DE102017204698A1 - vehicle - Google Patents

Abstract

In order to provide a vehicle which has a compact design and enables optimized driving behavior and / or an optimized occupant safety, it is proposed that the vehicle comprises: a front axle comprising two wheels which can be steered independently of one another by means of two separate steering devices on a supporting structure the vehicle are arranged; a control device for controlling the two steering devices of the two wheels; and a sensor device for detecting different vehicle states of the vehicle, wherein the two steering devices are set in a crash mode in response to a detected vehicle condition by means of the control device, in which the two wheels are independently rotated inwardly by means of the steering devices.

Description

The present invention relates to a vehicle, in particular a road-bound vehicle, which comprises a chassis.

Various concepts for the optimization of vehicles and / or chassis are disclosed in the following documents: DE 10 2015 002 546 A1 . DE 10 2012 023 006 A1 . DE 100 32 710 A1 . DE 20 2015 001 330 U1 . DE 20 2014 105 451 U1 . DE 10 2014 018 401 A1 . DE 10 2013 207 376 A1 . DE 10 2012 013 277 A1 . DE 10 2012 004 682 A1 . DE 10 2004 036 332 B4 . WO 90/00477 A1 and EP 93 707 A1 ,

The present invention has for its object to provide a chassis for a vehicle, which is compact and allows optimized driving behavior and / or optimized occupant safety.

This object is achieved by a chassis and / or a vehicle having the features of claim 1.

• - mindestens ein Lenkerelement zur Anbindung und Lagerung von mindestens einem Rad in einer tragendenden Struktur des Fahrzeugs;
• - mindestens ein Führungselement zur Aufnahme und drehbaren Lagerung des mindestens einen Rads;
• - eine Schwenkvorrichtung, mittels welcher das mindestens eine Rad um eine Schwenkachse schwenkbar an dem mindestens einen Lenkerelement gelagert ist; und
• - eine Drehvorrichtung, mittels welcher das mindestens eine Führungselement um eine Drehachse drehbar an einer Zwischenlagervorrichtung des Fahrwerks gelagert ist, wobei die Zwischenlagervorrichtung das mindestens eine Führungselement mit dem Lenkerelement verbindet.

A chassis preferably includes the following:

• - At least one link element for connection and storage of at least one wheel in a supporting structure of the vehicle;
• - At least one guide element for receiving and rotatable mounting of the at least one wheel;
• - A pivoting device, by means of which the at least one wheel is mounted pivotably about a pivot axis on the at least one link element; and
• a rotating device, by means of which the at least one guide element is mounted rotatably about an axis of rotation on an intermediate bearing device of the running gear, wherein the intermediate bearing device connects the at least one guide element to the link element.

Due to the fact that the at least one wheel is mounted pivotably on the at least one link element by means of the pivoting device about a pivot axis and on the other hand that the at least one guide element is rotatably mounted on the intermediate bearing device of the chassis by means of the rotary device about an axis of rotation, a wheel alignment can preferably be easily applied to one be adapted to the current vehicle condition.

In the singular designated elements may preferably also be present in the plural. In particular, one, several or all of the plural-element elements have the described features and / or properties.

It may be advantageous if the chassis comprises a drive device by means of which the pivoting device and / or the rotary device can be driven.

The drive device is used in particular for the motor-driven driving of the pivoting device and / or the rotating device, i. the motor variation of a pivot alignment and / or a Drehausrichtung the wheel.

The drive device is preferably arranged on the at least one wheel. In particular, the drive device is arranged in a housing of the intermediate storage device.

In particular, the drive device comprises one, two or more electric motors by means of which the swivel device and / or the rotary device can be driven.

Alternatively or additionally, the drive device comprises a pyrotechnic drive element.

It may be favorable if the at least one wheel is simultaneously pivotable about the pivot axis and about the axis of rotation by means of the drive device.

Alternatively it can be provided that by means of the drive device, the pivoting device and the rotating device can be actuated successively and / or independently of each other.

It can be provided that the at least one wheel is actively pivotable about the pivot axis and / or actively rotatable about the axis of rotation by means of the drive device.

Preferably, the at least one wheel by means of the pivoting device relative to the at least one link element about the pivot axis, in particular motor, pivotally mounted.

