Single-track, motorized two-wheeler

Abstract

Single-track, motorized two-wheeler (10), with a roof formed by a one-piece, self-supporting passenger cell (14) made of a fiber-reinforced plastic and having two lateral, spaced-apart beams (16, 18) extending upwards and diagonally backwards from the front, forming front pillars (22, 24) and transitioning into roof beams (26, 28), which in turn transition into a rear roof support, with planks (34) extending forwards from the front pillars (22, 24) becoming integrally connected to the front pillars (22, 24), which are locked to attach the roof to the rest of the two-wheeler (10), with separate crash-damping elements (38) being attached to the inside of the planks (34), which absorb energy when the planks (34) are deformed.

Description

[0001] The invention relates to a single-track, motor-driven two-wheeler.

[0002] Two-wheelers have a relatively short crumple zone in frontal collisions, and large forces can be exerted on the rider of the two-wheeler during accidents.

[0003] The JP 2002-264 750 A concerns a covered two-wheeler with supports extending below the driver's cabin in the longitudinal direction of the vehicle to absorb external forces.

[0004] JP 2012-206 639 A concerns the front structure of a vehicle, such as a passenger car. Crash boxes, which can deform, are located between the bumper and the vehicle frame.

[0005] The KR 10 2007 0 050 673 A concerns a guardrail designed to absorb crash loads.

[0006] The JP 2002-264 869 A concerns a two-wheeler with a structure for absorbing frontal forces.

[0007] The purpose of the invention is therefore to provide a two-wheeler that ensures optimized safety in frontal collisions.

[0008] To solve this problem, a single-track, motor-driven two-wheeler according to claim 1 is provided according to the invention.

[0009] The two-wheeler according to the invention is equipped with crash-damping elements that, in the event of an accident, can absorb some of the frontal impact energy, thus increasing the safety of the rider in the passenger compartment. The crash-damping elements are attached to the inside of panels that are integrally integrated into the load-bearing pillars of the passenger compartment. In an accident, the panels and the crash-damping elements are deformed first, and only then are the load-bearing pillars of the passenger compartment deformed. By adapting the crash-damping elements and their damping properties, for example, by selecting a suitable material, the energy absorption of the passenger compartment can be easily adjusted.

[0010] This allows the force or deceleration acting on the driver during crash tests in test rigs to be precisely adjusted.

[0011] In one embodiment of the invention, the crash damping elements can be held to the associated planks by a positive fit. This allows for easy installation of the crash damping elements.

[0012] To absorb the forces immediately upon impact, each crash damping element can be positioned laterally to the direction of travel and in and against the direction of travel directly against the assigned plank.

[0013] Preferably, the crash damping elements are made of plastic, so that inexpensive manufacturing of the crash damping elements is possible.

[0014] Alternatively, the crash damping elements can also be made of foam, fiber-reinforced plastic, or a mixture of the aforementioned materials.

[0015] In one embodiment, the crash damping elements feature a ribbed structure. The ribs improve the stiffness of the crash damping elements. The damping effect of the crash damping elements, and thus their energy absorption, can be easily adjusted by selecting a suitable ribbed structure.

[0016] Similarly, the crash damping elements can have a base and a closed, angled rim running along the edge of the base. The rim laterally defines a recess, with ribs extending from the base into the recess. The resulting cavities allow the rib structure to deform transversely to the longitudinal direction of the ribs, thus improving the damping effect of the crash damping element.

[0017] In another embodiment, the crash damping elements feature tubes. The tubes can, for example, taper conically.

[0018] Furthermore, the crash damping elements can also be designed as crash tubes.

[0019] According to the invention, “crash tubes” are understood to be tubes that have a hollow profile and convert the impact energy by rolling up the profile.

[0020] For example, the front pillars can extend to the frame of the two-wheeler and be attached to the frame at their lower ends. Additionally, the planks can be attached to a front section of the vehicle. This allows for a lightweight and stable construction of the passenger compartment, so that the center of gravity of the two-wheeler can be as close to the road as possible.

[0021] To allow for easy adjustment of the passenger cell's damping effect, the crash damping elements can be interchangeably connected to the corresponding panel. This can ensure cost-effective repair of the passenger cell after an accident, as the load-bearing structure may remain undamaged.

