Front fork assembly for saddle-ride type vehicle

Abstract

A front fork assembly (100) for a saddle-ride type vehicle (10) includes a pair of a steerer tube (22) and a front fork (60). The front fork assembly (100) includes a first member (110) for connecting the steerer tube (22) to the front fork (60), the first member having a recess for receiving an upper inner member (116) operably connected to the first member (110). The upper inner member (116) is fixedly connected to the steerer tube (22). A second member (120) connects the steerer tube (22) to the front fork (60). The second member (120) has a recess for receiving a lower inner member (126) operably connected to the second member (120). The lower inner member (126) is connected to the steerer tube (22). A pair of upper and lower transmission assemblies (130, 140) are operatively connected to the upper inner member (116) and the lower inner member (126).

Description

[Technical Field]

[0001] The present invention relates generally to vehicles, and more particularly to a front fork assembly for a vehicle. [Background technology]

[0002] Typically, in vehicles, particularly saddle-type vehicles, a pair of front forks connects the wheels, upper bracket, and lower bracket via a head pipe to transmit steering movements applied to the handlebars to the wheels. Saddle-type vehicles are increasingly being used by consumers for multiple types of driving, such as commuting, touring, racing, and off-road driving. However, the vehicle characteristics required for each of these types of driving are slightly different from each other. In particular, there are three parameters that are important for changing the ride-handling characteristics: caster angle, trail, and wheelbase. In existing saddle-type vehicles, these three parameters are fixed, and therefore the ride-handling characteristics cannot be adjusted by the user based on the type of driving.

[0003] A direct correlation exists between the above three parameters and the stability and handling characteristics of a saddle-type vehicle. Changing any of the above three parameters also changes the stability and handling characteristics of the vehicle. Increasing the values ​​of the above three geometry parameters usually improves stability but has a detrimental effect on handling performance. Therefore, there is always a trade-off between stability and handling performance for these geometry parameters. Conventional saddle-type vehicles are usually designed to meet the unique requirements of a targeted segment, and performance requirements in other riding conditions are correspondingly compromised. However, by providing adjustments for caster angle, trail, and wheelbase, both the stability and handling performance of a saddle-type vehicle can be improved according to the rider's requirements.

[0004] Previous attempts to provide adjustment for trail, caster angle, and wheelbase have addressed adjustment of steering offset, and therefore adjustment in trail, caster angle, and wheelbase. However, these saddle-ride vehicles still require loosening multiple screws to make this adjustment, making the adjustment a time-consuming and tedious process. In other attempts, steering offset adjustment is provided by an eccentric insert. However, the problem of loosening screws remains, which increases the time required for this adjustment. This also means that adjustment cannot be made while the vehicle is in motion. Summary of the Invention [Problem to be solved by the invention]

[0005] Therefore, there is a need in the art of front fork assemblies for saddle-ride type vehicles to address at least the aforementioned problems. [Means for solving the problem]

[0006] In one aspect, the present invention is directed to a front fork assembly for a saddle-ride type vehicle. The front fork assembly includes a steerer tube and a pair of front forks. The front fork assembly includes a first member for connecting the steerer tube to the front forks, the first member having a recess for receiving an upper inner member operably connected to the first member. The upper inner member is fixedly connected to the steerer tube. A second member connects the steerer tube to the front forks. The second member has a recess for receiving a lower inner member operably connected to the second member. The lower inner member is connected to the steerer tube. A pair of upper and lower transmission assemblies are operably connected to the upper and lower inner members.

[0007] In one embodiment of the invention, the upper inner member is slidably connected to said first member.

[0008] In a further embodiment of the invention, the lower inner member is slidably connected to said second member.

[0009] In a further embodiment of the present invention, the first and second members are configured with predetermined recesses, and the upper and lower inner members tend to slide longitudinally of the front fork assembly based on an output command.

[0010] In a further embodiment of the present invention, the upper transmission assembly includes an upper set of eccentric gears mounted on the first member.

[0011] In a further embodiment of the present invention, the lower transmission assembly includes a set of lower eccentric gears mounted on the second member.

