Single-joint suspension device for front wheel steering with torque connection and specific saddle support element for mounting standard elements

Description

DOMAINE TECHNIQUE DE L'INVENTION

[0001] The invention relates to the field of vehicle suspensions, and in particular the suspension of front steering wheels, for motorcycles, cycles, two-wheelers and the like.

[0002] The invention relates more particularly to a device allowing the use of a “single-pivot with torque rod” type suspension architecture while retaining a standard mounting of the wheel and the brake caliper, improving the compactness of the complete system, reducing the number of parts and optimizing the path of forces in each part. ETAT DE LA TECHNIQUE

[0003] Bicycle front suspensions are mainly telescopic. This technology, which has been perfectly mastered for a long time, however, has intrinsic limitations. Indeed, the cylindrical sliding links (right circular cylindrical), which allow telescoping, are incapable of transmitting guiding forces (i.e. torsion along the axis of the bicycle steering column), which necessarily requires two legs connected to each other and of significant diameters, thus limiting the possible weight saving. These sliding links also have operating friction that is impossible to completely eliminate, detrimental to the comfort and grip performance of the suspension, as well as inevitable wear of these elements which leads to play in the system.

[0004] These problems can be overcome by developing suspensions based on pivot links rather than sliding links. A pivot link has the advantage of having a single degree of freedom. It therefore allows movement in a single direction (rotation along its axis), and transmits forces in all other directions. This type of link is ideal for designing a suspension whose kinematics must ultimately have a single degree of freedom. In addition, there are a large number of standard pivot link elements, allowing for various design choices depending on different requirements (mass, reliability, friction, cost, stiffness, etc.). Suspensions designed from these pivot link elements (sometimes partially combined with ball joints if torque transmission is not necessary) are called "articulated". There are a large number of articulated forks, the simplest design of which is the "single-pivot".Single-pivot kinematics is based on the use of a single part called a rocker or swinging arm, ensuring the connection between the wheel and the frame of the cycle by a single pivot. The trajectory of the wheel (relative to the frame of the cycle) is therefore an arc of a circle. The elastic element (necessarily present on all suspensions and called a spring), as well as the dissipative element (present from a certain level of range and generally called a shock absorber), or the combination of these two elements (which will be called a shock absorber for the sake of simplicity in the rest of the document) is positioned between the rocker and the fork frame. There are two types of single-pivot kinematics, the one whose main pivot point (the O axis) is located behind the wheel axle (i.e.between the front wheel axle and the rear wheel axle), which we will call single-pivot kinematics "with front rocker", and that whose O-axis is located in front of the wheel axle which we will call single-pivot kinematics "with rear rocker". Note that, whatever the technologies used, the wheel axle is always offset forwards relative to the axis of the chassis (frame) steering socket in order to obtain a positive caster necessary for the dynamic stability of the vehicle. In the case of a "rear rocker" type kinematics, the O-axis in front of the wheel axle implies larger parts and an additional overhang which does not go in the direction of optimization. The aim of the invention being to optimize this type of suspension, we are interested here only in the single-pivot kinematics of the "front rocker" type which is intrinsically more compact.Generally speaking, single-pivot kinematics are limiting in terms of geometry (trajectory, wheel offset, caster, etc.) but its extreme simplicity of design presents considerable advantages in terms of reliability, mass, comfort and grip (thanks to the possible use of frictionless bearings), guidance (torsional rigidity) or even production cost. However, if this single-pivot kinematics is widely used for rear suspension, it is not today for front suspensions because an intrinsic phenomenon makes it almost unusable. Indeed, the kinematics having a single connecting part between the wheel and the chassis, the braking system (which must necessarily be linked to the wheel) is necessarily also fixed to this element (the Rocker).When braking, the braking torque is then directly transmitted to the rocker, which induces uncontrolled compression or expansion of the suspension (depending on the position of the rocker's rotation axis), which greatly impairs its operation. For a rear suspension, the braking forces are low and the rocker can "naturally" be positioned so that the lever arm acting on the compression of the suspension is low. But for a front suspension, this phenomenon is so significant that it makes it almost unusable. This is due on the one hand to the much greater braking power on the front wheel compared to the rear wheel, and on the other hand to the impossibility of placing the rocker's rotation point sufficiently far from the wheel axle, for reasons of size, inertia (linked to guidance) and design.

