HU220944B1 - Front wheel suspension mainly for motorcycles - Google Patents

Abstract

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

Description

FIELD OF THE INVENTION The present invention relates to front wheel suspension, which is applicable to wheel structures, in particular vehicles, especially motorcycles.

The front wheel suspension on motorcycles is usually done through a telescopic fork. In this relatively simple solution, the telescopic fork has a threefold function, namely, the sliding and parallel tubular struts provide steering and suspension during steering movement, since the springs are usually arranged in the telescopes and the dampers are combined with the dampers. inclusion. Practical experience has shown that these conflicting requirements cannot be satisfactorily achieved by conventional telescopic fork front suspension systems.

Precise steering and steering of the wheel is thus one of the functions of the front wheel suspension, which requires high bending and torsional stiffness, since otherwise the telescopic tubes become tensioned. On the other hand, the application of the braking support force during braking involves a heavy load, since its horizontal component acts by tensioning telescopic tubes that slide over one another.

The above requirements would only be met by using very massive, large-diameter telescope tubes, but these have too much internal friction and consequently have a high propulsive force, so that they do not spring gently enough to impair wheel-to-road contact. These problems are exacerbated by the "kneeling" of the motorcycle during braking, when the telescopic tubes slip under the sudden compression force, and in this otherwise critical condition, the suspension is virtually eliminated.

For example, the wheel suspension developed by the German BMW company and known as "TELELEVER" is described in detail in the 1993/6 issue of the domestic magazine "MOTOR REVÜ". This front wheel suspension consists of a leading telescopic fork, a longitudinal triangular bracket and a center spring member.

They are also known for the Hungarian magazine "MOTOR REVÜ" 1991/1. and 1991/8. also known as "PAIOLI" and "GILERA" front-wheel suspensions, which operate on a substantially similar principle. They use a steered wheel fork unit consisting of a pivoting fork and a fork. The fork shank is received by a sleeve that allows only axial relative displacement. Between the telescopic sleeve and the fork shank, there is a spring, which consists of a single spring member and is combined with a shock absorber. The steering pivot, which is pivotable with the steering horn, is connected to the frame by means of a switching unit so that it can only be pivoted about the steering axis relative to the frame. The steering mechanism includes a mechanism for transferring the steering slew of the sleeve to the fork unit.

The disadvantage of this latter solution is that, since the fork assembly is not connected to the frame below and the fork shank is embedded in bearings arranged at relatively short distances, the forces from the wheel overload the bearings at a relatively short distance, and consequently a high risk of tension. . Here, too, there is the problem, already mentioned above, that such wheel suspension does not solve the transfer of braking forces to the chassis. Compared to conventional telescopic fork solutions, this inverse and single telescopic solution has only the advantage of being relatively simpler in structure and has a sliding element.

US 5,350,344, EP 235040 and EP 425755 are known as wheel suspensions in which a pivoting arm is inserted between the wheel fork and the frame. This hinged connection is solved by a switching unit located on one side in the immediate vicinity of the wheel axle. Practical experience has shown that this improves the running characteristics of the springs slightly, but the control unit malfunctions and even limits the steering wheel rotation. On the one hand, this reduces the driver's sense of comfort and safety and, on the other hand, carries the risk of an accident.

It is an object of the present invention to overcome the above shortcomings, i.e., to provide an improved front-wheel suspension that satisfactorily solves the complex requirement of safe wheel drive, steering, suspension and braking, by separating the structural functions of these functions. It is also our goal to provide a structurally simple solution that can be manufactured economically and satisfies aesthetic needs.

SUMMARY OF THE INVENTION The present invention is solved by a front-wheel suspension having a frame, a fork-mounted fork-and-fork-mounted fork steering unit, a fork-stem-bearing unit, and a steering mechanism that is relatively pivotally coupled to the frame. Further, the steering rotation of the fork bed assembly includes a mechanism for transferring to the fork assembly. The frame is articulated with the fork unit via a swing arm. The pivot arm is connected to the fork assembly via a first switch assembly allowing rotation about the center of the steering wheel and a change in the relative angular position of the steering center line and the pivot arm. In addition to the pivotability of the steering structure, the second switching unit, which is located between the steering structure and the frame, is designed to allow for changes in the center line of steering and relative angular position of the frame. SUMMARY OF THE INVENTION The first coupling assembly for pivoting the pivot arm to the fork assembly is disposed in lateral view outside the contour of the front wheel and in an area above the wheel, and the fork bed assembly is configured as a telescopic sleeve for connected to the second switching unit.

