Wheel suspension for a vehicle

Abstract

A wheel suspension for a vehicle comprises: - a guide tube (10) which assumes an operating position and, in the operating position, can be mounted or is mounted on a vehicle chassis or is fixedly connected thereto or is part thereof and which has, in the operating position on or as part of the vehicle chassis with respect to a vehicle standing on a level horizontal underlying surface, a guide tube axis extending vertically or at an incline with respect to a vertical direction in accordance with a target guide tube angle; - a wheel fork (3) which has two fork blades (4) and is mounted on the vehicle chassis in at least one mounting region at least by means of the guide tube (10) in the operating position thereof; and - mounting devices, at free end regions of the fork blades, for rotatably mounting a running wheel (2) between the fork blades. According to the invention, the wheel fork (3) is relatively movably mounted or can be relatively movably mounted radially outside on the guide tube (10) by means of the mounting region (5, 6) of the wheel fork.

Description

[0001] Wheel suspension for a vehicle Description

[0002] area of

[0003] The present invention relates to a preferably sprung and preferably steerable wheel fork of a vehicle, which is stable and easy to manufacture and is particularly well suited for being stably attached to a vehicle chassis. More specifically, the invention relates to a wheel suspension for a vehicle comprising such a wheel fork.

[0004] State of the art

[0005] In many wheel suspension applications, the wheel is guided by a continuous axle, which is held on both sides by a wheel fork. Examples include most two-wheelers and the front wheels of trikes or single-wheeled constructions, which are usually mounted below a chassis, such as on trolleys or small aircraft.

[0006] Especially in steerable wheels, a fork suspension is used which is rotatably mounted on the fork tube, the fork tube being enclosed by a steering tube which in turn is firmly connected to the chassis of the vehicle or is part of the frame, as is the case with bicycles.

[0007] In this design, the fact arises that the pivot axis (wheel axle) of the wheel in question, which is held in dropouts or other holding devices of the fork, is often significantly wider than the fork tube.

[0008] Mountain bikes, e-scooters, and motorcycles, which typically have relatively wide tires and usually fork legs with stanchion suspension (resulting in a tubular fork leg design), generally use flat, elongated, transversely mounted triple clamps to connect the fork tube and fork legs. However, these triple clamps are subjected to relatively high vertical forces resulting from the vehicle's weight, leading to significant bending stresses. Therefore, they must be very robust and heavy.

[0009] The connection between the fork legs is heavily stressed due to the regularly sharp and double redirection of these vertical forces from the fork legs to the fork head.

[0010] If the fork does not use an integral construction like carbon versions, the fork legs and fork tube are made from individual parts and joined together at the head, usually by welding, which makes manufacturing difficult and time-consuming.

[0011] While older bicycles used lugs for the connection, the unicrown fork has become the standard for many bicycle forks, in which the fork legs are slightly curved at the top, thus achieving the smoothest possible bend with flowing shapes, with the redirection angle of the vertical forces approaching 45 degrees.

[0012] For smaller wheel diameters, a multiply bent flat iron is often used as the wheel fork, onto which the fork tube is welded at a right angle, which leads to corresponding notch stresses.

[0013] On narrow wheels with relatively large diameters, such as racing bikes, the fork legs are designed straight and slightly angled towards the fork crown to transfer forces as directly as possible to the crown and to make it as compact as possible. The fork legs then form a relatively narrow triangle with the pivot point. This solution is statically very stable, but results in a fairly wide fork at the dropouts of the fork legs, and it also precludes the use of sprung fork legs like those found in a stanchion suspension system.

[0014] On narrow wheels with relatively large diameters, such as racing bikes, the fork legs are designed straight and slightly angled towards the fork crown to direct the forces as directly as possible into the fork crown and to make the crown as compact as possible. The fork legs then form a relatively narrow triangle with the pivot point (rotating shaft). This solution is statically very stable, but results in a rather wide pivot point, and also precludes the use of sprung fork legs like those found in a stanchion suspension system.

[0015] In state-of-the-art forks, the fork head is subjected to heavy loads. In addition to vertical forces, it must also absorb horizontal forces during braking, which are further amplified by the leverage effect of long fork legs or long steering columns, as found on kick scooters and e-scooters.