[0005] Document DE29606900U1 shows the preamble of claim 1.

[0006] A known solution is to no longer directly link the brake system to the rocker but to connect it on the one hand to the wheel axle via a pivot link, and on the other hand to the chassis via a so-called "torque" link. The braking torque is then no longer transmitted to the rocker. The principle was used on certain motorcycles between the 1960s and 1980s. The brake systems of the time were of the Drum type. The brake system was therefore "naturally" installed around the wheel axle and the adaptation of a torque link connecting this system to the chassis was easy. When disc brakes became widespread, it would have been too expensive to develop a specific caliper to attach to the wheel axle (standard calipers attach to the chassis and not to the wheel axle). In addition, the connection itself between the wheel and the suspension would not have been standard.This non-standard technology therefore did not survive, leaving the entire market to telescopic forks. Today, there is no longer any single-pivot front suspension on the two-wheeler market. EXPOSE DE L'INVENTION

[0007] The device according to the invention allows the design of a single-pivot type front steering wheel suspension with a "front rocker" with a torque rod, compatible with a standard mounting of the wheel and the brake system.

[0008] In addition, the device according to the invention makes it possible to optimize the position, arrangement and number of suspension parts, allowing significant gains in terms of mass, reliability, production cost and integration.

[0009] To this end, the device according to the invention comprises a first rigid part, called the Fork Frame, connected to the cycle frame (or frame) at the steering column of the latter by a standard pivot connection which ensures the degree of freedom necessary for transmitting the vehicle's guiding movements, and a second rigid part, called the Rocker, connected on the one hand to the Fork Frame by a pivot connection whose axis of rotation is parallel to the axis of rotation of the wheel (hereinafter called the Wheel Axle) and located at the rear of the latter (i.e. towards the rear wheel), and on the other hand to the Wheel via a connection of the embedding type. The wheel of course has its own rotation system, the hub. It is the latter which is connected via an embedding connection to the Rocker, and it is this which ensures the rotation of the moving part of the wheel. For the sake of simplicity, we will only refer to the Wheel in the rest of the document and not to its elements (hub, rim, etc.), without forgetting that the Wheel ensures its own rotation. In addition, the "Wheel Axle" will designate the geometric axis, i.e. a direction and a positioning and not the clamping part used to connect the Wheel and the rocker. Note that the pivot connection between the Fork Frame and the Rocker (whose geometric axis will be called "O Axis" in the rest of the document) is sufficient to perfectly define the kinematics of the Wheel, i.e. its movement. This is why it is called "single-pivot kinematics". The trajectory of the wheel is an arc of a circle included in a plane normal to the Wheel Axle. Note further that this kinematics can have either a single arm, the Wheel being connected to the Rocker on one side only (we then speak of a single-arm fork), or two arms, the Wheel being connected by its two sides.In the second case, the Rocker can be either single and have two arms (one on each side of the Wheel), or double, in which case we will speak of a left rocker and a right rocker. The O Axis can be made by one or more concentric pivots, belonging or not to the same Rockers. These different potential "architectures" have no influence on the kinematics and operation of the present invention. In the remainder of the document, we will therefore concentrate on the side presenting the braking system and we will ignore whether the other side has an arm or not.

[0010] According to a first characteristic, the device has a rigid part, called a Caliper Support, having a compatible interface to accommodate the mounting of a standard brake caliper. This Caliper Support is connected on the one hand to the Rocker by a pivot connection coaxial with the Wheel Axle, and on the other hand to a Torque Rod by a pivot connection, the Torque Rod itself being connected to the Fork Frame by another pivot connection, such that the segments connecting these connections and the connection of the Rocker to the Fork Frame form a non-crossed convex quadrilateral with one degree of freedom allowing the displacement of the Wheel Axle in a plane normal to its direction. It is noted that these pivot connections (with the exception of the connection between the Rocker and the Fork Frame) can be replaced by ball joints if one of the connections allows the transfer of “lateral” forces (i.e.not included in a plane normal to the wheel axle) towards the fork frame, i.e. if at least either the connection between the Rocker and the Caliper Support, or the connection between the Torque Rod and the Fork Frame is of the pivot type.