Preferably, the first coupling assembly for hinging engagement between the pivot arm and the fork unit is configured as a ball joint (41) disposed on or behind the center line of the fork, viewed from the side. This can further simplify the structure.

HU 220 944 Β1

Alternatively, the second coupling unit is designed as a ball joint, through which the frame and the fork-sleeve that can be rotated together with the steering mechanism are in direct contact.

Optionally, the first coupling unit and / or the second coupling assembly may be in the form of a universal joint or universal joint.

The invention will now be described in more detail with reference to the accompanying drawings, in which some exemplary embodiments of the present invention are illustrated. In the drawing:

Figure 1 side view of a first exemplary embodiment of a front wheel suspension according to the invention, Figure 2 Figure 1 is a half sectional view / half view taken along line II-II; Figure 3 Figure 1 is a sectional view taken along line III-III; Figure 4 a second exemplary embodiment of the present invention is in side view partially broken away; Figure 5 Figure 4 is a half sectional view / half view taken along line V-V; Figure 6 Figure 4 is a front elevational view, partially broken away in the direction of arrow VI; 7 a third exemplary embodiment of the present invention has been partially broken away in perspective; Figure 8 Figure 7 is a sectional view taken along lines VIII-VIII; Figure 9 side view of a fourth exemplary embodiment of the present invention, partially broken away.

In the drawing, like details are denoted by the same reference numerals.

Figure 1 is a side elevational view of a motorcycle with particular reference to the front wheel suspension of the present invention. This motorcycle has a frame 1 and a steered front wheel 2 which is rotatably mounted in a fork unit 3. The fork assembly 3 comprises a fork 4 and a fork 5 formed as a cylindrical pin, in this case the fork 4 and the fork 5 are formed as a single piece. The center line of the fork arm 5 is indicated in the drawing by 5A and its upper end is supported only by a sleeve 6 which allows axial displacement.

The motorcycle has a steering mechanism 7 having a steering horn 8 and, in this case, a rotary steering shaft 9. In this case, the steering rotation of the steering mechanism 7 is transmitted to the fork assembly 3 by a mechanism consisting of articulated joints.

Between the frame 1 and the fork assembly 3 is mounted a swinging arm 11 which is hinged to the frame 1 via a hinge 12 in this case and a special coupling 13 to the fork assembly 3. This coupling unit 13 is configured to allow the fork assembly 3 to rotate about the centerline 5A of the fork arm 5 and to allow for a change in relative angular position of the fork arm 5 parallel to the steering centerline 30 and the pivot arm 11 during spring. The variable angle between the center line 5A of the swingarm 11 and the fork 5 is denoted by α. It can be clearly seen in Fig. 1 that, according to the invention, the first coupling unit 13 is located outside the contour of the wheel 2, above the wheel 2, in Fig. 1 in the center line 5A of the fork 5.

Between the steering structure 7 and the frame 1 is provided an upper second coupling unit 14 which provides pivoting about the steering center line 30 and the steering center line 30 and the steering wheel.

The frame I also allows for a change in relative angular position during suspension according to the invention, the angle of which is indicated by β in Figure 1.

As shown in Figure 1, the motorcycle is provided with a single member spring 15 mounted between the frame 1 and the pivot arm 11 according to the invention, i.e., the pivot 1 is connected to the pivot 16 by a hinge 16 and the lower link pivot 17. The suspension 15 is combined with a shock absorber (not shown) in a manner known per se.

Details of the solution of Fig. 1 are shown in Figs. 2 and 3 on a relatively larger scale and partly in section. Fig. 2 shows details of the lower first switching unit 13 and the upper second switching unit 14. In the lower part of Fig. 2, it is shown that the portion of the fork 5 formed as a cylindrical tube directly above the fork 4 is supported by bearings 18 and 19 in a hub 20. This hub 20 is provided with pins 21 on each side and these pins 21 are H-shaped in this case.