In particular, the at least one wheel is rotatably supported by means of the rotary device relative to the intermediate bearing device and / or the at least one link element about the axis of rotation, in particular by motor means.

The pivoting device and / or the actuation thereof by means of the drive device are preferably independent of further regulation mechanisms of the vehicle. In particular, the pivoting device is independent of one Articulated kinematics and / or a jounce behavior of the vehicle and / or independently of a jounce state of the respective wheel operable.

The generated by the pivoting device or generated pivoting movement of the wheel is preferably independent of the resulting from the normal operation of the vehicle movement of the wheel.

The at least one wheel is preferably, in particular by means of the drive device, independent of the joint kinematics and / or the jounce behavior about the pivot axis pivotable.

Preferably, the articulated kinematics and / or the jounce behavior of the vehicle are independent of a pivotal orientation of the at least one wheel about the pivot axis.

For example, the spring function of the chassis is maintained when the at least one wheel is pivoted about the pivot axis.

In addition to the pivotable mounting of the at least one wheel on the at least one link element and the rotatable mounting of the at least one guide element on the intermediate bearing device, the at least one wheel is preferably mounted rotatably about an axis of symmetry on the at least one guide element.

The axis of symmetry is preferably an axis of rotation of the at least one wheel. In particular, in a normal position of the at least one wheel, the axis of symmetry extends at least approximately horizontally with respect to the direction of gravity and / or at least approximately perpendicular to a direction of travel of the vehicle, for example when traveling straight at least approximately perpendicular to a longitudinal central axis of the vehicle.

The direction of travel of the vehicle is in particular a main direction of movement of the vehicle.

The axis of symmetry and the axis of rotation of the at least one wheel are preferably different from each other and at least approximately perpendicular to each other.

"At least approximately" preferably means a deviation of up to ± 20% of the reference value and / or ± 20 °, in particular a deviation of up to ± 10% of the reference value and / or ± 10 °. For example, "at least approximately" includes deviations of up to ± 5% of the reference value and / or ± 5 °.

The axis of rotation is arranged in particular at least approximately parallel to the direction of gravity.

The symmetry axis of the at least one wheel is preferably aligned at least approximately perpendicular to the direction of gravity.

The pivot axis and the axis of rotation of the at least one wheel are preferably different from each other and at least approximately perpendicular to each other.

Preferably, the pivot axis is at least approximately parallel to a longitudinal central axis of the vehicle.

It may be favorable if, during a rotation of the at least one wheel by means of the rotary device about the axis of rotation, the pivot axis remains at least approximately unchanged.

Furthermore, it can be provided that upon pivoting of the at least one wheel by means of the pivoting device, the axis of rotation is pivoted together with the wheel about the pivot axis.

Preferably, the axis of symmetry of the at least one wheel and the pivot axis are skewed relative to each other.

It may be advantageous if the axis of rotation and the pivot axis intersect within the housing of the intermediate bearing device, in particular independent of a pivot orientation and / or Drehausrichtung the wheel.

It may be favorable if the symmetry axis and / or the pivot axis are aligned at least approximately horizontally.

Preferably, the at least one guide element is rotatably mounted about the axis of rotation by means of the rotating device both relative to the pivoting device and relative to the link element.

The chassis preferably comprises two wheels and a chassis axle, which comprises the link element. The link element extends in particular between the two wheels, starting from one of the wheels to the other of the wheels and / or connects the two wheels to transmit force and / or resilient and / or stabilizing each other.

It can be provided that the link element is designed as a transverse leaf spring, which in each case in particular at their mutually remote ends a receiving portion for pivotally receiving each one intermediate storage device of the respective wheel comprises.

Due to the design of the link element in the form of a transverse leaf spring can preferably, in particular by choosing a suitable material, a lightweight construction of the chassis can be realized.

Alternatively it can be provided that the chassis comprises a plurality of link elements, which are arranged in particular far apart from each other adjacent to a Radaußendurchmesser.

It may be advantageous if the pivoting device comprises the intermediate storage device and the receiving portion of the link element completely or partially.

Preferably, the link element is connected exclusively via the pivoting device and / or the rotary device with the at least one guide element.

The receiving portion of the link element forms in particular a part of the pivoting device.