[0012] In a further embodiment of the invention, the set of upper eccentric gears is connected to the set of lower eccentric gears via a joining shaft, and rotation of the set of upper eccentric gears or the set of lower eccentric gears causes the upper inner member to slide within the first member and the lower inner member to slide within the second member, thereby adjusting the offset between the steering tube and the pair of front forks.

[0013] In a further embodiment of the present invention, the upper eccentric gear set includes an upper central gear connected to the first member via a joining shaft and a pair of upper auxiliary gears configured to mesh with the upper central gear and operably connected to the upper inner member via a first pair of auxiliary shafts, wherein the length of the first pair of auxiliary shafts is shorter than the length of the joining shafts.

[0014] In a further embodiment of the present invention, an upper central gear is provided between the pair of upper auxiliary gears.

[0015] In a further embodiment of the invention, the first member has a first slot for receiving the joining shaft extending from the upper central gear to allow only rotational movement of the joining shaft within the first member.

[0016] In a further embodiment of the invention, the upper inner member has a first longitudinal groove for receiving a joining shaft extending from the upper central gear, and rotation of the upper central gear rotates the pair of upper auxiliary gears, which in turn causes the upper inner member to slide within the first member.

[0017] In a further embodiment of the present invention, the lower eccentric gear set includes a lower central gear connected to the second member via a joining shaft and a pair of lower auxiliary gears configured to mesh with the lower central gear, the lower auxiliary gears being operably connected to the lower inner member via a second pair of auxiliary shafts, the length of the second pair of auxiliary shafts being shorter than the length of the joining shafts.

[0018] In a further embodiment of the present invention, a lower central gear is provided between the pair of lower auxiliary gears.

[0019] In a further embodiment of the invention, the second member has a second slot for receiving the joining shaft extending to the lower central gear to allow only rotational movement of the joining shaft relative to the second member.

[0020] In a further embodiment of the invention, the lower inner member has a second longitudinal groove for receiving a joining shaft that extends to the lower central gear. Rotation of the lower central gear rotates the pair of lower auxiliary gears, and rotation of the pair of lower auxiliary gears causes the lower inner member to slide within the second member.

[0021] In another aspect, the present invention is directed to a dual-wheel vehicle having a front fork assembly. The front fork assembly includes a steerer tube and a pair of front forks. The front fork assembly includes a first member for connecting the steerer tube to the front forks, the first member having a recess for receiving an upper inner member operably connected to the first member. The upper inner member is fixedly connected to the steerer tube. A second member connects the steerer tube to the front forks. The second member has a recess for receiving a lower inner member operably connected to the second member. The lower inner member is connected to the steerer tube. A pair of upper and lower transmission assemblies are operably connected to the upper and lower inner members.

[0022] Reference will now be made to embodiments of the invention, examples of which may be illustrated in the accompanying figures. These figures are intended to be illustrative and not limiting. While the invention has generally been described in the context of these embodiments, it will be understood that it is not intended to limit the scope of the invention to these particular embodiments. [Brief explanation of the drawings]

[0023] [Figure 1] 1 is a side view of an exemplary saddle-ride type vehicle in accordance with an embodiment of the present invention; [Figure 2] 1 is a right side view of a saddle-ride type vehicle according to an embodiment of the present invention. [Figure 3] 1 is a top perspective view of a front fork assembly for a saddle-ride type vehicle according to an embodiment of the present invention; FIG. [Figure 4] FIG. 1 is a front view of a front fork assembly according to an embodiment of the present invention. [Figure 5] FIG. 2 is an exploded view of a front fork assembly according to an embodiment of the present invention. [Figure 6] FIG. 2 is an exploded view of a first member and upper inner member of a front fork assembly in accordance with an embodiment of the present invention. [Figure 7]FIG. 2 is a bottom view of a first member and upper inner member of a front fork assembly in accordance with an embodiment of the present invention. [Figure 8] 8 is a cross-sectional view of the front of the assembly taken along section AA shown in FIG. 7 in accordance with an embodiment of the present invention. [Figure 9] 10A-10C are top views of an upper transmission assembly of a front fork assembly in different positions in accordance with an embodiment of the present invention. [Figure 10] FIG. 2 is a bottom perspective view of a front fork assembly according to an embodiment of the present invention. [Figure 11] FIG. 2 is a top view of the second member and lower inner member of the front fork assembly in accordance with an embodiment of the present invention. [Figure 12] 12 is a cross-sectional view of a front fork assembly taken along section BB shown in FIG. 11 in accordance with an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0024] The present invention relates generally to saddle-ride type vehicles, and more particularly to a front fork assembly for a saddle-ride type vehicle.

