Fork rod, telescopic fork and pedal type motor vehicle

Abstract

The invention relates to a fork lever for a telescopic fork, comprising a tubular base body extending along a longitudinal axis, the base body having an upper bearing region and a lower bearing region, and the base body being designed such that the upper bearing region and the lower bearing region are spaced apart from each other. According to the invention, the surface moment of inertia of the base body in the direction of travel differs at least in some regions from the surface moment of inertia of the base body transversely to the direction of travel, each of the surface moments of inertia has its minimum in the middle region of the fork lever, and the base body has at least one weakening region for adjusting the surface moment of inertia, the wall thickness of the base body is reduced in the weakened region.

Description

Technical Field

[0001] This invention relates to a fork for a fork-shaped component for pedal-powered motor vehicles, particularly motorcycles, a telescopic fork, and a pedal-powered motor vehicle. Background Technology

[0002] The forks of two-wheeled vehicles (such as bicycles or motorcycles) are typically cylindrical tubes with a perfectly circular outer cross-section. It is also known to implement the outer cross-section as precisely non-circular, thereby providing different mechanical properties in different spatial orientations, see, for example, BE1027937A1. However, it has been shown that this approach (especially in the case of double-axle forks) is insufficient to achieve targeted influence on the deformation of the lower fork relative to the upper fork, and also insufficient to achieve targeted deformation of the fork strut. Summary of the Invention

[0003] Therefore, the object of the present invention is to provide a Gabelschaft for a fork-shaped component of a two-wheeled vehicle, a telescopic fork, and a Kraftrad, wherein the Gabelschaft should be particularly capable of targeted influencing the deformation of the lower fork axle relative to the upper fork axle, and should also be capable of targeted deformation of the Gabelholme.

[0004] This task is accomplished by the steering wheel according to claim 1, the telescopic fork according to claim 13, and the pedal-operated motor vehicle according to claim 14. Other advantages and features are derived from the dependent claims, the description, and the drawings.

[0005] According to the present invention, a fork for a telescopic fork includes a tubular base extending along a longitudinal axis, wherein the base has an upper support region and a lower support region, and the base is designed such that the surface moment of inertia of the base in the travel direction is at least partially different from the surface moment of inertia of the base transverse to the travel direction, each of the surface moments of inertia having a minimum value in a middle region of the fork, and the base having at least one weakening region for adjusting the surface moment of inertia, in which the wall thickness of the base is reduced. The weakening region is a region or section of the fork or its base in which the wall thickness is targeted and locally reduced. This allows for targeted and on-demand influence or adjustment of the surface moment of inertia. Surprisingly, this allows for targeted influence on the deformation of the lower fork bridge relative to the upper fork bridge, and also allows for targeted deformation of the fork-shaped struts fixed in the fork bridge.

[0006] It has been found—particularly in the intermediate region—that the fork's moment of inertia in the direction of travel is suitably greater than its moment of inertia transverse to the direction of travel. "In the direction of travel" here refers to the moment of inertia about the y-axis, and "transverse to the direction of travel" refers to the moment of inertia about the x-axis, wherein the x-axis is oriented along the direction of travel, the z-axis is oriented along the longitudinal axis of the fork, and the y-axis is oriented transversely to both the x-axis and z-axis. According to one embodiment, the above applies over the entire length of the fork or substantially over the entire length of the fork (between the support regions).

[0007] The support area serves two purposes: firstly, it supports the fork in the frame of the corresponding vehicle. Secondly, the fork bridge is fixed there. Typically, the support area has a circular (especially a perfect circle) outer cross-section.

[0008] According to one embodiment, the fork is designed such that the moments of inertia of each of the forks decrease toward a central region of the fork. Accordingly, according to one embodiment, they each have their minimum value there. The central region refers to a region or segment of the fork that is centrally or substantially centrally located between the support regions. Suitably, the moments of inertia of the forks are minimized not only in the direction of travel but also laterally in the direction of travel.