[0022] Further features and advantages of the invention will become apparent from the following description and the accompanying drawings. The drawings show: - Fig. 1 a schematic view of a two-wheeler according to the invention, - Fig. 2 a passenger compartment of the two-wheeler made of Fig. 1 with a crash damping element in a perspective view, - Fig. 3 a perspective view of the passenger compartment in the area of ​​the crash damping element from Fig. 2, and - Fig. 4 the crash damping element from the Fig. 2 and Fig. 3 in a perspective view.

[0023] In Fig. Figure 1 shows a single-track, motor-driven (here e.g. battery-powered) two-wheeler 10, with a frame 12 to which a passenger compartment 14 is attached.

[0024] The two-wheeler shown (number 10) may be ridden without a helmet.

[0025] The passenger cell 14 is a one-piece, self-supporting component made of fiber-reinforced plastic and has two adjacent, lateral beams 16, 18, which, starting from the front and running laterally to the windshield 20, define the front pillars 22, 24, followed by two lateral roof beams 26, 28 and then rear pillars 30. A downward-projecting extension of each rear pillar 30 is attached to the rear of the frame 12 and a downward-projecting extension of each front pillar 22, 24 is also attached to the frame 12.

[0026] A roof 32 is attached to the outside of the roof beams 26, 28, which merges seamlessly into the beams 16, 18. The roof 32 can also extend to the rear and connect to and merge into the rear columns 30 to create a rear roof support structure.

[0027] The outer shell has one-piece molded, forward-projecting planks 34 on the front pillars 22, which are connected by a cross member 35 that merges seamlessly into the planks 34. The planks 34 abut a front apron 36 of the two-wheeler 10, which includes a headlight.

[0028] The planks 34 are secured to the frame 12 of the two-wheeler or its stem by a fastening device 37. In this embodiment, the planks 34 are secured, for example, with a screw. In general, any type of fastening device 37 is conceivable.

[0029] Between the front apron 36 and the front pillar 22, a crash damping element 38 is arranged on the inside of each panel 34; this element is a component manufactured separately from the panels 34. In the Fig. In the view shown in Figure 1, the crash damping element 38 is depicted with broken lines because it is hidden on the outside by the plank 34.

[0030] The in Fig. The two-wheeler 10 shown has two crash damping elements 38, which are arranged on both sides of the two-wheeler 10 in the transverse direction between the planks 34 and the frame 12 and in the longitudinal direction between the front apron 36 and the respective front pillar 22, 24. In principle, any number of crash damping elements 38 is conceivable, and it is also possible for the crash damping elements 38 to be attached to the rear pillars 30 in order to improve or adjust the energy absorption of the passenger compartment 14 in the event of a rear-end collision.

[0031] Fig. Figure 2 shows a perspective view of the passenger compartment 14. It can be seen that the crash damping elements 38 are inserted into trough-shaped recesses 40 of the plank 34 and are attached to the planks 34 by positive locking, since they are partly shaped complementarily to the recess 40.

[0032] The recesses 40 are arranged on the inside of the respective plank 34 and are open towards the central plane of the two-wheeler 10. The central plane is defined as a plane in the longitudinal direction of the two-wheeler 10 that divides the two-wheeler into two mirror-image halves.

[0033] The trough-shaped recesses 40 enclose and contact the crash damping elements 38 accordingly in and against the direction of travel as well as laterally to the direction of travel over a large area on their respective outer surfaces.

[0034] Fig. Figure 3 shows another perspective view of the passenger compartment 14 with a detail view of the left front pillar 22 and its panel 34. The crash damping element 38 rests with its rear against the front of the front pillar 22, the front pillar 22 forming one side of the trough-shaped recesses 40.

[0035] On the side of the crash damping element 38 opposite the front pillar, the crash damping element 38 can, for example, be attached to an inwardly extending section of the front apron 36 (in Fig. 3 not shown) so that the crash damping elements 38 are arranged between the front apron 36 and the front pillars 22, 24 and additionally rest on the inside of the respective planks 34.

[0036] In Fig. 3 and in Fig. Figure 4, which shows a perspective view of the crash damping element 38, illustrates the geometric design of the crash damping elements 38. The crash damping elements 38 have a base 42 surrounded by an angled edge 44.

[0037] The rim 44 and the base 42 are adapted to the trough-shaped recess 40, so that the crash damping element 38 is arranged in a form-fitting manner in the recess 40.

[0038] The base 42 and the rim 44 define a recess 46 of the crash damping element 38. Ribs 48 project from the base 42 into the recess 46, preferably arranged parallel to each other and parallel to one side of the angled rim 44. In the installed state, see... Fig. 2 and Fig. 3, the ribs 48 extend in the longitudinal direction of the two-wheeler 10, preferably in a range of ≥ 20° to the longitudinal direction.

