Motorcycle

Abstract

The invention relates to a motorcycle, comprising at least one aerodynamically active element which is arranged on a structure of the motorcycle, and wherein the element has a rotatable, in particular cylindrical, main body which extends along an axis of rotation, wherein the main body can be set in rotation in such a way that a force can be generated when air flows against the element, in particular transversely to the axis of rotation, and wherein the axis of rotation is oriented or orientable in such a way that an upward or downward force can be generated via the element.

Description

[0001] motorcycle

[0002] The present invention relates to a motor vehicle, in particular a motorcycle.

[0003] The use of so-called winglets is particularly common on sport motorcycles. These are small wings, often attached to the sides of the motorcycle's fairing, designed to generate additional downforce. For example, DE 10 2021 132 110 B4 discloses a motorcycle comprising at least one side fairing section and at least one flow-guiding element projecting laterally from the side fairing section with respect to a central longitudinal plane of the motorcycle, wherein the flow-guiding element is arranged to generate a downforce when exposed to airflow. While it is also known that the orientation of these winglets can be adjusted, the efficiency of such wing elements is not always optimal, as it is highly dependent on the direction and speed of the airflow.

[0004] It is therefore an object of the present invention to provide a motorcycle which has optimized aerodynamic properties compared to the prior art.

[0005] This problem is solved by a motorcycle according to claim 1. Further advantages and features will become apparent from the dependent claims, the description, and the accompanying figures.

[0006] According to the invention, a motorcycle comprises at least one aerodynamically effective element arranged on a structure of the motorcycle, wherein the element has a rotatable, in particular cylindrical, base body extending along an axis of rotation, wherein the base body can be set into rotation such that a force can be generated when the element is subjected to a flow, in particular transversely or substantially transversely to the axis of rotation, and wherein the axis of rotation is oriented or orientable such that lift or downforce can be generated via the element. The aerodynamically effective element can also be referred to as a Flettner rotor. This is a body exposed to or capable of being exposed to a flow, which utilizes the so-called Magnus effect. The Magnus effect describes the transverse force that a rotating round body (cylinder or sphere) experiences in a flow.The effect is advantageously used here to generate lift or downforce on the motorcycle, depending on the rotation direction of the base body. The ability to generate lift is a significant advantage over winglets, as, with appropriate arrangement via laterally mounted Flettner rotors, the motorcycle's steering behavior can also be influenced. Whether lift or downforce is generated depends on the rotation or direction of rotation of the base body, which is conveniently individually controllable.

[0007] The base body preferably has a cylindrical shape, in particular a hollow cylindrical shape. The drive mechanism for the base body, for example a suitably designed electric motor, can be located inside. According to one embodiment, the base body is directly integrated as part of the electric motor and, for example, forms its rotor. Alternatively, the drive for the base body can also be external and transmitted via a transmission element such as a shaft, chain, belt, or gearbox. The transmission elements can be arranged inside or outside the base body. Typical rotational speeds are preferably in the range of 50,000 to 100,000 revolutions per minute. Rotational speeds of approximately 80,000 revolutions per minute have proven to be particularly effective. Maintaining the concentricity of the base body thus presents a significant challenge, as any imbalances due to the high rotational speeds can quickly lead to problems.The drive must also be designed in such a way that no vibrations, imbalances, or the like are introduced or generated through it. The aforementioned transmission element is therefore expediently designed to provide a decoupling function capable of preventing vibrations from the drive from being transmitted to the base body. If a shaft is used as the transmission element, it is preferably, for example, at least partially flexible.

[0008] The base body can also have the shape of a sphere. Without limiting the generality, however, the following examples and embodiments refer to a (hollow) cylindrical base body.

[0009] According to a preferred embodiment, the base body is made of a composite material. The composite material is preferably a fiber-reinforced plastic, in particular a carbon fiber-reinforced plastic, which is especially characterized by its low weight. Side walls are preferably arranged at each end of the base body. These side walls, preferably disc-shaped, advantageously serve to guide the airflow, in other words, to direct the flow as far as possible transversely to the axis of rotation of the base body. The side walls can be made of metal or, alternatively, of a non-metallic material, for example, the same material as the base body. The composite design allows for a low weight. This is advantageous because any imbalances present have a less significant impact.