[0016] The lower headset bearing, located between the fork crown and the lower edge of the head tube, is subjected to just as much stress as the fork crown. For riding safety, both the axial and radial play must be adjusted simultaneously, requiring high manufacturing precision for all components and a certain feel from the mechanic performing the adjustment.

[0017] Another challenge is posed by suspension forks. Most bicycles use telescopic forks with lower legs, which are characterized by low unsprung mass and good responsiveness, but compared to rigid forks are distinguished by higher weight and lower torsional stiffness.

[0018] In contrast, with steerer tube suspension, the spring elements are not located in the fork legs, but rather in (see, for example, DE 197 13 671 C2 and US 5,509,674) or around the steerer tube (see also WO 00 / 40454 A1 and US 5,320,374) inside the head tube. This latter design, which Cannondale also marketed as "headshok" on bicycles, requires a head tube with a relatively large diameter to prevent the fork crown from becoming too narrow, thus necessitating a correspondingly larger amount of material. Steerer tube suspension offers torsional rigidity comparable to a rigid fork and is used, among other things, in kick scooters and e-scooters.

[0019] In contrast, the invention aims at a stable and easily manufactured wheel suspension that is particularly well suited to being stably attached to a vehicle chassis without the aforementioned disadvantages of conventional solutions.The invention provides a wheel suspension for a vehicle, comprising: a guide tube that can be mounted on or is mounted on a vehicle chassis in an operating position, or is fixedly connected to or belonging to a vehicle chassis, and which assumes the operating position and which, in its operating position, has a vertically extending guide tube axis or an inclined guide tube axis relative to a vertical direction according to a nominal guide tube angle with respect to a vehicle standing on a horizontal, flat surface; a wheel fork having two fork legs, which is mounted on the vehicle chassis at least by means of the guide tube in its operating position at at least one bearing area;

[0020] Bearing devices at free end areas of the fork legs for the rotary bearing of a wheel between them, for example in the form of dropouts, in which a wheel axle of the wheel is held or can be held.

[0021] According to the invention, the wheel suspension is characterized in that the wheel fork is mounted or can be mounted in a relatively movable manner on the outside of the guide tube by means of its bearing area.

[0022] Advantageously, the bearing area can be provided to include at least one fork bridge that encloses the guide tube at least partially on the outside, preferably defining a fork bridge axis coaxial to the guide tube axis, which connects the two fork legs, wherein preferably a sliding element arrangement is effective between an inner circumference of the fork bridge and an outer circumference of the guide tube.

[0023] Advantageous embodiments are characterized by at least two fork bridges offset from one another along the guide tube axis and / or by a preferably arcuate fork leg connector connecting the two fork legs and offset from the at least one fork bridge and the guide tube in the direction of the bearing devices. The wheel suspension can be designed with a damper-spring arrangement which is supported or can be supported directly or indirectly on the wheel fork and directly or indirectly on the vehicle chassis.

[0024] The damper-spring arrangement can advantageously comprise at least one damper-spring element which is arranged above the guide tube and the at least one fork bridge, preferably between a fork leg bearing and a fork head receptacle supported or capable of being supported on the vehicle chassis or belonging to the vehicle chassis.

[0025] Alternatively or additionally, it is advantageous to provide that the damper-spring arrangement includes at least one damper-spring element which is arranged below the guide tube and above one / the fork leg connector, preferably between a fork leg bearing and a support arrangement supported or capable of being supported on the vehicle chassis or belonging to the vehicle chassis, in particular a longitudinal beam.

[0026] Advantageously, the wheel fork can be mounted or supported at least in a sliding manner radially outside the guide tube by means of its bearing area in order to accommodate compression and rebound movements permitted by the damper-spring arrangement during operation.

[0027] According to an advantageous approach, the guide tube can be arranged in a rotationally fixed position relative to the vehicle chassis in the operating position, wherein, in the case of a steerable wheel, the wheel fork is or can be mounted, at least rotationally movable, radially outside the guide tube by means of its bearing area. In the case of a steerable wheel, steering forces can be exerted on the wheel fork at a coupling area.