[0039] The entire crash damping element 38 is a one-piece plastic part that can be foamed or injection-molded. The crash damping elements 38 are, for example, positively attached to the plank 34 by a tongue-and-groove connection, screws, adhesive, and / or a clip; however, they can also simply be inserted into the recess 40 without any fasteners.

[0040] Preferably, the plank 34 has a projection on which the crash damping elements 38 rest. It is conceivable that a plastic strap molded onto the plank 34 limits the crash damping element towards the frame 12.

[0041] The crash damping elements 38 are designed to absorb energy in the event of an accident involving the two-wheeler 10. In a frontal or oblique impact, a force is exerted on the front apron 36 in the direction of the passenger compartment 14, which, among other things, leads to deformation of the side panels 34. Because the crash damping elements 38 are adapted to the side panels 34, the force exerted on the side panels 34 also acts directly on the crash damping elements 38.

[0042] The force acts preferably in the longitudinal direction of the ribs 48, so that the crash damping element 38 is subjected to a force in the direction of the front pillars 22, 24. The crash damping elements 38 have a lower stiffness and / or strength than the front pillars 22, 24, so that the force resulting from the accident initially plastically deforms the crash damping elements 38, and the crash damping elements 38 absorb a large part of the accident energy. Thus, it is possible that only the panels 34 and the crash damping elements 38 are damaged by the accident and not the front pillars 22, 24, which are part of the load-bearing structure of the passenger cell 14.

[0043] The crash damping elements 38 are preferably integrally molded onto the planks in a replaceable manner. By selecting a suitable material and / or structure, the absorbable energy of the crash damping elements 38 can be adapted to the requirements of the maximum deceleration acting on the driver. Accordingly, it is not necessary to adapt the entire passenger cell 14 to the requirements, but rather to use appropriate crash damping elements 38.

[0044] The in the Fig. 2, Fig. 3 and Fig. The four depicted crash damping elements 38 are to be understood as examples. In principle, a base 42 is sufficient for attaching the crash damping element 38 to the respective plank 34. The geometry of the crash damping elements 38, for example that of the ribs 48, is arbitrary.

[0045] For example, it is conceivable that hollow bodies could be used instead of ribs 48 to absorb the energy of the accident.

Claims

[1] Single-track, motor-driven two-wheeler (10), with a roof formed by a one-piece, self-supporting passenger cell (14) made of a fiber-reinforced plastic and having two lateral, spaced-apart beams (16, 18) extending upwards and diagonally backwards from the front under the formation of front pillars (22, 24) and transitioning into roof beams (26, 28) which in turn transition into a rear roof support, with planks (34) extending forwards from the front pillars (22, 24) becoming integrally connected to the front pillars (22, 24) which are locked to attach the roof to the rest of the two-wheeler (10), with separate crash-damping elements (38) being attached to the inside of the planks (34) which absorb energy when the planks (34) are deformed. [2] Two-wheeler (10) according to claim 1, characterized by , that the crash damping elements (38) are held to the associated planks (34) by positive locking. [3] Two-wheeler (10) according to claim 2, characterized by , that each crash damping element (38) rests directly against the associated plank (34) laterally to the direction of travel and in and against the direction of travel. [4] Two-wheeler (10) according to claim 2 or 3, characterized by , that each plank (34) has a trough-shaped depression (40) which is open to the central axis of the two-wheeler (10) and accommodates at least one crash damping element (38). [5] Two-wheeler (10) according to any one of the preceding claims, characterized by , that the crash damping elements (38) are made of plastic. [6] Two-wheeler (10) according to any one of the preceding claims, characterized by , that the crash damping elements (38) have a structure provided with ribs (48). [7] Two-wheeler (10) according to any one of the preceding claims, characterized by, that the crash damping elements (38) have a base (42) and a closed, angled rim (44) extending along the edge of the base (42), which defines a recess (46) to the base (42), with ribs (48) extending from the base (42) into the recess (46). [8] Two-wheeler (10) according to any one of the preceding claims, characterized by , that the front columns (22, 24) extend to the frame (12) and are attached to the frame (12) at their lower end section and the planks (34) are attached to a vehicle front section. [9] Two-wheeled vehicle (10) according to any of the preceding claims, characterized by , that the crash damping elements (38) are interchangeably connected to the associated plank (34).

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