CURVE-ADAPTIVE MOUNTING FOR FUNCTIONAL ELEMENTS FOR VEHICLES WITH FORK STEERING

Description

Technical area

[0001] The invention relates to a holder for adapting the orientation of a functional element to be held to a steering position of a vehicle with fork steering. Furthermore, the invention relates to a data carrier, a print data set, and a computer program. Furthermore, the invention relates to a vehicle system and a vehicle with fork steering. Devices of the aforementioned type can be used, for example, in the field of vehicle technology, particularly in the field of vehicle safety technology. Thus, the invention can be used in particular in road traffic. However, other fields of application are also conceivable in principle. Technical background

[0002] In vehicle safety technology, the alignment of functional elements, in particular optical systems such as lighting or camera systems, and sensors, plays an important role, as their alignment is generally crucial for their usefulness. In particular with regard to vehicle lighting, general safety, for example in road traffic, typically depends not only on whether the vehicle in question can be seen by other road users, but also on the illumination and / or detection of the roadway being traveled on and the surrounding traffic. Particularly when negotiating curves or corners, the alignment of functional elements such as optical systems and sensors, which is traditionally determined by the position of a frame or chassis, is typically inadequate for detecting and / or illuminating the roadway being traveled on.

[0003] Numerous state-of-the-art devices are known to improve illumination. For example, curve-adaptive headlights have been proposed.

[0004] For example, US 982,803 A describes a lamp for a vehicle with a movably mounted burner, the light of which can be deflected when a vehicle changes direction, particularly in curves.

[0005] US 1,524,443 A describes a device in which the lights rotate automatically with the rotation of the front wheels of a vehicle, so that the light beams are always projected in front of the vehicle, both when cornering and when driving straight ahead.

[0006] US 3,614,416 A describes a lighting device for road vehicles with a linkage for pivoting the headlight relative to the vehicle's direction of travel and with means responsive to the vehicle's roll motion to change the inclination of the headlight pivot axis and rotate the headlights downward and inward to compensate for the roll motion. In a modified embodiment, means responsive to the vehicle's speed are used to change the inclination of the headlight pivot axis when the steering wheel is turned.

[0007] DE 10 2019 006 157 A1 describes a headlight system for a bicycle or e-bike or e-scooter, comprising a headlight with a housing, several lighting units and at least two lighting units which can be activated and deactivated separately during operation, so that different radiation characteristics can be generated by means of the at least two separately activatable and deactivatable lighting units and a reflector for reflecting the light emitted by the lighting units, a control and / or regulating unit for switching between the two radiation characteristics by means of a radio connection between the control and / or regulating unit and a switching unit, in the event of an interruption of the radio connection between the switching unit and the control and / or regulating unit, dazzling of oncoming traffic due to the active high beam of the headlight system is avoided, wherein the headlight system, in particular the control and / or regulating unit,is designed in such a way that if the radio connection between the control and / or regulating unit and the switching unit is interrupted, the headlight system automatically switches to a specific beam characteristic.

[0008] DE 20 2016 101 707 U1 describes a headlight for a bicycle, comprising at least one illuminant, the light of which can at least partially emerge from the headlight, wherein the headlight is designed such that the light distribution of the light emerging from the headlight can be changed, characterized in that the headlight comprises control means which can change the light distribution of the light emanating from the headlight as a function of detected measured values.

[0009] DE 808 027 C discloses a holder for adapting an orientation of a functional element to be held to a steering position of a vehicle with fork steering according to the preamble of claim 1.

[0010] Despite the advantages achieved with the described devices, numerous technical challenges and disadvantages still exist. For example, the known devices are generally complex and involve considerable additional weight. For vehicles with fork steering, the weight of the vehicle is an important feature. Lower weight means easier handling when pushing and less effort when driving. This is particularly important for vehicles without an additional motor, but also for vehicles with an electric motor. Furthermore, the use of complex electronics is prone to failure and can lead to expensive repairs. In particular, the known devices typically require additional electronics or additional components.These additional components, such as prisms or mirrors, additional cables, headlights, sensors and / or lamps, can fail and thus increase the maintenance effort and increase the manufacturing costs and the weight of the device.

[0011] In addition, conventional devices generally require a lot of energy, for example, for additional electronics or for more powerful illumination of a larger area of ​​the road. Larger-area lighting, in particular, has the further disadvantage that areas adjacent to the road, such as areas affecting oncoming traffic, are also illuminated. Large-area lighting can therefore generally pose the risk of dazzling other road users, thus reducing the safety of all road users involved. Object of the invention

[0012] It would therefore be desirable to provide devices that at least largely avoid the disadvantages of known devices. In particular, the devices should be, on the one hand, simple in design, low-maintenance, lightweight, and energy-efficient, and, on the other hand, enable reliable and safe alignment of functional elements. General description of the invention

[0013] This problem is addressed by a holder for adapting the orientation of a functional element to be held to a steering position of a vehicle with fork steering, a data carrier, a print data set, a computer program, a vehicle system, and a vehicle with fork steering, with the features of the independent patent claims. Advantageous developments, which can be implemented individually or in any combination, are presented in the dependent claims.

[0014] In the following, the terms "have," "have," "comprise," or "include," or any grammatical variations thereof, are used non-exclusively. Accordingly, these terms can refer both to situations in which, apart from the features introduced by these terms, no further features are present, or to situations in which one or more further features are present. For example, the expression "A has B," "A has B," "A comprises B," or "A includes B" can refer both to the situation in which, apart from B, no further element is present in A (i.e., a situation in which A consists exclusively of B), and to the situation in which, in addition to B, one or more further elements are present in A, for example, element C, elements C and D, or even further elements.

[0015] Furthermore, it should be noted that the terms "at least one" and "one or more," as well as grammatical variations of these terms, when used in connection with one or more elements or features and intended to express that the element or feature may be provided singly or multiple times, are generally used only once, for example, when the feature or element is first introduced. Upon subsequent re-mention of the feature or element, the corresponding term "at least one" or "one or more" is generally no longer used, without limiting the possibility that the feature or element may be provided singly or multiple times.

[0016] Furthermore, the terms "preferably," "in particular," "for example," or similar terms are used below in connection with optional features, without limiting alternative embodiments. Thus, features introduced by these terms are optional features, and these features are not intended to limit the scope of the claims, and in particular the independent claims. Thus, as those skilled in the art will recognize, the invention can also be carried out using other embodiments. Similarly, features introduced by "in one embodiment of the invention" or "in an embodiment of the invention" are understood to be optional features, without limiting alternative embodiments or the scope of the independent claims.Furthermore, these introductory expressions are intended to leave untouched all possibilities of combining the features introduced thereby with other features, whether optional or non-optional.

[0017] In a first aspect of the present invention, a holder for adapting the orientation of a functional element to be held to a steering position of a vehicle with fork steering is proposed. The holder comprises: at least one control element, wherein the control element at least partially comprises a steering tube of the fork steering of the vehicle or is rigidly connectable directly or indirectly to the steering tube; at least one rotary element arranged rotatably relative to the control element; and at least one holding element connected to the rotary element, to which the functional element to be held can be fastened.

[0018] The rotary element and the control element are arranged in such a way that a rotary movement of the rotary element caused by a steering movement of the control element causes a movement of the holding element that reinforces the steering movement.

[0019] The term "holder," as used here, is a broad term to which its usual and common meaning should be attributed, as understood by those skilled in the art. The term is not limited to a specific or adapted meaning. The term can, without limitation, refer in particular to a device for supporting and / or securing the functional element. In particular, the holder can be configured to guide and / or support the functional element in a predetermined path and, depending on a steering position, for example, a steering position of the vehicle with fork steering, to determine the orientation of the functional element, for example, to align the functional element in a predetermined manner. For example, the holder can be purely mechanical, thus, in particular, fulfilling its function without requiring electrical energy.The holder comprises several elements which can be mechanically connected, in particular reversibly.

[0020] The term "vehicle with fork steering," as used herein, is a broad term to which its usual and common meaning should be given, as understood by those skilled in the art. The term is not limited to a specific or adapted meaning. The term can, without limitation, refer in particular to a land vehicle comprising at least two wheels and having a steering head steering system. Thus, the vehicle with fork steering can comprise a frame, in particular a frame comprising a head tube, and a steering tube, for example a steering tube connected to a fork. In particular, the steering tube, for example a steering tube connected to the fork via a fork shaft or to a swing arm, can be arranged in the head tube of the frame and rotatably mounted therein.The direction of travel of a vehicle with fork steering can be influenced by rotating the steering tube, in particular by turning a handlebar connected to the steering tube. Thus, the rotation of the steering tube is transmitted, for example via the fork, to one of the at least two wheels, thus changing its orientation and / or position.

