Chassis component for a two-wheeled vehicle, two-wheeled vehicle and method of operating a two-wheeled vehicle

Abstract

The invention relates to a chassis component (10) of a two-wheeler (20), to a two-wheeler (20) having such a chassis component (10) and to a method for operating such a chassis component (10). The chassis component (10) comprises a first element (100) which is connected to a resilient element (120) and to a wheel (140) of the two-wheeler (20), and also has a second element (130) which can be connected to a frame of the two-wheeler (20). The chassis component also comprises an actuator (110) which is connected to the second element (130) and to the resilient element (120), wherein the first element (100) can be moved relative to the second element (130) along a movement path by means of the resilient element (120), wherein the spacing between the wheel (140) and the second element (130) is dependent on the elastic preload or the spring constant of the resilient element (120). It is characterized in that the actuator (110) is configured to adjust the elastic preload or the spring constant of the resilient element (120).

Description

Technical Field

[0001] This invention relates to chassis components for two-wheeled vehicles according to the subject matter of the independent claims. The invention also relates to two-wheeled vehicles having such chassis components and methods for operating such two-wheeled vehicles. Background Technology

[0002] Known two-wheeled vehicles may have a system that adapts the chassis to the load condition of the vehicle. This can be achieved, for example, by increasing the elastic preload at one of the vehicle's elastic elements. Thus, the vehicle's driving characteristics can accommodate a higher load than usual, such as that caused by a second passenger carrying luggage. This adjustment essentially does not alter the vehicle's geometry.

[0003] Other systems are known in motorsports in which the rider lowers the front wheel when starting. This system must be controlled by the rider and the front wheel cannot be lowered while the vehicle is in motion. Summary of the Invention

[0004] According to the present invention, a chassis component for a two-wheeled vehicle is provided, having the features of the independent claim. The advantage of this chassis component is that it can be adjusted even during the operation of the two-wheeled vehicle, thereby changing the geometry of the two-wheeled vehicle and adapting it to current or anticipated driving conditions.

[0005] According to the present invention, a chassis component for a two-wheeled vehicle is provided. The chassis component includes a first element and a second element, the first element being connected to a wheel of the two-wheeled vehicle, and the second element being connectable to a frame of the two-wheeled vehicle. The chassis component also includes an actuator connected to the second element and an elastic element. Here, the first element can be moved relative to the second element along a movement path by means of the elastic element, wherein the distance between the wheel and the second element is related to the elastic preload or elastic coefficient of the elastic element. The actuator is characterized in that it is configured to adjust the elastic preload or elastic coefficient of the elastic element.

[0006] Further advantageous embodiments of the invention are the subject of the dependent claims.

[0007] Advantageously, under a first elastic preload or a first elastic coefficient, the first distance between the second element and the wheel is greater than under a second elastic preload or a second elastic coefficient. Here, the first elastic preload or the first elastic coefficient is greater than the second elastic preload or the second elastic coefficient. Therefore, the length of the elastic element can be changed by manipulating the actuator, i.e., changing the elastic coefficient or the elastic preload. In this way, the length of the chassis element, more precisely, the distance between the second element and the wheel, can be easily adjusted.

[0008] In another embodiment, it is advantageous that the first element is designed as a cylinder with a first diameter, and the second element is designed as a cylinder with a second diameter. Furthermore, it is advantageous that the first diameter is larger than the second diameter, and that the second element is at least partially linearly movable within the first element. This results in a design similar to a classic telescopic fork. The cylindrical shape is suitable for uniformly bearing forces and is also easy to construct.

[0009] Equally advantageous is that the actuator can be operated hydraulically, pneumatically, or electrically. The appropriate actuator can be selected based on the application scenario or desired implementation method. Hydraulically operated actuators, for example, can be connected to the hydraulic system of a two-wheeled vehicle, thus providing a cost-effective solution. In contrast, electrically operated actuators, such as electromechanical actuators, offer greater flexibility in integration.

[0010] The present invention also relates to a two-wheeled vehicle having at least one such chassis component.