[0028] According to an equally advantageous alternative approach, the guide tube can be rotatably mounted or mounted to the vehicle chassis by means of a rotary bearing arrangement relative to it, wherein the guide tube and the wheel fork are preferably coupled or couplingable for common rotation. The latter can be achieved, for example, by at least one rotary drive element on an outer circumference of the guide tube, which engages or can be brought into positive-locking rotary engagement with at least one counter-rotation element of the wheel fork, preferably formed by a section of one of the fork legs, wherein the rotary engagement preferably allows a relative displacement movement between the wheel fork and the guide tube.

[0029] Advantageously, the wheel fork can serve as a rotary bearing for a steerable wheel, wherein preferably steering rotational forces can be exerted on the guide tube at a coupling area or steering rotational forces can be exerted on the wheel fork at a coupling area.

[0030] For example, a steering column, preferably inserted or insertable into the guide tube, can be coupled or coupled to the guide tube by means of a force-fit or form-fit connection, so that the steering rotational forces can be exerted on the guide tube by means of the steering column.

[0031] The invention further provides a vehicle with at least one wheel suspension as proposed above, the guide tube of which is mounted on a vehicle chassis of the vehicle in an operating position, non-rotatably or rotatably relative to it, or the guide tube of which is otherwise non-rotatably connected to the vehicle chassis or integrated into the vehicle chassis and thus belongs to it.

[0032] Advantageously, the vehicle can be designed as a single-track vehicle, for example as a kick scooter or kick scooter. The guide tube, together with the wheel fork and, if applicable, an associated chassis component, can be adjustable relative to the rest of the chassis between an operating position for driving and a folded position for space-saving storage, in particular by pivoting, and can be locked in these positions.

[0033] It is advantageous to provide that the wheel suspension is held by struts inside a box structure belonging to the vehicle chassis and thus connected to the vehicle chassis, wherein the box structure is preferably arranged in the area of ​​a steering column or between a steering column and a footrest above the footrest and most preferably has at least one vertical surface serving as a support.

[0034] A vehicle designed as a cargo bike is also being considered. In this case, the wheel suspension can be held externally by struts attached to a cargo box and thus connected to the vehicle chassis. Alternatively or additionally, at least one damper-spring element can be provided, which is arranged below the guide tube and above a fork leg connector, preferably between a fork leg bearing and a support assembly that is supported or can be supported by the vehicle chassis or is part of the vehicle chassis.

[0035] As a further development, it is proposed that a steering shaft extends longitudinally along the vehicle and is coupled to the wheel fork by a steering gear in such a way that steering movements can be imparted to it. The steering shaft can extend through a support of the support assembly.

[0036] Completely different types of vehicles are also conceivable, even an aircraft, which can constitute a vehicle according to the invention when taxiing. In this case, the wheel suspension can be part of a nose wheel. This nose wheel can be adjustable between a rest position and an operating position and steerable in the operating position.

[0037] Preferred embodiments of the invention may be advantageously characterized by features of at least one of the following proposals V1 to V10:

[0038] V1 A wheel suspension consisting of a vehicle chassis, a wheel with a continuous axle, a wheel fork comprising two fork legs and at least one triple clamp, a central vertically arranged guide tube, an upper fork leg bearing, wherein the fork legs are each fixedly connected at their lower end on each wheel side to the wheel axle and horizontally above the wheel by the triple clamps and are connected at their upper edge to the fork leg bearing, which in turn is connected to the vehicle chassis, wherein triple clamps, guide tube and fork pivot bearing are arranged coaxially, the guide tube is located above the wheel and concentrically within the wheel fork and is enclosed by it from the outside, and the guide tube is further connected to the chassis.

[0039] V2 wheel suspension, in which the guide tube rotates at most around its own axis during driving and is otherwise fixed relative to the vehicle chassis.

[0040] V3 wheel suspension, in which the guide tube keeps the tilt and inclination angle of the wheel fork constant in the driving condition and the guide tube largely absorbs horizontal forces acting on the wheel longitudinally and transversely to the direction of travel.

[0041] V4 wheel suspension, in which the fork leg bearing largely absorbs the vertical forces acting on the wheel.

[0042] V5 wheel suspension, in which sliding elements are located between the guide tube and the wheel fork, reducing friction and play between the two components.

[0043] V6 wheel suspension in which the wheel fork contains at least one spring-damper unit to compress when encountering obstacles on the ground, with the wheel fork and guide tube performing linear movements relative to each other.

