WO2023139591A1 - Système de direction d'un véhicule - Google Patents

Système de direction d'un véhicule Download PDF

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Publication number
WO2023139591A1
WO2023139591A1 PCT/IN2022/050050 IN2022050050W WO2023139591A1 WO 2023139591 A1 WO2023139591 A1 WO 2023139591A1 IN 2022050050 W IN2022050050 W IN 2022050050W WO 2023139591 A1 WO2023139591 A1 WO 2023139591A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
clamping region
upper bracket
steering system
front fork
Prior art date
Application number
PCT/IN2022/050050
Other languages
English (en)
Inventor
Meghashyam Laxman Dighole
Nandakumar Palanisamy
Kumar SHAILESH
Mangaraju Karnam VENKATA
Original Assignee
Tvs Motor Company Limited
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 Tvs Motor Company Limited filed Critical Tvs Motor Company Limited
Priority to PCT/IN2022/050050 priority Critical patent/WO2023139591A1/fr
Publication of WO2023139591A1 publication Critical patent/WO2023139591A1/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
    • B62K21/00—Steering devices
    • B62K21/04—Fork crowns
    • 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
    • B62K11/00—Motorcycles, engine-assisted cycles or motor scooters with one or two wheels
    • B62K11/14—Handlebar constructions, or arrangements of controls thereon, specially adapted thereto
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
    • B62K21/00—Steering devices
    • B62K21/18—Connections between forks and handlebars or handlebar stems