[0011] According to a second characteristic, the rocker (according to a single-arm architecture or not) is in direct contact with the Wheel, and has a removable embedding connection with the latter, according to existing standards. Thus, in the case of a left rocker and a right rocker, the latter are in embedding connection via the wheel.

[0012] According to a particular embodiment, the Shock Absorber is connected to the Caliper Support (and not to the Rocker unlike the existing one) by a connection adapted to its operation. Connecting the Shock Absorber to the Caliper Support has several advantages. The first advantage is that the caliper support is intrinsically a part supporting large forces because the braking forces are often dimensioning for a fork. The Caliper Support is therefore already dimensioned and can withstand the constraints linked to the Shock Absorber. The Rocker is then relieved of this connection and its associated constraints and can be simplified and lightened. This optimizes the mass of each part. The second advantage is that the Caliper Support will intrinsically rather move in circular translation and not in rotation (because the initial goal of the architecture with Torque Rod is that the caliper does not rotate so as not to transmit its torque to the kinematics).Thus, the connection with the Shock Absorber undergoes very little movement, and can be optimized by replacing, for example, a bearing (heavy and expensive) with a lighter, cheaper or more compact element such as a bearing, flexible connection (elastomer, “silent block”, fiberglass, etc.) or even by a simple recessed connection.

[0013] According to a particular embodiment, the connections on the Caliper Support of the Shock Absorber and the Torque Rod are coaxial. This makes it possible to limit the number of parts and increase compactness, reduce the mass of the assembly and the cost, and finally increase reliability.

[0014] According to a particular embodiment, the Caliper Support is positioned on the inside of the Rocker, i.e. between the rocker and the Wheel, and in such a way that its connection interface with the Rocker is located on a diameter greater than or equal to that of the connection interface between the Wheel and the Rocker. In this position, the Caliper Support is as close as possible to the brake disc and as closely aligned as possible with the brake caliper, which limits the lateral forces that braking could induce and thus makes it possible to optimize the shape, mass and cost of the Caliper Support. In the case of a connection of the Shock Absorber to the Caliper Support, this position also makes it possible to limit the overhang of the compression forces emanating from the wheel and allows optimization of the shape, mass and cost of the Rocker which then recovers less torsional force. Finally, this position of the Caliper Support makes it possible to increase the compactness of the mechanism.

[0015] According to a particular embodiment, the Caliper Support and / or the interface connecting the Caliper Support with the Rocker has(have) a radial opening (relative to the Wheel Axle) sufficiently wide to allow the passage of the Wheel and / or the interface connecting the Wheel with the Rocker. This makes it possible to guarantee the mounting / dismounting of the wheel when this is radial (i.e. conventionally for non-single-arm forks) while maintaining the position of the Caliper Support as close as possible to the Wheel to optimize the compactness and mass of the assembly.

[0016] According to a particular embodiment, the device has a half-moon shaped part, called Half-moon, making it possible to guarantee on the one hand the mounting and position of the connection between the Caliper Support and the Rocker, and on the other hand the mounting and position of the wheel, all without interaction between one and the other. In the case of a Caliper Support in an internal position (i.e. between the Wheel and the Rocker), the connection between the latter and the Rocker is made by a bearing / bearing mounted tightly in the Caliper Support and sliding without play around the interface provided on the Rocker. The Half-moon is a narrow cylindrical part (of the thick washer type), having a sufficient radial opening for the passage of the wheel and / or its mounting interface, and a shape complementary to the wheel and / or its mounting interface at its center.Its external face (the one facing the Rocker) rests on the one hand on the connecting device between the Caliper Support and the Rocker (the bearing or the bearing) and on the other hand on the face of the Rocker which is the interface between the latter and the Wheel and / or its mounting interface. The half-moon is fixedly mounted relative to the Rocker (for example via screws). The half-moon thus guarantees the position and non-disassembly of the connection between the Caliper Support and the Rocker, but also the assembly / disassembly and the position of the Wheel. This solution ensures maximum compactness of the system. In a simplified manner, the half-moon can be replaced by at least two screws placed in such a way that their radial contact with the wheel or the wheel fixing device ensures the correct positioning of the wheel, and that the bearing surfaces of the screw heads overlap the interface between the Rocker and the connecting element of the Caliper Support with the Rocker.