The intermediate storage device forms in particular a part of the pivoting device.

Preferably, the link element of the suspension, stabilization and / or steering of the at least one wheel of the chassis. In particular, the link element of the suspension, stabilization and / or steering of two opposite wheels of the chassis axle is used.

It may be advantageous if the link element comprises a fiber composite plastic or is formed therefrom.

In particular, thereby a lightweight construction of the link element and / or the chassis axle can be realized.

In particular, by using an anisotropic material, for example a fiber composite plastic, a desired bending kinematics and / or deformation kinematics can be set as the material for the transverse leaf spring.

Preferably, the intermediate storage device comprises a housing which is partially or completely encompassed by the receiving portion of the at least one link element.

The receiving portion of the link member is formed for example as a receiving fork.

It may be favorable if the swivel device and / or the intermediate bearing device and / or the rotary device are arranged in a lower region of the at least one wheel with respect to the direction of gravity.

The lower region of the at least one wheel is preferably arranged with respect to the direction of gravity below the axis of symmetry.

Preferably, both the pivoting device and the rotating device are arranged completely or partially in a lower region of the at least one wheel with respect to the direction of gravity.

It can be advantageous if the swivel device and / or the intermediate bearing device and / or the rotary device are arranged adjacent to a wheel contact surface of the at least one wheel.

In particular, a distance of a center of the pivoting device and / or a center of the intermediate bearing device and / or a center of the rotary device on the one hand from the Radaufstandsfläche the at least one wheel on the other hand less than one third of Radaussendurchmessers, in particular less than one quarter of Radaussendurchmessers.

This may provide the advantage that a torque for rotating the at least one wheel about the axis of rotation and / or torque for pivoting the at least one wheel about the pivot axis is minimized compared to torques on wheels with pivoting devices and / or rotating devices disposed adjacent to the axis of symmetry ,

From the positioning of the pivoting device and / or the rotating device and / or the intermediate bearing device in a lower direction relative to the direction of gravity can in particular a smaller offset of a Radaufstandspunktes in a rotation and / or pivoting compared to the offset of the Radaufstandspunktes in wheels with respect to the direction of gravity above arranged rotating devices and / or pivoting devices result.

In embodiments in which the running gear comprises two wheels, preferably both wheels, in particular independently of one another, are each rotatably and / or pivotably mounted about an axis of rotation and / or a pivot axis.

Preferably, the pivoting device and / or the intermediate storage device and / or the Turning device, in particular completely, arranged in an interior of the at least one wheel.

The interior of the at least one wheel is preferably arranged between a wheel inner side and a wheel outer side.

The inner side of the wheel and the outer side of the wheel extend straight ahead in the normal direction of the at least one wheel in the direction of travel, preferably at least approximately parallel to the vertical longitudinal center plane of the vehicle.

The wheel inner side of the at least one wheel preferably faces the vertical longitudinal center plane of the vehicle.

The outer wheel side of the at least one wheel is preferably remote from the vertical longitudinal center plane of the vehicle.

It can be advantageous if the intermediate storage device comprises a housing and if the rotary device comprises a rotatable component, wherein the rotatable component projects into the housing of the intermediate storage device and is rotatably mounted thereon relative to the housing of the intermediate storage device.

The housing of the intermediate storage device in particular connects the pivoting device and the rotating device with each other.

The intermediate storage device is in particular a component of the rotary device.

The housing of the intermediate storage device is preferably at least approximately cylindrical, for example hollow cylindrical.

It can be provided that the drive device is arranged substantially inside the housing of the intermediate storage device.

Alternatively it can be provided that the drive device is arranged outside the housing of the intermediate storage device and / or is formed as a separate component separate from the intermediate storage device.

Preferably, the at least one wheel is rotatably supported by the at least one guide element about the axis of symmetry of the at least one wheel, wherein the at least one guide element is arranged eccentrically with respect to the axis of symmetry of the at least one wheel.

This offers in particular the advantage that on the one hand the pivoting device and / or the rotating device and / or the intermediate storage device can be mounted in a lower region of the at least one wheel and on the other hand a rotatable mounting of the at least one guide element can be realized by means of the rotating device relative to the intermediate storage device at the same time ,

In particular, the at least one guide element is at least approximately annular or ring-shaped in section. The at least one guide element is arranged in particular radially outwardly with respect to the axis of symmetry in the interior of the at least one wheel.