[0044] V7 Wheel suspension in which the wheel fork is rotatable about its longitudinal axis to perform steering movements, with the wheel fork and guide tube moving axially relative to each other. V8 Wheel suspension in which a steering column is inserted into the guide tube, with the guide tube and steering column being axially fixed relative to each other, thus allowing steering movements to be transmitted from the steering column to the guide tube.

[0045] V9 wheel suspension in which at least one fork leg guide is attached to the guide tube, which transmits steering movements from the guide tube to the wheel fork.

[0046] V10 wheel suspension, in which the guide tube is movable relative to the chassis when at rest and can be retracted or folded into it.

[0047] It is not necessary to implement all features of each of these proposals.

[0048] The invention will be explained in more detail below with reference to exemplary embodiments shown in the attached figures, which are not to be considered limiting.

[0049] They show:

[0050] Figure 1 An exploded view of a first embodiment of a wheel fork according to the invention with associated components.

[0051] Figure 2 The wheel fork of Figure 1 with the associated components in an assembled state in a perspective view.

[0052] Figure 3 The wheel fork of Figure 2 in a fully extended state in a side view.

[0053] Figure 4 The wheel fork of Figure 2 in a compressed state in a side view.

[0054] Figure 5 An axial or cross-sectional view of the wheel fork.

[0055] Figure ß A front view of a second embodiment of a wheel fork according to the invention with associated components including a longitudinal member belonging to the vehicle chassis.

[0056] Figure 7 A perspective view of the wheel fork of the second embodiment with the longitudinal member. Figure 8 A perspective view of a vehicle according to the invention, equipped with a wheel fork according to the first embodiment, in the form of a kick scooter.

[0057] Figure 9 A side view of the scooter of Figure 8.

[0058] Figure 10 A perspective partial view of a device according to the invention, with a

[0059] Wheel fork of a vehicle equipped according to the second embodiment in the form of a cargo bike.

[0060] Figure 11 A side view of the cargo bike of Figure 10.

[0061] Detailed description

[0062] Figure 1 shows essential components of a wheel fork according to the invention, which can also be described as a "cage wheel fork", based on the first embodiment, using a 3D exploded view.

[0063] Unlike conventional wheel forks, where all static and dynamic forces act in combination on one component, such as the fork bridge or the fork head bearing, the cage-type wheel fork 3 according to the invention takes care to absorb the forces as far as possible by different structurally specialized components.

[0064] The invention also offers advantageous possibilities for manufacturing the components more easily or flexibly than with wheel forks according to the prior art.

[0065] As shown in Figure 2, the wheel axle 1 is received on each side by a fork leg 4 at its lower end by suitable bearing devices. The fork legs 4 can advantageously be designed as straight, elongated struts extending vertically upwards parallel to each other and are preferably symmetrical. They can expediently be connected approximately in the middle and preferably at their upper ends by cylindrical fork bridges 5 and 6, the axial orientation of which is vertical. Due to the preferably round shape of the fork bridges 5 and 6, the wheel fork assembled according to the invention from the elements 4 to 6 forms a cage 3 (see Figure 1) which is very torsionally rigid with respect to movements in and opposite to the steering movement.

[0066] In addition to these torsional forces, the fork bridges 5, 6 also absorb horizontal forces, which arise, for example, when braking or driving over obstacles (here only the horizontal component) along the direction of travel or when steering perpendicular to it.

[0067] The vertical forces, which result mainly from gravity but also from the pitching motion when braking the vehicle, act only on the fork legs 4 within the cage-wheel fork 3.

[0068] The steering angle or caster angle of the wheel fork is not considered in this analysis and is therefore idealized. In the figures and explanations here, the weight force is thus considered only as a purely vertical force.

[0069] The components 10 to 14, which are located laterally inside and outside the cage-wheel fork 3 as can be seen in Figures 2-5, form the fork guide 9, as can be seen especially in Figure 1.

[0070] The guide tube 10 is an elongated, vertically oriented guide body. It is positioned coaxially to the cage-type wheel fork 3 and is enclosed by it from the outside. This means that, according to the invention, the externally located cage-type wheel fork 3 is guided axially from the inside instead of from the outside, as is the case with wheel forks according to the prior art, for example, by the head tube.