[0017] According to the invention, the mechanism according to the invention is particularly suitable for the use of an external type fork frame. That is to say that the fork frame is hollow and accommodates between its internal faces the Rocker and potentially the other elements (Shock absorber, Torque rod, etc.). The external fork frame makes it possible to increase its inertia sections as much as possible, i.e. to optimize its mass / rigidity / resistance ratio. The internal elements (Rocker and potentially the Shock absorber, the Torque rod, etc.) are then protected from external aggressions, thus increasing the reliability of the system. The external frame must at least have openings for the passage of the external moving elements connected to the Rocker and other internal elements, such as the Caliper support, the brake caliper and the elements of the Wheel which pass through its volume.Advantageously, this external chassis also has access points for tightening the wheel axle, mounting / dismounting internal components and adjusting the shock absorber. This solution also offers the advantage of an integrated and refined design suitable for sports and leisure vehicles. Finally, this architecture is perfectly suited to the use of composite or other existing technologies for the creation of a monocoque type fork chassis.

[0018] According to a particular embodiment, the Caliper Support is such that the brake caliper interface is located in the space below and / or in front of the Wheel Axle. Thus, the braking system does not interfere with the main connection of the Rocker, of which the outer fork frame represents the widest part. The fork frame can then be brought as close as possible to the brake disc, increasing the compactness of the system and reducing the overhang linked to the wheel forces. The entire system is ultimately optimized in terms of mass.

[0019] According to a particular embodiment, the device according to the invention is of the single-arm type. The Rocker is then unique and necessarily placed on the side of the brake system. The Wheel is mounted axially, which simplifies the connection interface between the Caliper Support and the Rocker (the Half-moon is no longer useful). The lateral compactness of the system is further optimized.

[0020] According to a particular embodiment, the device uses a pulled leaf spring perfectly adapted to the rotation kinematics of the Rocker or the torque rod. The leaf spring is therefore linked by connections adapted to its operation on the one hand to the fork frame, and on the other hand to the Rocker or the torque rod on an area located at the rear (i.e. towards the rear wheel) of their connection with the Rocker. BREVE DESCRIPTION DES DESSINS