In the front legs of the swing-arm II are mounted in 22 bearings each. This arrangement results in the hub 20 being pivotable relative to the fork 5 and the pivot arms 21 on the pivoting arms of the all-pivot arms being relatively pivotable in response to the spring movement (at an angle, see Figure 1).

In the upper part of Fig. 2, the bearing of the upper end of the fork 5 in the sleeve 6 is illustrated. As mentioned above, the fork shank 5 is relatively axially displaceable relative to the sleeve 6. The upper end position of the sleeve 6 is delimited in this case by a stop 23 threadedly fixed to the upper end of the fork shank 5. As part of the upper coupling unit 14, the sleeve 6 is provided with two pins 24 on each side, each of which is supported by bearings 25 in the frame 1. A ring 28 is connected to the lower part of the telescopic sleeve 6 via bearings 26 and 27, which is relatively pivotally connected to the upper end of the articulated arms 10 of the above-mentioned articulated steering mechanism. The lower end of the two-sided articulation arms of the articulated mechanism 10 is secured to the fork shank 5 by pins 29 (Figures 1 and 2).

Figure 3 shows in greater detail the arrangement and bearing of the steering assembly 7. The steering horn 8 is secured to the steering shaft 9 in a manner known per se, the center line of which coincides with the steering center line 30. The steering shaft 9 is pivotally mounted in bearings 33 and 32 through bearings 31 and 32. However, according to the invention, the steering body 33 is pivotable through pins 34 and 35 perpendicular to the frame 1,

GB 220 944 B1 arranged to provide a slight tilt movement during suspension while the angle β changes (Figure 1).

At the lower end of the steering shaft 9 is a transverse strip 36, at which ends ball joints 38 are used to engage the steering transmission rods 37 (Fig. 1). Only one of the communication rods 37 is shown in Fig. 1 in a side view, the rear end of which is connected to the ball joint 38 of the crossbar 36 and the front end to the ball joint 39. The two ball joints 39 are arranged on the ring 28 on both sides (Fig. 2).

1-3. In the case of a motorcycle with a front-wheel suspension according to Figures 1 to 5, the fork 5 slides longitudinally in the sleeve 6 while the wheel 2 is being moved during travel, while slightly changing the angle α of the fork 4 and the pivot arm 11. However, this angle change is made possible by the wheel suspension according to the invention, since the pivot lever 11 of the hub 20 can pivot freely, and the frame 1 at the lateral pins 24 of the sleeve 6 can make a corresponding relative displacement, i.e. slight change in angle β. Although this angle change is transmitted to the steering gear 7 via the transmission rods 37, practical experience has shown that it is so small that it does not create any uncertainty in the motor driver.

When steering, one of the transmission rods 37 of the steering gear 7 pushes the other of the steering rods 37 and pulls the ring 28, which may rotate freely on the sleeve 6 to the extent of the steering pivot. The ball joints 38 and 39 are able to reliably transmit this steering movement, despite the multi-axis displacements. The rotation of the ring 28 is transmitted by the articulated mechanism 10 to the fork arm 5, which in the sleeve 6 and the hub 20 rotates freely with the fork 4 and the wheel 2 with it. The sleeve 6 may be provided with a protective cover 40, indicated by a thin line in FIG. 1, which is intended to prevent the ingress of dirt.

The sleeve 6 and the fork 4 are in this case made of aluminum alloy as a hollow casting. In this case, the fork shaft 5 is made of a high-strength steel alloy as a thin-walled tube. The arms of the articulated mechanism 10 may conveniently be made of an aluminum alloy having a high torsional stiffness, preferably in a wide range of sizes to enhance their torsional stiffness.

4-6. Figures 2 to 5 show a second embodiment of a front wheel suspension according to the invention. First of all, it differs from Figures 1-3. 5A and 5A, while the center line 5A of the fork 5 and the center line 30 of the fork 5 are parallel but spaced apart (in the direction of travel), in this embodiment the center line 5A of the fork 5 and the center line 30 of the steering . Another difference is that a single-arm fork 5 (see Fig. 6) is used here, which is connected to the pivot arm 11 via a lower coupling unit 13 which includes a ball joint 41 and which allows for multi-axis free movement. With this single-fork fork 4, the swinging mass is reduced and, on the other hand, this coupling unit 13 simplifies the structure considerably.

