 122 rotation units are pressed against one another under a contact pressure caused by a spring 124, the contact pressure being predeterminable by means of an adjusting device 125 acting on the spring 124.
  • the adjusting device 125 is designed as a wing head unit on the head side of a plate spring Spring 124 acting threaded screw 126 which is axially guided through the brake disks 121 ', 122'.
  • a fixed nut 127 is provided in the area of the end face of the brake discs remote from the head, in which the external thread of the threaded screw 126 is guided.
  • the rotation damping device 120 is arranged in the vicinity of a bearing element (20) and is made in one piece with the bearing element (20).
  • two telescopic rod dampers 110 are provided, one end of which is connected to the chassis part 3 in the region of a low point of the chassis part 3 near the roadway, and the other end of which is connected to a fork part of the chassis part 2.
  • the front bearing point 4 is realized by the bearing element 20, which is connected to the chassis parts 2, 3 via a first flange plate 21 with a first sliding guide 22 and via a second flange plate 23 with a second sliding guide 24.
  • the first sliding guide 22 is equipped as a pipe guide 25, which can be locked using screws 26.
  • the first sliding guide 22 allows a displacement in the direction of arrow a or al.
  • the second sliding guide 24 is equipped as a clamping device 27, which is displaceable on the second chassis part 3 and can be clamped by means of clamping screws 28.
  • the second sliding guide 24 allows a displacement in the direction of the arrow b or b '.
  • the rear bearing 5 is designed as a bearing element 29, the first via flange plates 30, 31 Chassis part 2 or attached to the second chassis part 3.
  • the axis of rotation 6, about which the chassis parts 2, 3 can be rotated relative to one another, is through the bearing points
  • FIG. 2 shows a rear view of the recumbent tricycle 1 shown in Figure 1, with essential parts of the recumbent tricycle 1 such as the second chassis part are not shown.
  • FIG. 2 essentially shows the first chassis part 2, which consists of frame parts 38, 39 and wheel suspensions 40, 41 connecting them.
  • the wheel suspensions 40, 41 for the rear wheels 7, 8 each consist of two interconnected forks 42 to 45, which can be moved and locked with fork tubes 46 to 49 in the frame parts 38, 39 (see also FIG. 1).
  • a shift of the rear wheels can in opposite directions m, m 'take place.
  • the rear wheels 7, 8 have a camber by a camber angle.
  • the frame parts designed as square tubes are screwed to the square fork tubes such that the screw or thread axis, viewed in cross section, runs along a diagonal through the square profile. To reinforce the construction, the screws are also guided in threaded sleeves welded onto the square tubes.
  • FIG. 3 shows the recumbent tricycle 1 shown in FIG. 1, with some of the components of the recumbent tricycle 1 shown in FIG. 1 being omitted in the illustration in order to maintain clarity.
  • the recumbent tricycle 1 is set for medium-sized drivers (wheelbase B).
  • the fork tube 12 of the fork 11 can be inserted into the second chassis part 3 both in the direction of arrow b 1 and pulled out in the direction of arrow b.
  • the sliding guides 22, 24 also allow a shift in the direction of arrow a or b and in the direction of arrow al or in the setting for medium-sized drivers . b '.
  • the displacement lines v a , V b form a triangle D in each setting of the recumbent tricycle 1, which is different depending on the setting of the recumbent tricycle 1 Has edge lengths and different areas. If the recumbent tricycle 1 is now to be brought from the setting shown in FIG.
  • the fork tube 12 is first inserted into the second chassis part 3 in the direction of the arrow b ′ by the wheelbase B toward a wheelbase C. shorten (see Figure 4).
  • the point P2 on the second chassis part 3 is raised to the level of the point Pi on the fork tube 12, which results in the rotation of the chassis parts 2, 3 already described in FIG. 1 about the axis 37 in the direction of the arrow y (see FIG. 4).
  • the rotation in the direction of the arrow y about the axis 37 also causes the angle ⁇ around the base 33 to be reduced compared to the angle ⁇ shown in FIG.
  • the change in the position of the forks 42, 44 in conjunction with the camber angle ⁇ , which the rear wheels 7, 8 have, causes the formation of a negative toe-in angle of the rear wheels, which leads to increased friction of the rear wheels 7, 8 on the ground 33 and is undesirable .