Definitions

  • the present subject matter described herein generally relates to a vehicle, and particularly but not exclusively relates to a steering system of a vehicle.
  • a steering system of a vehicle aids a rider in controlling the directional movements of the vehicle in desired direction or to safely take a turn along a circular pathway while driving.
  • the steering of the vehicle includes a head tube, a steering shaft, an upper bracket, a bottom bracket, a front fork assembly, and a handlebar assembly.
  • the steering shaft is supported by the head tube.
  • the upper bracket has a center portion, a side portion extending from the center portion, and a holding portion provided at the side portion.
  • the upper bracket is supported by the steering shaft at the center portion to steerably move around the head tube.
  • the bottom bracket is supported by the steering shaft to steerably move around the head tube.
  • the front fork assembly is held by the upper bracket through the holding porting and the bottom bracket.
  • the upper bracket has a protruding portion provided on an upper face of the upper bracket and a one or more protruding portion provided on the one or more holding portions of the upper bracket.
  • the front fork assembly connects the front wheel of the vehicle with the handlebar and shares the load of the vehicle.
  • the front fork assembly facilitates upward and downward displacements of the front wheel to absorb jerks and vibrations caused due to a rough and uneven road while the vehicle is in motion.
  • the front fork assembly ensures a firm ground contact of the front wheel for better control and steerability.
  • the steering system and the suspension system work in conjunction in order to provide stability, especially when the vehicle is being maneuvered.
  • Fig. 1 illustrates a left hand side view of a two wheeled vehicle, when viewed from left hand side of the rider while the rider is in riding position, in accordance with an embodiment of the present invention.
  • FIG. 2 illustrates a rear perspective view of a portion of a vehicle in accordance with an embodiment of the present invention.
  • FIG. 3 illustrates a rear perspective view of a portion of a vehicle in accordance with an embodiment of the present invention.
  • FIG. 4 illustrates a top view of a portion of a vehicle in accordance with an embodiment of the present invention.
  • FIG. 5 illustrates a top view of a portion of a vehicle in accordance with an embodiment of the present invention.
  • Fig. 6 illustrates an exploded view of a portion of a vehicle in accordance with an embodiment of the present invention.
  • both the steering system and the suspension system of a vehicle are designed, considering some crucial parameters that determine the stability and maneuverability of the vehicle.
  • These layout parameters include parameters such as rake angle, trail, and length of the front fork assembly of the vehicle.
  • Rake angle and trail usually refer to the vehicle’s geometry. Rake angle and trail affect the vehicle handling behaviour and determine the steering effort required by the rider while maneuvering the vehicle.
  • the rake angle and the trail of the vehicle are directly proportional to the stability of the vehicle and the effort required for steering the vehicle. As, the larger the rake angle and trail of the vehicle, the more effort is required to turn the steering of the vehicle and the vehicle is more stable. But the smaller the rake angle and trail of the vehicle, the lesser effort is required to turn the steering of the vehicle and the vehicle is less stable.
  • the wheel diameter of a vehicle also influences the rake and trail of the vehicle. As larger the diameter of the wheel, the more is the rake and the trail of the vehicle.
  • the weight of the wheels is typically bound to increase. Further, an increase in weight of the wheels is also contributed by wheels made of alloy steel. This overall increase in wheel weight results in a tendency of the wheel along with front fork to wobble at certain speeds creating vehicle instability. This vehicle instability makes the overall riding experience unsafe and unpleasant for the rider. Therefore, the need to rigidly clamp the front fork on to the vehicle becomes important, in order to stop the wobbling effect that is experienced when the vehicle is moving in high speeds, which in turn is aimed at enhancing the overall stability of the vehicle.
  • steerability and drivability is achieved by disposing the three clamping regions of the upper bracket substantially in a single horizontal plane.
  • all three clamping regions of a split type handle bar assembly are disposed in the single horizontal plane that is common for all, the left hand and the right hand handle holders would automatically get disposed in a second horizontal plane that is disposed below the first horizontal plane.
  • Such a construction would compromise the ergonomic requirements and structural strength, which is further compensated by increasing the weight of the handle holder and this eventually tends to increase the overall steering mass of the vehicle.
  • the desired steering system of the vehicle should be such that the vehicle is capable of accommodating wheel with larger diameter, has overall reduced steering mass and requires optimal effort while steering the vehicle. There is a need to achieve these efficacies without bringing any significant change in the length of the front fork assembly and without compromising with the speed, stability and the compact nature of the vehicle. Also, the desired steering system of the vehicles should preferably have an improved upper bracket which would provide rigid clamping that largely reduces the wobbling of the front fork assembly of the vehicle at high speeds, in addition to reducing the overall steering mass of the vehicle.