[0021] The term "control element" as used herein is a broad term to which its usual and common meaning should be given, as understood by those skilled in the art. The term is not limited to any specific or adapted meaning. The term can, without limitation, refer in particular to any component or object whose movement causes and / or specifies a movement of at least one other component or object. For example, the control element can specify and / or control a position of the rotary element. For example, the control element can comprise the steering tube of the fork steering of the vehicle. For example, the control element can be the steering tube of the fork steering. For example, the control element and the steering tube can be integrally formed, in particular as a single piece.Alternatively or additionally, the control element can be rigidly connected to the steering tube, for example, encompassing a surface of the steering tube, or being connectable to it. Furthermore, alternatively or additionally, the control element can be rigidly connected to the steering tube directly or indirectly, preferably reversibly, for example, directly or indirectly. Thus, the control element can in particular be at least one component or object that exists separately from the steering tube and is rigidly connectable to the steering tube in such a way that a movement of the steering tube also includes a movement of the control element.

[0022] The term "rigidly connectable," as used here, is a broad term to which its usual and common meaning should be given, as understood by a person skilled in the art. The term is not limited to a specific or adapted meaning. The term can, without limitation, refer in particular to the suitability of an object to be connected to another object without the connection enabling relative movement between the objects. The rigid connection, particularly suitable for force transmission, can, for example, be based on a force-fitting, form-fitting, and / or material-fitting connection between the objects. Thus, in particular, the control element that can be rigidly connected to the steering tube can be designed to be mounted directly or indirectly on the steering tube in a force-fitting, form-fitting, and / or material-fitting manner.For example, the control element can be attached directly or indirectly to the steering tube by means of a clamp and / or screw connection; a plug connection, a welded or glued connection, or any other connection suitable for power transmission is also possible. A rigid connection between the control element and the steering tube can also be a rigid connection between the control element and another object rigidly connected to the steering tube, for example, a handlebar and / or a fork.

[0023] The term "connectable to the steering tube" or "connected to the steering tube" or "connectable to the frame" or "connected to the frame," as used herein, is a broad term to which its ordinary and common meaning should be given, as understood by those skilled in the art. The term is not limited to any specific or adapted meaning. The term can, without limitation, specifically mean that there is a direct or indirect rigid connection to the steering tube or the frame. For example, the terms "connectable to the steering tube" or "connected to the steering tube" encompass any rigid connection to the handlebar, the steering fork, the fork stem, in particular to the holes and screws provided for commercially available bicycle headlights, to a commercially available holder for a bicycle headlight, to a cockpit for accessories rigidly connected to the handlebar, or to other rigidly connected objects.In particular, for vehicles with fork steering, this can also refer to a connection to an ahead clamp or another clamp in the steering tube. In this respect, a connection to the steering tube is present when a rotational movement of the steering tube causes a corresponding rotation of the connected part by the same angle. For example, the terms "connectable to the frame" or "connected to the frame" include a connection to the head tube or to a support element.

[0024] For example, the rotating element and the holding element can be formed integrally, in particular as a single piece. Alternatively or additionally, the holding element can be rigidly connected to the rotating element, preferably reversibly, for example, directly or indirectly. Furthermore, alternatively or additionally, the holding element can be connected to the rotating element in such a way that a relative movement in at least one degree of freedom is possible, for example, a pivoting movement, for example, to adjust an inclination of the functional element.

[0025] The term "steering movement," as used herein, is a broad term to which its ordinary and common meaning should be given, as understood by those skilled in the art. The term is not limited to any specific or adapted meaning. The term may, without limitation, refer in particular to any steering movement that causes the vehicle to travel in a direction other than straight ahead. In particular, the steering movement of the control element may comprise a twisting of the steering tube to the left or right. For example, the steering movement may be a rotation through an angle α, the so-called steering angle, > 0° clockwise or counterclockwise, compared to a neutral, straight-ahead steering position.The steering movement can refer in particular to a steering movement of the vehicle with fork steering, which is carried out when the vehicle is to drive or execute a curve, for example a left turn or a right turn.

[0026] The term "steering angle," as used herein, is a broad term to which its ordinary and common meaning should be given, as understood by one skilled in the art. The term is not limited to any specific or adapted meaning. The term may, without limitation, refer in particular to a rotation of the steering tube by an angle α in a clockwise or counterclockwise direction. The term "steering angle range" may describe a rotation from a steering angle α=α 1 to a larger steering angle α=α 2 , where α 1 and α 2 describe the same direction of rotation compared to the straight-ahead steering position.

[0027] The rotating element and the control element are arranged in particular such that the rotational movement of the rotating element caused by the steering movement of the control element, in particular about at least one rotational axis, causes and / or controls a movement of the holding element that reinforces the steering movement. In this context, the term "a movement that reinforces the steering movement" can refer in particular to a rotation, for example a rotational movement, about an angle β > α, the so-called orientation angle of the functional element. Thus, in particular, the control element and the rotating element, as well as the holding element connected to the rotating element, can be arranged in such a way that a rotation of the steering tube, starting from a neutral, straight-ahead steering position, by the angle α clockwise or counterclockwise, causes a rotation of the holding element by the angle β, also clockwise or counterclockwise, where β > α.For example, the arrangement of the elements of the holder, in particular the arrangement of the control element, the rotating element and the holding element, can ensure that a functional element attached to the holding element, as a result of the rotation of the control element by α > 0°, from its original orientation, has the same direction of movement as the steering movement itself. For example, the clockwise steering movement can be amplified in a clockwise direction, whereas the counterclockwise steering movement can also be amplified in a counterclockwise direction. If the holding element is connected to the steering tube via the rotating element, it performs part of its rotation with the steering movement around the steering angle. In order to achieve a rotation of the holding element by the angle β, the rotating element can perform a rotation approximately by the angle β-α.

[0028] In particular, the rotating element can be arranged such that it executes the rotating movement around a frame of the vehicle or around at least one support element that can be rigidly connected to the frame. The rotating element can thus be arranged such that it can execute a rotating movement around the frame of the vehicle, in particular about a rotation axis that is spatially fixed relative to the frame of the vehicle. The at least one rotation axis of the rotating element can in particular be aligned perpendicular to a direction of travel of the vehicle with fork steering. If the holding element is connected to the frame via the rotating element and the support element, it does not perform part of its rotation with the steering movement around the steering angle. In order to achieve a rotation of the holding element through the angle β, the rotating element can execute a rotation approximately through the angle β.

[0029] For example, the rotary element can be mounted around the control element, for example, such that movement between the rotary element and the control element is at least restricted in at least three degrees of freedom, in particular in at least four degrees of freedom, for example, in five degrees of freedom. Alternatively, the rotary element can be mounted around the support element, for example, such that movement between the rotary element and the support element is at least restricted in at least three degrees of freedom, in particular in at least four degrees of freedom, for example, in five degrees of freedom.

[0030] The holder can further comprise at least one transmission element for transmitting the movement, in particular the steering movement, of the control element to the rotary element. Thus, a rotational movement of the rotary element, which is mounted on the support element, for example, can be controlled and / or effected by the movement of the control element, in particular by means of the transmission element. For example, a rotation of the control element, i.e., the steering movement, can be transmitted to the rotary element by means of the transmission element.

[0031] The at least one transmission element can be configured, in particular, to transmit a rotary movement of the control element to the rotary element. For example, the transmission element can be selected from the group consisting of: a gear; a friction wheel; a toothed pulley; a chain, for example a toothed chain; a belt, for example a toothed belt; a cord; a rubber band; a Bowden cable; a Bowden cable core; a Bowden cable sheath; a band; a bevel gear; a bevel friction wheel; a sector of a bevel gear; a sector of a bevel friction wheel; a toothed rail; a cardan shaft. Various tooth shapes are possible, such as curved toothing, herringbone toothing, or double helical toothing. The transmission element can also be designed as a hydraulic transmission element. The at least one transmission element can have its own axis of rotation. However, this is not absolutely necessary.For example, a transmission element in the form of a pulley-like structure can be used to change the transmission ratio through deflections and bearings. Other mechanical elements for transmitting movement can also be used as transmission elements.

[0032] The holder can be designed as an epicyclic gear. In particular, the holder can be designed as a planetary gear. The control element can be designed as a planetary gear carrier, the rolling element as a sun gear, several transmission elements can be designed as planetary gears, and the rotating element can be designed as a ring gear. Planetary gears allow for a compact design and have low imbalance. In this case, the planetary gears ensure smooth running and are automatically held between the sun gear and ring gear. Alternatively, the rolling element can be designed as a ring gear and the rotating element as a sun gear.

