Motorcycle Steering Shaft Assembly with Non-Parallel Axes
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Solution Overview
Problem
The assembly of a vehicle's steering shaft and front forks is complicated due to the non-parallel central axes, requiring intricate fitting and tightening procedures to eliminate rattle, which increases the complexity of the process.
Innovation Solution
A vehicle design featuring a topside shaft and downside shaft supported by a topside bracket with specific hole configurations and screw sections allows for easy attachment and fixation, even when central axes are not parallel, simplifying the assembly process and eliminating rattle by using a taper-shaped section and screw sections for alignment and stabilization.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a collar and cap nut are used to eliminate rattle of the steering shaft, then the rattle is eliminated, but the assembly work becomes complicated
Solution Approach 1:
The patent extracts the rattle elimination function from the complex collar-and-cap-nut assembly and integrates it directly into the topside bracket structure. The bracket includes a dedicated receiving cavity that accommodates the steering shaft with precise dimensional control, eliminating the need for separate collars and cap nuts while maintaining rattle prevention.
Solution Approach 2:
The patent merges the rattle elimination function with the structural support function of the topside bracket. The bracket's receiving cavity is designed with specific dimensional tolerances that simultaneously provide structural support and prevent rattle, combining multiple functions into a single integrated component.
2Adaptability or versatility
If the topside bracket is designed to accommodate non-parallel central axes of shaft and front fork, then the bracket can fit non-parallel components, but the assembly work becomes complicated
Solution Approach 1:
The patent segments the topside bracket into functionally independent sections: a receiving cavity for the steering shaft and a separate front fork mounting structure. This segmentation allows each component to be optimized independently while maintaining overall adaptability to non-parallel axes, simplifying the assembly process.
Solution Approach 2:
The patent introduces an intermediary receiving cavity structure within the topside bracket that serves as a mediator between the non-parallel shaft and front fork. This cavity provides a standardized interface that accommodates the angular misalignment without requiring complex adjustment procedures during assembly.
3Manufacturing precision
If the inner diameter of the shaft inserting hole is made equal to the outer diameter of the shaft, then the shaft is tightly fitted, but the assembly becomes more difficult
Solution Approach 1:
The patent applies preliminary action by providing dimensional guidance and alignment features in the receiving cavity before the actual shaft insertion. The cavity includes precision-machined surfaces and alignment references that guide the shaft into proper positioning, making the subsequent tight fitting easier to achieve.
Solution Approach 2:
The patent employs parameter changes by establishing specific dimensional tolerances and geometric relationships between the receiving cavity and shaft. The cavity's inner dimensions are precisely controlled relative to the shaft's outer diameter, creating a tight fit while maintaining assemblyability through controlled parameter relationships.
Data Source
AI summary
A motorcycle in which a central axis of a shaft and a central axis of front forks are not parallel to each other, and assembly work of the shaft, front forks and an upper bracket is not complicated. A steering shaft is rotatably supported by a head pipe. An upper bracket supports the steering shaft and front forks. The steering shaft includes upper and lower steering shafts. The upper steering shaft is inserted in the upper bracket and then fixed to the lower steering shaft.