[0025] FIG. 1 shows an exemplary saddle-ride type vehicle 10 according to an embodiment of the present invention. The vehicle 10 further includes a head tube (not shown) that supports a steering tube 22 (shown in FIG. 2). The steering tube 22 is connected to a handlebar 50 of the vehicle 10. The vehicle 10 further includes a pair of front forks 60. The pair of front forks 60 is configured to support a front wheel 16 of the vehicle 10. In one embodiment, the pair of front forks 60 supports the front wheel 16 via two telescopic front suspensions 26. The vehicle 10 further includes a handlebar 50 that is connected to the steering tube 22 and extends in the vehicle width direction (W-W') (shown in FIG. 4). The handlebar 50 can rotate to either side of the vehicle 10 during a turning movement of the vehicle.

[0026] Referring to FIG. 2, mechanical trail is defined as the vertical distance between the steering axis, i.e., the axis of the steerer tube 22, and the contact point between the front wheel 16 and the ground. The mechanical trail is shown as (X) in FIG. 2. Adjustment of the mechanical trail (X) can be achieved by adjusting the offset between the steering axis for the pair of front forks 60, i.e., the offset between the steerer tube 22 and the pair of front forks 60. Thus, ride characteristics such as stability and maneuverability can be adjusted. The present invention provides a front fork assembly 100 that can achieve an offset between the steerer tube 22 and the pair of front forks 60.

[0027] 3 and 4, the front fork assembly 100 includes a first member 110. The first member 110 is configured to connect the steerer tube 22 to the front forks 60. In the present invention, the first member 110 has a predetermined recess 112 (shown in FIG. 6). The first member 110 is configured to receive an upper inner member 116 within the predetermined recess 112. Further, the upper inner member 116 is operably connected to the first member 110. Further, the upper inner member 116 is fixedly connected to the steerer tube 22. Thus, rather than a conventional single upper bracket, a split structure of the first member 110 and the upper inner member 116 is provided to connect the steerer tube 22 to the pair of front forks 60.

[0028] As further shown in FIGS. 3 and 4 , the front fork assembly 100 includes a second member 120. The second member 120 is configured to connect the steerer tube 22 to the pair of front forks 60, and the second member 120 is provided below the first member 110. Like the first member 110, the second member 120 has a predetermined recess (not shown). The second member 120 is configured to receive a lower inner member 126 within the predetermined recess. The lower inner member 126 is operably connected to the second member 120. The lower inner member 126 is further connected to the steerer tube 22. Thus, rather than a conventional single lower bracket, a split structure of the second member 120 and the lower inner member 126 is provided to connect the steerer tube 22 to the pair of front forks 60.

[0029] The front fork assembly 100 further includes a pair of upper and lower transmission assemblies 130, 140. The pair of upper and lower transmission assemblies 130, 140 are operatively connected to the upper inner member 116 and the lower inner member 126, respectively. Thus, movement of the pair of upper and lower transmission assemblies 130, 140 can cause movement of the upper inner member 116 and the lower inner member 126, and thus adjust the trail (X) by adjusting the offset between the steerer tube 22 and the pair of front forks 60.

[0030] In one embodiment, the upper inner member 116 is slidably connected to the first member 110, and the lower inner member 126 is slidably connected to the second member 120. Herein, the first member 110 and the second member 120 are configured with the predetermined recesses 112 as described above, whereby the upper inner member 116 and the lower inner member 126 tend to slide within the predetermined recesses 112 of the first member 110 and the second member 120 based on an output command. The upper inner member 116 and the lower inner member 126 tend to slide in the longitudinal direction of the front fork assembly 100, thereby adjusting the offset between the steerer tube 22 and the pair of front forks 60.

[0031] 5, the upper transmission assembly 130 includes a set of upper eccentric gears 130A mounted on the first member 110 to cause movement of the upper inner member 116 and the lower inner member 126 to adjust the offset between the steerer tube 22 and the pair of front forks 60. Similarly, the lower transmission assembly 140 includes a set of lower eccentric gears 140A mounted on the second member 120.

