WO2010034857A1 - Steering and suspension assembly for the front train of a two-wheel vehicle - Google Patents

Steering and suspension assembly for the front train of a two-wheel vehicle Download PDF

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Publication number
WO2010034857A1
WO2010034857A1 PCT/ES2009/000465 ES2009000465W WO2010034857A1 WO 2010034857 A1 WO2010034857 A1 WO 2010034857A1 ES 2009000465 W ES2009000465 W ES 2009000465W WO 2010034857 A1 WO2010034857 A1 WO 2010034857A1
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WO
WIPO (PCT)
Prior art keywords
steering
vehicle
front axle
chassis
point
Prior art date
Application number
PCT/ES2009/000465
Other languages
Spanish (es)
French (fr)
Inventor
Carlos BELTRÁN CARRIÓN
Pablo GONZÁLEZ DE CHAVES FERNÁNDEZ
Roberto GARCÍA-MONZÓN ALONSO
Original Assignee
Arco Design And Projects, S.L.
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Filing date
Publication date
Application filed by Arco Design And Projects, S.L. filed Critical Arco Design And Projects, S.L.
Publication of WO2010034857A1 publication Critical patent/WO2010034857A1/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
    • 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
    • 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
    • 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

Definitions

  • the present invention relates to a steering and suspension group for the front train of a two-wheeled vehicle.
  • a bicycle in its most basic configuration, includes a chassis (or frame) comprising an essentially vertical front tube, through which an integral front axle joins a handlebar and the center of the front wheel, said said front axle sliding rotatably within said front tube of the chassis to enable steering action but said front axle being unable to slide axially within said front tube to provide suspension action.
  • a steering and suspension group is provided on motorcycles.
  • said group comprises a front axle that joins the handlebar and the center of the front wheel, which is conventionally formed by several bars positioned by seatposts, which is located in the central plane of the motorcycle (symmetry plane), and which is ascending and is slightly tilted backwards forming an angle with the vertical (launch angle) that generates a self-aligning torque.
  • Said front axle is pivotally attached to the chassis to enable steering action and is telescopic to enable suspension action.
  • Said self-aligning torque increases with the increase of the launch angle, generating a null self-aligning torque with a launch angle of 0 o .
  • the same structural element (in this case, the front axle) supports all types of forces (lateral or steering, vertical or suspension, and longitudinal or acceleration / braking) and transmits them in combination to both the chassis and the handlebar; in the steering action, the entire assembly formed by the front axle and the front wheel is moved together; and the articulation of the front axle with the chassis and the support point of the front axle on the front wheel are separated by a significant distance.
  • This configuration implies that the acceleration / braking efforts travel from the front wheel to the chassis ascending along the front axle, which causes large solicitations on such a front axle, which in turn causes stiffness to increase of the front axle based on stems with greater thicknesses.
  • the front axle represents an important part of the total weight of the motorcycle, which in turn causes a concentration of weight on the front of the motorcycle, away from the center of gravity, which is also undesirable.
  • front and rear wheels are connected to each other by means of the front axle and the chassis, and the vehicle is designed to provide stable balance at nominal speed (rectilinear motion at constant speed).
  • nominal speed rectilinear motion at constant speed.
  • the normal conditions of use of motorcycles do not often correspond to the nominal regime.
  • anomalous situations known in the art such as weave, shimmy or wobble, the de-application of the rear wheel with respect to the ground due to braking and the de-application of the front wheel with respect to the ground due to acceleration; or simply normal situations outside the nominal regime, such as curvilinear movement or load transfer (dive or sinking of the front fork due to braking, and squat or expansion of the front fork due to acceleration, without ever reaching to the de-application of any of the wheels with respect to the ground). All of them are equally undesirable since they affect the balance of the vehicle and therefore its safety.
  • shifted suspension includes an essentially horizontal arm, which articulates the front axle and the chassis in an articulated manner, and a shock absorber arranged essentially vertically above said arm, which joins in an articulated manner said arm and the chassis.
  • Another such alternative configuration (hereinafter referred to as “cantilever without front axle”) comprises a substantially independent structure for steering action.
  • this alternative configuration comprises a steering device in the center of the hub (or CHS device of the "Center Hub Steering") by means of which the steering action is performed directly on the center (both radial and lateral) of the front wheel, and the front axle has been removed and the rotation of the handlebar is transmitted to the front wheel through a steering linkage.
  • the configuration includes a pair of essentially horizontal swingarms, articulated jointly by its front end to the center of the front wheel and pivotally connected at its rear end to the chassis, and a shock absorber arranged essentially vertically above said pair of swingarms, which pivotally joins said pair of swingarms and the chassis.
  • the shock absorber will substantially withstand the suspension forces while the horizontal swingarm pair will absorb the acceleration / braking and steering forces.
  • the front train comprises elements of great thickness and represents an important part of the total weight of the motorcycle, which in turn undesirably causes a concentration of weight in the front part of the motorcycle, far from the center of gravity.
  • cantilever with front axle is basically the previous cantilever configuration without front axle with the particularity that the complex transmission system of the steering action from the handlebar to the front wheel has been eliminated by means of linkage and the shaft has been restored front, and also an essentially horizontal arm that joins the front axle and the chassis above the front wheel has been articulated.
  • the shock absorber will substantially withstand the suspension forces while the horizontal swingarm will absorb the acceleration / braking and steering forces.
  • the front train comprises elements of great thickness and represents an important part of the total weight of the motorcycle, which in turn undesirably causes a concentration of weight in the front of the motorcycle, far from the center of gravity.
  • An object of the invention is to provide a steering and suspension group for the front train of a two-wheeled vehicle, intended to address the drawbacks of the prior art through a simple and lightweight, yet robust configuration.
  • the steering and suspension group according to the invention in the steering action, the whole assembly formed by the front axle and the front wheel is not moved together but only a slight steering axle, and the chassis arrives substantially to the point of application of the steering through the front axle substantially with a single degree of freedom, so that the chassis maintains its rigidity and its mechanical properties; the steering is direct and without homokinetic joints, but it is substantially avoided to move movements to the handlebars; lateral or steering, vertical or suspension, and longitudinal or acceleration / braking forces are substantially separated, controlling the sinking and support of the wheels on the ground.
  • the steering and suspension group for the front train of a two-wheeled vehicle comprises a handlebar; a rising damper; a front wheel hub with a CHS device; an ascending front axle coinciding with the geometric direction of rotation axis but with an axis adaptation section, offset in relation to such a geometric direction of rotation axis with an essentially C-shaped development to reach the CHS device without interfering with the front wheel; and an essentially horizontal lower swingarm and upper swingarm, connected by its front end to said front axle and its rear end to the vehicle chassis, so that said front axle and said lower and upper swingarms form a swinging unit, operatively extending said lower swingarm between said front axle and the vehicle chassis only by the CHS device side of the vehicle.
  • said lower swingarm and said upper swingarm are pivotally connected at its front end to said front axle and are pivotally connected at its rear end to the vehicle chassis; and said shock absorber is pivotally connected at its upper end to the chassis of the vehicle and is pivotally connected at its lower end to said tilting unit.
  • the steering and suspension group according to the invention additionally comprises a steering shaft that is joined by its lower end to said CHS device and its upper end to said handlebar, and is further articulated in the vicinity of its upper end to the chassis of the vehicle.
  • Said steering shaft defines the geometric axis of steering rotation, and comprises: an upper shaft portion divided into at least two shaft portions that are linked so as to move axially relative to each other; and a lower shaft part that includes a shaft adaptation section, offset in relation to such a geometric axis of direction rotation with an essentially C-shaped development such as to reach the CHS device without interfering with the front wheel, whose plane of offset is essentially perpendicular to the diametral plane of the front wheel and whose offset in relation to the geometric axis of steering rotation is less than the offset of said axis adaptation section in relation to the geometric axis of steering rotation taken at the same height .
  • Said front axle has an upper through hole and a lower through hole by which said steering shaft extends, so that said shaft adaptation section is framed by said axis adaptation section and so that said steering tree is free to rotate within said through holes of said front axle.
  • Said steering shaft has a seat adjacent to its lower end, in which the lower end of said front axle is received axially fixed.
  • said shock absorber is pivotally connected at its upper end to the chassis of the vehicle and is pivotally connected at its lower end to the point where said upper swingarm is pivotally attached to said front axle.
  • said shock absorber is pivotally connected at its upper end to the chassis of the vehicle and is pivotally connected at its lower end to the point where said lower swingarm is pivotally attached to said front axle.
  • said shock absorber is of the piston type, optionally spring reinforced.
  • said rising front axle and correspondingly said steering axle, can be tilted backward from the vertical, so as to form a launch angle greater than 0 °; and said shock absorber can also be tilted backwards from the vertical to modulate its linear deformation characteristics.
  • the vehicle chassis includes a projection protruding forward beyond said steering axle, with a consequent emptying in correspondence with said steering axle to avoid interference, and said steering axle is articulated in the vicinity of its upper end to the vehicle chassis by means of a pivot-linked crossbow to the front end of said projection and articulated by a kneecap to said steering tree.