Figures 4 and 5 clearly show that here the steering horn 8 of the steering mechanism 7 is directly attached to the sleeve 42 (i.e., the steering shaft has been omitted), which is pivotally mounted on bearings 43 and 44 on the outer periphery of the sleeve 6. The sleeve 42 is provided on each side with a pin 45 to which the rods of the articulation mechanism 10 which provide the steering displacement are pivotally connected as described above. It can also be seen in Figures 4 and 5 that the sleeve has a rearwardly extending projection 46 on its lower part. The projection 46 is provided on both sides with pins 47 which are mounted in a housing 49 in a housing 1 through bearings 48. When springing around pins 47 relative to the frame 1, the steering mechanism and with it the fork assembly 3 are able to move so that the angle β changes (Fig. 4).

When the steering mechanism 7 is rotated, the movement of the sleeve 42 is transmitted by the articulated mechanism 10 to the single-arm fork 4. Thus, the forearm 4 can rotate unhindered in the ball joint 41 of the lower coupling 13 and the fork 5 in the sleeve in an amount corresponding to the rotation of the wheel 2. When hinged or ejected, the ball joint 41 allows the value of the angle α to determine the relative angular position 5A of the fork arm 5 and the pivot arm 11 to be changed as necessary. And, relative to the pins 47 of the projection 46 of the sleeve 6, the fork assembly 3 can make relative displacement relative to the frame 1, i.e. the angle β may vary. It is noted that in this embodiment, the all-pivoting arm is Y-shaped, the front center portion of which is pivotally connected to the ball joint 41, and the fork-like back and spread arms are connected to the frame 1 on both sides.

Figures 7 and 8 show a third exemplary embodiment of the front wheel suspension according to the invention, which is essentially the embodiment of Figs. The solution of FIG. Here, the all-pivot arm is also connected to the fork arm 4 via a lower coupling unit 13 comprising a ball joint 41. The difference, however, lies in the steering system's bearing and transmission. Here, the steering mechanism 7 has a steering shaft 9 embedded in the projection 46 of the sleeve 6 itself, as shown in FIG. Figure 7 shows that here the center line 5A of the fork arm 5 and the steering centerline 30 do not coincide, but are arranged parallel to each other and spaced apart in the driving direction.

Figure 8 shows in more detail that the steering shaft 9 is pivotally mounted in bearings 50 and 51 at the projection 46 of the sleeve 6. The projection 46 is here formed as a sleeve having a stud 52 on each side, each of which is mounted through a bearing 53 in the frame 1 (similarly to the stud 24 in FIG. 1).

HU 220 944 Bl

A further difference is that in this embodiment the guide strip 54 is pivotally connected to the lower end of the steering shaft 9. At the ends of the guide bar 54 are fixed pins 55 through which a transmission rod 57 is connected, which is used to transmit steering movements. The front ends of the transmission rods 57 are hinged to the ring 58 mounted on the sleeve 6. Since in this embodiment the steering shaft 9 is disposed at the projection 46 of the sleeve 6, it is not necessary to use ball joints at the ends of the transmission rods 57. Simple joints are also suitable here. This further simplifies the structure.

As can be seen from the foregoing, the lower articulated coupling unit also provides an angle α in this embodiment! Similarly, the upper coupling unit 14 provides for a change in the angle β at the time of suspension, and, separately, the steering displacements can be transmitted seamlessly to the wheel 2.

In the embodiment of Fig. 7, the lower specific suspension of the suspension 15 is schematically illustrated. Here, the lower end of the suspension 15 is connected to the lower link not directly but through the pivot 59. In Fig. 7, the lower end of the pivot 59 is connected to the lower end of the spring 15, the middle part of the pivot 52 is pivotally connected to the lower link arm 60 and the right end of the pivot 59 is pivotally connected to the frame 1. With this oscillating solution, the characteristic of the spring can be made even more progressive, that is, the spring "hardens" at high spring loads.

Finally, Figure 9 shows a fourth embodiment of the front wheel suspension according to the invention, which is a further simplified version of the solution of Figure 7. In this case, the lower coupling unit 13 differs from the embodiment of Fig. 7 in that the single-arm fork 4 is provided with a rearwardly extending projection 61 and extends downward from the ball joint 41 of the lower coupling unit 13, which is supported from below by a suitable seat. Another difference is that here the lower end of the suspension 15 is hinged directly to the lower link.