[0021] The accompanying drawings illustrate the invention: [ Fig 1 ] represents a simplified side view of a cycle equipped with the front suspension which is the subject of the present invention. [ Fig 2 ] represents a simplified ¾ view of a cycle equipped with the front suspension which is the subject of the present invention. [ Fig 3 ] represents a simplified side view of the present invention. The fork frame is shown in section in order to visualize the main internal elements and their connections / axes are identified there. [ Fig 4 ] represents a kinematic diagram of the invention. The main internal elements and their connections / axes are identified there. [ Fig 5 ] represents a simplified ¾ front view of the present invention. For greater visibility, the fork frame and the wheel elements which are not in interaction with the invention are not shown. [ Fig 6 ] is identical to [ Fig 5 ] but without the representation of the standard elements that are the Wheel and the Brake Caliper. [ Fig 7 ] represents a simplified ¾ rear view of the present invention. For greater readability, the fork frame and the elements of the wheel which are not in interaction with the invention are not shown. [ Fig 8 ] is identical to [ Fig 7 ] but without the representation of the standard elements that are the Wheel and the Brake Caliper. [ Fig 9 ] is a frontal section at the level of the wheel axle which allows you to visualize the lateral arrangement of the parts. [ Fig 10 ] allows you to visualize the interface area between the Wheel and the Rocker. [ Fig 11 ] allows you to view the interface area between the Rocker and the Caliper Support. [ Fig 12 ] allows you to visualize the assembly between the Rockers and the Wheel. [ Fig 13 ] allows you to visualize the positioning role of the Half-moon. [ Fig 14 ] is identical to [ Fig 10 ] with the replacement of the Half-moon by two screws. [ Fig 15 ] is identical to [ Fig 13 ] with the replacement of the Half-moon by two screws. [ Fig 16 ] shows the internal elements transparently through the external fork frame. [ Fig 17 ] shows the internal elements through a cutaway of the fork frame. [ Fig 18 ] shows the low position of the brake caliper and the corresponding clearance from the fork frame. [ Fig 19 ] shows in rear view, the arrangement of the fork frame as close as possible (compact) to the brake disc thanks to the low position of the brake caliper. [ Fig 20 ] shows the high rear position of the brake caliper and the corresponding dropout of the fork frame. [ Fig 21 ] shows in a rear view, the arrangement of the fork frame as close as possible (compact) to the brake disc in the case of a high rear position of the brake caliper. [ Fig 22 ] is a front sectional view showing the lateral arrangement of the parts in the case of a single-arm type assembly. [ Fig 23 ] is a ¾ face view showing the Leaf Spring Pulled through the Fork Frame in transparency. [ Fig 24 ] is a ¾ side view showing the Pull Leaf type spring through a section of the fork frame. [ Fig 25 ] is a side view showing the Pull Leaf type spring through a cutaway of the fork frame.

[0022] For clarity, identical or similar elements (i.e. having the same function(s)) in different figures are identified by identical reference signs throughout the figures. Parts are identified by numbers, and their connections / axes are identified by capital letters. Lowercase letters associated with numbers represent information related to the part of the same number. DESCRIPTION DETAILLEE

[0023] [ Fig 1] à [Fig 19 ] represent a 1st embodiment of the invention with internal Caliper Support in low position, Shock absorber directly linked to the Caliper Support with coaxial Shock absorber and torque rod connections, external fork frame of monobloc type and use of the Half-moon for the management of the Wheel / Rocker / Caliper Support interface.

[0024] [ Fig 20] et [Fig 21 ] represent a 2nd embodiment with the brake caliper in the high rear position.

[0025] [ Fig 22 ] represents a 3rd embodiment with a single-arm architecture.

[0026] [ Fig 23] à [Fig 25 ] represent a 4th embodiment using a pulled leaf spring.

[0027] [ Fig 1] et [Fig 2 ] represent the invention mounted on a mountain bike type cycle. The elements that are interfaced with it are identified: The frame of the cycle connected to the invention via its steering socket, the pivot connection of which will be noted (A) in the rest of the document, the Wheel (8) and its Brake Disc (7), and finally the Brake Caliper (6). The central element of the invention, the Caliper Support (3), is also identified. The Axis (O) is the main Axis of the single-pivot kinematics, i.e. the Wheel Axle (noted (W) later) describes an arc of a circle centered on (O).

[0028] The device according to the invention has a fork frame (1) connected on the one hand to the cycle frame by a standard pivot connection (A), and on the other hand to the rocker (2) by a pivot connection (O).

[0029] [ Fig 4 ] shows the kinematic diagram of a particular embodiment, for which the Caliper Support (3) is connected on the one hand to the Rocker (2) by a pivot connection (W), coaxial with the Wheel Axle, and on the other hand to the Torque Rod (4) by a pivot connection (C). The Torque Rod (4) is itself connected to the Fork Frame (1) by a pivot connection (B). For this particular embodiment, the Spring or Shock Absorber (5) is connected on the one hand directly to the Caliper Support (3) by a pivot connection (C) and on the other hand to the Fork Frame by a pivot connection (D). It should be noted that for this specific embodiment, the connection on the one hand between the Caliper Support (3) and the Torque Rod (4), and on the other hand that between the Caliper Support (3) and the Shock Absorber (5) are coaxial and therefore both represented by (C). [ Fig 4 ] finally shows the trajectory of the wheel (and therefore of its axis (w)) identified by (t). (t) is an arc of a circle centered at (O).