  • Said at least two shaft portions of said upper shaft portion may be telescopically linked to each other, such as to move axially one relative to the other.
  • a damping scissor can be provided to prevent the relative rotating movement of both portions and to limit the relative axial movement of both portions.
  • said at least two shaft portions of said upper shaft portion may be axially spaced from each other and linked to each other by three damping scissors, distributed along the circumference of the steering shaft as to prevent relative rotating movement. of both portions and limit the relative axial movement of both portions.
  • the straight backward extension path of said lower swingarm and the straight backward extension path of said upper swingarm are preferably cut at an intersection point of swingarm paths.
  • the length of the segment delimited by the cut-off point of both lines and the support point of the rear wheel of the vehicle on the ground in relation to the distance from the ground to the center of gravity of the vehicle-driver assembly, represents the level of anti-sinking provided by the steering and suspension group according to the invention, that is, the extent to which the sinking in braking is eliminated.
  • said swingarms will be positioned so that the point of intersection of swingarm paths is positioned so that, considering a vertical straight line that passes through the vehicle's rear wheel support point on the ground and a line that joins the vehicle's front wheel support point on the ground and said point of intersection of swingarm paths, the length of the segment delimited by the cut-off point of both straight lines and the support point of the rear wheel of the vehicle on the ground, in relation to the distance from the ground to the center of severity of the vehicle-driver assembly, represent the level of anti-collapse that you want to provide with the steering and suspension group according to the i nvention
  • said swingarms are positioned such that the point of intersection of swingarm paths is positioned such that, considering a vertical straight line passing through the point of support of the rear wheel of the vehicle on the ground and a straight line joining the point of support of the front wheel
  • Figures la, Ib, Ic and Id show steering and suspension groups for the front train of a two-wheeled vehicle, according to the prior art
  • Figure 2 shows a perspective view of an embodiment of a steering and suspension group for the front train of a two-wheeled vehicle, according with the invention, with the steering structure slightly turned to the left of the vehicle;
  • Figure 3 shows a side elevation view of the embodiment of Figure 2;
  • Figure 4 shows, in a schematic side view, the geometry of the tilting arrangement of an embodiment of a steering and suspension group for the front train of a two-wheeled vehicle, according to the invention.
  • FIG. 1 shows a traditional steering and suspension group for the front train of a two-wheeled vehicle
  • Figure Ib shows an alternative steering and suspension group for the front train of a two-wheeled, suspended suspension vehicle
  • Figure Ic shows an alternative steering and suspension group for the front end of a two-wheeled vehicle, cantilevered without a front axle
  • Figure Id shows an alternative steering and suspension group for the front end of a two-wheeled vehicle, cantilevered with a front axle.
  • FIGs 2 and 3 an embodiment of a steering and suspension group is shown for the front train of a two-wheeled vehicle, according to the invention.
  • the steering and suspension group comprises a handlebar 105; a rising damper 110; a front wheel hub with a CHS device 120; an up front axle 125; and an essentially horizontal lower swingarm 130 and an upper swingarm 135, pivotally connected at its front end to said front axle 125 and pivotally connected at its rear end to the chassis 115 of the vehicle.
  • Said lower swingarm 130 extends between said front axle 125 and the chassis 115 of the vehicle only on the CHS device side of the vehicle.
  • Said front axle 125 comprises a shaft adaptation section, which in this case covers almost the entire length of said front axle 125, offset in relation to the geometric direction of rotation axis with an essentially C-shaped development to reach to CHS device 120 without interfering with the front wheel (not shown).
  • Said shock absorber 110 is a shock absorber of the spring reinforced piston type, and is pivotally connected at its upper end to the chassis 115 of the vehicle and is pivotally connected at its lower end to the point at which said upper swingarm 135 is also connected to pivot to said front axle 125.
  • a steering shaft 140 which defines the geometric axis of steering rotation, is joined by its lower end to said CHS device 120 and its upper end to said handlebar 105.
  • the chassis 115 of the vehicle includes a projection 115 'projecting forward beyond said steering shaft 140, with a consequent emptying in correspondence with said steering shaft 140 as to avoid interference, and said steering shaft 140 is articulated in the proximities of its upper end to the chassis 115 of the vehicle by means of a crossbow 145 pivotally connected to the front end of said projection 115 'and articulated by a ball joint to said steering shaft 140.
  • Said steering shaft 140 comprises an upper part 140 'of a tree, divided in turn into two tree portions that are telescopically linked to each other, so as to move axially one in relation to the other.
  • a damping scissor 150 attached to both tree portions, prevents the relative rotating movement of both tree portions and limits the relative axial movement of both tree portions.
  • Said steering shaft 140 also comprises a lower part 140 '' of a tree which includes a tree adaptation section, which in this case covers almost the entire length of said lower part 140 '' of a tree, offset relative to said geometric axis of direction rotation with a development essentially with C shape to reach CHS device 120 without interfering with the front wheel.
  • the offset plane of said shaft adaptation section is essentially perpendicular to the diametral plane of the front wheel.
  • the offset of said shaft adaptation section in relation to the geometric axis of steering rotation is less than the offset of said axis adaptation segment in relation to the geometric axis of steering rotation, taken at the same height, and said front axle 125 has an upper through hole and a lower through hole through which said steering shaft 140 extends, so that said shaft adaptation section is framed by said axis adaptation section.
  • said steering shaft 140 is free to rotate within said through holes of said front axle 125.
  • said steering shaft 140 has a seat 155, adjacent to its lower end, in which the lower end of said front axle 125 is received axially fixed.
  • the straight back extension path 230 of said lower swingarm 130 is shown and the straight backward extension path 235 of said upper swingarm 135, which is cut at a point 200 of intersection of swingarm paths, and a straight line 215 connecting said point 200 of intersection of swingarm paths with point 205 of support of the front wheel of the vehicle on the ground, as well as a vertical line 220 that cuts the point 210 of support of the rear wheel of the vehicle on the ground.
  • the distance h from point 210 to the cut-off point of said straight line 215 and said vertical line 220 is 70% of the distance H from point 210 to the height of the center of gravity CG of the vehicle-driver assembly.
  • this geometry provides a 70% anti-sinking, or what is the same, allows 30% sinking.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Automatic Cycles, And Cycles In General (AREA)
  • Axle Suspensions And Sidecars For Cycles (AREA)

Abstract

Steering and suspension assembly for the front train of a two-wheel vehicle, which comprises: handlebars; vertical shock absorber; front wheel hub with CHS device; front vertical axle with axle eccentricity adjustment section; essentially horizontal bottom pivot and top pivot, forming a pivoting unit with said front axle; steering shaft joined at its bottom end to said CHS device and at its top end to said handlebars, hinged with the chassis, having a top part divided into at least two portions and a bottom part with shaft eccentricity adjustment section, the eccentricity of which is less than the eccentricity of said axle adjustment section; said front axle having top and bottom through-holes through which said steering shaft extends, and a seat adjacent to its bottom end for receiving the bottom end of said front axle.

Description

GRUPO DE DIRECCIÓN Y DE SUSPENSIÓN PARA EL TREN DEIANTERO DE UN VEHÍCULO DE DOS RUEDAS STEERING AND SUSPENSION GROUP FOR THE DEIANTER TRAIN OF A TWO-WHEELED VEHICLE
DESCRIPCIÓNDESCRIPTION
CAMPO DE LA INVENCIÓNFIELD OF THE INVENTION
La presente invención se refiere a un grupo de dirección y de suspensión para el tren delantero de un vehículo de dos ruedas.The present invention relates to a steering and suspension group for the front train of a two-wheeled vehicle.
Aqui en lo sucesivo, por simplificar, se hará referencia simplemente a una motocicleta como vehículo apropiado para la presente invención, aunque esta referencia no se debe entender limitativa de ningún modo, pues la presente invención se puede aplicar igualmente a otros tipos similares de vehículo, tal como bicicletas, ciclomotores, etc.Hereinafter, for simplicity, reference will simply be made to a motorcycle as an appropriate vehicle for the present invention, although this reference should not be construed as limiting in any way, since the present invention can also be applied to other similar types of vehicle, such as bicycles, mopeds, etc.
ANTECEDENTES DE LA INVENCIÓNBACKGROUND OF THE INVENTION
Es conocido que, en su configuración más básica, una bicicleta incluye un chasis (o cuadro) que comprende un tubo delantero, esencialmente vertical, por el que discurre un eje delantero enterizo que une un manillar y el centro de la rueda delantera, pudiendo dicho eje delantero deslizarse giratoriamente dentro de dicho tubo delantero del chasis para posibilitar la acción de dirección pero no pudiendo dicho eje delantero deslizarse axialmente dentro de dicho tubo delantero para proporcionar la acción de suspensión. Sin embargo, en las motocicletas se proporciona un grupo de dirección y de suspensión.It is known that, in its most basic configuration, a bicycle includes a chassis (or frame) comprising an essentially vertical front tube, through which an integral front axle joins a handlebar and the center of the front wheel, said said front axle sliding rotatably within said front tube of the chassis to enable steering action but said front axle being unable to slide axially within said front tube to provide suspension action. However, a steering and suspension group is provided on motorcycles.