  • the insertion of the fork tube 12 into the second chassis part 3 as a comparison of FIGS. 3 and 4 shows, also led to an incorrect position of the axis of rotation 6, which now, like FIG. 4 shows, the substrate 33 no longer cuts in the support point 32 of the front wheel 13, but meets the substrate 33 in the direction of travel F far before the support point 32.
  • the front bearing element 20 is now moved from the position shown in FIGS. 3 and 4 using the sliding guides 22, 24 to the Move chassis parts 2, 3 in directions a 'and b' to the position shown in FIG. 5.
  • the axis of rotation 6 is lowered so that it again runs through the point of contact 32 of the front wheel 13 on the ground 33, as in the setting for medium-sized drivers (see FIG. 3).
  • the displacement of the front bearing element 20 essentially causes the first chassis part 2 to rotate about a pivot point 50 located in the rear bearing 5 to the second chassis part 3.
  • the movement of the chassis parts 2, 3 relative to one another is also evident from an increasing distance between in 4 and 5 points P 3 , P 4 .
  • FIG. 6 shows the recumbent tricycle 1 shown in the previous figures in a setting for tall drivers (wheelbase A) in which the fork tube 12 has been pulled out of the second chassis part 3 as far as is permissible.
  • pulling out the fork tube 12 leads, as already described in FIG. 1, to a rotation of the chassis parts 2, 3 in the direction of the arrow x about the axis 37.
  • This displacement has an analogy to the displacement from the position for medium-sized drivers in the position for small drivers result in two incorrect positions.
  • FIGS. 3, 5, 6 illustrate how the distance between a point P 5 and the axis of rotation 6 changes with the frame setting.
  • mi ⁇ m ⁇ ⁇ Mm the center of gravity of a driver, not shown, in the setting for small drivers is far above the axis of rotation 6 and the driver therefore has a large lever in order to cause rotations about the axis of rotation 6.
  • this lever becomes smaller in the setting for tall drivers, ie the axis of rotation is closer to the center of gravity. This means that drivers of different sizes will find good driving characteristics when using the same bearing elements, since increasing driver size and with this increasing driver weight are compensated for by a shorter lever length.
  • FIG. 7 shows a bearing element 60.
  • the bearing element 60 essentially consists of an upper plate 61, a lower plate 62, a rubber body 63 and a flexible element 64 connecting the plates 61, 62.
  • the bearing element 60 allows a wide variety of movements of the plates 61, 62 towards each other, with a buckling about an imaginary axis 65 due to the shape of the rubber body 63 and the longitudinal orientation of the bearing element 60 (see FIG. 7) being the preferred direction of movement.
  • the bearing element 60 or the rubber body 63 shows a progressive spring behavior.
  • FIG. 8 shows a section through the bearing element shown in FIG. 7 along the section line VIII-VIII. Threads 66 are provided in the plates 61, 62 for fastening the chassis parts. That the plates 61, 62 connecting flexible element, not shown in Figure 8 is guided through a bore 67 and is clamped in the plates 61, 62 in each case by screws, not shown, which are screwed into the thread 68. Furthermore, a weld, not shown, of the flexible element to the plates 61, 62 is provided if this is designed, for example, as a steel cable.
  • FIG. 9 shows a rear part of a recumbent tricycle 80 which is connected to a trailer 81.
  • the trailer 81 is mounted on the tricycle 80 so that it can rotate about an axis of rotation 82.
  • the trailer 81 is supported by a roller 84 which can be freely rotated about a steering axis 85 and has an axis of rotation 86 which does not intersect with the steering axis 85.
  • the roller 84 always runs behind the steering axis 85.
  • the axis of rotation 82, on which the trailer 81 is suspended, is arranged in front of an axis of rotation 87 of the rear wheel of the recumbent tricycle 80, so that the trailer 81 or a load located on the trailer 81 with its weight also applies to the front wheel, not shown, of the recumbent tricycle 80 works and thus improves the traction of the driven front wheel in trailer operation.
  • the axis of rotation and the position of the first chassis part are adjusted by displacing the rear bearing element.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automatic Cycles, And Cycles In General (AREA)