[0009] According to a preferred embodiment, the at least one weakening region is centrally or substantially centrally constructed or arranged between the respective support regions. According to one embodiment, multiple weakening regions may also be selectively introduced. According to one embodiment, multiple weakening regions are constructed or arranged in the circumferential direction and / or along the longitudinal axis. The effects of these weakening regions on the mechanical properties of the fork or the deformation behavior of the entire front wheel guide composite can be determined, for example, through simulation or experimentally during actual driving operation.

[0010] The fork has a front wall section oriented in the direction of travel, an opposing rear wall section, and two side sections that connect the front and rear wall sections in the circumferential direction. According to one embodiment, weakening regions are constructed in the side sections and in the front and / or rear wall sections. Preferably, weakening regions are constructed not only in the front wall section but also in the rear wall section. According to a preferred embodiment, these weakening regions are geometrically identical. The same applies to the weakening regions constructed in the side sections, which are also preferably constructed identically to each other. Preferably, all weakening regions are centrally or substantially centrally arranged between the support areas. The above embodiments achieve targeted graded stiffness of the fork along its longitudinal axis and different stiffnesses in various spatial directions. Here, stiffness should primarily be understood as bending stiffness. By introducing weakening regions, and especially by adjusting the surface moment of inertia of the fork along the longitudinal axis so individually and on demand, the desired deformation of the fork bridge or fork strut can be achieved, thereby specifically influencing the driving behavior of the corresponding vehicle.

[0011] Regarding the beneficial effects on the driving behavior of pedal-operated motor vehicles, it should be noted that this is strongly correlated with individual cases. This fork can have a beneficial effect on the response of spring / damping elements. This fork can have a beneficial effect on ride smoothness. This fork can have a beneficial effect on steering behavior. This fork can have a beneficial effect on ride stability, etc.

[0012] Suitablely, the weakened area is formed or shaped by a material removal section in the wall of the fork. This material removal section can be pre-retained during the manufacturing of the substrate. Alternatively, the material removal section can be introduced retroactively, for example, by a separation manufacturing method.

[0013] The preferred material for the fork is a metallic material, such as aluminum or steel. In particular, it is conceivable to introduce the at least one weakened area post-manufacturing by mechanical means, such as grinding or milling. However, even in the bicycle industry, materials such as reinforced plastics, especially CFK (carbon fiber reinforced plastic), can be used. Here, the weakened area can be introduced or considered at least partially during manufacturing. This does not preclude, at least partially, the mechanical post-processing of the pre-formed weakened area.

[0014] According to a preferred embodiment, the material removal section is configured as a generally triangular notch in cross-section. This "triangle" is preferably configured as an isosceles triangle. The angle between the two sides is, for example, between 90 and 179°, particularly preferably between 130 and 175°, and even more preferably between 150 and 172°.

[0015] According to a preferred embodiment, the weakened regions constructed in the front and / or rear wall sections include complete material removal. Therefore, the notches are suitably constructed such that material is penetrated through the wall against the fork. The weakened region forms a hole or opening. Thus, a continuously closed cross-section no longer exists. This allows for targeted intervention into the deformation behavior of the entire front wheel steering composite of the corresponding vehicle.

[0016] According to a preferred embodiment, the complete material removal section is configured as an elliptical opening, the main axis of which preferably extends along a longitudinal axis. As mentioned above, according to a preferred embodiment, weakened regions are constructed in this manner not only in the front wall section but also in the rear wall section.

[0017] According to a preferred embodiment, the lateral weakening regions are configured to be longer than the weakening regions in the front and / or rear wall segments. According to another preferred embodiment, the weakening regions in the lateral wall segments each have an angle of 160 to 178° between the two waist edges, while the weakening regions in the front and rear wall segments are preferably configured such that the triangular notches formed therein have an angle of approximately 120 to 160° between the two waist edges.