[0071] The guide tube 10 rests with minimal play against the fork bridges 5, 6 of the cage-type wheel fork 3, so that, according to the invention, it can only perform axial movements and rotational movements against the longitudinal axis of the guide tube 10, with the rotational movements occurring during steering movements and the axial movements occurring during compression and rebound of the front wheel when driving over uneven surfaces.

[0072] To minimize friction and play between the cage-type fork 3 and the guide tube 10, adjustable sliding blocks 7 can be used, as shown in Figures 1 and 5. These are preferably mounted on the inner surfaces of the fork crowns 5, 6 and act simultaneously as axial and radial sliding bearings (i.e., pivot bearings). Compared to the slider tube systems of fork head suspensions according to the prior art, these are easily accessible and therefore easy to maintain and finely adjust.

[0073] The horizontal forces acting on the fork legs 4 and the fork bridges 5, 6 are transmitted to the guide tube 10 and in turn absorbed by its preferably bearings at the lower guide tube bearing 11 on the underside and at the upper guide tube bearing 12 on its upper side. These are preferably connected to the vehicle chassis (not shown), which is located around the cage-type wheel fork 3 according to the invention, via horizontal struts 13.

[0074] The horizontal struts 13 are preferably subjected to tension and compression only by the horizontal forces.

[0075] Preferably, the wheel fork is steered, with the steering movements originating from a steering column 18, which is preferably positively inserted into the guide tube 10 and thus transmits the steering movements to it. In this preferred embodiment (see Figure 5), the guide tube 10 rotates against its stationary guide tube bearings 11 and 12, which are therefore designed as pivot bearings.

[0076] In the preferred design, the guide tube 10 itself rotates only around its own axis and otherwise makes no movements relative to the vehicle chassis.

[0077] The steering movements are preferably transmitted to the fork legs 4 via vertically aligned fork leg guides 14, which are mounted on the outside of the guide tube 10 and act as drivers.

[0078] All components which, according to the preferred embodiment shown, transmit the vertical forces from the fork legs 4 to the vehicle chassis are shown above the cage-wheel fork 3 in Figures 2 to 4 and at the very top in Figure 1.

[0079] Specifically, these are preferably the fork leg bearing 15, the spring-damper element 17 and the fork head mount with vertical struts 16. Preferably, the fork leg bearing 15 is designed as an axial rotary bearing in order to compensate, like the guide tube bearings 11 and 12, for the rotational movement of the cage-type wheel fork 3 occurring during steering relative to the spring-damper element 17 and the fork head mount with vertical struts 16.

[0080] As can be seen in Figures 1 to 4, the fork legs 4 are preferably supported indirectly upwards via the intermediate fork leg bearing 15 and a spring-damper element 17 on the fork head support 16, which preferably has struts that are subjected to compression and distribute the vertical forces over a large area on the chassis.

[0081] The cage wheel fork 3 and all parts 15, 16, 17 are coaxially aligned so that the vertical forces opposing gravity are transmitted from the wheel axle 1 in a straight line to the vehicle and only shear stresses are exerted on parts 4, 15, 16, 17.

[0082] Preferably the cage-type wheel fork 3 has a spring-damper element 17, which in the simplest case can be designed, for example, as an elastomer cylinder.

[0083] Figures 3 and 4 illustrate the movements that occur when driving over an obstacle. During compression (Figure 4), wheel 1, wheel axle 2, cage-type fork 3, and fork leg bearing 15 move upwards relative to the parts of the fork guide 9, the fork head mount with vertical struts 16, and preferably the steering column 18. The spring-damper element 17 is compressed in the process.

[0084] According to the illustrated embodiment, the invention transfers the principle of orthogonal force vector decomposition and component mounting via component-specific mounts from the independent wheel suspension of a passenger car to a sprung wheel fork. The cage-type wheel fork 3 corresponds to the wheel carrier, the spring-damper element 17 and the fork leg bearing to the strut of a passenger car wheel suspension, and the guide tube 10 with guide tube bearings 11, 12 and horizontal struts 13 to the various control arms of a passenger car wheel suspension. In addition to this basic principle, further advantageous features of the invention result from the following:

[0085] While the diameter of the cage-type fork 3 depends on the width of the wheel 2 and other attachments, such as for the brake, the diameter of the guide tube 10 can be chosen relatively freely, as long as its outer diameter is smaller than the inner diameter of the fork crowns 5, 6. The corresponding difference can be compensated for by the thickness of the sliding pieces 7.