[0010] According to one embodiment, the cylindrical, and in particular hollow, base body has a length in the range of approximately 120 to 300 mm, preferably in the range of approximately 150 to 250 mm, and most particularly in the range of approximately 180 to 220 mm, such as 200 mm. The diameter is preferably in the range of approximately 30 to 60 mm, and more preferably in the range of approximately 40 to 50 mm. The ratio of the diameter to the length of the base body is preferably in the range of 0.1 to 0.35. The length is therefore significantly greater than the diameter. High effectiveness has been demonstrated particularly with ratios in the range of 0.2 to 0.3, especially at approximately 0.25. Thus, according to a preferred embodiment, the length is approximately four times the diameter. However, the aforementioned values ​​can vary depending on the weight and / or size of the respective vehicle and / or its area of ​​application.

[0011] The base body can be supported on one or both sides. The base body can have a bearing point at each end. Alternatively, a bearing point can be provided at only one end. The base body can be rotatably arranged on an axis, with suitable bearing points provided between the axis and the cylindrical base body. The bearing arrangement can be either a rolling or a sliding bearing. The high rotational speeds must also be taken into account during the design process. According to a preferred embodiment, the bearing arrangement of the base body is designed to provide vibration decoupling. This is advantageously designed to reduce or dampen any existing imbalances of the base body.The vibration decoupling system comprises, for example, one or more flexible, particularly elastic, elements arranged and positioned such that imbalances in the base body cannot be transmitted to adjacent components. Advantageously, the axis of rotation is adjustable. Preferably, the axis of rotation is adjustable, particularly with regard to its position, orientation, and / or inclination. This allows, for example, adjustments to different lean angles during cornering to achieve the desired effect. The aim is to maximize tire contact force in order to subsequently increase lateral grip.

[0012] Advantageously, the motorcycle includes a control unit designed to adjust the rotational speed of the base, the direction of rotation, and / or the tilt of the axis of rotation depending on the situation. Advantageously, the control unit communicates with sensors on the motorcycle. This makes it possible to detect, for example by evaluating the signals from any tilt sensors, whether the vehicle is leaning and by how much. In any case, in conjunction with a braking system, it can be detected when braking is taking place, in order to generate additional downforce at the rear wheel, etc.

[0013] According to one embodiment, at least one element is arranged between the fork legs. This arrangement is particularly advantageous because it allows for a very direct and immediate airflow. Furthermore, there is usually sufficient space between or in the area between the fork legs to accommodate the element. This allows, for example, increased downforce at the front wheel, especially when driving straight ahead.

[0014] Sport motorcycles typically feature a ram-air intake. This refers to a relatively large intake duct in the front fairing, which leads towards the air filter and from there, for example, to the combustion engine. Ideally, at least one component is located within the ram-air intake or another airflow or air duct.

[0015] According to one embodiment, at least one element is arranged on each side of the motorcycle. This arrangement can be, for example, on the side of the motorcycle's fairing, if present. The fairing refers to both the front and rear fairings, if any. Particularly with laterally arranged elements, it can be advantageous to design their axis of rotation to be adjustable, as already mentioned. By means of appropriately operated, especially counter-rotating, lateral elements, the steering effort or the steering response can be specifically influenced. For example, downforce is generated on one side and lift on the other. It is also possible to drive only one element, etc.

[0016] According to one embodiment, the motorcycle comprises a wing element in or on which an aerodynamically effective element is arranged. The wing element can be, for example, a winglet or another flow-guiding element arranged on the motorcycle. The aerodynamically effective element can, for example, be integrated into the wing element. The element can be arranged in the region of the trailing edge of the wing element or at the front of the wing element with respect to the flow direction. Alternatively, the element can be integrated into the wing element and, for example, form or create a central section of the wing element.

[0017] The use of Flettner rotors instead of winglets (or in combination) can lead to significantly reduced lift, for example at the front wheel. Furthermore, the fundamental design of these components allows for controllability (rotational speed and independent left / right control). This greater independence from the airflow direction can be a further advantage over conventional winglets.