Tradicionalmente, dicho grupo comprende un eje delantero que une el manillar y el centro de la rueda delantera, que está formado convencionalmente por varias barras posicionadas por tijas, que está situado en el plano central de la motocicleta (plano de simetría) , y que es ascendente y está ligeramente inclinado hacia atrás formando un ángulo con la vertical (ángulo de lanzamiento) que genera un par autoalineante.Traditionally, said group comprises a front axle that joins the handlebar and the center of the front wheel, which is conventionally formed by several bars positioned by seatposts, which is located in the central plane of the motorcycle (symmetry plane), and which is ascending and is slightly tilted backwards forming an angle with the vertical (launch angle) that generates a self-aligning torque.
Dicho eje delantero está unido a pivote al chasis para posibilitar la acción de dirección y es telescópico para posibilitar la acción de suspensión.Said front axle is pivotally attached to the chassis to enable steering action and is telescopic to enable suspension action.
Dicho par autoalineante, y consiguientemente la estabilidad de la motocicleta, aumenta con el aumento del ángulo de lanzamiento, generándose un par autoalineante nulo con un ángulo de lanzamiento de 0o.Said self-aligning torque, and consequently the motorcycle's stability, increases with the increase of the launch angle, generating a null self-aligning torque with a launch angle of 0 o .
Esta configuración es bastante sencilla, pero plantea problemas importantes.This configuration is quite simple, but it raises important problems.
En primer lugar, por su geometría, los ejes delanteros tienden a hundirse durante las frenadas y expandirse durante las aceleraciones, provocando un movimiento de cabeceo, que es indeseable dado que aumenta la transferencia de carga entre ruedas.In the first place, due to their geometry, the front axles tend to sink during braking and expand during acceleration, causing a pitching movement, which is undesirable given that the load transfer between wheels increases.
Por otro lado, el mismo elemento estructural (en este caso, el eje delantero) soporta todo tipo de esfuerzos (laterales o de dirección, verticales o de suspensión, y longitudinales o de aceleración/frenada) y los transmite combinadamente tanto al chasis como al manillar; en la acción de dirección se mueve unitariamente todo el conjunto formado por el eje delantero y la rueda delantera; y la articulación del eje delantero con el chasis y el punto de apoyo del eje delantero sobre la rueda delantera están separados por una distancia significativa.On the other hand, the same structural element (in this case, the front axle) supports all types of forces (lateral or steering, vertical or suspension, and longitudinal or acceleration / braking) and transmits them in combination to both the chassis and the handlebar; in the steering action, the entire assembly formed by the front axle and the front wheel is moved together; and the articulation of the front axle with the chassis and the support point of the front axle on the front wheel are separated by a significant distance.
Esta configuración implica que los esfuerzos de aceleración/frenada viajen desde la rueda delantera hasta el chasis ascendiendo a lo largo del eje delantero, lo que provoca en tal eje delantero unas grandes solicitaciones, lo que a su vez provoca que se tienda a aumentar la rigidez del eje delantero a base de vastagos con mayores grosores. Asi, el eje delantero supone una parte importante del peso total de la motocicleta, lo que a su vez provoca una concentración de peso en la parte delantera de la motocicleta, lejos del centro de gravedad, lo que también es indeseable.This configuration implies that the acceleration / braking efforts travel from the front wheel to the chassis ascending along the front axle, which causes large solicitations on such a front axle, which in turn causes stiffness to increase of the front axle based on stems with greater thicknesses. Thus, the front axle represents an important part of the total weight of the motorcycle, which in turn causes a concentration of weight on the front of the motorcycle, away from the center of gravity, which is also undesirable.
Además, las ruedas delantera y trasera están unidas entre si por medio del eje delantero y el chasis, y el vehículo está diseñado como para proporcionar equilibrio estable en régimen nominal (movimiento rectilíneo a velocidad constante) . Sin embargo, las condiciones normales de uso de las motocicletas no se corresponden a menudo con el régimen nominal.In addition, the front and rear wheels are connected to each other by means of the front axle and the chassis, and the vehicle is designed to provide stable balance at nominal speed (rectilinear motion at constant speed). However, the normal conditions of use of motorcycles do not often correspond to the nominal regime.
En la práctica, la flexibilidad del eje delantero, debida a la distancia desde su articulación con el chasis hasta su punto de apoyo sobre la rueda delantera, provoca incómodas y peligrosas oscilaciones, favorecidas por el peso del propio eje delantero, a menudo elevado como ya se ha mencionado.In practice, the flexibility of the front axle, due to the distance from its articulation with the chassis up to its point of support on the front wheel, it causes awkward and dangerous oscillations, favored by the weight of the front axle itself, often elevated as already mentioned.
Se dan pues situaciones anómalas conocidas en la técnica tales como el weave, el shimmy o wobble, la desaplicación de la rueda trasera con respecto al suelo debido a la frenada y la desaplicación de la rueda delantera con respecto al suelo debido a la aceleración; o simplemente situaciones normales fuera del régimen nominal, tales como el movimiento curvilíneo o la transferencia de cargas (dive o hundimiento de la horquilla delantera debido a la frenada, y squat o expansión de la horquilla delantera debido a la aceleración, sin llegar en ningún caso a la desaplicación de ninguna de las ruedas con respecto al suelo) . Todas ellas son igualmente indeseables ya que afectan al equilibrio del vehículo y por consiguiente a su seguridad.There are thus anomalous situations known in the art such as weave, shimmy or wobble, the de-application of the rear wheel with respect to the ground due to braking and the de-application of the front wheel with respect to the ground due to acceleration; or simply normal situations outside the nominal regime, such as curvilinear movement or load transfer (dive or sinking of the front fork due to braking, and squat or expansion of the front fork due to acceleration, without ever reaching to the de-application of any of the wheels with respect to the ground). All of them are equally undesirable since they affect the balance of the vehicle and therefore its safety.
Para mejorar dicha configuración tradicional, se han propuesto configuraciones alternativas.To improve this traditional configuration, alternative configurations have been proposed.
Una de tales configuraciones alternativas (denominada en lo sucesivo "de suspensión desplazada") incluye un brazo esencialmente horizontal, que une de manera articulada el eje delantero y el chasis, y un amortiguador dispuesto de manera esencialmente vertical por encima de dicho brazo, que une de manera articulada dicho brazo y el chasis.One such alternative configuration (hereinafter referred to as "shifted suspension") includes an essentially horizontal arm, which articulates the front axle and the chassis in an articulated manner, and a shock absorber arranged essentially vertically above said arm, which joins in an articulated manner said arm and the chassis.
En esta configuración sólo se aislan parcialmente los esfuerzos (laterales o de dirección, verticales o de suspensión, y longitudinales o de aceleración/frenada) , pues todos ellos viajan desde la rueda delantera hasta el chasis ascendiendo a lo largo del eje delantero, si bien en cierto punto de dicho eje delantero los esfuerzos longitudinales o de aceleración/frenada y los esfuerzos verticales o de suspensión son transmitidos separadamente al chasis con la intermediación de dicho brazo y dicho amortiguador, respectivamente.In this configuration only partially isolated the forces (lateral or steering, vertical or suspension, and longitudinal or acceleration / braking), since they all travel from the front wheel to the chassis ascending along the front axle, albeit at a certain point of said front axle the longitudinal or acceleration / braking forces and the vertical or suspension forces are transmitted separately to the chassis with the intermediation of said arm and said damper, respectively.
Además, en la acción de dirección todavía se mueve unitariamente todo el conjunto formado por el eje delantero y la rueda delantera, y la articulación del eje delantero con el chasis y el punto de apoyo del eje delantero sobre la rueda delantera todavía están separados por una distancia significativa.In addition, in the steering action the entire assembly formed by the front axle and the front wheel is still unitary, and the articulation of the front axle with the chassis and the support point of the front axle on the front wheel are still separated by a significant distance
Otra de tales configuraciones alternativas (denominada en lo sucesivo "en voladizo sin eje delantero") comprende una estructura sustancialmente independiente para la acción de dirección. En concreto, en cuanto a la estructura de dirección, esta configuración alternativa comprende un dispositivo de dirección en el centro del buje (o dispositivo de CHS del inglés "Center Hub Steering") mediante el cual la acción de dirección se realiza directamente sobre el centro (tanto radial como lateral) de la rueda delantera, y el eje delantero se ha eliminado y el giro del manillar se transmite a la rueda delantera a través de un varillaje de dirección. En cuanto a la estructura de suspensión, la configuración incluye un par de basculantes esencialmente horizontales, unidos de manera articulada por su extremo delantero al centro de la rueda delantera y unidos a pivote por su extremo trasero al chasis, y un amortiguador dispuesto de manera esencialmente vertical por encima de dicho par de basculantes, que une a pivote dicho par de basculantes y el chasis.Another such alternative configuration (hereinafter referred to as "cantilever without front axle") comprises a substantially independent structure for steering action. Specifically, as regards the steering structure, this alternative configuration comprises a steering device in the center of the hub (or CHS device of the "Center Hub Steering") by means of which the steering action is performed directly on the center (both radial and lateral) of the front wheel, and the front axle has been removed and the rotation of the handlebar is transmitted to the front wheel through a steering linkage. As for the suspension structure, the configuration includes a pair of essentially horizontal swingarms, articulated jointly by its front end to the center of the front wheel and pivotally connected at its rear end to the chassis, and a shock absorber arranged essentially vertically above said pair of swingarms, which pivotally joins said pair of swingarms and the chassis.