[0086] However, especially with narrow wheels 2, the cage-wheel fork 3 according to the invention offers better possibilities to use larger cross-sections for the purposes of lightweight construction and strength.

[0087] In this way, components of a drive or servo control can be integrated into the guide tube 10, which is one of the sprung masses, and thus kept relatively vibration-free.

[0088] With regard to manufacturing, the cage-type wheel fork 3 according to the invention offers great flexibility.

[0089] Preferably, fork legs 4 and fork bridges 5, 6 are to be manufactured separately in order to achieve optimal structures in each case and then joined together.

[0090] As a compromise between simple manufacturing and stability, the fork legs 4 are preferably designed as curved flat struts, where, in addition to various metals, bamboo can also be used as a material.

[0091] The resulting large contact surfaces between fork legs 4 and fork crowns 5, 6 allow for various joining methods, including bonding. In contrast to conventional bicycle fork designs, welding can thus be avoided, although welding is not excluded and can be considered as a suitable joining method.

[0092] The cage-type wheel fork 3 can also be produced in one piece from a cylinder by subtractive separation processes. Figures 8 and 9 show an example application of a wheel fork or wheel suspension according to the invention in a kick scooter with a wheel housing 22 belonging to the vehicle chassis. The illustrated kick scooter can be based on the previously known design according to WO 2024 / 017937 A1 and DE 202022 104 105 U 1 of the present applicant.

[0093] In this application, it is preferred that both the horizontal struts 13 and the fork head receptacle with vertical struts 16 are distributed over a large area of ​​the wheel housing 22, which is part of the structure designated as frame (1) in WO 2024 / 017937 A1, so that the vertical and horizontal forces are distributed over the entire structure of the wheel housing 22 or of such frame 1 from WO 2024 / 017937 A1. According to the invention, the connecting struts 13, 16 are subjected only to tensile and compressive loads. The wheel housing can correspond to the support (13) of the frame (1) according to the design of WO 2024 / 017937 A1 and form a support of at least one vertical surface.

[0094] Further variations arise as follows:

[0095] The elements guide tube 10, steering column 18, and fork bridges 5, 6 can consist of angular, interlocking, and abutting tubular profiles. Thus, the steering movement can be transmitted through the positive fit between the guide tube 10 and the fork bridges 5, 6, eliminating the need for the fork leg guide 14.

[0096] In the case of non-steered wheels, or when the rotational movement is initiated at the fork leg bearing 15 and transmitted to the fork legs 4, the guide tube 10 is preferably rigidly connected to the vehicle chassis (or even part of the vehicle chassis) and does not itself move. In this case, the guide tube bearings 11 and 12, in addition to the steering column 18, can be omitted or do not need to be designed as pivot bearings.

[0097] An alternative embodiment of the cage-type wheel fork 3 is shown in Figures 6 and 7. Here, the vertical forces are absorbed by a relatively low-lying longitudinal beam 19, which rests on a fork arch 8 that transmits the vertical forces as directly as possible into the fork legs 4. Preferably, the longitudinal beam is connected on its upper side to the guide tube 10 via a longitudinal beam bearing 21 designed as a pivot bearing, in order to compensate for its rotational movements against the stationary longitudinal beam 19 when steering.

[0098] A spring-damper element 17 with a fork leg bearing 20 is preferably mounted below, the latter being designed as a pivot bearing to compensate for the rotational movement of the connected fork leg 8 against the spring-damper element 17. The fork leg bearing 15, parts 12, the fork head mount with vertical struts 16, and the lower guide tube bearing 11 with the associated lower horizontal struts 13 are omitted in the illustrated embodiment.

[0099] An embodiment of a vehicle with such a variant is a cargo bike shown schematically and in part in Figures 10 and 11. Here, a loading box 23 is mounted on a longitudinal beam 19. The steering column 18 is located behind the loading box 23. The saddle and rear wheel are not shown.

[0100] Steering is effected via a steering shaft 24, which is rotatably mounted about its axis in the longitudinal beam 19 and via the bevel gear pairs 25, 26 and 27, 28 as a steering gear.