[0018] Preferably, the weakened region is externally constructed on the fork. This means that material removal is performed or has been performed on the substrate externally. The inner wall of the fork is suitably circular, especially perfectly circular, in cross-section and constant along the longitudinal axis. Alternatively, the weakened region may also be constructed on the inside of the fork, or material removal may be performed internally on the fork. However, this may be more complex in terms of manufacturing technology.

[0019] This fork is specifically designed for use in telescopic forks, such as those in pedal-powered vehicles like motorcycles. These pedal-powered vehicles can be single-track or multi-track, such as tricycles or LMW (leaning multi-wheeled vehicles). However, this fork can also be used in bicycles. Bicycles are increasingly featuring telescopic or double-truck forks. Such bicycles may include (e.g., an electric) auxiliary motor, or they may rely solely on muscle power for operation.

[0020] The present invention also relates to a telescopic fork or double-bridge fork, comprising a fork shank according to the invention. The telescopic fork includes two bridges and two fork legs or fork-shaped supports. The two fork-shaped supports typically consist of an outer tube and an inner tube. The bridges are connected by the fork shank. Advantageously, the geometry of the fork shank can influence the overall deformation behavior of the telescopic fork.

[0021] The present invention also relates to a pedal-operated motor vehicle, particularly a motorcycle, comprising a telescopic fork according to the invention. The fork allows for different deformations of the front wheel guiding composite in various spatial directions, thereby enabling targeted alteration of the vehicle's dynamic characteristics. The specific, independently adjustable deformations can thus appropriately and specifically influence the dynamics.

[0022] Other advantages and features are derived from the following description of the fork lever implementation with reference to the accompanying drawings. Attached Figure Description

[0023] The attached diagram shows:

[0024] Figure 1 A schematic diagram illustrating an embodiment of the fork lever is shown;

[0025] Figure 2 Show Figure 1 A view of the fork after it has been rotated 90°. Detailed Implementation

[0026] Figure 1 A fork 10 extending along the longitudinal axis L is schematically shown. For orientation, a Cartesian coordinate system is schematically shown, where the z-axis of the Cartesian coordinate system extends along the longitudinal axis L. The x-axis of the Cartesian coordinate system extends along the travel direction F, and the y-axis extends transversely to the travel direction. The fork 10 has a hollow cylindrical base that is selectively “weakened” along the longitudinal axis L by a weakening region 26. The fork 10 includes an upper support region 16 and a lower support region 18. The support regions 16, 18 serve, on the one hand, to support the fork in the frame of the corresponding vehicle. Furthermore, the fork bridge is fixed there. Typically, the support regions 16, 18 have a circular (especially perfectly circular) outer cross-section. The fork 10 includes an outer surface 14 and an inner surface 12. In the embodiment schematically shown here, the inner surface is consistently constructed along the longitudinal axis L. The fork 10 includes a front wall section 20, a lateral side section 24, and a rear wall section (not visible in this view). In the front wall section 20, a weakening region 26 is currently constructed, forming an opening or hole 28. In other words, the fork 10 or its wall is fully opened at this location. The weakening region 26 in the side section 24 is constructed to be longer, but not deeper, when viewed along the longitudinal axis L. The orientation of the weakening region 26 is particularly evident from cross-sections Q1 to Q6. Basically, from... Figure 1 China or from Figure 2As can be seen, the weakened area or the corresponding material removal section has a generally triangular shape. In particular, it relates to an isosceles triangle, wherein the angle between the two sides is preferably relatively large, i.e., significantly greater than 90°, and especially preferably greater than 130°. In the embodiment schematically shown here, the angle on the side section 24 is preferably constructed to be larger than the angles in the front wall section and the rear wall section. This geometry can be readily produced by a separation manufacturing method.