  • the present subject matter relates to a steering system of a vehicle.
  • the subject matter provides a steering system that includes a head tube, a steering shaft, an upper bracket, a bottom bracket, a front fork assembly, and a handlebar assembly.
  • the upper bracket of the present subject matter is substantially inverted bridge or inverted hat shaped.
  • the inverted bridge shaped upper bracket ensures that the front fork assemblys’ clamping regionsare closer to the lower bracket of the vehicle, unlike the arrangement present in conventional flat upper brackets, which has all three mounting regions in a common horizontal plane such that the clamping regions are disposed farther from the lower bracket.
  • the inverted bridge shaped upper bracket aids in increasing the length by diameter ratio of a head tube and a steering shaft of the vehicle. The length of the tubes of a front fork assembly is reduced or unchanged while the length of the head tube is increased marginally to improve the length by diameter ratio.
  • the increased length to diameter ratio of the head tube enables achieving higher structural rigidity of the front steering system of the vehicle and thereby enhanced vehicle dynamic performance.
  • the inverted hat shaped configuration enables increasing the height of the clamping region of the fork with the upper bracket which enables increasing the clamping area and thereby clamping strength each of the clamping regions.
  • the inverted shaped upper bracket has three clamping regions. These three clamping regions include the two rearwardly disposed clamping regions of the front fork assembly with the upper bracket and one central clamping region of the upper bracket with the steering shaft of the vehicle. A split handle bar is clamped onto the front forks.
  • the improved the length by diameter reduces the wobbling of the front wheel at higher speeds and enhances the front wheel’s stability.
  • the axis of handle bar clamps (207a, 207b) , and axis of clamping regions of the upper bracket are coaxial.
  • the clamping regions of the front fork assembly with the upper bracket is at least partially or completely below from the clamping region of the upper bracket with the steering shaft.
  • the clamping regions of the front fork assembly with the upper bracket and the clamping region of the upper bracket with the steering shaft are offset to each other such that the two arms of the upper bracket connecting the steering shaft clamping region with the front fork clamping region form an obtuse angle when seen from a direction orthogonal to the axis of the clamping regions.
  • the central portion of the upper bracket is disposed in a horizontal plane that is above the plane on which the clamping regions of the front fork assembly with the upper bracket are disposed.
  • the inverted bridge shaped upper bracket enables increase in clamping region height which in turn achieves enhanced clamping forces with the front fork assembly of the vehicle. This better clamping largely reduces the wobbling of the front fork assembly at high speeds, which further aids in increasing the stability of the front wheel of the vehicle.
  • the inverted bridge shaped upper bracket has four pockets where the material has been optimally removed. These pockets are formed on non-structural regions of the upper bracket, which aids in weight reduction without compromising on the stiffness and strength of the upper bracket.
  • the inverted bridge shaped upper bracket of the steering system has reduced weight that aids in overall reduction of the steering mass of the vehicle.
  • a steering cum ignition lock is positioned substantially laterally offset from vehicle longitudinal plane, by having the mounting provision on the upper bracket of the vehicle.
  • the overall reduced steering mass of the vehicle provides better stability because of the lesser weight applied on the front wheel.
  • the overall reduced steering mass of the vehicle provides ease in steering the vehicle.
  • the inverted bridge shaped upper bracket as provided by the present subject matter ensures that the front fork assemblys’ clamping regions are closer to the lower bracket of the vehicle, which further provides ease in assembly of both the two brackets together.
  • the inverted bridge shaped upper bracket as provided by the present subject matter provides an improved ergonomics of the vehicle.
  • Fig. 1 illustrates a left hand side view of a two wheeled vehicle 100, when viewed from left hand side of the rider while the rider is in riding position, in accordance with an embodiment of the present invention.
  • the two wheeled vehicle 100 includes a main frame (not shown) to support different parts of said two wheeled vehicle 100.
  • the main frame includes a head tube 201 (shown in Fig. 2) at its front end.
  • the head tube (not shown) supports a steering shaft 301 (shown in Fig. 3) rotatably in a certain range.
  • a handlebar 109 is rotatably integrally connected to the steering shaft (not shown).
  • the handlebar 109 is used to steer the two wheeled vehicle 100 and is connected to a front wheel 104 through the steering shaft 301 (shown in Fig. 3) and a front fork assembly 106.
  • An upper portion of the front wheel 104 is covered by a front fender 116 which prevents mud and water from getting deflected towards the steering shaft301 (shown in Fig. 3).