The at least one guide element is in particular part of a Orbitalradlagerung for rotatably receiving the wheel.

It can be advantageous if the chassis comprises a damping device which is connected directly or via a connecting portion to the link element and / or the intermediate bearing device and / or arranged adjacent to the intermediate bearing device.

For example, the damping device is fixed to a receiving portion of the link member.

In embodiments in which the damping device is fixed to the intermediate bearing device, the damping device is in particular determined such that a pivoting of the intermediate bearing device about the pivot axis is not impaired by the position of the damping device.

For example, the damping device is fixed in a cover region of the housing of the intermediate bearing device on the intermediate bearing device, while the receiving portion of the link element engages in particular around a lateral surface of the housing.

The damping device preferably comprises a shock absorber and / or a spring element.

The shock absorber is designed, for example, as an oil pressure shock absorber or gas pressure shock absorber.

In embodiments in which the damping device does not comprise a spring element, in particular the link element comprises or forms a spring element. In particular, the transverse leaf spring forms a spring element serving for wheel suspension.

For example, the transverse leaf spring is mounted twice centrally between the two wheels of the chassis axle.

Preferably, the rotating device comprises a rotatable component which protrudes downward in the direction of gravity from the housing of the intermediate storage device and / or on which the at least one guide element is fixed.

The rotatable member preferably connects the at least one guide member to the intermediate bearing device.

In particular, the rotatable component is non-rotatably fixed to the at least one guide element and / or rotatably fixed to the housing of the intermediate storage device.

Preferably, the at least one guide element comprises recessed areas for receiving rolling elements, by means of which a rim base of the at least one wheel is mounted rotatably about an axis of symmetry on the at least one guide element.

For example, the rolling elements are at least approximately conical-shaped.

Alternatively it can be provided that the rolling elements are cylindrical and / or spherical.

It may be favorable if two bearing journals are arranged on a housing of the intermediate storage device and are received by a receiving section of the at least one link element.

For example, the receiving portion of the link member is formed substantially fork-shaped.

It may be favorable if two teeth or fork parts of the receiving portion each pivotally receive a bearing journal of the housing of the intermediate bearing device.

By means of the pivoting device, in particular, the bearing journals can be pivoted by a motor relative to the receiving section, for example the serrations or forked parts.

It may be advantageous if the at least one wheel has a positive press-in depth.

In particular, the offset indicates a distance between a rim center and an inner bearing surface of a wheel flange. The center of the rim is measured, in particular, as the middle between two rim flanges opposite each other on the inside of the wheel and on the outside of the wheel.

In the case of a positive press-in depth, for example, the bearing surface of the wheel flange is displaced outwards relative to the middle of the rim, towards the outside of the wheel.

It may be favorable if a geometric center of gravity of a housing of the intermediate bearing device is arranged relative to the center of the rim in an inner half of the at least one wheel.

The inner half of the at least one wheel preferably faces the vertical longitudinal center plane of the vehicle.

Preferably, the pivoting device and / or the intermediate bearing device and / or the rotary device are arranged with respect to the direction of gravity completely or partially below the axis of symmetry of the at least one wheel.

The chassis is in particular part of a vehicle.

The present invention further preferably relates to a vehicle which is displaceable in a crash mode.

The chassis described above is particularly suitable for use in a vehicle, which is displaceable in the crash mode.

• - eine Vorderachse, welche zwei Räder umfasst, die mittels zwei separater Lenkvorrichtungen unabhängig voneinander lenkbar an einer tragenden Struktur des Fahrzeugs angeordnet sind;
• - eine Steuervorrichtung zur Steuerung der zwei Lenkvorrichtungen der zwei Räder; und
• - eine Sensorvorrichtung zur Ermittlung unterschiedlicher Fahrzeugzustände des Fahrzeugs,

wobei die zwei Lenkvorrichtungen in Abhängigkeit von einem ermittelten Fahrzeugzustand mittels der Steuervorrichtung in einen Crashmodus versetzbar sind, in welchem die zwei Räder mittels der Lenkvorrichtungen unabhängig voneinander jeweils nach innen gedreht sind.The vehicle preferably includes the following:

• a front axle comprising two wheels which are independently steerable by means of two separate steering devices on a supporting structure of the vehicle;
• a control device for controlling the two steering devices of the two wheels; and
• a sensor device for determining different vehicle states of the vehicle,

wherein the two steering devices are displaceable in a crash mode in response to a detected vehicle condition by means of the control device, in which the two wheels are independently rotated inwardly by means of the steering devices.