[0027] Figure 2 It shows Figure 1 The schematic diagram shows the fork 10 now rotated 90°. In this view, the weakened regions 26 in the front wall section 20 and the rear wall section 22 are particularly visible. These weakened regions are also constructed as triangular notches. The angle between the two sides is indicated by reference numeral α. It can be seen that the weakened region 26 on the side section 24 is constructed to be significantly longer. These weakened regions are also constructed as triangular notches in cross-section, but the angle between the two sides is significantly larger than the angle in the weakened region 26 in the front wall section 20 or the rear wall section 22. This fork allows for targeted influence on the deformation of the lower fork bridge relative to the upper fork bridge and also allows for targeted deformation of the fork strut. This is achieved through targeted graded (bending) stiffness of the fork along its longitudinal axis (particularly between the support areas) and different stiffnesses in various spatial directions. By thus achieving different deformations in various spatial directions of the front wheel guide composite, the driving dynamics characteristics of the corresponding vehicle can be targeted. The effects of specific, independently adjustable deformations on driving dynamics can be targeted.

[0028] List of reference numerals

[0029] 10-fork

[0030] 12 inner surface

[0031] 14 Outer Surface

[0032] 16 Upper support area

[0033] 18 Lower support area

[0034] 20 Front Wall Section

[0035] 22 Rear Wall Section

[0036] 24 side sections

[0037] 26 weakened areas

[0038] 28 openings, holes

[0039] Q1...Q6 cross-section

[0040] α angle

[0041] L longitudinal axis

[0042] Cartesian coordinate system (x, y, z)

[0043] F driving direction

Claims

1. A fork shank (10) for a telescopic fork, said fork shank comprising a tubular base extending along a longitudinal axis (L), in, The substrate has an upper support region (16) and a lower support region (18), and The substrate is designed such that the surface moment of inertia of the substrate in the direction of travel (F) is at least partially different from the surface moment of inertia of the substrate transverse to the direction of travel. Each of the aforementioned surface moments of inertia has its minimum value in the middle region of the fork (10), and The matrix has at least one weakened region (26) for adjusting the surface moment of inertia, in which the wall thickness of the matrix is ​​reduced.

2. The fork (10) according to claim 1, wherein, The substrate is designed such that—especially in the intermediate region—the surface moment of inertia in the direction of travel (F) is greater than the surface moment of inertia transverse to the direction of travel.

3. The fork (10) according to claim 1 or 2, wherein, The substrate is designed such that the moment of inertia of each surface decreases toward the middle region of the fork (10).

4. The fork (10) according to any one of the preceding claims, wherein, The at least one weakening region (26) is substantially centrally located between the support regions (16, 18).

5. The fork (10) according to any one of the preceding claims, wherein, Multiple weakening regions (26) are constructed in the circumferential direction and / or along the longitudinal axis (L).

6. The fork (10) according to any one of the preceding claims, wherein, The fork (10) has a front wall section (20) oriented in the direction of travel (F), an opposite rear wall section (22) and two side sections (24), and a weakening region (26) is constructed in the side section (24) and in the front wall section (20) and / or the rear wall section (22).

7. The fork (10) according to any one of the preceding claims, wherein, The at least one weakened region (26) is formed or shaped by a material removal portion in the wall of the fork (10).

8. The fork (10) according to claim 7, wherein, The material removal section is constructed as a notch shaped triangularly in cross-section.

9. The fork (10) according to any one of claims 6 to 8, wherein, The weakened region (26) constructed in the front wall section (20) and / or the rear wall section (22) includes a complete material removal section.

10. The fork (10) according to claim 9, wherein, The complete material removal section is configured as an elliptical opening (28), the main axis of which extends along the longitudinal axis (L).

11. The fork (10) according to any one of claims 6 to 10, wherein, The lateral weakening region (26) is longer than the weakening region (26) in the anterior wall segment (20) and / or the posterior wall segment (22).

12. The fork (10) according to any one of claims 7 to 11, wherein, The material removal section is externally constructed on the fork (10), and the material removal section is introduced in particular by mechanical means.

13. A telescopic fork, comprising the fork (10) according to any one of the preceding claims.

14. A pedal-powered motor vehicle, especially a motorcycle, including the telescopic fork as claimed in claim 13.

Images