Abstract

La présente invention concerne un dispositif trois-roues en position couchée qui comprend une première partie de châssis (2) qui porte des roues arrières (7, 8), et une seconde partie de châssis (3) qui est reliée à une roue avant (13) et est réglable en longueur, les parties de châssis (2, 3) étant reliées à deux points d'appui séparés (4, 5), par des éléments d'appui (20, 29), et les parties de châssis (2, 3) pouvant pivoter l'une par rapport à l'autre autour d'un axe de rotation (6) qui est orienté dans la direction de déplacement (F) et est incliné par rapport à celle-ci. Selon l'invention, on peut obtenir une bonne sécurité de conduite également pour des vitesses élevées et très élevées, grâce à la présence d'au moins un mécanisme d'amortissement de rotation (120) qui amortit les oscillations de la partie de châssis (3) vis-à-vis de la partie de châssis (2) autour de l'axe de rotation (6).
PCT/IB2004/002333 2004-06-17 2004-07-08 Dispositif trois-roues en position couchee, comprenant un systeme de direction a amortissement WO2006008569A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP04743994A EP1755939A1 (fr) 2004-06-17 2004-07-08 Dispositif trois-roues en position couchee, comprenant un systeme de direction a amortissement

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004029388.0 2004-06-17
DE200410029388 DE102004029388B4 (de) 2004-06-17 2004-06-17 Liegedreirad-Vorrichtung mit gedämpftem Lenksystem

Publications (1)

Publication Number Publication Date
WO2006008569A1 true WO2006008569A1 (fr) 2006-01-26

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IB2004/002333 WO2006008569A1 (fr) 2004-06-17 2004-07-08 Dispositif trois-roues en position couchee, comprenant un systeme de direction a amortissement

Country Status (3)

Country Link
EP (1) EP1755939A1 (fr)
DE (1) DE102004029388B4 (fr)
WO (1) WO2006008569A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008052539A1 (fr) 2006-10-30 2008-05-08 Hektor Steinhilber Véhicule à trois roues
DE102006052041A1 (de) * 2006-10-30 2008-05-21 Steinhilber, Hektor Fahrzeug mit drei Rädern

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2918634B1 (fr) * 2007-07-09 2010-03-05 Veleance Vehicule terrestre a inclinaison controlee
FR3011808B1 (fr) * 2013-10-16 2016-12-30 Eric Begue Cycle, de preference pour un adulte
ZA201902776B (en) * 2018-05-04 2019-11-27 Barend Wilhelm Botha Recumbent vehicle

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0321171A2 (fr) * 1987-12-15 1989-06-21 LOFGREN, Michael, S. Véhicule à trois roues
US20020030342A1 (en) * 2000-04-05 2002-03-14 Christopher Rotz Handcycle
DE10054273A1 (de) * 2000-11-02 2002-05-08 Guenther Joachimsthaler Liegedreirad
DE10237619A1 (de) * 2002-08-16 2004-03-11 JOACHIMSTHALER, Günther Liegedreirad

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5240267A (en) * 1991-09-20 1993-08-31 Peter Owsen Tricycle
DE19511629C2 (de) * 1995-03-30 1998-10-22 Guenther Joachimsthaler Liegedreirad
US6036210A (en) * 1997-07-07 2000-03-14 Lee; David V. Modified prone handcycle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0321171A2 (fr) * 1987-12-15 1989-06-21 LOFGREN, Michael, S. Véhicule à trois roues
US20020030342A1 (en) * 2000-04-05 2002-03-14 Christopher Rotz Handcycle
DE10054273A1 (de) * 2000-11-02 2002-05-08 Guenther Joachimsthaler Liegedreirad
DE10237619A1 (de) * 2002-08-16 2004-03-11 JOACHIMSTHALER, Günther Liegedreirad

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008052539A1 (fr) 2006-10-30 2008-05-08 Hektor Steinhilber Véhicule à trois roues
DE102006052041A1 (de) * 2006-10-30 2008-05-21 Steinhilber, Hektor Fahrzeug mit drei Rädern
DE102007019026A1 (de) 2006-10-30 2008-10-23 Steinhilber, Hektor Fahrzeug mit drei Rädern
DE102006052041B4 (de) * 2006-10-30 2009-07-30 Steinhilber, Hektor Fahrzeug mit drei Rädern
CN101557977B (zh) * 2006-10-30 2012-01-04 贺克特·史丹喜伯 三轮载具

Also Published As

Publication number Publication date
DE102004029388A1 (de) 2006-01-05
EP1755939A1 (fr) 2007-02-28
DE102004029388B4 (de) 2006-09-07

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