Con esta configuración, sustancialmente el amortiguador soportará los esfuerzos de suspensión mientras que el par de basculantes horizontales absorberá los esfuerzos de aceleración/frenada y de dirección.With this configuration, the shock absorber will substantially withstand the suspension forces while the horizontal swingarm pair will absorb the acceleration / braking and steering forces.
Sin embargo, esta configuración se complica enormemente debido a que el varillaje de dirección es un complejo sistema de transmisión de la acción de dirección desde el manillar hasta el chasis y desde éste, más o menos en paralelo con la estructura de suspensión, hasta el centro de la rueda delantera.However, this configuration is greatly complicated because the steering linkage is a complex system of transmission of the steering action from the handlebar to the chassis and from it, more or less in parallel with the suspension structure, to the center of the front wheel.
Además, debido a la geometría usada y los momentos creados en ella, el tren delantero comprende elementos de gran grosor y supone una parte importante del peso total de la motocicleta, lo que a su vez provoca indeseablemente una concentración de peso en la parte delantera de la motocicleta, lejos del centro de gravedad.In addition, due to the geometry used and the moments created in it, the front train comprises elements of great thickness and represents an important part of the total weight of the motorcycle, which in turn undesirably causes a concentration of weight in the front part of the motorcycle, far from the center of gravity.
Otra más de tales configuraciones alternativasAnother one of such alternative configurations
(denominada en lo sucesivo "en voladizo con eje delantero") es básicamente la anterior configuración en voladizo sin eje delantero con la particularidad de que se ha eliminado el complejo sistema de transmisión de la acción de dirección desde el manillar hasta la rueda delantera por medio de varillaje y se ha restituido el eje delantero, y además se ha introducido un brazo esencialmente horizontal que une de manera articulada el eje delantero y el chasis por encima de la rueda delantera.(hereinafter referred to as "cantilever with front axle") is basically the previous cantilever configuration without front axle with the particularity that the complex transmission system of the steering action from the handlebar to the front wheel has been eliminated by means of linkage and the shaft has been restored front, and also an essentially horizontal arm that joins the front axle and the chassis above the front wheel has been articulated.
Con esta configuración, como con la anterior, sustancialmente el amortiguador soportará los esfuerzos de suspensión mientras que el basculante horizontal absorberá los esfuerzos de aceleración/frenada y de dirección.With this configuration, as with the previous one, the shock absorber will substantially withstand the suspension forces while the horizontal swingarm will absorb the acceleration / braking and steering forces.
De nuevo, debido a la geometría usada y los momentos creados en ella, el tren delantero comprende elementos de gran grosor y supone una parte importante del peso total de la motocicleta, lo que a su vez provoca indeseablemente una concentración de peso en la parte delantera de la motocicleta, lejos del centro de gravedad.Again, due to the geometry used and the moments created in it, the front train comprises elements of great thickness and represents an important part of the total weight of the motorcycle, which in turn undesirably causes a concentration of weight in the front of the motorcycle, far from the center of gravity.
Además, en la acción de dirección todavía se mueve unitariamente todo el conjunto formado por el eje delantero y la rueda delantera, y la articulación del eje delantero con el chasis y el punto de apoyo del eje delantero sobre la rueda delantera todavía están separados por una distancia significativa.In addition, in the steering action the entire assembly formed by the front axle and the front wheel is still unitary, and the articulation of the front axle with the chassis and the support point of the front axle on the front wheel are still separated by a significant distance
SUMARIO DE LA INVENCIÓNSUMMARY OF THE INVENTION
Un objeto de la invención es proporcionar un grupo de dirección y de suspensión para el tren delantero de un vehículo de dos ruedas, destinado a abordar los inconvenientes de la técnica anterior mediante una configuración sencilla y ligera, pero robusta. De acuerdo con el grupo de dirección y de suspensión de acuerdo con la invención: en la acción de dirección no se mueve unitariamente todo el conjunto formado por el eje delantero y la rueda delantera sino solamente un ligero árbol de dirección, y el chasis llega sustancialmente hasta el punto de aplicación de la dirección a través del eje delantero sustancialmente con un solo grado de libertad, de modo que el chasis mantiene su rigidez y sus propiedades mecánicas; la dirección es directa y sin juntas homocinéticas, pero se evita sustancialmente trasladar movimientos al manillar; se separan sustancialmente los esfuerzos laterales o de dirección, verticales o de suspensión, y longitudinales o de aceleración/frenada, controlando el hundimiento y el apoyo de las ruedas sobre el suelo.An object of the invention is to provide a steering and suspension group for the front train of a two-wheeled vehicle, intended to address the drawbacks of the prior art through a simple and lightweight, yet robust configuration. According to the steering and suspension group according to the invention: in the steering action, the whole assembly formed by the front axle and the front wheel is not moved together but only a slight steering axle, and the chassis arrives substantially to the point of application of the steering through the front axle substantially with a single degree of freedom, so that the chassis maintains its rigidity and its mechanical properties; the steering is direct and without homokinetic joints, but it is substantially avoided to move movements to the handlebars; lateral or steering, vertical or suspension, and longitudinal or acceleration / braking forces are substantially separated, controlling the sinking and support of the wheels on the ground.
Más concretamente, el grupo de dirección y de suspensión para el tren delantero de un vehículo de dos ruedas, de acuerdo con la invención, comprende un manillar; un amortiguador ascendente; un buje de rueda delantera con un dispositivo de CHS; un eje delantero ascendente coincidente con el eje geométrico de giro de dirección pero con un tramo de adaptación de eje, descentrado con relación a tal eje geométrico de giro de dirección con un desarrollo esencialmente con forma de C como para llegar al dispositivo de CHS sin interferir con la rueda delantera; y un basculante inferior y un basculante superior esencialmente horizontales, unidos por su extremo delantero a dicho eje delantero y por su extremo trasero al chasis del vehículo, de modo que dicho eje delantero y dichos basculantes inferior y superior forman una unidad basculante, extendiéndose operativamente dicho basculante inferior entre dicho eje delantero y el chasis del vehículo únicamente por el lado de dispositivo de CHS del vehículo. En el grupo de dirección y de suspensión de acuerdo con la invención, dicho basculante inferior y dicho basculante superior están unidos a pivote por su extremo delantero a dicho eje delantero y están unidos a pivote por su extremo trasero al chasis del vehículo; y dicho amortiguador está unido a pivote por su extremo superior al chasis del vehículo y está unido a pivote por su extremo inferior a dicha unidad basculante. El grupo de dirección y de suspensión de acuerdo con la invención comprende adicionalmente un árbol de dirección que está solidarizado por su extremo inferior a dicho dispositivo de CHS y por su extremo superior a dicho manillar, y está además articulado en las proximidades de su extremo superior al chasis del vehículo. Dicho árbol de dirección define el eje geométrico de giro de dirección, y comprende: una parte superior de árbol dividida en al menos dos porciones de árbol que están vinculadas como para moverse axialmente una con relación a la otra; y una parte inferior de árbol que incluye un tramo de adaptación de árbol, descentrado con relación a tal eje geométrico de giro de dirección con un desarrollo esencialmente con forma de C como para llegar al dispositivo de CHS sin interferir con la rueda delantera, cuyo plano de descentramiento es esencialmente perpendicular al plano diametral de la rueda delantera y cuyo descentramiento con relación al eje geométrico de giro de dirección es menor que el descentramiento de dicho tramo de adaptación de eje con relación al eje geométrico de giro de dirección tomados a la misma altura. Dicho eje delantero tiene un agujero pasante superior y un agujero pasante inferior por los cuales se extiende dicho árbol de dirección, de modo que dicho tramo de adaptación de árbol está enmarcado por dicho tramo de adaptación de eje y de modo que dicho árbol de dirección es libre de girar dentro de dichos agujeros pasantes de dicho eje delantero. Dicho árbol de dirección tiene un asiento adyacente a su extremo inferior, en el que el extremo inferior de dicho eje delantero está recibido de manera axialmente fija.More specifically, the steering and suspension group for the front train of a two-wheeled vehicle, according to the invention, comprises a handlebar; a rising damper; a front wheel hub with a CHS device; an ascending front axle coinciding with the geometric direction of rotation axis but with an axis adaptation section, offset in relation to such a geometric direction of rotation axis with an essentially C-shaped development to reach the CHS device without interfering with the front wheel; and an essentially horizontal lower swingarm and upper swingarm, connected by its front end to said front axle and its rear end to the vehicle chassis, so that said front axle and said lower and upper swingarms form a swinging unit, operatively extending said lower swingarm between said front axle and the vehicle chassis only by the CHS device side of the vehicle. In the steering and suspension group according to the invention, said lower swingarm and said upper swingarm are pivotally connected at its front end to said front axle and are pivotally connected at its rear end to the vehicle chassis; and said shock absorber is pivotally connected at its upper end to the chassis of the vehicle and is pivotally connected at its lower end to said tilting unit. The steering and suspension group according to the invention additionally comprises a steering shaft that is joined by its lower end to said CHS device and its upper end to said handlebar, and is further articulated in the vicinity of its upper end to the chassis of the vehicle. Said steering shaft defines the geometric axis of steering rotation, and comprises: an upper shaft portion divided into at least two shaft portions that are linked so as to move axially relative to each other; and a lower shaft part that includes a shaft adaptation section, offset in relation to such a geometric axis of direction rotation with an essentially C-shaped development such as to reach the CHS device without interfering with the front wheel, whose plane of offset is essentially perpendicular to the diametral plane of the front wheel and whose offset in relation to the geometric axis of steering rotation is less than the offset of said axis adaptation section in relation to the geometric axis of steering rotation taken at the same height . Said front axle has an upper through hole and a lower through hole by which said steering shaft extends, so that said shaft adaptation section is framed by said axis adaptation section and so that said steering tree is free to rotate within said through holes of said front axle. Said steering shaft has a seat adjacent to its lower end, in which the lower end of said front axle is received axially fixed.