[0030] [ Fig 5 ] allows to visualize the previous embodiment of ¾ without the fork frame (1). We can see the Wheel (8) (the parts not useful for understanding the invention are not shown) and its Brake Disc (7). This embodiment being of the “double rocker” type (i.e. not single-arm and having a rocker in 2 separate parts, one left and the other right), we can see the right Rocker (2'). We note that the axes (w) and (O) are noted identically on the left rocker (2) and the right rocker (2') because they are effectively merged; which is necessary for the operation of the mechanism. In other words, the kinematics of the right Rocker (2') is strictly identical to the kinematics of the left Rocker (2).According to this embodiment, the function of the right rocker (2') is only to participate in the transmission of the guiding forces between the fork frame (1) and the wheel (8) and to ensure the geometric stability of the wheel axle (W). Finally, [. Fig 5] et [Fig 6 ] allow you to view the coaxial assembly (C) of the Shock Absorber (5) and the Torque Rod (4) on the Caliper Support (3).

[0031] [ Fig 9 ] allows you to visualize a method of assembling the previous parts using standard elements such as bearings and bearings. In particular, we can see the Shock Absorber (5) connected to the Caliper Support (3) via an axis (C) screwed into the Caliper Support (3) and equipped with a bearing (not marked) ensuring the rotation interface between the axis (C) and the Shock Absorber (5). Inserted between the Caliper Support (3) and the Shock Absorber (5), we can see the Torque Rod (4) whose element ensuring its interface with the axis (C) is a bearing (not marked). We therefore have a double coaxial connection. As for the Caliper Support (3), we can see its interface with the Rocker (2) ensured by the Bearing (11). As specified in the previous presentation, the interface of this Bearing (11) with the Rocker (2) is located on a diameter (d3) greater than the diameter (d8) of the mounting interface between the Wheel (8) and the Rocker (2).Thus, the Wheel (8) is not in contact with the Caliper Support (3), and it is in direct contact and embedded connection with the Rocker (2) (this connection will be detailed later). We also see the Half-moon (9) which ensures the positioning of the Bearing (11) but also of the Wheel (8). Its operation will be detailed later.

[0032] [ Fig 9 ] has shown the compatibility of the interface diameters (d8) and (d3) necessary for the disassembly of the Wheel (8). But in the case of a search for maximum compactness, i.e. by bringing the Caliper Support (3) as close as possible to the Brake Disc (7), this is not sufficient. For this, the Caliper Support (3) must have an opening (o3) (shown on [ Fig 10 ]) to allow the radial passage of the Wheel (8) during its assembly or disassembly. [ Fig 10 ] allows you to visualize the interface location of the Wheel (8) with the Rocker (2) and the Half-Moon (9). Only the central face of the Half-Moon (9) and the inner face of the Rocker (2) are in contact with the Wheel (8) in operation. [ Fig 11 ] allows you to visualize the only interface of the Caliper Support (around this mounting area) which is made with the Rocker (2) via the Bearing (11). The Caliper Support (3) has no contact with either the Wheel (8) or the Half-Moon (9).

[0033] [ Fig 12 ] shows how the Wheel (8) is connected with a recess-type connection to the Rocker (2). In this case, the two Rockers (2) and (2') are connected to the Wheel (8) by flat supports then the axis (W) (not shown) which passes through the two Rockers (2) and (2') and the Wheel (8) and which therefore ensures the axial connection. By friction, the tightening of the axis (W) ends up removing all degrees of freedom. The assembly of the two Rockers (2) and (2') and the Wheel (8) therefore forms a single part from a kinematic point of view.

[0034] [ Fig 13 ] specifies the interface between the Wheel (8) and the Half-moon (9) and thus explains the positioning of the Wheel (8) using this system. [ Fig 14] et [Fig 15 ] show that it is easy to replace the Half-moon (9) with two screws (9') to achieve the same function but in a simpler way.