After "inside" means preferably that in the direction of travel, the right wheel is turned to the left and that in the direction of travel, the left wheel is turned to the right.

The wheels are rotatable in particular about axes of rotation, which are aligned at least approximately parallel to the direction of gravity.

The rotation of the two wheels in the crash mode inward preferably offers the advantage that a safe tracking can be realized during and / or after the crash of the vehicle with an obstacle.

The crash mode can be activated in particular in the case of a vehicle state, according to which a frontal impact of the vehicle on an obstacle, for example an oncoming vehicle or a stationary obstacle, is unavoidable.

The crash mode is preferably activated in a period from the determination of an imminent and / or inevitable and / or incipient accident until the collision of the vehicle with the obstacle.

Preferably, the sensor device and the control device and the steering devices are connected to each other via electrical lines.

It can be provided that the steering devices can be displaced into the crash mode by means of electrical signals of the control device. The electrical signals of the control device can be generated in particular on the basis of electrical signals which are emitted by the sensor device.

For example, the control device comprises a steer-by-wire steering.

It may be favorable if the steering devices and the control device are connected to one another exclusively via electrical signals and / or are not mechanically connected to one another.

An actuation of the wheels for varying a steering angle is preferably carried out without mechanical power transmission from a steering wheel of the vehicle to the wheels, but rather by detecting a steering movement of the steering wheel and then based electrical control of the steering devices.

The axes of rotation of the two wheels preferably each run at least approximately perpendicularly through a wheel contact surface of the respective wheel.

Preferably, in the crash mode, a deflection of a load applied to the vehicle, in particular of an accident opponent, can be realized without a wheel having to be separated from the supporting structure of the vehicle.

In particular, the vehicle comprises two pivoting devices, by means of which the two wheels are pivotable about pivot axes independently of each other, wherein the two edges are adjustable in particular from a normal position in the normal mode to a pivoted position in the crash mode.

The normal mode preferably designates the regular, accident-free operation of the vehicle.

The normal position is in particular a position of the two wheels in normal mode.

By means of the pivoted position of the two wheels in the crash mode, in particular an increased braking effect can be realized.

It may be favorable when the two wheels are tilted in the crash mode respectively with their respect to the direction of gravity upper regions to the vertical longitudinal center plane of the vehicle.

The two pivot axes of the pivoting devices are preferably arranged at least approximately parallel to one another.

In particular, both pivot axes of the pivot devices are arranged at least approximately parallel to a longitudinal central axis of the vehicle.

• - einen bevorstehenden und/oder unvermeidbaren und/oder beginnenden Frontalaufprall des Fahrzeugs auf ein Hindernis mit 30% Überdeckung oder weniger bezogen auf eine Vorderseite des Fahrzeugs; und/oder
• - ein frontal entgegenkommendes potentielles Hindernis, auf welches das Fahrzeug bei unveränderter Fahrtrichtung in einem von der Längsmittelachse des Fahrzeugs beabstandeten äußeren Bereich der Vorderseite des Fahrzeugs aufprallen wird.

Preferably, the crash mode is activatable when the sensor device detects one or more of the present parameters:

• an impending and / or unavoidable and / or incipient frontal impact of the vehicle on an obstacle with 30% overlap or less relative to a front of the vehicle; and or
• - A frontal oncoming potential obstacle on which the vehicle will impact with unchanged direction of travel in an area spaced from the longitudinal center axis of the vehicle outer region of the front of the vehicle.

In particular, the crash mode can be activated when the sensor device detects an oncoming obstacle to which the vehicle will impinge with an unchanged main movement direction with a transition region (corner region) between the front side and one of the side walls of the vehicle.

It may be favorable if the two wheels in crash mode each form part of a deflection plane, along at least one of the two deflection planes being offset from the vehicle in a direction of travel by counteracting loads and / or forces.