[0011] Advantageously, the wheel of the first chassis component forms the front wheel of the two-wheeled vehicle, and / or the wheel of the second chassis component forms the rear wheel. A two-wheeled vehicle with at least one such chassis component can alter its geometry by lengthening or shortening the distance between the wheel and the first component. In other words, the motorcycle frame is raised or lowered in the front or rear region, and the tilt angle of the motorcycle frame relative to the ground changes. For example, for a two-wheeled vehicle with such a chassis component at both the front and rear wheels, if the chassis component at the front wheel is shortened and the chassis component at the rear wheel is lengthened, the two-wheeled vehicle can tilt downwards in the front region. Conversely, it is conceivable that the chassis component at the rear wheel is shortened and the chassis component at the front wheel is lengthened. In this case, the two-wheeled vehicle will tilt upwards in the front region. The rider on the two-wheeled vehicle will be in a more upward-leaning position than when the chassis is in a neutral state, where the two chassis components are extended to the same degree. Furthermore, it's conceivable that shortening both components would result in better road grip stability, meaning a lower overall center of gravity for the two-wheeler. All of these changes affect the driving characteristics of the two-wheeler, and two-wheelers with such chassis components can adapt to driving events. For example, this can improve driving safety and provide support for the rider while driving.

[0012] Advantageously, the first steering angle of the two-wheeled vehicle is greater than its second steering angle, wherein the distance between the second element of the two-wheeled vehicle and the front wheel is smaller in the case of the first steering angle than in the case of the second steering angle. Alternatively or additionally, the distance between the second element of the two-wheeled vehicle and the rear wheel is greater in the case of the first steering angle than in the case of the second steering angle. In other words, the more the two-wheeled vehicle descends at the front, the larger its steering angle. This can be achieved by shortening the chassis components at the front wheels or lengthening the chassis components at the rear wheels. A combination of both methods is also conceivable. The steering angle refers to the angle of attack of the steering axis of the front wheel of the two-wheeled vehicle. This angle affects the caster (Nachlauf) of the front wheel and is an important variable in the driving dynamics of the two-wheeled vehicle. A configuration with a larger steering angle and therefore less caster requires less steering force and is therefore more agile compared to a configuration with a smaller steering angle. In contrast, a configuration with a smaller steering angle provides greater driving stability.

[0013] In another embodiment, it is advantageous that the two-wheeler also has an evaluation unit configured to detect a first target value of the steering head angle of the two-wheeler, and further configured to determine a spring preload or spring coefficient from the first target value. Furthermore, it is advantageous that the evaluation unit is configured to provide an activation signal to an actuator for adjusting the spring preload or spring coefficient, and the actuator is configured to adjust the spring preload or spring coefficient to that value. This is beneficial because the first target value provides a variable to which the two-wheeler can be adjusted. The first target value can, for example, be provided by the rider, who inputs the first target value into an input unit connected to the evaluation unit. The first target value can also be provided, for example, by an assistance system connected to the evaluation unit. The first target value can be associated with various driving dynamics characteristics, and by selecting the first target value, the driving dynamics characteristics desired by the rider or predetermined by the assistance system can be directly selected. The rider, for example, can select a first target value associated with a flexible chassis setting, and the chassis will adjust according to that target.

[0014] Furthermore, it is advantageous that the first target value of the steering head angle is derived from the second target value of the two-wheeled vehicle's center of gravity position. The center of gravity position is another variable affecting the driving characteristics of a two-wheeled vehicle. By predetermining the second target value, such as a high or low center of gravity position, especially in conjunction with the steering head angle, the driving dynamics of the two-wheeled vehicle can be further influenced. The chassis and driving dynamics of the two-wheeled vehicle can therefore be adjusted for different driving conditions. This second target value can also be predetermined by a detection unit or assistance system that detects rider input. Effects that can be associated with different first and second target values ​​can include: braking stability, balance of braking torque, magnitude of steering torque, driving stability at low speeds, and desired agility.