[0018] Motorcycles of the type in question are, in particular, single- or multi-track motorcycles. Sport or supersport motorcycles are especially preferred, although the operating principle is also applicable to all other single- or multi-track tilting vehicles, such as scooters, trikes, quads, or even leaning multi-wheel vehicles.

[0019] Further advantages and features will become apparent from the following description of an embodiment of a motorcycle with reference to the attached figures.

[0020] They show:

[0021] Fig. 1: a sketch to illustrate the Magnus effect;

[0022] Fig. 2: A motorcycle viewed from the front, comprising several aerodynamically effective elements. Fig. 1 shows, viewed along an axis of rotation D, a cylindrical base body 20, which rotates along a direction of rotation R. The base body 20 is exposed to a flow; compare the streamlines S. Where the streamlines are close together, the velocity is higher than elsewhere. The flow velocity is greater on the side of the base body 20 that rotates with the flow than on the other side. This creates a force on the base body 20 at right angles to the direction of the flow; compare the arrow with the reference symbol F. Depending on the direction of rotation of the base body 20, lift or downforce can be generated on a vehicle with appropriate positioning.

[0023] Fig. 2 shows, viewed from the front, a motorcycle 10 aligned along a vertical axis H. Visible are a fairing 12, in particular a front fairing, and a front wheel 18, which rests on a road surface or ground 30. The present sketch is intended to visualize possible arrangements of aerodynamically effective elements (Flettner rotors). Flettner rotors can, for example, be arranged laterally on the fairing 12. It can be advantageous to design a pivot axis D of a base body 20 to be adjustable in order to react to different lean angles of the motorcycle 10. A Flettner rotor can, for example, be arranged between the fork legs 16. Another possible arrangement is its positioning in a ram-air duct 14 of the fairing 12. Not shown here is the possibility that one or more Flettner rotors can also be arranged in the rear area of ​​the motorcycle 10.The Flettner rotors have end walls 22, which serve, for example, to guide air.

[0024] Reference symbol list

[0025] 10 Motorcycle

[0026] 12. Fairing 14. Ram-Air Duct

[0027] 16 Fork leg

[0028] 18" front wheel

[0029] 20 basic shapes

[0030] 22 side wall 30 roadway

[0031] D axis of rotation

[0032] H vertical axis

[0033] S Flow lines

[0034] F Force R Direction of rotation

Claims

Claims 1. Motorcycle (10), comprising at least one aerodynamically effective element which is arranged on a structure of the motorcycle (10), and wherein the element has a rotatable, in particular cylindrical, base body (20) which extends along an axis of rotation (D), wherein the base body (20) can be set into rotation such that a force (F) can be generated when the element is subjected to a flow, in particular transverse to the axis of rotation (D), and wherein the axis of rotation (D) is oriented or orientable such that lift or downforce can be generated via the element.

2. Motorcycle (10) according to claim 1, wherein the base body (20) is made of a composite material.

3. Motorcycle (10) according to claim 1 or 2, wherein the base body (20) has a cylindrical shape, and wherein the ratio of diameter to length is in a range of 0.1 to 0.

35.

4. Motorcycle according to one of the preceding claims, wherein the base body (20) is supported on one or both sides.

5. Motorcycle (10) according to one of the preceding claims, wherein the axis of rotation (D) is designed to be adjustable.

6. Motorcycle (10) according to one of the preceding claims, comprising a control device which is designed to adjust a rotational speed of the base body (20), a direction of rotation and / or an inclination of the axis of rotation (D) depending on the situation.

7. Motorcycle (10) according to one of the preceding claims, wherein at least one element is arranged between the fork legs (16).

8. Motorcycle (10) according to one of the preceding claims, wherein at least one element is arranged in a ram-air duct (14) of the motorcycle (10).

9. Motorcycle (10) according to one of the preceding claims, wherein at least one element is arranged laterally on the motorcycle (10).

10. Motorcycle (10) according to one of the preceding claims, comprising a fairing (12), wherein at least one element is arranged in front of and / or on the side of the fairing (12).

11. Motorcycle (10) according to one of the preceding claims, comprising a wing element in or on which an aerodynamically effective element is arranged.

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