[0032] As shown in Figure 5 and with further reference to Figures 6, 7, and 8, the set of upper eccentric gears 130A is connected to the set of lower eccentric gears 140A via a joining shaft 150. The provision of the joining shaft 150 ensures that the set of lower eccentric gears 140A follows the movement of the set of upper eccentric gears 130A, and vice versa. This ensures that the movement of the upper inner member 116 is always equal to the movement of the lower inner member 126, thus preventing any misalignment.

[0033] In the present invention, rotation of the set of upper eccentric gears 130A or the set of lower eccentric gears 140A causes the upper inner member 116 to slide within the first member 110 and the lower inner member 126 to slide within the second member 120, thereby adjusting the offset between the steerer tube 22 and the pair of front forks 60.

[0034] As further shown in detail in FIGS. 7 and 8 , the set of upper eccentric gears 130A includes an upper central gear 132 connected to the first member 110 via a joining shaft 150. Additionally, the set of upper eccentric gears 130A includes a pair of upper auxiliary gears 134 configured to mesh with the upper central gear 132. Herein, the upper auxiliary gears 134 are operably connected to the upper inner member 116 via a pair of first auxiliary shafts 136A, 136B. As such, the length of the pair of first auxiliary shafts 136A, 136B is shorter than the length of the joining shaft 150 because the pair of first auxiliary shafts 136A, 136B joins the upper auxiliary gears 134 to the upper inner member 116. As can be seen in FIGS. 7 and 8 , in one embodiment, the upper central gear 132 is disposed between the pair of upper auxiliary gears 134.

[0035] To accommodate this arrangement, the first member 110 has a first slot 114 for receiving the joining shaft 150 extending from the upper central gear 132. Thus, the provision of the first slot 114 ensures that only rotational movement of the joining shaft 150 is permitted relative to the first member 110. Additionally, the upper inner member 116 has a first longitudinal groove 118 for receiving the joining shaft 150 extending from the upper central gear 132.

[0036] As shown in detail in FIG. 9 , rotation of the upper central gear 132 rotates the pair of upper auxiliary gears 134. As shown in FIG. 9 , the upper central gear 132 and the upper auxiliary gears 134 of the upper eccentric gear set 130A have an eccentric configuration, so that rotation of the upper central gear 132 causes longitudinal movement of the upper auxiliary gears 134. Due to the provision of the first slot 114, the position of the joining shaft 150 remains fixed within the first member 110, but longitudinal movement is caused within the upper auxiliary gears 134. The longitudinal movement of the upper auxiliary gears 134 is transmitted to the upper inner member 116 via the first pair of auxiliary shafts 136A, 136B. Thus, rotation of the pair of upper auxiliary gears 134 causes the upper inner member 116 to slide within the first member 110. By providing the first longitudinal groove 118, the movement of the upper inner member 116 relative to the joining shaft 150 is free and not hindered in any way. Thus, the offset between the steerer tube 22 and the pair of front forks 60 is adjusted.

[0037] As shown in Figures 10, 11, and 12, the set of lower eccentric gears 140A includes a lower central gear 142. The lower central gear 142 is connected to the second member 120 via a joining shaft 150. The set of lower eccentric gears 140A further includes a pair of lower auxiliary gears 154 configured to mesh with the lower central gear 152. The lower auxiliary gears 154 are operably connected to the lower inner member 126 via a second pair of auxiliary shafts 146A, 146B. Thus, the length of the first pair of auxiliary shafts 146A, 146B is shorter than the length of the joining shaft 150. In one embodiment, the lower central gear 142 is disposed between the pair of lower auxiliary gears 144.