  • the front fork assembly 106 is supported on the front fender 116 by means of a brace fender (not shown).
  • a fuel tank 117 is arranged immediately behind the handlebar 109 and is disposed over a first power source, for example an engine 119.
  • a seat 110 is placed behind the fuel tank 117.
  • the seat 110 includes a front rider seating portion I l la and pillion rider seating portion 111b.
  • the pillion rider seating portion 11 lb is placed on the rear part of the main frame, where the rear part of main frame is covered by the tail cover assembly 103.
  • a headlamp unit 112 and a turn signal lamp unit (not shown) are provided in the front portion of the two wheeled vehicle 100.
  • a tail lamp 113and a turn signal lamp unit 118 is provided on the rear portion of the tail cover assembly 103.
  • the front fork assembly 106 which forms the front suspension system, serves as rigidity component just like the main frame.
  • the front fork assembly 106 clamped to the head tube (not shown) through an upper bracket (not shown) and a lower bracket (not shown) is capable of being moved to the left and right.
  • a rear suspension system 115 which is a hydraulic damped arrangement, is connected to the main frame.
  • the rear suspension system 115 comprises of at least one rear suspension (not shown) preferably disposed centrally in the longitudinal mid plane of the two wheeled vehicle 100. However, in a two wheeled vehicle 100 with two rear suspensions, the same may be disposed on the left side and the right side respectively of said two wheeled vehicle 100.
  • the first power source for example the engine 119 is mounted to a front lower portion of the main frame by means of an engine mounting bracket (not shown).
  • the engine 119 is partially covered on the lower side of the engine 119 by cover engine lower (not shown).
  • the engine 119 is equipped with an exhaust system that includes an exhaust pipe (not shown) connected to the engine 119 and a muffler (not shown) connected to the exhaust pipe.
  • the muffler extends rearwards along the right side of the rear wheel 105.
  • a swing arm 107 extending rearwards is swingably connected to a lower rear portion of the main frame.
  • the rear wheel 105 is rotatably supported at a rear end of the swing arm 107.
  • Power from the engine 119 is transmitted to the rear wheel 105 through a power drive mechanism, such as a drive chain, so as to drive and rotate the rear wheel 105.
  • a rear fender 114 for covering an upper side of the rear wheel 105 is mounted to a rear portion of main frame to prevent mud and water splashed by the rotating rear wheel 105 from entering the muffler, the engine 119 and other parts disposed close by.
  • a second rear fender 102 is provided just above the rear wheel 105.
  • a plurality of rear covers (not shown) is attached to a rear portion of the main frame.
  • cover frame assembly 101 Area below the seat 110 and the fuel tank 117 of the two wheeled vehicle 100 is covered on both sides by a cover frame assembly 101.
  • the cover frame assembly 101 is further connected to main frame and the tail cover assembly 103.
  • Fig. 2 illustrates a rear perspective view of a portion of a vehicle 100 in accordance with an embodiment of the present invention.
  • the present illustration showcases the steering assembly 200 of a vehicle 100.
  • the steering assembly 200 of the vehicle 100 includes ahead tube 201, a steering shaft301 (shown in Fig. 3), an upper bracket205, a bottom bracket 204, a front fork assembly 106, and a split type handlebar assembly 109.
  • the front fork assembly 106 comprises of an identical pair of front fork tubes (106a, 106b). In an embodiment, each of the fork tubes are covered by a pair of front fork sleeves 202.
  • the front wheel 104 (shown in Fig 1) is held by the front fork assembly 106 which further consists of identical pair of front fork tubes (106a, 106b) each of which are coupled by an upper bracket 205 at the top and a lower bracket 204 at the bottom of the head tube201 inter posed by steering bearings between them.
  • the front fork assembly 106 act as a shock absorbing means or suspension means, and aids to facilitate effective braking and handling of the vehicle. These shock absorbers are necessary to keep a rider isolated from the road jerks and vibrations, thereby making the ride comfortable.
  • a handlebar assembly 109 consisting of a left and right half (not labelled) of a split handle bar assembly is rotatably supported.
  • the front fork assembly 106 and the head tube 201 are connected together by means of a pair of brackets (205, 204).
  • the pair of brackets includes an upper bracket 205 and a bottom bracket 204.
  • an ignition cum steering lock 206 is present on the top of the vehicle 100 near the upper bracket 205.
  • the pair of front fork sleeves 202 is present just above the bottom bracket 204 of the vehicle 100.
  • the position of the ignition cum steering lock 206 with respect to vehicular plane plays a vital role in the visibility of the instrument cluster (not shown).
  • steering cum ignition lock 206 is positioned substantially laterally offset from vehicle longitudinal plane, by having the mounting provision on the upper bracket 205.
  • FIG. 3 illustrates a rear view of a portion of a vehicle 100 in accordance with an embodiment of the present invention.
  • the present illustration showcases a head tube 201 that supports a steering shaft 301 rotatably in a certain range having a length L and outer diameter D.