[0033] The term "Bowden cable," as used herein, is a broad term to which its ordinary and customary meaning should be given, as understood by those skilled in the art. The term is not limited to any specific or adapted meaning. The term may include, without limitation, a Bowden cable core that can move axially within the Bowden cable housing. In particular, the Bowden cable core and Bowden cable housing can only undergo minor changes in length in the axial direction; they are both flexible transversely to the axial direction. Since the force to be transmitted for axial movement of the Bowden cable core within the Bowden cable housing is comparatively small, the Bowden cable housing may be made of various materials, such as a plastic tube or hose, or of a material such as shift or brake cables commonly used in vehicles with fork steering.The Bowden cable core can be a wire, a strand, a cord, a fishing line, a rope, or similar. The Bowden cable can be attached on one side and designed for tension and thrust. In this case, the Bowden cable can be used for clockwise and counterclockwise rotation of the rotating element. Alternatively, the Bowden cable can be attached on both sides and designed for tension. In this case, one Bowden cable can be used for clockwise rotation of the rotating element and the other Bowden cable for counterclockwise rotation. In both cases, the materials and diameters are matched so that the Bowden cable core moves largely axially within the Bowden cable sheath. Alternatively, a Bowden cable attached on both sides can also be designed to include a Bowden cable sheath that undergoes a change in length against a restoring force.In this case, a preloaded compression spring can be used as the material. In this case, the Bowden cable can be used to achieve a gear ratio that depends on the steering angle.

[0034] The control element can, in particular, be at least partially finger-shaped. The term "finger-shaped," as used herein, is a broad term to which its usual and common meaning should be given, as understood by those skilled in the art. The term is not limited to a specific or adapted meaning. The term can, without limitation, refer in particular to an elongated shape or form similar to a finger. For example, a finger-shaped part of the control element can be similar to a finger. In particular, the rotary element can be arranged concentrically around the finger-shaped part of the control element, such that a movement of the control element causes a movement of the rotational axis of the rotary element.In particular, the rotation axis can be, for example, an axis in the center of the finger-shaped part of the control element, for example, a part of the finger formed perpendicular to the direction of travel. For example, the finger-shaped part of the control element can also be bent and / or curved at at least one angle, for example, at a right angle, in particular such that the rotation axis of the rotating element is aligned perpendicular to a direction of travel of the vehicle with fork steering.

[0035] The rotational movement of the rotating element can, for example, be a rolling movement relative to the frame or relative to a rolling element that can be connected to the frame, in particular to the frame of the vehicle with fork steering. For example, the rotating element can roll over a surface of the frame, in particular perform a rotational movement as a rolling movement over the surface of the frame. Alternatively or additionally, the rotating element can roll over at least one surface of the rolling element, in particular perform a rotational movement as a rolling movement over a surface of the rolling element. The rolling element can be connectable to the frame, for example, be rigidly attached to the frame or be stretched over the frame. In particular, the rolling element can be arranged and attached on and / or around the surface of the frame.For example, the rolling element can be an object rigidly connected to the frame and an element selected from the group consisting of: a gearwheel, for example a gear ring forming at least one pitch circle; a friction wheel, for example a friction ring having a friction surface and forming at least one pitch circle; a toothed disk; a chain, for example a toothed chain; a bevel gear; a bevel friction wheel; a sector of a bevel gear; a sector of a bevel friction wheel. Various tooth shapes are possible, such as arc-toothed. The rolling element can in particular be designed as a complementary counterpart to the rotating element. Alternatively or additionally, the rolling element can also be designed to be movable, for example as a component without its own axis of rotation, as a Bowden cable, Bowden cable core, Bowden cable sheath, fishing line, wire rope, stranded wire, cord, band or belt.Other designs of the rolling element that enable a rolling movement of the rotating element are also conceivable. In principle, any shape that allows for interlocking is suitable. A rolling element can, in particular, be a component without its own axis of rotation.

[0036] For example, the rotating element can be selected from the group consisting of: a gearwheel, for example a pitch circle having at least three teeth, a sector of a gearwheel, half a gearwheel, and / or a gearwheel with a constant diameter or one that varies depending on the position; a friction wheel, for example a friction wheel designed as a pitch circle, a sector of a friction wheel, half a friction wheel, and / or a friction wheel with a constant diameter or one that varies depending on the position; a toothed disk, for example a toothed disk having at least three teeth, a sector of a toothed disk, half a toothed disk, and / or a toothed disk with a constant diameter or one that varies depending on the position; a bevel gearwheel; a bevel friction wheel; a sector of a bevel gearwheel; a sector of a bevel friction wheel. Various tooth shapes are possible, such as curved toothing, herringbone toothing, or double helical toothing.Basically, any shape that allows interlocking is suitable.

[0037] In particular, a rotational position of the rotating element, in a predetermined transmission ratio, can correspond to the steering position of the steering tube about a steering axis relative to a frame of the vehicle. Thus, in particular, a rotation of the steering tube relative to the frame, for example, in the head tube and about the steering axis of the vehicle, can cause a rotation of the rotating element according to a predetermined transmission ratio. The term "transmission ratio," as used herein, is a broad term to which its usual and common meaning should be attributed, as understood by a person skilled in the art. The term is not limited to a specific or adapted meaning. The term can, without limitation, refer in particular to a value of a mathematical relationship between mutually influencing movements of at least two objects, for example, a ratio of input to output.In particular, a transmission ratio between a rotational position of the rotary element and a steering position of the steering tube can relate to a ratio between two angles, wherein a first angle can be spanned between the steering position of the steering tube and the straight-ahead steering position of the steering tube, and wherein the second angle can be spanned between a rotational position of the rotary element in each case at the steering position of the steering tube and the straight-ahead steering position of the steering tube. The transmission ratio i can comprise a quotient of the angles α and β, for example i = β / α. In particular, the transmission ratio can be i > 1, so that a movement of the steering tube, in particular a rotation of the control element, e.g. the steering movement, is smaller than the resulting rotation of the rotary element and / or the holding element connected to the rotary element. For example, 3 > i > 1.1, in particular 2.5 > i > 1.2.

[0038] For example, the gear ratio can be constant. Alternatively, a variable gear ratio is also possible. For example, the gear ratio can depend on the rotational position of the rotating element. For example, at least one of the control element and the rotating element can have a radius that changes along the circumference, e.g. a changing distance between the contact point and the axis of rotation. For example, the control element and / or the rotating element can have an oval or egg-shaped shape and / or a shape with a stepped change in radius. For example, the gear ratio can be greater at small steering angles than at large steering angles. This ensures that the functional element is sufficiently aligned in the direction of the curve at small steering angles, without being aligned too strongly in the direction of the curve at large steering angles.For example, it is advantageous to achieve a transmission ratio of >2, preferably >2.5, for small steering angles and at the same time to limit the orientation of the functional element to <180° for large steering angles of 90°. Constant transmission ratios can be achieved in certain steering angle ranges using components selected from the group consisting of control element, rotary element, rolling element and / or transmission element. In particular, the movement of the holding element, which is amplifying due to the steering movement of the control element, can depend on a steering position of the steering tube, wherein the amplifying movement of the holding element is greater in particular in a steering angle range of 1° to 25° than in a steering angle range of 45° to 90° and in particular in a section of a steering angle range has a constant transmission ratio of the rotational movement of the rotary element and the rotational movement of the steering tube.A gear ratio of >2, preferably >2.5, is particularly advantageous in a section of the steering angle range from 1° to 25°. A gear ratio of <2, preferably <1.8, is particularly advantageous in a section of the steering angle range from 45° to 90°.

[0039] The steering axis on vehicles with fork steering is tilted backwards relative to a vertical line. The so-called caster is geometrically determined by the wheel radius, the steering head angle between the steering head axis and the ground and the fork bend, i.e. the vertical distance from the hub to the steering head axis. Caster is an important structural aid in the effort to prevent tipping over when driving straight ahead. The inclination of the steering axis on road bikes relative to the vertical is approximately 15° to 30° backwards. The reason for this is that a small steering head angle improves directional stability. For a functional element that has a predetermined spatial inclination, the distance from the intersection point of an imaginary extension of the inclination with the vehicle's ground to the intersection point of a projection of the functional element perpendicular to the vehicle's ground depends on the steering position.In particular, this distance decreases with increasing steering angle α. When driving, single-track vehicles with fork steering are inclined inwards when cornering depending on the driving speed. The shortening of the described distance is even more pronounced when a vehicle with fork steering is leaning into the corner. This distance represents, in particular, the functional range of the functional element. The described shortening of the distance results in a shortening of the functional range of the functional element. For example, the functional element could be a lamp. In vehicles with fork steering, a lamp is usually rigidly connected to the steering tube and has a predetermined spatial inclination, for example 5° downwards, so as not to dazzle oncoming traffic.Due to a rearwardly inclined steering axis, the functional range in the form of the headlight range depends on the steering position of the steering tube and decreases with increasing steering angle. With a parallel alignment of the steering axis and a rotational axis of the rotary element holding the functional element, the shortening of the described distance or the functional range increases with increasing steering angle. In particular, a rotational axis of the rotary element holding the functional element can be inclined forward relative to the steering axis, preferably inclined forward relative to the vertical, thereby reducing the shortening of the described distance. For example, a rotational axis of the rotary element holding the functional element can be inclined forward in such a way that, in a steering angle range of 1° to 75°, the shortening of the described distance is reduced by a maximum of 75%, preferably by a maximum of 60%, for an upright vehicle.The term upright vehicle describes that the vehicle is not tilted inwards when cornering, e.g. for the limit of a driving speed of 0 km / h.