[0015] Advantageously, the actuators can be controlled during both driving and / or stationary periods on the two-wheeled vehicle. Adjusting driving characteristics during driving is advantageous because road conditions and traffic can change. By adjusting the chassis during driving, one can react directly to the current situation. For example, while driving on a highway, a chassis configuration that provides very stable road grip and reduces rider fatigue when riding in a straight line can be adjusted. In contrast, a more flexible chassis configuration can be adjusted on winding roads with many curves.

[0016] In another embodiment, it is advantageous that the evaluation unit is connected to a driving assistance system, and the first target value of the steering head angle is provided by the driving assistance system. Based on the current driving situation, the driving assistance system can determine the steering head angle that has a positive impact on the driving characteristics of the two-wheeled vehicle under that driving situation. For example, when the front is raised and the rear is lowered and the steering head angle is reduced, the two-wheeled vehicle has higher braking stability. This adjustment also reduces the agility of the two-wheeled vehicle. The driving assistance system can be configured to evaluate the impact of the steering head angle on the current driving situation and make a selection suitable for that driving situation. Therefore, the geometry of the two-wheeled vehicle can dynamically change during driving and adapt to the current situation.

[0017] The present invention also relates to a method for operating a two-wheeled vehicle having the aforementioned chassis components. The method includes activating an actuator operatively connected to an elastic element, and adjusting the elastic preload or elastic coefficient of the elastic element by means of the actuator. The method further includes the step of moving a first element relative to a second element by means of the elastic element. Therefore, this method can be applied to all two-wheeled vehicles having the aforementioned chassis components. Attached Figure Description

[0018] Embodiments of the present invention are shown in the accompanying drawings and explained in more detail in the following description.

[0019] Figure 1aA schematic diagram of a chassis component according to an embodiment of the present invention is shown;

[0020] Figure 1b Another schematic diagram of a chassis component according to an embodiment of the present invention is shown;

[0021] Figure 2a A schematic diagram of a two-wheeled vehicle having a chassis component according to an embodiment of the present invention is shown;

[0022] Figure 2b Another schematic diagram of a two-wheeled vehicle having chassis components according to an embodiment of the present invention is shown;

[0023] Figure 3a Another schematic diagram of a two-wheeled vehicle having chassis components according to an embodiment of the present invention is shown;

[0024] Figure 3b Another schematic diagram of a two-wheeled vehicle having chassis components according to an embodiment of the present invention is shown;

[0025] Figure 4a Another schematic diagram of a two-wheeled vehicle having chassis components according to an embodiment of the present invention is shown;

[0026] Figure 4b Another schematic diagram of a two-wheeled vehicle having chassis components according to an embodiment of the present invention is shown;

[0027] Figure 5 A schematic diagram of the method according to the present invention is shown. Detailed Implementation

[0028] Figure 1a and Figure 1b A chassis component 10 according to an embodiment of the invention is schematically shown. This chassis component includes, for example, a first element 100, which may be designed as a cylinder, an actuator 110, and a resilient element 120. A second element 130, also cylindrical, is disposed within the first element 100. The first element 100 and the second element 130 are connected via the actuator 110 and the resilient element 120. Figure 1a In this configuration, the wheels 140 of the two-wheeled vehicle have a distance of 200 relative to the second element 130. The second element is connected to a connecting element 150, through which the chassis component 10 is connected to the frame of the two-wheeled vehicle. Here, there is a distance of 220 between the connecting element 150 and the first element 100. If the actuator 110 is operated at this time, the actuator changes the elastic preload in the elastic element 120. Figure 1b The shortened configuration is shown, where the distance 210 between the wheel 140 and the second element is less than [the specified value]. Figure 1aThe spacing is 200. Similarly, spacing 220 becomes a smaller spacing 221. For clarity, spacings 220 and 221 will be used in the following description of the figures. However, the description also applies to spacings 200 and 201. The chassis component 10 can here be equipped with components for applying elasticity and damping to the chassis, such as a spring fork, which is common in motorcycles. This results in a spring fork whose extension under unloaded conditions, i.e., spacing 200 or 210, is adjustable. Except for the variation in the length of the elastic travel, the elastic and damping characteristics remain essentially unchanged.