  • the handlebar assembly 109 which aids in steering the vehicle 100 is connected to a front wheel 104 (shown in Fig. 1) through the steering shaft 301 and a front fork assembly 106.
  • the handle bar 109 is rotatably integrally connected to the steering shaft 301 by means of an upper bracket 205 mounted over the head tube 201.
  • the upper bracket 205 shown in the present invention is shaped in an inverted bridge or inverted hat shaped structure with a left and a right connecting arm, such that the middle portion of the upper bracket 205 is slightly raised as compared to the armend portions of the upper bracket 205.
  • the inverted bridge shaped upper bracket 205 ensures that the clamping regions of the front fork assembly 106 (shown in Fig.
  • the vertical distance or height V between the upper surface of the fork tube clamping portion of the lower bracket and the lower surface of the fork tube clamping portion of the upper bracket is lower.
  • the inverted bridge shaped upper bracket 205 aids in increasing the length L by diameter D ratio of a head tube 201 (shown in Fig. 2) and a steering shaft 301 (shown in Fig. 3) of the vehiclelOO.
  • the length of the tubes (106a, 106b) of a front fork assembly 106 is reduced or unchanged while the length of the head tube201 is increased to improve the length by diameter ratio.
  • the ratio L/D > 4.
  • the two connecting arms when seen in a view orthogonal to the axis of the steering shaft, the said arms form an obtuse angle O between them.
  • the angle ranges from 170 degrees to 100 degrees which enables achieving a compact layout configuration with high structural rigidity while also enabling target rake and trail.
  • Fig. 4 illustrates a top view of a portion of a vehicle 100 in accordance with an embodiment of the present invention.
  • the top view illustrates a split type handle barl 09 attached with the pair of front fork tubes (106a, 106b) (shown in Fig. 3) of the front fork assembly 106 (shown in Fig. 3)by means of the upper bracket 205.
  • the handle bar 109 herein includes a pair of left and right handle bar clamps (207a, 207b), a pair of handle holders 402 integrated with a handle tube 406 and a pair of brake levers 401 situated on either side of the upper bracket 205.
  • each handle holder 402 and each handle tube 406 together forms a clip-on type split handle bar assembly 109.
  • the pair of clip-on type handle bar 109 is fitted, on the outer periphery of each of the front fork tubes (106a, 106b) of the fork assembly 106 and each of the outer portions of the upper bracket 205 by the means of radial clamping.
  • Both these radial clamping regions which are spread over a predetermined height R (shown in Fig 3) on both the outer ends of the upper bracket and are disposed co-axially with the axis of the respective left and right fork tubes.
  • the clamping regions are indicated as a first clamping region 403 and a second clamping region 404.
  • a third clamping region 405 is present on the raised middle portion of the top of the upper bracket 205.
  • the axis of the handle bar clamps 207a, 207b and the axis of the upper bracket clamping regions (403, 404) are co-axial.
  • FIG. 5 illustrates a top view of a portion of a vehicle 100 in accordance with an embodiment of the present invention.
  • the inverted bridge shaped upper bracket 205 has four pockets 502 where the material is optimally removed. These pockets 502 are formed on non- structural regions of the upper bracket205, which aids in weight reduction without compromising on the stiffness and strength of the upper bracket205.
  • the first clamping region 403 and the second clamping region 404 present on the upper bracket 205 on the each of the front fork tubes (106a, 106b) of the fork assembly 106 (shown in Fig. 1) is at least partially or completely disposed ahead from the third clamping region 405 present on the raised middle portion of the upper bracket 205.
  • the first and the second clamping regions R that is the clamping regions of the front fork assembly 106 with the upper bracket 205 and the third clamping region C (shown in Fig 3) of the upper bracket 205 with the steering shaft 301 shown in Fig.
  • the overlap of R and C is maximum 50%.
  • the handle bar clamps (207a, 207b) (shown in Fig. 3 ) of the present invention has an elastically deformed split groove (not shown) at its bottom portion.
  • Upper bracket 205 also has one or more upper bracket split grooves501 which are aligned to the split grooves of the handle bar clamps (407a, 407b) on each end of the upper bracket205.
  • the alignment of the one or more upper bracket split groove 501 of the upper bracket 205 with the one or more split groove of the handle bar clamps407a, 407b aids in providing ease in assembly and ease in servicing of the steering system 200 (shown in Fig. 2) of the vehiclelOO.
  • FIG. 6 illustrates an exploded bottom perspective view of a portion of a vehicle 100 in accordance with an embodiment of the present invention.
  • pair of clip-on type handle bar 109 is fitted, on the outer periphery of the tubes of the front fork assembly 106 (shown in Fig. 1) using one or more fasteners601 to provide radial clamping.
  • the steering shaft 301 (shown in Fig. 3) is clamped in the middle portion of the upper bracket 205 using one or more fasteners.
  • This construction of clip-on arrangement helps in achieving ergonomics requirement of the present steering system 200 by balancing the higher rigidity to weight ratio of the vehicle 100.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Steering Devices For Bicycles And Motorcycles (AREA)