[0101] The steering movements are transmitted via the bevel gear 28, which is rigidly connected to the steering column, to its slave bevel gear 27 on the steering shaft 24, and from there, by means of the master bevel gear 26, to the bevel gear 25, which is rigidly connected to the cage fork. This design avoids the connecting rods that are otherwise regularly used in cargo bikes.

[0102] The term "loading box" is used here in a general sense to include a loading platform. The steering column is then located behind the loading platform, which is represented as a wireframe in the figures. Steering movements are transmitted by pairs of bevel gears, the vertical links of which can be mounted on a shaft that is rotatably mounted in the longitudinal member, as already mentioned. The horizontal pairs can be attached to the steering column or the guide tube with through bolts. Since the load is primarily borne by the longitudinal member—similar to a truck's ladder frame—this arrangement offers flexibility in terms of body design, unlike many designs with a conventional front fork.

[0103] If no steering system is to be installed, in addition to the steering column, the fork arch bearing 20 and the longitudinal beam bearing 21 are also omitted, and the longitudinal beam can then be directly connected to the fork arch 8 at the bottom and the guide tube 10.

[0104] If no suspension is implemented, the spring-damper element 17 is omitted in all variants.

[0105] Reference symbol list

[0106] 1 wheel axle

[0107] 2 wheel

[0108] 3 cage wheel fork

[0109] 4 Fork leg

[0110] 5 lower triple clamp

[0111] 6 upper fork bridge

[0112] 7 sliding pieces

[0113] 8 forked arch

[0114] 9 Fork guide

[0115] 10 guide tube

[0116] 11 lower guide tube bearing

[0117] 12 upper guide tube bearing

[0118] 13 horizontal struts

[0119] 14 Fork leg guide

[0120] 15 Fork leg bearings

[0121] 16 Fork head mount with vertical struts

[0122] 17 Spring-damper element

[0123] 18 Steering column

[0124] 19 longitudinal beams

[0125] 20 fork leg bearings

[0126] 21 Longitudinal beam bearings 22 Wheel arch

[0127] 23 charging boxes

[0128] 24 Steering shaft

[0129] 25 Bevel gear cage fork 26 Encoder bevel gear steering shaft

[0130] 27 Slave bevel gear steering shaft

[0131] 28 Bevel gear steering column

Claims

Claims 1. Wheel suspension for a vehicle, comprising: a guide tube (10) that can be mounted on or is mounted on a vehicle chassis in an operating position, or is permanently connected to or belonging to a vehicle chassis and assumes the operating position, which in its operating position has a guide tube axis extending vertically or inclined relative to a vertical direction according to a nominal guide tube angle with respect to a vehicle standing on a horizontal, flat surface; a wheel fork (3) having two fork legs (4), which is supported on the vehicle chassis at at least one bearing area at least by means of the guide tube (10) in its operating position; bearing devices at free end regions of the fork legs for the rotary bearing of a wheel (2) between them;characterized in that the wheel fork (3) is or can be mounted so as to be relatively movable on the outside of the guide tube (10) by means of its bearing area (5, 6).

2. Wheel suspension according to claim 1, characterized in that the bearing area comprises at least one fork bridge (5, 6) which encloses the guide tube at least partially on the outside and preferably defines a fork bridge axis coaxial to the guide tube axis, connecting the two fork legs (4), wherein preferably a sliding element arrangement (7) is effective between an inner circumference of the fork bridge (5, 6) and an outer circumference of the guide tube (10).

3. Wheel suspension according to claim 1 or 2, characterized by at least two fork bridges offset from one another along the guide tube axis. (5, 6) or / and by a preferably arc-shaped fork leg connector (8) connecting the two fork legs (4) and offset towards the at least one fork bridge (5, 6) and the guide tube (10) in the direction of the bearing devices.

4. Wheel suspension according to one of claims 1 to 3, characterized in that it is designed with a damper-spring arrangement (17) which is supported or can be supported directly or indirectly on the wheel fork (3) on the one hand and is supported or can be supported directly or indirectly on the vehicle chassis on the other hand.

5. Wheel suspension according to claim 4, characterized in that the damper-spring arrangement (17) comprises at least one damper-spring element (17) which is arranged above the guide tube (10) and the at least one fork bridge (5, 6), preferably between a fork leg bearing (15) and a fork head receptacle (16) supported or capable of being supported on the vehicle chassis or belonging to the vehicle chassis.

