Motorcycle Steering Geometry Adjustment Mechanism
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Solution Overview
Problem
Conventional single-track vehicles, such as motorcycles, lack the ability to continuously adjust front wheel geometry during driving, leading to instability and loss of control under varying conditions, as existing solutions require dismantling and manual adjustment of rigid fork systems.
Innovation Solution
A device comprising an upper and lower beam system connected to a steering shaft with a pivotally and slidably mounted nut housing and motion screws, allowing continuous regulation of front fork inclination without altering the vehicle's frame, using a compact actuator system for stable operation.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Strength
If rigid front fork beams are used, then structural strength is improved, but adjustability of chassis parameters deteriorates
Solution Approach 1:
The patent applies the dynamics principle by transforming the rigid fork beam system into a dynamic, adjustable system. The upper and lower fork beams are made swingable relative to each other through a bearing mechanism, allowing the fork angle to be continuously adjusted while maintaining structural strength during normal operation.
Solution Approach 2:
The patent segments the fork system into an upper fork beam and a lower fork beam that can move independently relative to each other. This segmentation allows the fork angle to be adjusted by rotating the upper beam relative to the lower beam, while both beams maintain their individual structural integrity.
2Adaptability or versatility
If complete dismantling of wheel suspension is performed, then adjustability of front wheel geometry is improved, but device complexity and time consumption deteriorate
Solution Approach 1:
The patent enables continuous adjustment of front wheel geometry through a dynamic bearing mechanism that allows the upper and lower fork beams to swing relative to each other. This eliminates the need for complete dismantling, as the geometry can be adjusted while the suspension remains assembled and operational.
Solution Approach 2:
The adjustment mechanism is designed to be self-contained within the fork assembly, requiring no external tools or complete disassembly. The swingable bearing mechanism allows the rider to adjust geometry independently while the suspension remains intact and functional.
3Adaptability or versatility
If manual adjustment of rigid fork systems is used, then adaptability is improved, but ease of operation deteriorates
Solution Approach 1:
The patent transforms the static rigid fork system into a dynamic system with swingable beams. The upper fork beam can be rotated relative to the lower beam through a bearing mechanism, allowing smooth, continuous adjustment of fork inclination without requiring manual disassembly or complex tools.
Solution Approach 2:
The patent enables continuous change of the fork inclination parameter through the swingable bearing mechanism. The angle between the upper and lower fork beams can be adjusted continuously rather than in discrete steps, providing fine-grained control over the geometry parameters.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
Enables continuous adjustment of front wheel geometry, improving driving stability and maneuverability by changing the fork axis angle relative to the steering axis, applicable to existing vehicles without frame modifications, ensuring safety and ease of integration.
Implementation Method 1
motion screws and a rotational movement source for rotation of the motion screws and the subsequent sliding movement of the nut housing of the steering axis
Data Source
Figure 1
Figure 2a
Figure 2b~3a
AI summary
Present invention relates to a device for changing steering geometry comprising an upper beam and a lower beam provided, symmetrically relative to the longitudinal vehicle axis, with opening for front fork pipes, and connected together with a steering shaft, which is placed in a vehicle frame using a couple of steering head bearings, where the lower beam (9) is swingably connected with a steering shaft (11) relative to the longitudinal vehicle axis, and the upper beam (2) is provided with a nut housing (3) of a steering axis (14) pivotally as well as slidingly in relation to the longitudinal vehicle axis, connected with the steering shaft (11) and an actuator of the relative movement of the upper beam (2) and the steering shaft (11).