In the arrangement of Figure 9, the design and arrangement of the upper switching unit 14 have been further simplified. Here, the rear projection 46 of the sleeve 6 is directly connected to the frame 1 through the ball joint 62 of the coupling unit 14. Here, the steering horn 8 of the steering mechanism 7 is directly attached to the projection 46 of the sleeve 6, and the articulation joints of the articulating mechanism 10 for steering movement are articulated to the lower part of the projection 46.

This embodiment of Figure 9 is, in our opinion, of the simplest possible construction, yet capable of meeting the complex requirements mentioned in the introduction. This embodiment is particularly preferred for sports engines.

Since the sleeve 6 is connected to the frame 1 via the ball joint 62, it is actually a single structural element, namely the ball joint 62, which ensures that the sleeve fork 4 can also follow the change in angle, i.e. the change of the angle β, on the sleeve 6. good steering of the wheel 2, while the ball joint 41 of the lower coupling unit 13 accordingly provides for a change in the angle α during suspension.

The embodiment of Fig. 9 differs from the embodiment of Fig. 7 in that, when steered, the fork 4 and the fork 5 do not rotate in the sleeve 6 because they are therewith rotatable. Thus, in this arrangement, the center line 30 of the steering passes through the center of the ball joints 41 and 62. Alternatively, of course, instead of the fork 4, double forks can be used in this embodiment, and of course in the other two embodiments.

From the foregoing, it will be appreciated that the front wheel suspension of the present invention enables the three functions described in the introduction, namely wheel steering, i.e. steering, suspension, and braking, to be subdivided into substantially independent structural members. With this, we believe that this complex requirement has been met reliably and satisfactorily, with a relatively simple design. Further, the advantage of the present invention is that it is relatively easy to manufacture. Particularly preferred is the embodiment of Fig. 9, which solves this complex requirement using as few structural members as possible.

The suspension can remain "active" at all times, ie at any wheel load, and consequently the driver can enjoy a comfortable feeling in any mode. One of the main advantages and surprising additional effects of the invention is that due to the special configuration of the lower coupling unit 13 and the arrangement above the wheel, the degree of steering steering freedom is significantly increased, thereby significantly improving traffic safety.

Finally, it is noted that many other embodiments and combinations of the invention are possible within the scope of the claimed application. In addition to the articulated and cardan versions, the coupling units 13 and 14 may also include any other structural unit, such as a mechanism, which provides for pivoting and relative displacement in the direction of α and β. Of course, the suspension 15 can also be incorporated into the sleeve 6, and optionally the torsion spring 15 can also be used in the articulation of the all-pivot arm and the frame 1.

Claims (4)

PATENT CLAIMS 1. Front wheel suspension for wheeled structures, in particular motorcycles, having a frame, a fork and pivot fork steered by a steered wheel, a fork arm and a steering mechanism which is pivotally mounted on the frame and pivoting on the coupling, comprising a device for transferring to the fork unit, the frame being hingedly connected to the fork unit via a swinging arm; the The swing arm is coupled to the fork unit via a first switching unit allowing pivoting about the steering center line and a change in the relative angular position (a) of the steering centerline and the swinging arm, and a second switching unit 5 between the steering structure and the frame. configured to permit relative angular position (β) of the frame, characterized in that the first coupling unit (13) for pivoting the pivot arm (11) to the fork assembly (3) is viewed from the side outside the contour of the front wheel (2) (2), and the fork shank assembly (5) is formed solely as a telescopic sleeve (6) for axial displacement, which engages with the second coupling unit (14). Front wheel suspension according to Claim 1, characterized in that the first coupling unit (13) for hinging the pivot arm (11) to the fork unit (3) is designed as a ball joint (41) which, viewed from the side, 5) located at or behind the center line (5A). Front wheel suspension according to claim 1 or 2, characterized in that the second coupling unit (14) is designed as a ball joint (62) through which the frame (1) and the fork bed (6) can be rotatable together with the steering mechanism (7). ) is in direct contact. 4. A front wheel suspension according to any one of claims 1 to 5, characterized in that the first one The coupling unit (13) and / or the second coupling unit (14) are designed as a universal joint or universal joint.