Preferiblemente, dicho amortiguador está unido a pivote por su extremo superior al chasis del vehículo y está unido a pivote por su extremo inferior al punto en el que dicho basculante superior está unido a pivote a dicho eje delantero. 0 dicho amortiguador está unido a pivote por su extremo superior al chasis del vehículo y está unido a pivote por su extremo inferior al punto en el que dicho basculante inferior está unido a pivote a dicho eje delantero.Preferably, said shock absorber is pivotally connected at its upper end to the chassis of the vehicle and is pivotally connected at its lower end to the point where said upper swingarm is pivotally attached to said front axle. 0 said shock absorber is pivotally connected at its upper end to the chassis of the vehicle and is pivotally connected at its lower end to the point where said lower swingarm is pivotally attached to said front axle.
Preferiblemente, dicho amortiguador es del tipo de pistón, opcionalmente reforzado con muelle.Preferably, said shock absorber is of the piston type, optionally spring reinforced.
Por supuesto, dicho eje delantero ascendente, y correspondientemente dicho árbol de dirección, puede estar inclinado hacia atrás con respecto a la vertical, como para formar un ángulo de lanzamiento superior a 0°; y dicho amortiguador puede estar igualmente inclinado hacia atrás con respecto a la vertical para modular sus características de deformación lineal.Of course, said rising front axle, and correspondingly said steering axle, can be tilted backward from the vertical, so as to form a launch angle greater than 0 °; and said shock absorber can also be tilted backwards from the vertical to modulate its linear deformation characteristics.
Preferiblemente, el chasis del vehículo incluye una proyección que sobresale hacia delante más allá de dicho árbol de dirección, con un consiguiente vaciado en correspondencia con dicho árbol de dirección como para evitar interferencias, y dicho árbol de dirección está articulado en las proximidades de su extremo superior al chasis del vehiculo por medio de una ballesta unida a pivote al extremo delantero de dicha proyección y articulada mediante una rótula a dicho árbol de dirección.Preferably, the vehicle chassis includes a projection protruding forward beyond said steering axle, with a consequent emptying in correspondence with said steering axle to avoid interference, and said steering axle is articulated in the vicinity of its upper end to the vehicle chassis by means of a pivot-linked crossbow to the front end of said projection and articulated by a kneecap to said steering tree.
Dichas al menos dos porciones de árbol de dicha parte superior de árbol pueden estar vinculadas telescópicamente entre si, como para moverse axialmente una con relación a la otra. En tal caso, se puede proporcionar una tijera de amortiguación para impedir el movimiento giratorio relativo de ambas porciones y para limitar el movimiento axial relativo de ambas porciones.Said at least two shaft portions of said upper shaft portion may be telescopically linked to each other, such as to move axially one relative to the other. In such a case, a damping scissor can be provided to prevent the relative rotating movement of both portions and to limit the relative axial movement of both portions.
Alternativamente, dichas al menos dos porciones de árbol de dicha parte superior de árbol pueden estar espaciadas axialmente una de otra y vinculadas entre si mediante tres tijeras de amortiguación, repartidas a lo largo de la circunferencia del árbol de dirección como para impedir el movimiento giratorio relativo de ambas porciones y limitar el movimiento axial relativo de ambas porciones .Alternatively, said at least two shaft portions of said upper shaft portion may be axially spaced from each other and linked to each other by three damping scissors, distributed along the circumference of the steering shaft as to prevent relative rotating movement. of both portions and limit the relative axial movement of both portions.
En el grupo de dirección y de suspensión de acuerdo con la invención, la trayectoria recta de prolongación hacia atrás de dicho basculante inferior y la trayectoria recta de prolongación hacia atrás de dicho basculante superior preferiblemente se cortan en un punto de intersección de trayectorias de basculantes. Considerando una recta vertical que pasa por el punto de apoyo de la rueda trasera del vehículo sobre el suelo y una recta que une el punto de apoyo de la rueda delantera del vehículo sobre el suelo y dicho punto de intersección de trayectorias de basculantes, la longitud del segmento delimitado por el punto de corte de ambas rectas y el propio punto de apoyo de la rueda trasera del vehículo sobre el suelo, con relación a la distancia desde el suelo hasta el centro de gravedad del conjunto vehículo-conductor, representa el nivel de antihundimiento que proporciona el grupo de dirección y de suspensión de acuerdo con la invención, es decir, la medida en la que se elimina el hundimiento en frenada.In the steering and suspension group according to the invention, the straight backward extension path of said lower swingarm and the straight backward extension path of said upper swingarm are preferably cut at an intersection point of swingarm paths. Considering a vertical line that passes through the point of support of the rear wheel of the vehicle on the ground and a line that joins the point of support of the front wheel of the vehicle on the ground and said point of intersection of swingarm paths, the length of the segment delimited by the cut-off point of both lines and the support point of the rear wheel of the vehicle on the ground, in relation to the distance from the ground to the center of gravity of the vehicle-driver assembly, represents the level of anti-sinking provided by the steering and suspension group according to the invention, that is, the extent to which the sinking in braking is eliminated.
Por lo tanto, dados los parámetros de una geometría de un vehículo de dos ruedas que incluye el grupo de dirección y de suspensión de acuerdo con la invención, a excepción de los parámetros de dichos basculantes, dichos basculantes se posicionarán de manera que el punto de intersección de trayectorias de basculantes se sitúe de modo que, considerando una recta vertical que pasa por el punto de apoyo de la rueda trasera del vehículo sobre el suelo y una recta que une el punto de apoyo de la rueda delantera del vehículo sobre el suelo y dicho punto de intersección de trayectorias de basculantes, la longitud del segmento delimitado por el punto de corte de ambas rectas y el propio punto de apoyo de la rueda trasera del vehículo sobre el suelo, con relación a la distancia desde el suelo hasta el centro de gravedad del conjunto vehículo-conductor, represente el nivel de antihundimiento que se desea proporcionar con el grupo de dirección y de suspensión de acuerdo con la invención. Preferiblemente, dichos basculantes se posicionan de manera que el punto de intersección de trayectorias de basculantes se sitúa de modo que, considerando una recta vertical que pasa por el punto de apoyo de la rueda trasera del vehículo sobre el suelo y una recta que une el punto de apoyo de la rueda delantera del vehículo sobre el suelo y dicho punto de intersección de trayectorias de basculantes, la longitud del segmento delimitado por el punto de corte de ambas rectas y el propio punto de apoyo de la rueda trasera del vehículo sobre el suelo es el 70% de la distancia desde el suelo hasta el centro de gravedad del conjunto vehiculo-conductor; es decir, que se genera un antihundimiento del 70%, o lo que es lo mismo, se permite un 30% de hundimiento.Therefore, given the parameters of a geometry of a two-wheeled vehicle that includes the steering and suspension group according to the invention, except for the parameters of said swingarms, said swingarms will be positioned so that the point of intersection of swingarm paths is positioned so that, considering a vertical straight line that passes through the vehicle's rear wheel support point on the ground and a line that joins the vehicle's front wheel support point on the ground and said point of intersection of swingarm paths, the length of the segment delimited by the cut-off point of both straight lines and the support point of the rear wheel of the vehicle on the ground, in relation to the distance from the ground to the center of severity of the vehicle-driver assembly, represent the level of anti-collapse that you want to provide with the steering and suspension group according to the i nvention Preferably, said swingarms are positioned such that the point of intersection of swingarm paths is positioned such that, considering a vertical straight line passing through the point of support of the rear wheel of the vehicle on the ground and a straight line joining the point of support of the front wheel of the vehicle on the ground and said point of intersection of swingarm paths, the length of the segment delimited by the cut-off point of both straight lines and the support point of the rear wheel of the vehicle on the ground itself is 70% of the distance from the ground to the center of gravity of the vehicle-driver assembly; that is to say, a 70% anti-sinking is generated, or what is the same, 30% sinking is allowed.