[0038] Similar to the first slot 114 described earlier in this invention, the second member 120 includes a second slot (not shown) for receiving the joining shaft 150 that extends to the lower central gear 142. Thus, the provision of the second slot ensures that only rotational movement of the joining shaft 150 is permitted relative to the second member 120. Furthermore, similar to the first longitudinal groove 118, the lower inner member 126 includes a second longitudinal groove 128 for receiving the joining shaft 150 that extends to the lower central gear 142. As described earlier in this invention, rotation of the lower central gear 142 rotates the pair of lower auxiliary gears 144, which in turn causes the lower inner member 126 to slide within the second member 120. Because the upper central gear 132 and the lower central gear 142 are connected by a joining shaft 150, movement of the upper central gear 132 is reflected in movement of the lower central gear 142, and vice versa. Thus, during operation, either the upper central gear 132 or the lower central gear 142 can be rotated by a user to adjust the offset between the steerer tube 22 and the pair of front forks 60. In one embodiment, during operation, either the upper central gear 132 or the lower central gear 142 can be electrically actuated by an electric motor, which rotates according to user commands to adjust the offset between the steerer tube 22 and the pair of front forks 60, as described above.

[0039] Although the present invention has been described in the context of a saddle-ride type vehicle 10, it should be understood that the described front fork assembly 100 may also be applied to three-wheeled or dual-wheeled vehicles that use a front fork assembly.

[0040] Advantageously, the present invention provides a front fork assembly that allows for easy and cost-effective adjustment of the offset between the steerer tube and the front fork pair. The present invention provides a front fork assembly that eliminates the need to unscrew to adjust the offset.

[0041] Easier adjustment of the offset between the steerer tube and the front fork pair means that characteristics such as trail can be easily adjusted, and therefore rider characteristics such as stability and handling can be seamlessly adjusted according to driving style, such as commuting, cruising, off-roading, etc. This ensures that a single type of vehicle can be used for commuting, cruising, off-roading, etc., without any system-level modifications.

[0042] While the present invention has been described with respect to specific embodiments, it will be apparent to those skilled in the art that various changes and modifications may be made without departing from the scope of the invention as defined in the claims below. [Explanation of symbols]

[0043] 10 Saddle-type vehicle 16 front wheels 22 steering tube 50 handlebars 60 Front fork pair 26 Telescopic front suspension 100 Front fork assembly 110 First member 112 Recess of first member 114 First Slot 116 Upper inner member 118 first longitudinal groove 120 Second member 126 Lower inner member 128 second longitudinal groove 130 Upper Transmission Assembly 130A Upper eccentric gear set 132 Upper central gear 134 Upper auxiliary gear pair 136A, 136B First pair of auxiliary shafts 140 Lower Transmission Assembly 140A Lower Eccentric Gear Set 142 Lower central gear 144 Lower auxiliary gear pair 146A, 146B Second pair of auxiliary shafts 150 Jointed shaft

Claims

1. A front fork assembly (100) for a saddle-ride type vehicle (10), comprising: a steering tube (22) connected to a handlebar (50) of the vehicle (10); a pair of front forks (60) configured to support a front wheel (16) of the vehicle (10); a first member (110) configured to connect the steerer tube (22) to the pair of front forks (60), the first member (110) having a predetermined recess (112) and configured to receive an upper inner member (116), the upper inner member (116) being operably connected to the first member (110), the upper inner member (116) being fixedly connected to the steerer tube (22); a second member (120) configured to connect the steerer tube (22) to the pair of front forks (60), the second member (120) having a predetermined recess and configured to receive a lower inner member (126), the lower inner member (126) being operably connected to the second member (120), the lower inner member (126) being connected to the steerer tube (22); a pair of upper and lower transmission assemblies (130, 140) operably connected to the upper inner member (116) and the lower inner member (126).

2. 2. The front fork assembly (100) for a vehicle (10) of claim 1, wherein the upper inner member (116) is slidably connected to the first member (110).

3. 2. A front fork assembly (100) for a vehicle (10) according to claim 1, wherein said lower inner member (126) is slidably connected to said second member (120).

4. 2. A front fork assembly (100) for a vehicle (10) as recited in claim 1, wherein the first member (110) and the second member (120) are configured with the predetermined recess (112), and the upper inner member (116) and the lower inner member (126) tend to slide in a longitudinal direction of the front fork assembly (100) based on an output command.

5. 2. The front fork assembly (100) for a vehicle (10) according to claim 1, wherein the upper transmission assembly (130) comprises a set of upper eccentric gears (130A) mounted on the first member (110).