Abstract

La présente invention concerne un système de direction (200) d'un véhicule (100) qui comprend un tube de direction (201), un arbre de direction (301), un support supérieur en forme de pont inversé (205) et un ensemble fourche avant (106), un ou plusieurs tubes de fourche avant (106a,106b) de l'ensemble fourche avant (106) étant serrés sur le support supérieur (205) au niveau d'une première région de serrage (403) et d'une deuxième région de serrage (404) ; et l'arbre de direction (301) est serré sur le support supérieur (205) au niveau d'une troisième région de serrage (405), la première région de serrage (403) et la deuxième région de serrage (404) étant décalées par rapport à la troisième région de serrage (405). Le système de direction (200) de la présente invention contribue à obtenir une manœuvrabilité et une stabilité améliorées du véhicule (100).
PCT/IN2022/050050 2022-01-21 2022-01-21 Système de direction d'un véhicule WO2023139591A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/IN2022/050050 WO2023139591A1 (fr) 2022-01-21 2022-01-21 Système de direction d'un véhicule

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/IN2022/050050 WO2023139591A1 (fr) 2022-01-21 2022-01-21 Système de direction d'un véhicule

Publications (1)

Publication Number Publication Date
WO2023139591A1 true WO2023139591A1 (fr) 2023-07-27

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/IN2022/050050 WO2023139591A1 (fr) 2022-01-21 2022-01-21 Système de direction d'un véhicule

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4565384A (en) * 1983-12-12 1986-01-21 Dehnisch Torbjoern Motorcycle fork tree
EP0952075A2 (fr) * 1998-04-23 1999-10-27 Yamaha Hatsudoki Kabushiki Kaisha Véhicule du type d'un scooter
US7360963B1 (en) * 2003-01-31 2008-04-22 Gregory Lee Burns Motorcycle triple clamp
US20080129009A1 (en) * 2006-02-06 2008-06-05 Motoczysz Llc Front end lateral suspension
CN202935522U (zh) * 2012-11-14 2013-05-15 常州市阳光减震器有限公司 摇臂式三轮车前减震装置
US20160264210A1 (en) * 2013-10-31 2016-09-15 Gröbner Fertigungs GmbH Fork crown for connecting fork tubes of a motorbike or bicycle

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4565384A (en) * 1983-12-12 1986-01-21 Dehnisch Torbjoern Motorcycle fork tree
EP0952075A2 (fr) * 1998-04-23 1999-10-27 Yamaha Hatsudoki Kabushiki Kaisha Véhicule du type d'un scooter
US7360963B1 (en) * 2003-01-31 2008-04-22 Gregory Lee Burns Motorcycle triple clamp
US20080129009A1 (en) * 2006-02-06 2008-06-05 Motoczysz Llc Front end lateral suspension
CN202935522U (zh) * 2012-11-14 2013-05-15 常州市阳光减震器有限公司 摇臂式三轮车前减震装置
US20160264210A1 (en) * 2013-10-31 2016-09-15 Gröbner Fertigungs GmbH Fork crown for connecting fork tubes of a motorbike or bicycle

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