[0040] In particular, a rotational axis of the rotary element holding the functional element can be tilted forward by 15° to 40° or by 60° to 80° relative to the vertical, preferably inclined. The shortening of the described distance caused by the reinforcing movement of the holding element caused by a steering movement of the control element can be compensated for in such a way that the shortening of the described distance is less than with a transmission ratio of approximately 1, i.e., with a functional element mounted without a holder according to the invention.

[0041] In particular, the holder can be manufactured entirely or partially using at least one additive manufacturing process, for example, on an additive manufacturing device, for example, using at least one 3D printing process and / or plastic laser sintering. Alternatively or additionally, however, other materials and / or manufacturing processes are also possible, for example, metallic materials and / or composites.

[0042] The term "additive manufacturing device" as used here is a broad term to which its usual and common meaning should be attributed, as understood by a person skilled in the art. The term is not limited to a specific or adapted meaning. The term can, without limitation, refer in particular to a manufacturing module and / or a manufacturing system configured to produce, in a computer-controlled manner, three-dimensional objects, for example workpieces and / or components, from one or more liquid and / or solid materials by means of a layered construction. The additive manufacturing device can in particular also be referred to as a 3D printer. The additive manufacturing device can comprise an interface, for example an STL interface, in particular for data transmission, for example to read information and / or instructions stored on a data carrier.

[0043] Contact points of the rotary element holding the functional element with a rolling element and / or with a transmission element and / or with the control element can describe a steering angle-dependent radius when projected into a plane perpendicular to a steering axis of the steering tube. Alternatively, contact points of the control element with a rolling element and / or with a rotary element and / or with a transmission element can describe a steering angle-dependent radius when projected into a plane perpendicular to a steering axis of the steering tube.

[0044] Contact points of the rotary element with the rolling element and / or with a transmission element and / or with the control element can describe a steering angle-dependent radius when projected into a plane perpendicular to their own axis of rotation. This is possible, for example, if the rotary element has steering angle-dependent radii, for example if it is elliptical. Alternatively, contact points of the control element with a rolling element and / or with a rotary element and / or with a transmission element can describe a steering angle-dependent radius when projected into a plane perpendicular to their own axis of rotation. This is possible, for example, if the control element has steering angle-dependent radii, for example if it is elliptical.

[0045] A contact point is the point on a component where the component touches another component, such as a rotating element touching a rolling element.

[0046] The transmission element can be movable in such a way that a steering angle-dependent transmission ratio results at least in one range of the steering angles.

[0047] In particular, the rotational axis of the rotating element is tiltable relative to at least one steering axis of the steering tube, in particular tilted forward. The tiltability of the rotational axis is designed such that the inclination of the rotational axis can be adjusted to adjust the function of the functional element. During travel, the inclination of the rotational axis of the rotating element relative to the steering axis can remain constant.

[0048] In a further aspect of the present invention, a data carrier is proposed with instructions which, when executed on an additive manufacturing device, in particular on a 3D printer, cause the additive manufacturing device to produce a holder of the present invention, i.e., according to one of the above-mentioned embodiments or according to one of the embodiments described in more detail below. Accordingly, for definitions and optional configurations, reference can largely be made to the description of the holder. However, other configurations are also possible in principle.

[0049] The term "data carrier" as used herein is a broad term to which its usual and common meaning should be attributed, as understood by those skilled in the art. The term is not limited to a specific or adapted meaning. The term can, without limitation, refer in particular to at least one non-transitory data storage device, for example, a hardware data storage medium on which computer-executable instructions are stored. In particular, the instructions can be stored on the data carrier as a data structure which, after being loaded into a working and / or main memory of an additive manufacturing device, causes the device to produce the holder according to the invention. The data carrier can also be referred to in particular as a "computer-readable data carrier."In particular, the data carrier can be or comprise a storage medium readable by the additive manufacturing device, such as a random-access memory (RAM) and / or a read-only memory (ROM).

[0050] In particular, the instructions stored on the data carrier can define operating instructions for the additive manufacturing device, for example, used to control the device. Furthermore, the data carrier can include a digital representation of the holder, particularly in the instructions. Thus, in particular, a data carrier with instructions can be proposed, wherein the instructions define both a digital representation of the holder described herein and include operating instructions adapted, for example, for controlling the additive manufacturing device, with which the holder can be manufactured using the digital representation of the holder when the instructions are forwarded to the additive manufacturing device.

[0051] For example, the instructions on the data carrier can be in the form of a 3D file, for example in an STL format, a DXF format, a VRML format, an OBJ format, a 3DS format, an OFF format, an AMF format, a 3MF format, or similar file formats readable by additive manufacturing devices. Alternatively or additionally, the instructions on the data carrier can be in the form of a layer file, for example in a layer file format, for example as a CLI file, an SLC file, or a similar file format comprising information on a plurality of cutting contours for the layer-by-layer production of the holder in the additive manufacturing device.

[0052] In a further aspect of the present invention, a print data set is proposed. The print data set comprises information which, when provided to an additive manufacturing device, causes the additive manufacturing device to produce a holder of the present invention, i.e., according to one of the embodiments mentioned above or according to one of the embodiments described in more detail below. Accordingly, for definitions and optional configurations, reference can largely be made to the description of the holder. However, other configurations are also possible in principle.

[0053] The term "print dataset" as used herein is a broad term to be given its ordinary and common meaning as understood by one skilled in the art. The term is not limited to a specific or customized meaning. The term may, without limitation, refer in particular to data comprising information for producing a three-dimensional object in the additive manufacturing device, for example, an operating manual. In particular, the print dataset may comprise instructions on how to control a print head of the additive manufacturing device and / or how much material to deposit per layer. For example, the print dataset may be in a G-code format. For example, the print dataset may be customized to a specific additive manufacturing device, for example, of a specific type and / or from a specific manufacturer.

[0054] In a further aspect of the present invention, a computer program is proposed. The computer program comprises instructions which, when executed on a computer, cause the computer to generate a print data set according to the preceding claim. Accordingly, for definitions and optional embodiments, reference can largely be made to the description of the print data set. However, other embodiments are also possible in principle.

[0055] In particular, the instructions of the computer program, for example the instructions present or stored in the computer program, can comprise a digital representation of the holder, in particular of the holder according to the invention and described herein, i.e. according to one of the embodiments mentioned above or according to one of the embodiments described in more detail below. The digital representation of the holder can in particular comprise a 3D model of the holder. For example, the computer program can be configured to create and / or generate the print data set from the digital representation of the holder.

[0056] In a further aspect of the present invention, a vehicle system is proposed. The vehicle system comprises a holder according to the invention and the functional element to be held. The functional element to be held is selected from the group consisting of: a lamp, for example an electrically operated lamp, for example a flashlight or a dynamo-powered lamp, a light, a bicycle headlight; a sensor, for example a distance sensor, a camera sensor. For definitions and optional embodiments, reference can largely be made to the description of the holder. However, other embodiments are also possible in principle.

[0057] The term "vehicle system," as used herein, is a broad term to which its usual and common meaning should be given, as understood by those skilled in the art. The term is not limited to a specific or adapted meaning. The term can, without limitation, refer in particular to a unit assigned to a single vehicle and composed of at least two components, wherein the components are configured to functionally interact to achieve at least one purpose of the system. The components can be mechanically connected to one another, in particular reversibly. The vehicle system can, in particular, serve to align the functional element according to a steering position of a vehicle with fork steering, for example, such that the functional element executes an increased steering movement.

[0058] In a further aspect of the present invention, a vehicle with fork steering is proposed, in particular a vehicle having fork steering. The vehicle with fork steering comprises a frame, a steering tube rotatable relative to the frame about a steering axis, and a holder according to the invention and / or a vehicle system according to the invention. Accordingly, for definitions and optional embodiments, reference can largely be made to the description of the holder and / or the vehicle system. However, other embodiments are also possible in principle.