BREVE DESCRIPCIÓN DE LOS DIBUJOSBRIEF DESCRIPTION OF THE DRAWINGS
Estas y otras características y ventajas de la invención se pondrán de manifiesto a partir de la siguiente descripción de una realización de la invención, dada solamente a modo de ejemplo no limitativo, con referencia a los dibujos que se acompañan, en los cuales:These and other features and advantages of the invention will become apparent from the following description of an embodiment of the invention, given only by way of non-limiting example, with reference to the accompanying drawings, in which:
Las figuras la, Ib, Ic y Id muestran grupos de dirección y de suspensión para el tren delantero de un vehículo de dos ruedas, de acuerdo con la técnica anterior;Figures la, Ib, Ic and Id show steering and suspension groups for the front train of a two-wheeled vehicle, according to the prior art;
la figura 2 muestra una vista en perspectiva de una realización de un grupo de dirección y de suspensión para el tren delantero de un vehículo de dos ruedas, de acuerdo con la invención, con la estructura de dirección ligeramente girada hacia la izquierda del vehículo;Figure 2 shows a perspective view of an embodiment of a steering and suspension group for the front train of a two-wheeled vehicle, according with the invention, with the steering structure slightly turned to the left of the vehicle;
la figura 3 muestra una vista en alzado lateral de la realización de la figura 2; yFigure 3 shows a side elevation view of the embodiment of Figure 2; Y
la figura 4 muestra, en una vista lateral esquemática, la geometría de la disposición de los basculantes de una realización de un grupo de dirección y de suspensión para el tren delantero de un vehículo de dos ruedas, de acuerdo con la invención.Figure 4 shows, in a schematic side view, the geometry of the tilting arrangement of an embodiment of a steering and suspension group for the front train of a two-wheeled vehicle, according to the invention.
DESCRIPCIÓN DETALLADA DE UNA REALIZACIÓN DE LA INVENCIÓNDETAILED DESCRIPTION OF AN EMBODIMENT OF THE INVENTION
Haciendo referencia inicialmente a las figuras la, Ib, Ic y Id, se muestran diferentes grupos de dirección y de suspensión para el tren delantero de un vehículo de dos ruedas, de acuerdo con la técnica anterior y ya discutidos aqui anteriormente.Referring initially to the figures la, Ib, Ic and Id, different steering and suspension groups are shown for the front train of a two-wheeled vehicle, in accordance with the prior art and already discussed hereinbefore.
Concretamente, la figura la muestra un grupo tradicional de dirección y de suspensión para el tren delantero de un vehículo de dos ruedas; la figura Ib muestra un grupo alternativo de dirección y de suspensión para el tren delantero de un vehículo de dos ruedas, de suspensión desplazada; la figura Ic muestra un grupo alternativo de dirección y de suspensión para el tren delantero de un vehículo de dos ruedas, en voladizo sin eje delantero; y la figura Id muestra un grupo alternativo de dirección y de suspensión para el tren delantero de un vehículo de dos ruedas, en voladizo con eje delantero. Haciendo referencia ahora a las figuras 2 y 3, se muestra una realización de un grupo de dirección y de suspensión para el tren delantero de un vehículo de dos ruedas, de acuerdo con la invención.Specifically, the figure shows a traditional steering and suspension group for the front train of a two-wheeled vehicle; Figure Ib shows an alternative steering and suspension group for the front train of a two-wheeled, suspended suspension vehicle; Figure Ic shows an alternative steering and suspension group for the front end of a two-wheeled vehicle, cantilevered without a front axle; and Figure Id shows an alternative steering and suspension group for the front end of a two-wheeled vehicle, cantilevered with a front axle. Referring now to Figures 2 and 3, an embodiment of a steering and suspension group is shown for the front train of a two-wheeled vehicle, according to the invention.
En particular, el grupo de dirección y de suspensión comprende un manillar 105; un amortiguador ascendente 110; un buje de rueda delantera con un dispositivo 120 de CHS; un eje delantero ascendente 125; y un basculante inferior 130 y un basculante superior 135 esencialmente horizontales, unidos a pivote por su extremo delantero a dicho eje delantero 125 y unidos a pivote por su extremo trasero al chasis 115 del vehículo.In particular, the steering and suspension group comprises a handlebar 105; a rising damper 110; a front wheel hub with a CHS device 120; an up front axle 125; and an essentially horizontal lower swingarm 130 and an upper swingarm 135, pivotally connected at its front end to said front axle 125 and pivotally connected at its rear end to the chassis 115 of the vehicle.
Dicho basculante inferior 130 se extiende entre dicho eje delantero 125 y el chasis 115 del vehículo únicamente por el lado de dispositivo de CHS del vehículo.Said lower swingarm 130 extends between said front axle 125 and the chassis 115 of the vehicle only on the CHS device side of the vehicle.
Dicho eje delantero 125 comprende un tramo de adaptación de eje, que en este caso abarca casi la totalidad de la longitud de dicho eje delantero 125, descentrado con relación al eje geométrico de giro de dirección con un desarrollo esencialmente con forma de C como para llegar al dispositivo 120 de CHS sin interferir con la rueda delantera (no mostrada) .Said front axle 125 comprises a shaft adaptation section, which in this case covers almost the entire length of said front axle 125, offset in relation to the geometric direction of rotation axis with an essentially C-shaped development to reach to CHS device 120 without interfering with the front wheel (not shown).
Dicho amortiguador 110 es un amortiguador del tipo de pistón reforzado con muelle, y está unido a pivote por su extremo superior al chasis 115 del vehículo y está unido a pivote por su extremo inferior al punto en el que dicho basculante superior 135 está asimismo unido a pivote a dicho eje delantero 125. Un árbol 140 de dirección, que define el eje geométrico de giro de dirección, está solidarizado por su extremo inferior a dicho dispositivo 120 de CHS y por su extremo superior a dicho manillar 105.Said shock absorber 110 is a shock absorber of the spring reinforced piston type, and is pivotally connected at its upper end to the chassis 115 of the vehicle and is pivotally connected at its lower end to the point at which said upper swingarm 135 is also connected to pivot to said front axle 125. A steering shaft 140, which defines the geometric axis of steering rotation, is joined by its lower end to said CHS device 120 and its upper end to said handlebar 105.
El chasis 115 del vehículo incluye una proyección 115' que sobresale hacia delante más allá de dicho árbol 140 de dirección, con un consiguiente vaciado en correspondencia con dicho árbol 140 de dirección como para evitar interferencias, y dicho árbol 140 de dirección está articulado en las proximidades de su extremo superior al chasis 115 del vehículo por medio de una ballesta 145 unida a pivote al extremo delantero de dicha proyección 115' y articulada mediante una rótula a dicho árbol 140 de dirección.The chassis 115 of the vehicle includes a projection 115 'projecting forward beyond said steering shaft 140, with a consequent emptying in correspondence with said steering shaft 140 as to avoid interference, and said steering shaft 140 is articulated in the proximities of its upper end to the chassis 115 of the vehicle by means of a crossbow 145 pivotally connected to the front end of said projection 115 'and articulated by a ball joint to said steering shaft 140.
Dicho árbol 140 de dirección comprende una parte superior 140' de árbol, dividida a su vez en dos porciones de árbol que están vinculadas telescópicamente entre si, como para moverse axialmente una con relación a la otra. Una tijera 150 de amortiguación, unida a ambas porciones de árbol, impide el movimiento giratorio relativo de ambas porciones de árbol y limita el movimiento axial relativo de ambas porciones de árbol.Said steering shaft 140 comprises an upper part 140 'of a tree, divided in turn into two tree portions that are telescopically linked to each other, so as to move axially one in relation to the other. A damping scissor 150, attached to both tree portions, prevents the relative rotating movement of both tree portions and limits the relative axial movement of both tree portions.
Dicho árbol 140 de dirección también comprende una parte inferior 140' ' de árbol que incluye un tramo de adaptación de árbol, que en este caso abarca casi la totalidad de la longitud de dicha parte inferior 140' ' de árbol, descentrado con relación a dicho eje geométrico de giro de dirección con un desarrollo esencialmente con forma de C como para llegar al dispositivo 120 de CHS sin interferir con la rueda delantera. El plano de descentramiento de dicho tramo de adaptación de árbol es esencialmente perpendicular al plano diametral de la rueda delantera.Said steering shaft 140 also comprises a lower part 140 '' of a tree which includes a tree adaptation section, which in this case covers almost the entire length of said lower part 140 '' of a tree, offset relative to said geometric axis of direction rotation with a development essentially with C shape to reach CHS device 120 without interfering with the front wheel. The offset plane of said shaft adaptation section is essentially perpendicular to the diametral plane of the front wheel.