[0035] [ Fig 16] et [Fig 17 ] show how all the elements of the invention can be integrated into an external chassis (1). By "external chassis" is meant a hollow part accommodating the main parts such as the rocker (2) on its inner faces. Here, all the elements (except the caliper support (3) are integrated into the external chassis (1). Thus, the various parts, and in particular the bearings, bearings and seals of the shock absorber, are protected from external elements (shocks, UV, water, etc.). The other advantage of this embodiment is to optimize the mass / rigidity ratio of the fork chassis (1). Indeed, hollow monocoque type parts are known for their great rigidity and lightness thanks to the optimization of their inertia sections. It is noted that the fork chassis (1) necessarily has openings (o1) and (o1') allowing the passage of the moving elements or for access to various internal parts during assembly or adjustment.We visualize this type of opening on [. Fig 23 ] at the wheel axle (w).

[0036] According to the embodiment described above, the brake caliper is placed in a low position in order to optimize the lateral compactness of the assembly. Fig 18 ] shows the clearance required under the Fork Frame (1) for the passage of the Caliper Support (3) and the caliper (6), and [ Fig 19 ] shows that this position allows the internal face (i.e. towards the Wheel (8)) of the fork frame (1) and the internal face of the caliper support (3) to be brought as close as possible to the brake disc (7); these two faces then being coplanar.

[0037] [ Fig 20] et [Fig 21 ] show another embodiment in which the brake caliper is placed in a rear and high position. It can be seen that no clearance under the fork frame (3) is necessary, which is an advantage for its structure, but that the presence of the caliper support (3) between the disc (7) and the frame (1) (in fact more precisely the connection (O) of the frame (1)) limits the compactness.

[0038] [ Fig 22 ] shows an embodiment of the single-arm type. This makes it possible to avoid the problems of mounting / dismounting the Wheel (8), its installation requiring only axial movements. In this case, the Half-moon type function is no longer necessary and lateral compactness can be maximized. We see in this figure that the interface diameters (d8) and (d3) of the Wheel (8) and the Caliper Support (3) can be strictly identical.

[0039] [ Fig 23 ] And [ Fig 24 ] show an embodiment using a pulled leaf type spring (12), here mounted on the side opposite the brake. Pulled leaf type springs (12) have great advantages (progressiveness, lightness, reliability, etc.) but cannot generally be used on conventional kinematics because they must be pulled and not compressed. The rocker kinematics of the present invention is perfectly suited to the use of this type of spring. In the present embodiment, the pulled leaf (12) is connected on the one hand to the chassis (1) by a pivot (or ball joint) connection (E), and on the other hand to the rocker (2') by a pivot (or ball joint) connection (F) located at the rear (i.e. towards the rear wheel) of the connection (O). As can be seen in these figures, the leaf (12) can be totally or partially integrated into the chassis (1).

[0040] The present invention (and its various embodiments) is particularly suitable for producing a front suspension for a cycle, bicycle, motorcycle, two-wheeled vehicle or equivalent. LISTE DES SIGNES DE REFERENCE

[0041] (1) Fork frame (2), (2') Rocker(s) (3) Caliper support (4) Torque rod (5) Shock absorber (or Spring, i.e. the dissipative and / or elastic element) (6) Brake caliper (7) Brake disc (8) Wheel (9) Half-moon (9') Screw having the function of Half-moon (10) Wheel axle (the part necessary for mounting the wheel) (11) Interface bearing between the Caliper support (3) and the Rocker (2) (12) Pulled blade (A) Connection between (1) and the vehicle frame (B) Connection between (1) and (4) (C) Connection between (3) and (4) (D) Connection between (1) and (5) (E) Connection between (1) and (12) (F) Connection between (2) or (2') and (12) (O) Connection between (1) and (2) (W) Connection between (2) and (3) or representation of the wheel axle (t) Wheel trajectory at (W) (d3) Interface diameter between (3) and (2) (d8) Interface diameter between (8) and (2) (o3) Opening on part (3) (o1) and (o1') Openings on part (1)