[0059] The vehicle can, in particular, be a two-wheeler or three-wheeler. For example, the vehicle can be selected from the group consisting of: a bicycle, an e-bike, an electric bicycle, a pedelec, a moped, a small motorcycle, a light motorcycle, a motor scooter, an electric motor scooter, an e-scooter, a motorcycle, a cargo bike, and a trike. However, other two- or three-wheelers are also possible in principle.

[0060] The proposed devices offer numerous advantages over prior art devices. In particular, safety, for example, in road traffic, can be significantly improved compared to the state of the art. Furthermore, a reduction in manufacturing and assembly complexity is possible due to a more robust design, while simultaneously reducing energy and costs.

[0061] The proposed devices, particularly in the case where the functional element comprises a lamp, make it possible to illuminate only the part of the road necessary for the driver of the vehicle with fork steering as well as for other road users. In particular, glare and / or light pollution can be reduced or even avoided. In contrast to conventional vehicle systems, whose headlights shine onto the oncoming lane, the proposed devices, in particular the holder and vehicle system, make it possible to illuminate only the lane and / or road on which the vehicle with fork steering is to travel, for example the lane in the direction of travel of the vehicle.

[0062] A further increase in safety with the proposed devices can be achieved, for example, by illuminating the roadway in the direction of travel when cornering, i.e., when negotiating a left or right turn, in contrast to conventional devices that generally illuminate an area adjacent to the roadway and / or street when cornering. The proposed devices can therefore very efficiently direct the luminous intensity according to the vehicle's direction of travel, thereby increasing safety while simultaneously reducing energy consumption. Short description of the characters

[0063] Further details and features will become apparent from the following description of exemplary embodiments, particularly in conjunction with the subclaims. The respective features can be implemented individually or in combination with one another. The invention is not limited to the exemplary embodiments, but is defined solely by the appended claims. The exemplary embodiments are illustrated schematically in the figures. Identical reference numerals in the individual figures designate identical or functionally identical elements, or elements that correspond to one another in terms of their functions.

[0064] In detail: Figures 1 and 2 show a section of an embodiment of a vehicle with fork steering with different steering positions, an embodiment of a vehicle system and an embodiment of a holder in a top view; and Figures 3 to 16 show different embodiments of a holder, a vehicle system and a vehicle with fork steering in perspective views; Figure 17 shows a perspective bottom view of the control element, the rotary element and the projection of contact points of the rotary element into the plane perpendicular to the steering axis; and Figure 18 shows exemplary profiles of the beam range when the functional element is designed as a headlight or lamp, depending on the beam angle at different inclinations of the axis of rotation of the rotary element holding the functional element relative to the vertical. Description of the embodiments

[0065] Figures 1 and 2show a section of an embodiment of a vehicle 110 with fork steering in a top view. The vehicle 110 with fork steering comprises a frame 112 and a steering tube 116 rotatable relative to the frame 112 about a steering axis 114. The vehicle 110 with fork steering further comprises a holder 118 for adapting an orientation 134 of a functional element 120 to be held to a steering position of the vehicle 110 with fork steering. Alternatively or additionally, the vehicle 110 with fork steering comprises a vehicle system 122 comprising the holder 118 and the functional element 120.

[0066] The holder 118 comprises a control element 124, wherein the control element 124 at least partially encompasses the steering tube 116 of the fork steering of the vehicle 110 or is rigidly connectable to the steering tube 116. Furthermore, the holder 118 comprises at least one rotary element 126 arranged rotatably relative to the control element 124 and at least one holding element 128 connected to the rotary element 126, to which the functional element 120 to be held can be fastened. The rotary element 126 and the control element 124 are arranged such that a rotary movement of the rotary element 126 caused by a steering movement of the control element 124 causes a movement of the holding element 128 that reinforces the steering movement.

[0067] Figure 1shows a section of the vehicle 110 with fork steering in a straight-ahead steering position. In the straight-ahead steering position, a direction of travel axis 130 can correspond to a frame alignment axis 132 and / or be arranged parallel to the frame alignment axis 132. Furthermore, in the straight-ahead steering position, the orientation 134 of the functional element 120 can also be aligned parallel to the direction of travel axis 130 and / or the frame alignment axis 132.

[0068] Figure 2 shows the same embodiment as in Figure 1with a steering position steered to the left, in particular after performing a steering movement in a counterclockwise direction. The steering movement, which leads to the illustrated steering position steered to the left, can, for example, comprise a rotation of the steering tube 116 relative to the frame 112 by an angle α 136, where α > 0°. The same steering movement of the steering tube, due to the arrangement of the rotating element 126 and the control element 124, leads to a movement of the holding element 128 that reinforces the steering movement, so that the functional element 120, which can be fastened to the holding element 132, can rotate its orientation 134 by an angle β 138 counterclockwise, where β > α.

[0069] In the Figures 3-10Different embodiments of a holder 118, a vehicle system 122, and a vehicle 110 with fork steering are shown in perspective views. In particular, the rotating element 126 can be arranged such that it executes the rotational movement around the frame 112 of the vehicle 110, as shown, for example, in the Figures 3-9 shown. For example, the control element 124 can be at least partially finger-shaped. In particular, the rotary element 126 can be arranged concentrically around the finger-shaped part of the control element 124, so that a movement of the control element 124 causes a movement of the rotation axis 139 of the rotary element 126. The rotary element 126 can, for example, also be arranged such that it executes the rotary movement around at least one support element 140 that can be rigidly connected to the frame 112, as shown, for example, in Figure 10 shown.

[0070] The holder 118 may further comprise at least one transmission element 142 for transmitting the movement of the control element 124 to the rotary element 126. The transmission element 142 may in particular be a gear. Such a configuration is exemplified in Figure 10 shown.

[0071] Alternatively or additionally, the rotational movement of the rotary element 126 can also be a rolling movement relative to the frame 112 or relative to a rolling element 144 connectable to the frame 112. For example, the rolling element 144 can be designed as a complementary counterpart to the rotary element 126. For example, the rolling element 144 and the rotary element 126 can form a rolling pair. For example, the rotary element 126 can be designed at least partially as a gear wheel and the rolling element 144 at least partially as a gear ring. Exemplary representations of such toothed pairings of the rotary element 126 and the rolling element 144 are shown in the Figures 3 , 6 , 7 and 8 Alternatively or additionally, the rotary element 126 can be partially designed as a friction wheel and the rolling element 144 can be at least partially designed as a friction ring. An exemplary representation of such a friction pairing of the rotary element 126 and the rolling element 144 is shown in Figure 9 Furthermore, alternatively or additionally, the rolling element 144 can also be designed as a rubber band, as shown for example in Figure 5 shown. If the rolling element 144 is not rigidly connected to the frame 112, in this case the rolling element 144 can act as a transmission element 142. In this case, the frame itself is the rolling element 144, on which the transmission element 142 rolls. A design without a rolling element 144 is also possible. For example, a rotating element 126 equipped as a friction wheel can roll directly over a surface of the frame 112, as shown for example in Figure 4 shown.

[0072] Figure 11shows a further embodiment of a holder 118, a vehicle system 122, and a vehicle 110 with fork steering with or without suspension fork in a perspective view. The differences from the previous embodiments are described in particular, and identical or comparable components are provided with the same reference numerals. Figure 11In the embodiment shown, the steering tube 116 is designed as a control element 124 and a transmission element 142 as a Bowden cable, comprising a Bowden cable core 146 and a Bowden cable sheath 148. The Bowden cable core 146 is rigidly connected to the steering tube 116 and the rotating element 126, which includes the holding element 128, at the attachment points 162 and 163, respectively. The Bowden cable core 146 is movably guided in the Bowden cable sheath 148. A support element 140 is rigidly connected to the frame 112 and further comprises a first receptacle 152 for the Bowden cable sheath 148 and a first guide 165 for the Bowden cable core 146, which is designed for push and pull. The rotating element 126 is rotatably arranged on or on a rotating element holder 150, which is rigidly connected to the vehicle with fork steering. The rotary element holder 150 further comprises a second receptacle 153 for the Bowden cable sheath 148 and a second guide 165' for the Bowden cable core.The Bowden cable core 146 is located only on one side relative to the rotational axis 139 or the steering axis 114. In particular, a rotational position of the rotating element 126, in a predetermined transmission ratio, can correspond to the steering position of the steering tube 116 about the steering axis 114 relative to the frame 112 of the vehicle 110. With this design, in particular, a rotation of the steering tube 116 about the steering axis 114 relative to the frame 112, for example, the head tube of the vehicle 110, can cause a rotation of the rotating element 126 according to a predetermined transmission ratio.