6. 2. The front fork assembly (100) for a vehicle (10) according to claim 1, wherein the lower transmission assembly (140) comprises a set of lower eccentric gears (140A) mounted on the second member (120).

7. 7. A front fork assembly (100) for a vehicle (10) as set forth in claim 6, wherein the set of upper eccentric gears (130A) are connected to the set of lower eccentric gears (140A) via a joining shaft (150), and rotation of the set of upper eccentric gears (130A) or the set of lower eccentric gears (140A) causes the upper inner member (116) to slide within the first member (110) and the lower inner member (126) to slide within the second member (120), thereby adjusting the offset between the steering tube (22) and the pair of front forks (60).

8. 8. A front fork assembly (100) for a vehicle (10) according to claim 7, wherein the set of upper eccentric gears (130A) comprises an upper central gear (132) connected to the first member (110) via the joined shaft (150) and a pair of upper auxiliary gears (134) configured to mesh with the upper central gear (132), the upper auxiliary gears (134) being operably connected to the upper inner member (116) via a pair of first auxiliary shafts (136A, 136B), and a length of the pair of first auxiliary shafts (136A, 136B) being shorter than a length of the joined shafts (150).

9. 9. A front fork assembly (100) for a vehicle (10) according to claim 8, wherein said upper central gear (132) is disposed between said pair of upper auxiliary gears (134).

10. 9. A front fork assembly (100) for a vehicle (10) according to claim 8, wherein the first member (110) comprises a first slot (114) for accommodating the joining shaft (150) extending from the upper central gear (132) to allow only rotational movement of the joining shaft (150) relative to the first member (110).

11. 11. A front fork assembly (100) for a vehicle (10) as recited in claim 10, wherein the upper inner member (116) includes a first longitudinal groove (118) for accommodating the joining shaft (150) extending from the upper central gear (132), and wherein rotation of the upper central gear (132) rotates the pair of upper auxiliary gears (134), and rotation of the pair of upper auxiliary gears (134) causes the upper inner member (116) to slide within the first member (110).

12. 8. A front fork assembly (100) for a vehicle (10) according to claim 7, wherein the set of lower eccentric gears (140A) comprises a lower central gear (142) connected to the second member (120) via the joined shaft (150) and a pair of lower auxiliary gears (154) configured to mesh with the lower central gear (152), the lower auxiliary gears (154) being operably connected to the lower inner member (126) via a pair of second auxiliary shafts (146A, 146B), the length of the pair of second auxiliary shafts (146A, 146B) being shorter than the length of the joined shafts (150).

13. 13. A front fork assembly (100) for a vehicle (10) according to claim 12, wherein said lower central gear (142) is disposed between said pair of lower auxiliary gears (144).

14. 13. A front fork assembly (100) for a vehicle (10) as set forth in claim 12, wherein the second member (120) includes a second slot for accommodating the joining shaft (150) extending to the lower central gear (142) to allow only rotational movement of the joining shaft (150) relative to the second member (120).

15. 15. A front fork assembly (100) for a vehicle (10) as set forth in claim 14, wherein the lower inner member (126) includes a second longitudinal groove (128) for accommodating the joining shaft (150) extending to the lower central gear (142), wherein rotation of the lower central gear (142) rotates the pair of lower auxiliary gears (144), and rotation of the pair of lower auxiliary gears (144) causes the lower inner member (126) to slide within the second member (120).

16. A dual-wheel vehicle, A front fork assembly (100) is provided, the front fork assembly (100) comprising: a steering tube (22) connected to a handlebar (50) of the vehicle (10); a pair of front forks (60) configured to support a front wheel (16) of the vehicle (10); a first member (110) configured to connect the steerer tube (22) to the pair of front forks (60), the first member (110) having a predetermined recess (112) and configured to receive an upper inner member (116), the upper inner member (116) being operably connected to the first member (110), the upper inner member (116) being fixedly connected to the steerer tube (22); a second member (120) configured to connect the steerer tube (22) to the pair of front forks (60), the second member (120) having a predetermined recess and configured to receive a lower inner member (126), the lower inner member (126) being operably connected to the second member (120), the lower inner member (126) being connected to the steerer tube (22); a pair of upper and lower transmission assemblies (130, 140) operably connected to the upper inner member (116) and the lower inner member (126).

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