Claims

1. Suspension device of a Front Steering Wheel (8) for a vehicle with two wheels or more, comprising a Fork Frame (1) connected to the steering column of the vehicle by a standard pivot connection that provides the degree of freedom necessary for the transmission of the movements guiding the vehicle, a Rocker (2) connected on the one hand to the Fork Frame (1) by a pivot link the axis of rotation of which is parallel to the axis of rotation of the Wheel (8) and located at the rear of the latter, i.e. towards the rear wheel, and on the other hand to the Wheel (8) according to standard assembly principles, a dissipative and / or elastic system (5) installed according to the principles of the art between all parts of the device moving relative to one another, and a Calliper Support (3) having an interface compatible with the mounting of a standard brake calliper (6), and connected on the one hand to the Rocker (2) by a pivot connection coaxial with the Axle of the Wheel (8), and on the other hand to a Torque Link (4) by a pivot or ball joint connection, the Torque Link (4) being itself connected to the Fork Frame (1) by a pivot or ball joint connection, so that the segments connecting these connections and the connection of the Rocker (2) on the Fork Frame (1) form a non-crossed convex quadrilateral with a degree of freedom allowing the movement of the Axle of the Wheel (8) in a plane normal to its direction, characterised in that: • the Fork Frame (1) is hollow and accommodates between its inner faces at least the Rocker (2) and potentially the other elements of the device, • the Fork Frame (1) has at least openings for the passage of the movable elements which are external to it and connected to the Rocker (2) or to other internal elements.

2. Suspension device according to claim 1, characterised in that the dissipative and / or elastic system (5) is directly connected to the calliper support (3) by a pivot, ball joint, flexible or embedding type connection adapted to its operation.

3. Suspension device according to claim 2, characterised in that the connections on the Calliper Support (3) of the dissipative and / or elastic system (5) and of the Torque Link (4) are coaxial.

4. Suspension device according to one of the preceding claims, characterised in that the Calliper Support (3) is positioned on the inner side of the Rocker (2), i.e. between the Rocker (2) and the wheel (8), and such that the interface of connection thereof with the rocker (2) is located on a diameter larger than or equal to that of the connection interface between the wheel (8) and the rocker (2).

5. Suspension device according to one of the preceding claims, characterised in that the Calliper Support (3) and / or the interface connecting the Calliper Support (3) with the Rocker (2) has / have a radial opening, with respect to the Axle of the Wheel (8), wide enough to allow passage of the Wheel (8) and / or the interface connecting the Wheel (8) with the Rocker (2).

6. Suspension device according to claims 4 or 5, characterised in that the connection between the Calliper Support (3) and the Rocker (2) is implemented via a bearing or bushing (11) mounted tightly in the Calliper Support (3) and sliding without play around the interface provided on the Rocker (2).

7. Suspension device according to claim 6, characterised in that • the device has a Half-moon (9) of narrow cylindrical shape of the thick washer type, having a sufficient radial opening for the passage of the Wheel (8) and / or of its mounting interface, and a shape complementary to the Wheel (8) and / or its mounting interface at its centre which makes it possible to position the Wheel (8) during its mounting, • the outer face of the Half-moon (9), i.e. that facing the Rocker (2), bears on the one hand on the bearing or bushing (11) which establishes the connection between the Calliper Support (3) and the Rocker (2) and on the other hand by the face of the rocker (2) which is the interface between the latter and the Wheel (8) and / or its mounting interface, • the Half-moon (9) is fixed in relation to the Rocker (2).

8. Suspension device according to one of the preceding claims, characterised in that: • the Fork Frame (1) has at least openings for access to the Wheel Axle (10) and removal of the same as well as for access to the adjustments of the dissipative and / or elastic system (5) if they exist.

9. Suspension device according to one of the preceding claims, characterised in that the Calliper Support (3) is such that the interface of the brake calliper (6) is located in the space below and / or in front of the Axle of the Wheel (8).

10. Suspension device according to one of the preceding claims, characterised in that the device uses a spring of the Pulled Leaf (12) type connected by connections adapted to its operation, on the one hand to the Fork Frame (1), and on the other hand to the Rocker (2) or to the Torque Link (4) on an area located at the rear, i.e. towards the rear wheel, of their connection with the Fork Frame (1).