[0073] Figure 12 shows a further embodiment of a holder 118, a vehicle system 122, and a vehicle 110 with fork steering in a perspective view. The differences from the previous embodiment are described in particular, and identical or comparable components are provided with the same reference numerals. Figure 12In the exemplary embodiment shown, the control element 124, which is directly or indirectly connected to the steering tube 116, comprises the first receptacles 152, 152' for two Bowden cable sheaths 148 and 148'. The exemplary embodiment comprises the frame 112, for example a head tube, as a rolling element 144. The rolling element 144 is connected to the two Bowden cable cores 146, 146' at the attachment points 162, 162', which are each designed for tension. The transmission elements 142 and 142' are designed as two Bowden cables, comprising the two Bowden cable cores 146 and 146', which are each movably guided in the Bowden cable sheaths 148, 148' and are connected to the rotating element 126, which comprises the holding element 128, at the attachment points 163, 163'. The rotary element 126 is rotatably arranged on or on a rotary element holder 150 and contains the second receptacles 153, 153' for the two Bowden cable sheaths 148, 148'.Alternatively, it can also be a circumferential Bowden cable core 146 that is movable in both Bowden cable sleeves 148, 148'. The rotating element holder 150 is rigidly connected to the vehicle with fork steering. The Bowden cable cores 146, 146' are located on opposite sides with respect to the rotation axis 139 and the steering axis 114, respectively, i.e. the Bowden cables are arranged on both sides of the rotation axis 139 and the steering axis 114, respectively, i.e. the load on the Bowden cables is always designed for tension. The advantage of the double-sided variant for the arrangement of the Bowden cable is that it is essentially a closed cable pull system. Therefore, on the one hand, the Bowden cable core always rests against the rotating element and does not need to be guided, and on the other hand, the Bowden cable sleeves 148, 148' do not even need to be rigidly connected to the receptacles of the Bowden cable sleeves.As an alternative to the figures shown, the Bowden cable cores can also wrap around the frame more than once to reduce the risk of slipping, especially if the Bowden cables are clamped to the frame or steering and not screwed.

[0074] The Figure 11 The embodiment shown can also be realized with two Bowden cables designed for tension, which run parallel. Figure 12 The embodiment shown can also be realized with a cross-laid Bowden cable, which is designed for tension and thrust.

[0075] The implementation can be carried out on a vehicle with or without suspension fork. In particular, in the Figure 12 In the embodiment shown with two Bowden cables laid crosswise, the distance from the first to the second holder does not change on a vehicle without a suspension fork, so that the Bowden cable sheaths can be dispensed with as an alternative.

[0076] In the embodiments of the Figures 11 and 12 The rotating element holder 150 is connected to the steering tube 116. Alternatively, the rotating element holder 150 can also be connected to the frame of the vehicle. In this case, the rotating element holder does not move with the steering system itself, so that the diameter of the rotating element is smaller than in the illustrations in the Figures 11 and 12 can be reduced to obtain the corresponding gear ratios.

[0077] Figure 13 shows a further embodiment of a holder 118, a vehicle system 122, and a vehicle 110 with fork steering in a perspective view. The differences from the previous embodiments are described in particular, and identical or comparable components are provided with the same reference numerals. Figure 13 In the embodiment shown, the holder 118 is designed to change the transmission ratio. Figure 13The embodiment shown represents in particular a modification of the Figure 10 shown embodiment and can be provided in a similar manner in other embodiments. The holder 118 of the Figure 13The exemplary embodiment shown has at least one transmission element 142 for transmitting the movement of the control element 124 to the rotary element 126 connected to the holding element 128. The transmission element 142 is in particular a gear or a friction wheel. The transmission element 142 can be used to adjust the transmission ratio, since the transmission element 142 uses two different diameters. This enables a more compact design. Thus, the transmission element 142 comprises a first gear or friction wheel 166 with a first diameter and a second gear or friction wheel 166' with a second diameter. The first gear or friction wheel 166 and the second gear or friction wheel 166' are connected to one another at their facing axial end surfaces or are formed in one piece or integrally. In any case, the first and second gears or friction wheels 166, 166' are arranged on a common axis of rotation 168.The first diameter differs from the second diameter. In the illustrated embodiment, the first diameter is smaller than the second diameter. The first gear or friction wheel 166 engages the control element 124, and the second gear or friction wheel 166' engages the rotating element 126. Optionally, the rotation axes can be inclined relative to each other by designing the gears or friction wheels as bevel gears or bevel friction wheels.

[0078] Figure 14shows a further embodiment of a holder 118, a vehicle system 122, and a vehicle 110 with fork steering in a perspective view. The differences from the previous embodiment are described in particular, and identical or comparable components are provided with the same reference numerals. For a better illustration of the various parts, the control element 124 and the rotary element 126 are shown displaced in the vertical direction. Figure 14In the embodiment shown, the frame 112 has a suspension fork 154 with a swing arm 156. The transmission elements 142 and 142' are designed as Bowden cables, containing two Bowden cable cores 146, 146' and two Bowden cable sheaths 148, 148'. The control element 124 comprises a clamp 160, which is inserted from below into the steering tube 116 and connected to it from the inside, and two first receptacles 152, 152' for the Bowden cable sheaths 148 and 148'. The rotary element 126, connected to the holding element 128, is rotatably arranged on or on a rotary element holder 150, which contains the second receptacles 153, 153' for the two Bowden cable sheaths 148, 148'. The rotating element holder 150 is indirectly rigidly connected to the swing arm 156 via a commercially available holder for a bicycle headlight.The two bottom cable cores 146, 146' are guided crosswise and connected at one or more first attachment points 162, 162' to the rolling element 144, which is designed as a frame 112 or head tube or as a clamp connected to the head tube. The second ends of the Bowden cables 146, 146' are each connected to one or more second attachment points 163, 163' on the rotating element 126. The rotating element holder 150 has at least one first stop 164, e.g. in the form of a pin. The rotating element has at least one second stop 164'. The stops 164, 164' are configured to limit movement of the rotating element 126 up to a certain rotation of the rotating element, preferably <80°. With a transmission ratio of approximately i=2, the limitation is reached at a steering angle of approximately α=40°.The Bowden cable housings are designed to exhibit a restoring force, for example, by being constructed as tensioned compression springs, e.g., a spiral spring, in which the Bowden cable cores 146, 146' run, and undergo an axial change in length at larger steering angles. This change in length results in a transmission ratio dependent on the steering position, which is smaller at larger steering angles than at smaller steering angles. The compression spring is designed to produce a sufficient restoring force so that the change in length of the Bowden cable housing occurs when the two stops 164 and 164' touch.

[0079] For example, the Bowden cable cores can be rerouted at the positions marked 163, 163' on the rotating element and attached to the rotating element holder on the opposite side. This allows the transmission ratio to be changed and a more compact design of the rotating element holder and rotating element to be achieved.

[0080] Figure 15 shows a further embodiment of a holder 118, a vehicle system 122, and a vehicle 110 with fork steering in a perspective view. The differences from the previous embodiments are described in particular, and identical or comparable components are provided with the same reference numerals. Figure 15In the embodiment shown, the holder 118 is designed as an epicyclic gear 170, such as a planetary gear 172. The control element 124 is designed as a planetary gear carrier connected to the steering tube 116. The control element 124 has a rolling element 144, which is designed as a sun gear. The rolling element 144 is arranged, for example, on the frame 112 in the form of a gear ring. Furthermore, several transmission elements 142 are designed as planetary gears. The rotating element 126 connected to the holding element 128 is designed as a ring gear with at least one internal toothing.

[0081] The holder 118 of the Figure 15The gear mechanism of the embodiment shown can also be configured to change the gear ratio. Thus, the transmission element 142 comprises a first gear 166 with a first diameter, a second gear 166' with a second diameter, and a third gear 166" with a third diameter. The first gear 166, the second gear 166, and the third gear 166" are connected to one another at their facing axial end faces or are formed in one piece or integrally. In any case, the first gear 166, the second gear 166', and the third gear 166" are arranged on a common rotation axis 168. The three gears 166, 166', 166" have different sizes, with the second gear 166' being larger than the third gear 166". Preferably, the first gear is smaller than the second and larger than the third gear. The first gear 166 engages the rolling element 144. The rotating element 126 has a first internal toothing 174.The rotary element 126 further has a second internal toothing 174'. The second internal toothing 174' is offset relative to the first internal toothing 174 in the axial direction with respect to the steering axis 114 and in the circumferential direction around the steering axis 114. Depending on the steering angle, the second gear 166' engages with the first internal toothing 174 of the rotary element 126, or the third gear 166" engages with the second internal toothing 174' of the rotary element 126. Accordingly, different gears engage on the planetary gear depending on the steering position. As a result, the gear ratio changes depending on the steering position. For example, the gearing of 166' and 174 engages at small steering angles, and the gearing of 166" and 174' engages at large steering angles, so that the gear ratio is greater at small steering angles than at large steering angles.