[0029] Figure 2a and Figure 2b The possible installation configurations of chassis component 10 in the two-wheeled vehicle 20 are shown. Two possible scenarios are also schematically illustrated here. Figure 2a In the chassis component 10, a distance 220 is provided between the first element 100 and the connecting element 150. Figure 2b In the middle, the distance 221 between the first element 100 and the connecting element 150 of the chassis component 10 is compared with... Figure 2a Shorter. Pitch 220 or pitch 221 can also be adjusted here by actuator 110 and elastic element 120 respectively. By shortening pitch 220 to pitch 221, the geometry of the two-wheeled vehicle changes. With the shorter pitch 221, steering head angle 201 increases to steering head angle 211. Chassis component 10 presents a steeper angle, in other words, the chassis component is closer to a vertical position. Here, steering head angle is the angle between ground 1000 and steering axis 1001 of the front wheel steering system. Control commands for the actuator 110, which can adjust the elastic preload or elastic coefficient of elastic element 120, can be sent here by evaluation unit 21 or input device 22, by means of which the rider's input can be detected. It is also conceivable that the rider's input is first processed in evaluation unit 21 before being sent to actuator 110.

[0030] Figure 3a and Figure 3b Another possible installation configuration is shown. The installation of two chassis components 10 in the two-wheeled vehicle 20 is schematically illustrated here. The chassis component 10 connected to the rear wheel 160 is here connected to the rear wheel vibration stabilizer bar 161, which is consistent with the typical installation of a motorcycle's rear wheel damper.

[0031] exist Figure 3a In the configuration shown, the two chassis components 10 and Figure 3b The configuration shown is in a state of extending outwards. Figure 3a The two-wheeled vehicle 20 shown has higher road adhesion stability, which can be seen from the height of the center of gravity 202. In contrast, Figure 3bThe two-wheeled vehicle 20 shown has a low center of gravity height 212, which results in lower road adhesion stability.

[0032] Figure 4a and Figure 4b Other possible combinations that can be used with chassis component 10 are shown. Figure 4a In the configuration shown, the chassis component 10 at the front wheel 140 of the two-wheeled vehicle 20 is in a retracted state, while the chassis component 10 at the rear wheel 160 is in a protruding state. This means that the rear of the two-wheeled vehicle 20 is raised and the front of the two-wheeled vehicle 20 is lowered. Figure 4b A contrasting configuration is shown, in which the rear of the two-wheeled vehicle 20 is lowered and the front is raised. This results in different driving characteristics of the two-wheeled vehicle 20, partly due to different steering head angles 204 and 214, but also due to different center of gravity heights 203 and 213. Furthermore, in Figure 4a and Figure 4b It can also be seen that the distance from the center of gravity to the front wheel is 223 compared to... Figure 4b The shorter one is shown in the chassis configuration. Figure 4b In the middle, the distance between the centers of gravity is larger and closer to the rear of the two-wheeled vehicle.

[0033] Clearly, different chassis configurations can be adjusted, specifically by using chassis components 10 at the front wheels 140 and rear wheels 160 of the two-wheeled vehicle 20. In this case, the steering head angles 204 and 214 can be adjusted, but the center of gravity heights 203 and 213 and the center of gravity distances 223 and 233 can also be adjusted additionally. These parameters can also be adjusted in combination with each other, and can be adjusted according to the current driving conditions and the desired driving dynamics of the two-wheeled vehicle.

[0034] Figure 5 A feasible method flow according to the invention is illustrated schematically. The method begins in step 500, and actuator 110 is activated in step 501. In step 502, the elastic coefficient or elastic preload of elastic element 120 is adjusted, and in step 503, first element 100 moves relative to second element 130. The method ends in step 504 and can then be repeated.