Además, el descentramiento de dicho tramo de adaptación de árbol con relación al eje geométrico de giro de dirección es menor que el descentramiento de dicho tramo de adaptación de eje con relación al eje geométrico de giro de dirección, tomados a la misma altura, y dicho eje delantero 125 tiene un agujero pasante superior y un agujero pasante inferior por los cuales se extiende dicho árbol 140 de dirección, de modo que dicho tramo de adaptación de árbol está enmarcado por dicho tramo de adaptación de eje.Furthermore, the offset of said shaft adaptation section in relation to the geometric axis of steering rotation is less than the offset of said axis adaptation segment in relation to the geometric axis of steering rotation, taken at the same height, and said front axle 125 has an upper through hole and a lower through hole through which said steering shaft 140 extends, so that said shaft adaptation section is framed by said axis adaptation section.
Asi, dicho árbol 140 de dirección es libre de girar dentro de dichos agujeros pasantes de dicho eje delantero 125.Thus, said steering shaft 140 is free to rotate within said through holes of said front axle 125.
Finalmente, dicho árbol 140 de dirección tiene un asiento 155, adyacente a su extremo inferior, en el que el extremo inferior de dicho eje delantero 125 está recibido de manera axialmente fija.Finally, said steering shaft 140 has a seat 155, adjacent to its lower end, in which the lower end of said front axle 125 is received axially fixed.
Haciendo referencia ahora a la figura 4, se muestra esquemáticamente la geometría de la disposición de los basculantes inferior y superior 130, 135.Referring now to Figure 4, the geometry of the arrangement of the lower and upper swingarms 130, 135 is schematically shown.
Están representadas la trayectoria recta 230 de prolongación hacia atrás de dicho basculante inferior 130 y la trayectoria recta 235 de prolongación hacia atrás de dicho basculante superior 135, que se cortan en un punto 200 de intersección de trayectorias de basculantes, y una linea recta 215 que une dicho punto 200 de intersección de trayectorias de basculantes con el punto 205 de apoyo de la rueda delantera del vehiculo sobre el suelo, asi como una linea vertical 220 que corta el punto 210 de apoyo de la rueda trasera del vehiculo sobre el suelo.The straight back extension path 230 of said lower swingarm 130 is shown and the straight backward extension path 235 of said upper swingarm 135, which is cut at a point 200 of intersection of swingarm paths, and a straight line 215 connecting said point 200 of intersection of swingarm paths with point 205 of support of the front wheel of the vehicle on the ground, as well as a vertical line 220 that cuts the point 210 of support of the rear wheel of the vehicle on the ground.
La distancia h desde el punto 210 hasta el punto de corte de dicha linea recta 215 y dicha linea vertical 220 es el 70% de la distancia H desde el punto 210 hasta la altura del centro de gravedad CG del conjunto vehiculo- conductor .The distance h from point 210 to the cut-off point of said straight line 215 and said vertical line 220 is 70% of the distance H from point 210 to the height of the center of gravity CG of the vehicle-driver assembly.
Por ello, esta geometria proporciona un antihundimiento del 70%, o lo que es lo mismo, permite un 30% de hundimiento.Therefore, this geometry provides a 70% anti-sinking, or what is the same, allows 30% sinking.
Naturalmente, permaneciendo igual el principio de la invención, las realizaciones y los detalles de construcción pueden variar ampliamente de los descritos e ilustrados puramente a modo de ejemplo no limitativo, sin salir por ello del alcance de la invención como se define en las reivindicaciones adjuntas. Naturally, the principle of the invention remaining the same, embodiments and construction details may vary widely from those described and illustrated purely by way of non-limiting example, without thereby departing from the scope of the invention as defined in the appended claims.

Claims

REIVINDICACIONES
1.- Grupo de dirección y de suspensión para el tren delantero de un vehículo de dos ruedas, que comprende: un manillar (105), un amortiguador (110) ascendente, un buje de rueda delantera con un dispositivo (120) de CHS, un eje delantero (125) ascendente, coincidente con el eje geométrico de giro de dirección pero con un tramo de adaptación de eje, descentrado con relación a dicho eje geométrico de giro de dirección con un desarrollo esencialmente con forma de C como para llegar al dispositivo (120) de CHS sin interferir con la rueda delantera, y unos basculantes inferior y superior (130, 135) esencialmente horizontales, unidos por su extremo delantero a dicho eje delantero (125) y por su extremo trasero al chasis (115) del vehículo, de modo que dicho eje delantero (125) y dichos basculantes inferior y superior (130, 135) forman una unidad basculante, extendiéndose operativamente dicho basculante inferior (130) entre dicho eje delantero (125) y el chasis (115) únicamente por el lado de dispositivo (120) de CHS del vehículo; caracterizado porque dichos basculantes inferior y superior (130, 135) están unidos a pivote por su extremo delantero a dicho eje delantero (125) y están unidos a pivote por su extremo trasero al chasis (115), y dicho amortiguador (110) está unido a pivote por su extremo superior al chasis (115) y está unido a pivote por su extremo inferior a dicha unidad basculante, y porque comprende adicionalmente un árbol (140) de dirección que está solidarizado por su extremo inferior a dicho dispositivo (120) de CHS y por su extremo superior a dicho manillar (105) , y está además articulado en las proximidades de su extremo superior al chasis (115), definiendo dicho árbol (140) de dirección el eje geométrico de giro de dirección y comprendiendo: una parte superior (140') de árbol dividida en al menos dos porciones de árbol que están vinculadas como para moverse axialmente una con relación a la otra, y una parte inferior (140'') de árbol que incluye un tramo de adaptación de árbol, descentrado con relación a dicho eje geométrico de giro de dirección con un desarrollo esencialmente con forma de C como para llegar al dispositivo (120) de CHS sin interferir con la rueda delantera, cuyo plano de descentramiento es esencialmente perpendicular al plano diametral de la rueda delantera y cuyo descentramiento con relación al eje geométrico de giro de dirección es menor que el descentramiento de dicho tramo de adaptación de eje con relación al eje geométrico de giro de dirección tomados a la misma altura; teniendo dicho eje delantero (125) un agujero pasante superior y un agujero pasante inferior por los cuales se extiende dicho árbol (140) de dirección, de modo que dicho tramo de adaptación de árbol está enmarcado por dicho tramo de adaptación de eje y de modo que dicho árbol (140) de dirección es libre de girar dentro de dichos agujeros pasantes de dicho eje delantero (125); teniendo dicho árbol (140) de dirección un asiento (155) adyacente a su extremo inferior, en el que el extremo inferior de dicho eje delantero (125) está recibido de manera axialmente fija. 1.- Steering and suspension group for the front train of a two-wheeled vehicle, comprising: a handlebar (105), an ascending shock absorber (110), a front wheel hub with a CHS device (120), an ascending front axle (125), coinciding with the geometric direction of rotation axis but with an axis adaptation section, offset relative to said geometric direction of rotation axis with an essentially C-shaped development to reach the device (120) of CHS without interfering with the front wheel, and essentially horizontal lower and upper swingarms (130, 135), connected by its front end to said front axle (125) and its rear end to the vehicle's chassis (115) , so that said front axle (125) and said lower and upper swingarms (130, 135) form a tilting unit, said lower swingarm (130) operatively extending between said front axle (125) and the chassis (115) only by the device side (120) of CHS of the vehicle; characterized in that said lower and upper swingarms (130, 135) are pivotally connected at their front end to said front axle (125) and are pivotally connected at their rear end to the chassis (115), and said damper (110) is attached pivotally at its upper end to the chassis (115) and is pivotally connected at its lower end to said tilting unit, and because it further comprises a steering shaft (140) that is joined by its lower end to said CHS device (120) and its upper end to said handlebar (105), and is also articulated in the vicinity of its upper end to the chassis ( 115), said steering shaft (140) defining the geometric axis of steering rotation and comprising: a tree upper part (140 ') divided into at least two tree portions that are linked as to move axially one relative to the another, and a lower part (140 '') of a tree that includes a tree adaptation section, offset in relation to said geometric axis of direction rotation with an essentially C-shaped development to reach the device (120) of CHS without interfering with the front wheel, whose offset plane is essentially perpendicular to the diametral plane of the front wheel and whose offset with respect to the geometric steering rotation axis ion is less than the offset of said axis adaptation section in relation to the geometric direction rotation axis taken at the same height; said front axle (125) having an upper through hole and a lower through hole through which said steering shaft (140) extends, so that said shaft adaptation section is framed by said axis adaptation section and so that said steering shaft (140) is free to rotate within said through holes of said front axle (125); said steering shaft (140) having a seat (155) adjacent to its lower end, in which the lower end of said front axle (125) is received axially fixed.
2.- Grupo de dirección y de suspensión de acuerdo con la reivindicación 1, en el que dicho amortiguador (110) está unido a pivote por su extremo superior al chasis (115) y está unido a pivote por su extremo inferior al punto en el que dicho basculante superior (135) está unido a pivote a dicho eje delantero (125) .2. Steering and suspension group according to claim 1, wherein said shock absorber (110) is pivotally connected at its upper end to the chassis (115) and is pivotally connected at its lower end to the point at the that said upper swingarm (135) is pivotally attached to said front axle (125).