[0082] Alternatively, the epicyclic gear system can also be designed such that the rolling element is designed as a ring gear, the rotating element as a sun gear, the planet gear carrier as a control element, and several transmission elements are designed as planetary gears. Alternatively, the epicyclic gear system can also be designed such that the control element is designed as a sun gear and the rotating element as a ring gear. Other alternative embodiments of an epicyclic gear system are also feasible.

[0083] Figure 16 shows a further embodiment of a holder 118, a vehicle system 122, and a vehicle 110 with fork steering in a perspective view. The differences from the previous embodiments are described in particular, and identical or comparable components are provided with the same reference numerals. Figure 16In the embodiment shown, a first rotary element 126, connected to the holding element 128, and a second rotary element 126' are provided, which are rotatable relative to one another. Furthermore, more than one transmission element 142 is provided. More precisely, two transmission elements 142 are provided. The transmission elements 142 are designed as Bowden cables, comprising a first and second Bowden cable core 146, 146'. The Bowden cable cores 146, 146' are each connected to the rolling element 144, which is designed as a frame 112 or head tube or as a clamp connected to the head tube. Furthermore, the Bowden cables comprise a Bowden cable sheath 148, in which both Bowden cable cores 146, 146' are movably guided. It is understood that a separate Bowden cable sheath 148 can be provided for each Bowden cable core 146, 146'. The second rotary element 126' is rotatably mounted on or on a rotary element holder 150 which is rigidly connected to the vehicle with fork steering.The Bowden cable sheath 148 is connected to the second rotary element 126' via the second receptacle 153 and to the control element 124 via the first receptacle 152, which is connected to the steering tube 116, for example, by means of a clamp 160 attached inside the steering tube 116. The Bowden cable cores 146, 146' are attached on opposite sides with respect to the rotary axis 139 and the steering axis 114, respectively, i.e., the Bowden cables 146, 146' are attached to both sides of the rotary axis 139 and the steering axis 114, respectively, run crosswise, and are connected to the rolling element at the attachment points 162, 162' and to the rotary element at the attachment points 163, 163'. The Bowden cable sheath 148 is not axially stretchable. The rotary element holder 150 has at least one first stop 164, e.g., in the form of a pin. The first rotary element 126 has at least one second stop 164'.In this embodiment, for example, two stops 164' are configured to limit movement of the first rotary element 126 up to a certain clockwise and counterclockwise rotation of the rotary element 126, preferably <80°. With a transmission ratio of approximately i=2, the limit is reached at a steering angle of approximately α=40°. The second rotary element 126' is designed such that springs 176 provided on both sides, for example, spiral springs, torsion springs, or torsion springs, and / or an expander cable 178, are held in position via the restoring force. The springs 176 are arranged, for example, between a projection 180 on the rotary element holder 150, which extends in sections in the circumferential direction around the rotation axis 139, and a receptacle 182 on the second rotary element 126'. The expander cable 178 can be arranged between the control element 124 and the second rotary element 126' and in particular can be pre-tensioned.A deflection of the second rotary element 126' occurs when a steering angle is reached at which the first and second stops touch each other. Further deflection of the first rotary element 126 does not occur at larger steering angles. Instead, the second rotary element 126' moves, increasing the restoring forces, resulting in a transmission ratio dependent on the steering position, which is smaller, in particular, at larger steering angles than at smaller steering angles.

[0084] Optionally, as described in more detail below, the rotation axis 139 may be inclined relative to the steering axis 114. In particular, the rotation axis 139 is preferably inclined forward, i.e., in the direction of travel, relative to the steering axis 114. In particular, the rotation axis 139 may be inclined forward relative to the vertical, preferably at an angle of 15° to 40° relative to the vertical.

[0085] Figure 17shows a further embodiment of a holder 118, a vehicle system 122, and a vehicle 110 with fork steering in a perspective view. The functional element in this embodiment is designed as a lamp or bicycle headlight. The differences from the previous embodiments are described in particular, and identical or comparable components are provided with the same reference numerals. Figure 17 In the embodiment shown, a rotation axis 139 is inclined relative to the steering axis 114 or a vertical, ie a direction perpendicular to a horizontal defined by the ground on which the vehicle is standing or moving.

[0086] Shown in particular is the control element 124. The steering axis 114 is inclined backward relative to a vertical. The rotation axis 139 is inclined forward relative to the steering axis 114 and the vertical. Also shown as an example is a light beam 184 emitted by the functional element in the form of a lamp. The light beam 184 is inclined downward relative to a horizontal, for example by 5°. Also indicated is a projection 186 of the rotary element 126, which in this exemplary embodiment is designed as a circular bevel gear, in a plane perpendicular to the steering axis 114. As can be seen, the projection 186 of the rotary element 126 in a plane perpendicular to the steering axis 114 forms an ellipse. As a result, the distance between the contact points of a rolling element 144 designed as a bevel gear in this projection 186 has radii that depend on the steering angle.The contact points 188 of the rotary element 126 and the contact points 188' of the rolling element can be described based on the average diameters of the bevel gears. Particularly advantageous are embodiments in which contact points of the functional element-holding rotary element 126 with a rolling element 144 and / or with a transmission element 142 and / or with the control element 124, or contact points of the control element 124 with a rolling element 144 and / or with a rotary element 126 and / or with a transmission element 142, describe a steering angle-dependent radius when projected into a plane perpendicular to a steering axis of the steering tube and / or to its own axis of rotation.

[0087] Figure 18shows, for an exemplary embodiment in which the rotary element 126 holding the functional element is directly or indirectly connected to the steering tube 116, the course of the luminous range as a function of the illumination angle at various inclinations of the rotational axis 139 of the rotary element 126 relative to the vertical. In this case, the luminous range corresponds to the functional range of the functional element. The luminous range is plotted on the Y-axis in meters. The orientation angle of the functional element β is plotted on the X-axis in degrees. The curve of the family of curves marked "000" describes the course of the luminous range with a transmission ratio of the rotational movement of the rotary element 126 and the rotational movement of the steering tube 116 of 0, which corresponds to a transmission ratio of approximately 1, and an inclination of the steering axis 114 of 20° rearward relative to the vertical.For the other curves, which are designated by the angle of inclination of the axis of rotation 139 of the rotary element 126 relative to the vertical, a transmission ratio of the rotational movement of the rotary element 126 and the rotational movement of the steering tube 116 of 1 was selected, which corresponds to a transmission ratio of approximately 2. For example, the curve designated 40 designates a profile of the headlight range as a function of the angle β for an inclination of the axis of rotation 139 of the rotary element 126 relative to the vertical of 40°. For the purposes of explanation, it should be mentioned that it is assumed that the vehicle does not lean inwards when cornering, since the inward inclination is a result of centrifugal force and thus depends on the driving speed. The curve shown in . Figure 18The curves shown therefore describe the limit value for a driving speed of 0 km / h. At higher speeds, the wheel is tilted into the curve, which further reduces the headlight range. The headlight range when driving straight ahead is designed for approximately 10 m. An angle of approximately 15° to 40° or 60° to 80° relative to the vertical is optimal. If the headlight angle is too small, the headlight range reduction effect is only slight; with increasing tilt, the headlight range increases at large steering angles, which could dazzle oncoming traffic.

[0088] It should be noted that when the vertical is parallel to the steering axis 114 and the rotation axis 139, a constant transmission ratio i=β / α, which results from the quotient of the orientation angle of the functional element β and the steering angle α, is identical to the transmission ratio of the rotational movement of the functional element-holding rotary element 126 and the rotational movement of the steering tube 116. When the steering axis 114 and / or the rotation axis 139 are inclined relative to the vertical, i can deviate from the transmission ratio of the rotational movement of the rotary element 126 and the rotational movement of the steering tube 116. In particular, when the steering axis 114 is inclined rearward, the orientation angle of the functional element β is reduced. This is clearly shown in curve 000. Although the points represent different steering angles in the range from α=0° to 75°, the maximum orientation angle of the functional element β is less than 75°. The end points of the curves in Figure 18each show the angle β at a steering angle of α=75°. The curves illustrate that the gear ratio i decreases with increasing angle of inclination of the rotational axis 139 relative to the vertical.

[0089] It is explicitly emphasized that in each of the embodiments described herein, the rotational axis 139 of the rotary element 126 can be inclined forward or in the direction of travel relative to the steering axis 114 and / or a vertical. The inclination of the rotational axis 139 of the rotary element 126 can be combined with a design for changing the gear ratio or can be provided separately.