6. Wheel suspension according to claim 4, characterized in that the damper-spring arrangement (17) comprises at least one damper-spring element (17) which is arranged below the guide tube (10) and above one / the fork leg connector (8), preferably between a fork leg bearing (15) and a support arrangement (19) that is supported or can be supported on the vehicle chassis or is part of the vehicle chassis.

7. Wheel suspension according to one of claims 4 to 6, characterized in that the wheel fork (3) is mounted or can be mounted at least slidably radially outside the guide tube (10) by means of its bearing area (5, 6) in order to accommodate compression and rebound movements permitted by the damper-spring arrangement (17) during operation.

8. Wheel suspension according to one of claims 1 to 7, characterized in that the guide tube (10) is arranged in the operating position in a rotationally fixed manner relative to the vehicle chassis, wherein in the case of a steerable wheel the wheel fork (3) is or can be mounted at least radially rotatably on the outside of the guide tube (10) by means of its bearing area (5, 6).

9. Wheel suspension according to claim 8, characterized in that, in the case of a steerable wheel, steering rotational forces can be exerted on the wheel fork (3) at a coupling area.

10. Wheel suspension according to one of claims 1 to 9, characterized in that the guide tube is rotatably mounted or mountable on the vehicle chassis relative to it by means of a rotary bearing arrangement (11 , 12), wherein the guide tube (10) and the wheel fork (3) are preferably coupled or can be coupled for common rotation.

11. Wheel suspension according to claim 10, characterized by at least one rotary drive formation (14) on an outer circumference of the guide tube (10), which engages or can be brought into positive engagement with at least one counter-rotation drive formation of the wheel fork, preferably formed by a section of one of the fork legs (4), wherein the rotary drive engagement preferably allows a relative displacement movement between the wheel fork (3) and the guide tube (10).

12. Wheel suspension according to claim 10 or 11, characterized in that the wheel fork (3) serves for the rotational bearing of a steerable wheel, wherein preferably steering rotational forces can be exerted on the guide tube (10) at a coupling area or steering rotational forces can be exerted on the wheel fork (3) at a coupling area.

13. Wheel suspension according to claim 12, characterized in that a steering column (18) preferably inserted or insertable into the guide tube is coupled or can be coupled to the guide tube (10) by means of a force-fit or form-fit connection, so that the steering rotational forces can be exerted on the guide tube (10) by means of the steering column (18).

14. Vehicle with at least one wheel suspension according to one of the preceding claims, the guide tube of which is mounted on a vehicle chassis of the vehicle in an operating position, non-rotatably or rotatably relative to it, or the guide tube of which is otherwise non-rotatably connected to the vehicle chassis or is integrated into the vehicle chassis and thus belongs to it.

15. Vehicle according to claim 14, which is designed as a single-track vehicle.

16. Vehicle according to claim 15, characterized in that the wheel suspension is held by struts (13, 16) inside a box structure (22) belonging to the vehicle chassis and is thus connected to the vehicle chassis, wherein the box structure (22) is preferably arranged in the area of ​​a steering column or between a steering column and a footrest above the footrest and most preferably has at least one vertical surface serving as a support.

17. Vehicle according to one of claims 14 to 16, which is designed as a cargo bike.

18. Vehicle according to claim 17, characterized in that the wheel suspension is held by struts (13) on the outside of a loading box (23) and is thus connected to the vehicle chassis.

19. Vehicle according to claim 17 or 18, wherein at least one damper-spring element (17) is provided, which is arranged below the guide tube (10) and above a fork leg connector (8), preferably between a fork leg bearing (15) and a support arrangement (19) that is supported or can be supported on the vehicle chassis or is part of the vehicle chassis.

20. Vehicle according to one of claims 17 to 19, characterized in that a steering shaft (24) extends in a longitudinal direction of the vehicle and is coupled to the wheel fork (3) by a steering gear in such a way that steering movements can be imparted to it.

21. Vehicle according to claim 19 and claim 20, characterized in that the steering shaft (24) extends through a support (19) of the support arrangement.

22. Aircraft which, in taxiing mode, forms a vehicle according to claim 14, wherein the wheel suspension preferably comprises a steerable nose wheel.

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