3.- Grupo de dirección y de suspensión de acuerdo con la reivindicación 1, en el que dicho amortiguador (110) está unido a pivote por su extremo superior al chasis (115) y está unido a pivote por su extremo inferior al punto en el que dicho basculante inferior (130) está unido a pivote a dicho eje delantero (125).3. Steering and suspension group according to claim 1, wherein said shock absorber (110) is pivotally connected at its upper end to the chassis (115) and is pivotally connected at its lower end to the point at the that said lower swingarm (130) is pivotally attached to said front axle (125).
4.- Grupo de dirección y de suspensión de acuerdo con una cualquiera de las reivindicaciones anteriores, en el que dicho amortiguador (110) es del tipo de pistón.4. Steering and suspension group according to any one of the preceding claims, wherein said shock absorber (110) is of the piston type.
5.- Grupo de dirección y de suspensión de acuerdo con la reivindicación 4, en el que dicho amortiguador (110) está reforzado con muelle.5. Steering and suspension group according to claim 4, wherein said shock absorber (110) is spring reinforced.
6.- Grupo de dirección y de suspensión de acuerdo con una cualquiera de las reivindicaciones anteriores, en el que dicho eje delantero (125), y correspondientemente dicho árbol (140) de dirección, están inclinados hacia atrás con respecto a la vertical, como para formar un ángulo de lanzamiento superior a 0°6. Steering and suspension group according to any one of the preceding claims, wherein said front axle (125), and correspondingly said steering axle (140), are inclined backwards with respect to the vertical, as to form a launch angle greater than 0 °
7.- Grupo de dirección y de suspensión de acuerdo con una cualquiera de las reivindicaciones anteriores, en el que dicho amortiguador (110) está inclinado hacia atrás con respecto a la vertical.7.- Steering and suspension group according to any one of the preceding claims, in which said shock absorber (110) is tilted backwards with respect to the vertical.
8. - Grupo de dirección y de suspensión de acuerdo con una cualquiera de las reivindicaciones anteriores, en el que el chasis (115) incluye una proyección (115') que sobresale hacia delante más allá de dicho árbol (140) de dirección, con un consiguiente vaciado en correspondencia con dicho árbol (140) de dirección como para evitar interferencias, y en el que dicho árbol (140) de dirección está articulado en las proximidades de su extremo superior al chasis (115) por medio de una ballesta (145) unida a pivote al extremo delantero de dicha proyección (115' ) y articulada mediante una rótula a dicho árbol (140) de dirección.8. - Steering and suspension group according to any one of the preceding claims, wherein the chassis (115) includes a projection (115 ') projecting forward beyond said steering shaft (140), with a consequent emptying in correspondence with said steering shaft (140) as to avoid interference, and wherein said steering shaft (140) is articulated in the vicinity of its upper end to the chassis (115) by means of a crossbow (145 ) pivotally attached to the front end of said projection (115 ') and articulated by a ball joint to said steering shaft (140).
9.- Grupo de dirección y de suspensión de acuerdo con una cualquiera de las reivindicaciones anteriores, en el que dichas al menos dos porciones de árbol de dicha parte superior (140') de árbol están vinculadas entre si como para moverse axialmente una con relación a la otra, de manera telescópica.9. Steering and suspension group according to any one of the preceding claims, wherein said at least two shaft portions of said shaft upper part (140 ') are linked together to axially move one relative to the other, telescopically.
10.- Grupo de dirección y de suspensión de acuerdo con la reivindicación 9, en el que una tijera (150) de amortiguación está dispuesta en dicha parte superior10. Steering and suspension group according to claim 9, wherein a damping scissor (150) is arranged in said upper part
(140') de árbol, impidiendo dicha tijera (150) de amortiguación el movimiento giratorio relativo de ambas porciones y limitando dicha tijera (150) de amortiguación el movimiento axial relativo de ambas porciones.(140 ') of shaft, said damping scissor (150) preventing the relative rotational movement of both portions and limiting said damping scissors (150) the relative axial movement of both portions.
11.- Grupo de dirección y de suspensión de acuerdo con una cualquiera de las reivindicaciones 1 a 8, en el que dichas al menos dos porciones de árbol de dicha parte superior de árbol están espaciadas axialmente una de otra y vinculadas entre si mediante tres tijeras de amortiguación, repartidas a lo largo de la circunferencia del árbol de dirección como para impedir el movimiento giratorio relativo de ambas porciones y limitar el movimiento axial relativo de ambas porciones.11.- Management group and suspension agreement with any one of claims 1 to 8, wherein said at least two tree portions of said upper part of the tree are axially spaced from each other and linked together by three damping scissors, distributed along the circumference of the steering shaft as to prevent the relative rotating movement of both portions and limit the relative axial movement of both portions.
12.- Grupo de dirección y de suspensión de acuerdo con una cualquiera de las reivindicaciones anteriores, en el que la trayectoria recta de prolongación hacia atrás de dicho basculante inferior (130) y la trayectoria recta de prolongación hacia atrás de dicho basculante superior (135) no son paralelas, esto es, se cortan en un punto (200) de intersección de trayectorias de basculantes.12. Steering and suspension group according to any one of the preceding claims, wherein the straight backward extension path of said lower swingarm (130) and the straight backward extension path of said upper swingarm (135 ) are not parallel, that is, they are cut at a point (200) of intersection of swingarm paths.
13.- Procedimiento de parametrización de basculantes en un grupo de dirección y de suspensión para el tren delantero de un vehículo de dos ruedas de acuerdo con la reivindicación 12 montado en un vehículo de dos ruedas, caracterizado porque, tras predeterminar los parámetros de geometría del conjunto vehiculo-conductor, que incluyen el nivel de antihundimiento deseado pero no incluyen los parámetros de dichos basculantes inferior y superior (130, 135), dichos basculantes inferior y superior (130, 135) se parametrizan de manera que el punto (200) de intersección de trayectorias de basculantes se sitúa de modo que, considerando una recta vertical (220) que pasa por el punto (210) de apoyo de la rueda trasera del vehículo sobre el suelo y una recta oblicua (215) que une el punto (205) de apoyo de la rueda delantera del vehículo sobre el suelo y dicho punto (200) de intersección de trayectorias de basculantes, el cociente13.- Procedure of parameterization of swingarms in a steering and suspension group for the front train of a two-wheeled vehicle according to claim 12 mounted on a two-wheeled vehicle, characterized in that, after predetermining the geometry parameters of the vehicle-driver assembly, which include the desired level of anti-sinking but do not include the parameters of said lower and upper swingarms (130, 135), said lower and upper swingarms (130, 135) are parameterized so that the point (200) of The intersection of swingarm paths is positioned so that, considering a vertical line (220) that passes through the point (210) supporting the rear wheel of the vehicle on the ground and an oblique line (215) that joins the point (205 ) supporting the front wheel of the vehicle on the ground and said point (200) of intersection of swingarm paths, the quotient
distancia (h) desde el punto de corte de dicha recta vertical (220) y dicha recta oblicua (215) hasta el punto (210) de apoyo de Ia rueda trasera del vehículo sobre el suelo distancia (H) desde el suelo hasta el centro de gravedad (CG) del conjunto vehículo-conductordistance (h) from the cut-off point of said vertical line (220) and said oblique line (215) to the point (210) of support of the rear wheel of the vehicle on the ground distance (H) from the ground to the center of gravity (CG) of the vehicle-driver assembly
coincide con el nivel de antihundimiento deseado predeterminado .matches the default desired anti-sink level.
14.- Procedimiento de parametrización de basculantes de acuerdo con la reivindicación 13, en el que el cociente14. Parameterization procedure of swingarms according to claim 13, wherein the quotient
distancia (h) desde el punto de corte de dicha recta vertical (220) y dicha recta oblicua (215) hasta el punto (210) de apoyo de Ia rueda trasera del vehículo sobre el suelo distancia (H) desde el suelo hasta el centro de gravedad (CG) del conjunto vehículo-conductordistance (h) from the cut-off point of said vertical line (220) and said oblique line (215) to the point (210) of support of the rear wheel of the vehicle on the ground distance (H) from the ground to the center of gravity (CG) of the vehicle-driver assembly
es 0 , 7 . It is 0, 7.
PCT/ES2009/000465 2008-09-23 2009-09-23 Steering and suspension assembly for the front train of a two-wheel vehicle WO2010034857A1 (en)

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EP2743162B1 (en) * 2012-12-13 2019-07-17 Kawasaki Jukogyo Kabushiki Kaisha Front wheel supporting structure for straddle-type vehicle

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EP2743162B1 (en) * 2012-12-13 2019-07-17 Kawasaki Jukogyo Kabushiki Kaisha Front wheel supporting structure for straddle-type vehicle

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ES2335335B1 (en) 2011-01-03

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