[0090] The previously described embodiments can be modified as follows. The Bowden cable cores can be designed as electrical supply lines, particularly when two Bowden cables 148, 148' are provided, so that cables can be laid permanently. Alternatively, sliding contacts for the electrical supply line are also possible in the rotating element 126. The headlight and holding element can be tilted independently of one another. If the rotation axis 139 of the rotating element 126 is designed as a threaded rod with a large thread pitch, a change in the inclination of the rotation axis 139 of the rotating element 126 is possible depending on the steering angle, since the rotating element 126 then screws up or down along the rotation axis 139 with steering. Multiple rolling elements can also be used, such as a cable around the frame 112, then transmission to a hydraulic element and from the hydraulic element back to a cable.The rotatable mounting of a rotating element or other elements can be realized, for example, with a ball or plain bearing. List of reference symbols

[0091] 110Vehicle with fork steering 112Frame 114Steering axle 116Steering tube 118Holder 120Functional element 122Vehicle system 124Control element 126(first) rotating element 126'second rotating element 128Holding element 130Direction of travel axis 132Frame alignment axis 134Orientation of the functional element 136Angle α 138Angle β 139Rotational axis of the rotating element 140Support element 142Transmission element 144Rolling element 146First Bowden cable core 146'second Bowden cable core 148First Bowden cable sheath 148'second Bowden cable sheath 150Rotary element holder 152First receptacle for a first Bowden cable sheath 152'first receptacle for a second Bowden cable housing 153 Second receptacle for a first Bowden cable housing 153' Second receptacle for a second Bowden cable housing 154 Suspension fork 156 Swing arm 158 First control element part 158' Second control element part 160 Clamp 162 First attachment point for a first Bowden cable core 162' First attachment point for a second Bowden cable core 163 Second attachment point for a first Bowden cable core163'Second attachment point for a second Bowden cable core 165First guide 165'Second guide 164First stop 164'Second stop 166First gear 166'Second gear 166'Third gear 168Common rotation axis 170Epicyclic gear 172Planetary gear 174First internal toothing 174'Second internal toothing 176Spring 178Expander cable 180Protrusion 182Receptacle 184Light beam 186Projection 188Contact points of the rotating element 188'Contact points of the rolling element

Claims

1. Holder (118) for adapting an alignment (134) of a functional element (120) to be held to a steering position of a vehicle (110) with fork steering, comprising - at least one control element (124), wherein the control element (124) at least partially comprises a steering tube (116) of the fork steering of the vehicle (110) or is rigidly connectable directly or indirectly to the steering tube (116), - at least one rotating element (126) arranged rotably relative to the control element (124), and - at least one holding element (128) connected to the rotating element (126), to which the functional element (120) to be held can be fastened, wherein the rotating element (126) and the control element (124) are arranged in such a way that a rotational movement of the rotating element (126) caused by a steering movement of the control element (124) causes a movement of the holding element (128) which amplifies the steering movement, characterised in that an axis of rotation (139) of the rotating element (126), which is connected to the holding element (128), is tiltable forwards relative to a steering axis (114) of the steering tube (116).

2. Holder (118) according to the preceding claim, wherein the rotational movement of the rotating element (126) caused by the steering-in movement of the control element (124) and the amplifying movement of the holding element (128) depend on a steering angle of the steering tube (116), wherein the amplifying movement of the holding element (128) is in particular greater in a steering angle range of 1° to 25° than in a steering angle range of 45° of 90° and in particular in a section of a steering angle has a constant ratio of the rotational movement of the rotating element (126) and the rotational movement of the steering tube (116).

3. Holder (118) according to one of the preceding claims, wherein the rotating element (126) is arranged such that it performs the rotational movement about a frame (112) of the vehicle (110) or about at least one support element (140) that is rigidly connectable to the frame (112) directly or indirectly.

4. Holder (118) according to one of claims 1 to 2, wherein the control element (124) is at least partially finger-shaped, wherein the rotating element (126) is arranged concentrically around the finger-shaped part of the control element (124), so that a movement of the control element (124) causes a movement of the rotating element (126) about the axis of rotation (139).

5. Holder (118) according to one of the preceding claims, wherein the rotational movement of the rotating element (126) is a rolling movement relative to a frame (112) of the vehicle (110) or relative to at least one rolling element (144) connectable to the frame (112).

6. Holder (118) according to one of the preceding claims, further comprising at least one transmission element (142) for transmitting the movement, in particular the steering-in movement, of the control element (124) to the at least one rotating element (126).

7. Holder (118) according to one of the preceding claims, - wherein contact points of the rotating element (126) holding the functional element with an rolling element (144) and / or with a transmission element (142) and / or with the control element (124) - or contact points of the control element (124) with an rolling element (144) and / or with a rotating element (126) and / or with a transmission element (142) describe a steering angle-dependent radius when projected into a plane perpendicular to a steering axis of the steering tube and / or to its own axis of rotation.

8. Holder (118) according to one of claims 6 to 7, wherein the control element (124) and / or at least one transmission element (142) and / or a rolling element (144) and / or a rotating element (126) is movable in such a way that at least in a range of steering angles a steering angle-dependent transmission ratio results.

9. Holder (118) according to one of the preceding claims, wherein the control element (124), the at least one rotating element (126) is selected from the group comprising: a gear wheel, for example a gear ring forming at least a circle segment; a friction wheel, for example a friction ring forming at least a circle segment and having a friction surface; a bevel gear wheel; a bevel friction wheel; a sector of a bevel gear wheel; a sector of a bevel friction wheel and wherein one of the optionally present rolling elements (144) and / or one of the optionally present transmission elements (142) may further be selected from the group comprising: a gear wheel, for example a gear ring forming at least a circle segment; a friction wheel, for example a friction ring forming at least a circle segment and having a friction surface; a toothed disc; a cord; a fishing line; a wire rope; a strand; a rubber cord; a Bowden line, in particular a Bowden core connected to a Bowden sheath; a belt.

10. Holder (118) according to any one of the preceding claims 2 to 9, wherein a change of a transmission ratio between a rotational position of the rotating element (126) and a steering position of the steering tube (116) is effected by: - a transmission element (142) which is arranged to operate only in a predetermined steering angle range, - a combination of gear wheel or friction wheel circle segments with different radii operating in certain steering angle ranges, - by limitating the movement of one of the elements from the group of control element (124), rolling element (144), transmission element (142), rotating element (126), - by elements which are prevented from moving in ranges of steering angles by a restraining force, so that the amplification of the steering movement is dependent on the steering angle in combination with a rotating element (126), which is only movable up to a certain angle, preferably between 90° and 180°, - by steering angle-dependent radii of the rolling element (144), transmission element (142) and / or rotating element (126), and / or - by a control element (124) which is set up to transmit the steering angle movement only in a limited range of small steering angles, preferably in the range from 0° to 45°, preferably in the range from 0° to 25°, and a rotating element (126) which is held in the position of decoupling of the movement at larger steering angles by an element with a restraining force, preferably by a spring, a clamp, a rubber or expander cable.

11. Holder (118) according to one of the preceding claims, wherein the axis of rotation (139) of the rotating element (126), which is connected to the holding element (128), is tilted forwards with respect to a steering axis (114) of the steering tube (116), preferably tilted forwards with respect to the vertical, preferably tilted forwards with respect to the vertical by 15° to 40°.

12. Data carrier with instructions or print data set comprising information which, when executed on or provided to an additive manufacturing device, causes the additive manufacturing device to produce a holder (118) according to any of the preceding claims.

13. Vehicle system (122) comprising a holder (118) according to any one of the preceding claims relating to a holder (118) and the functional element (120) to be held, wherein the functional element (120) to be held is selected from the group comprising: a lamp, for example an electrically powered lamp, for example a torch or a dynamo powered lamp; a light, a bicycle headlight, a sensor, for example a distance sensor, a camera sensor.

14. Vehicle (110) with fork steering comprising a frame (112), a steering tube (116) rotatable relative to the frame (112) about a steering axis (114) and a holder (118) according to one of the preceding claims relating to a holder (118) and / or a vehicle system (122) according to the preceding claim.

15. Vehicle (110) according to the preceding claim, wherein the functional element has a predetermined inclination in space, wherein the axis of rotation (139) of the rotating element (126) is arranged such that a distance from a point of intersection of an imaginary extension of the inclination of the functional element with a ground of the vehicle to the point of intersection of a projection of the functional element perpendicular to a ground of the vehicle is less reducible upon a turn-in than when a steering axis (114) of the steering tube (116) and the axis of rotation (139) are aligned in parallel, preferably that the distance can be reduced in a steering angle range of 1° to 75° by a maximum of 75%, preferably by a maximum of 60%, compared to straight-ahead travel with an upright vehicle, and is not extended.