Claims

1. A chassis component (10) of a two-wheeled vehicle (20), said chassis component comprising: • A first element (100) is connected to the elastic element (120) and wheel (140) of the two-wheeled vehicle (20); • A second element (130) is capable of being connected to the frame of the two-wheeled vehicle (20); • An actuator (110), which is connected to the second element (130) and the elastic element (120), wherein, • The first element (100) can be moved relative to the second element (130) along a movement path by means of the elastic element (120), wherein the distance between the wheel (140) and the second element (130) is related to the elastic preload or elastic coefficient of the elastic element (120), characterized in that, • The actuator (110) is configured to adjust the elastic preload or elastic coefficient of the elastic element (120).

2. The chassis component (10) of the two-wheeled vehicle (20) according to claim 1, wherein, Under a first elastic preload or a first elastic coefficient, the first distance (200) between the second element (130) and the wheel (140) is greater than the second distance (210) between the second element (130) and the wheel (140) under a second elastic preload or a second elastic coefficient, wherein the first elastic preload or the first elastic coefficient is greater than the second elastic preload or the second elastic coefficient.

3. The chassis component (10) of the two-wheeled vehicle (20) according to any one of the preceding claims, wherein, The first element (100) is designed as a cylinder with a first diameter, and the second element (130) is designed as a cylinder with a second diameter, wherein the first diameter is larger than the second diameter, and the second element (130) is capable of linear movement within the first element (100).

4. The chassis component (10) of the two-wheeled vehicle (20) according to any one of the preceding claims, wherein, The actuator (110) is operated by hydraulic, pneumatic or electric means.

5. A two-wheeled vehicle (20), said two-wheeled vehicle having at least one chassis component (10) according to any one of the preceding claims, wherein, The wheels of the first chassis component (10) form the front wheels (140) of the two-wheeled vehicle (20), and / or the wheels of the second chassis component (10) form the rear wheels (160) of the two-wheeled vehicle (20).

6. The two-wheeled vehicle (20) according to claim 5, wherein, The first steering head angle (211) of the two-wheeled vehicle (20) is greater than the second steering head angle (201) of the two-wheeled vehicle, wherein, in the case of the first steering head angle (211), the distance (210) between the second element (130) of the two-wheeled vehicle (20) and the front wheel (140) is less than the distance (210) in the case of the second steering head angle (201), and / or in the case of the first steering head angle (211), the distance (200) between the second element (130) of the two-wheeled vehicle (150) and the rear wheel (160) is greater than the distance (200) in the case of the second steering head angle (201).

7. The two-wheeled vehicle (20) according to any one of claims 5 to 6, wherein, The two-wheeled vehicle (20) also has an evaluation unit (21) configured to detect a first target value of the steering head angle (201, 211) of the two-wheeled vehicle (20), and is further configured to determine an elastic preload or elastic coefficient from the first target value, and to provide an activation signal to the actuator (110) for adjusting the elastic preload or elastic coefficient, and the actuator (110) is configured to adjust the elastic preload or elastic coefficient to that value.

8. The two-wheeled vehicle (20) according to claim 7, wherein, The first target value of the steering head angle (201, 211) is derived from the second target value of the center of gravity position (202, 212, 223, 233) of the two-wheeled vehicle.

9. The two-wheeled vehicle (20) according to any one of claims 5 to 8, wherein, The actuator (110) is operated during the travel and / or stationary periods of the two-wheeled vehicle (20).

10. The two-wheeled vehicle (20) according to claim 7, wherein, The evaluation unit (21) is connected to the driving assistance system, and the first target value of the steering head angle (201, 211) is provided by the driving assistance system.

11. A method for operating a chassis component (10) of a two-wheeled vehicle (20) according to any one of claims 1 to 4 and / or a two-wheeled vehicle (20) according to any one of claims 5 to 10, the method comprising: • Activate the actuator (110) that is connected to the elastic element (120). • The elastic preload or elastic coefficient of the elastic element (120) is adjusted by means of the actuator (110); • The first element (130) is moved relative to the second element (100) by means of the elastic element (120).

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