This can for example offer the advantage that no additional structural components for the crash mode must be used. In particular, a vehicle's additional weight can be avoided by components intended for the crash mode.

"Offset" responsive means preferably a coverage of 30% or less, for example 20% or less.

"Offset" oncoming preferably means an overlap of 5% or more, especially 10% or more.

In particular, along at least one of the two deflection planes, the load and / or forces on the deflection planes offset from one another offset the vehicle.

Preferably, in addition to the two wheels A-pillars of the vehicle, side walls and / or front bumper components of the Ablenkebenen.

It can be provided that the deflection planes intersect in a section line which lies at least approximately in a vertical longitudinal center plane of the vehicle.

Preferably, the two deflection planes intersect in a line of intersection enclosing an angle of 85 ° or less with a longitudinal center axis of the vehicle, the angle opening opposite to a direction of travel of the vehicle.

Preferably, the two wheels are arranged in crash mode at least approximately symmetrical with respect to the vertical longitudinal center plane of the vehicle.

In particular, the two wheels in the crash mode are arranged mirror-symmetrically with respect to the vertical longitudinal center plane of the vehicle.

It may be favorable if the rotation of the two wheels about the axis of rotation on the one hand and the pivoting of the two wheels about the pivot axis on the other hand are independently controllable by means of the control device.

• - Überwachen einer Umgebung auf potentielle Gefahren, insbesondere versetzt entgegenkommende Hindernisse; und/oder
• - Ermitteln einer Hauptbewegungsrichtung des Hindernisses; und/oder
• - Ermitteln eines möglichen Einschlagbereichs des Hindernisses, insbesondere eine Überdeckung mit einer Vorderseite des Fahrzeugs; und/oder
• - Ermitteln einer Hauptbewegungsrichtung des Fahrzeugs und Korrelation mit einer Längsmittelachse des Fahrzeugs; und/oder
• - Korrelation einer Bremswirkung auf das eine Rad mit einer Bremswirkung auf das andere Rad; und/oder
• - Detektieren eines unvermeidbaren und/oder bevorstehenden und/oder befürchteten und/oder beginnenden Unfalls; und/oder
• - Ermitteln eines Auslösungsgrads einer Bremsvorrichtung des Fahrzeugs.

Preferably, one or more of the following steps can be carried out by means of the sensor device:

• - Monitoring an environment for potential hazards, especially offset obstacles; and or
• - determining a main direction of movement of the obstacle; and or
• Determining a possible impact area of the obstacle, in particular an overlap with a front side of the vehicle; and or
• Determining a main movement direction of the vehicle and correlation with a longitudinal center axis of the vehicle; and or
• - Correlation of a braking effect on the one wheel with a braking effect on the other wheel; and or
• - detecting an unavoidable and / or imminent and / or feared and / or incipient accident; and or
• - Determining a degree of triggering a braking device of the vehicle.

Preferably, the vehicle comprises a braking device, which is controllable by means of the control device and / or which can be brought into a state of maximum braking effect in the crash mode.

The degree of activation of the braking device is in particular measured on the basis of a load of the braking device of the vehicle and / or a situation-dependent maximum deceleration of the vehicle.

In particular, a main movement direction of the vehicle can be determined by means of the sensor device, which can be correlated with a longitudinal central axis of the vehicle, wherein by means of the control device, in particular a Einzelradlenkanpassung and / or a Einzelradschwenkanpassung is vornehmbar if the main movement direction and the longitudinal center axis of the vehicle differ from each other.

In this way, in particular an approximation or alignment of the alignment of the longitudinal central axis of the vehicle with the main direction of movement of the vehicle can be achieved.

For example, the braking effects on the two wheels are independently adjustable by means of the control device, in particular if the main movement direction of the vehicle and the longitudinal center axis of the vehicle at least at one point by 30% or more, in particular by 10% or more, differ from each other.

It can be provided that a Einzelradlenkanpassung and / or a Einzelradschwenkanpassung are vornehmbar means of the control device, in particular if the sensor device detects a deviation of the main movement direction and the longitudinal center axis of the vehicle of 20% or less, for example by 10% or less.

It may be favorable if the two wheels are rotatable in crash mode about the axis of symmetry.

Preferably, the control device and / or the sensor device of the vehicle are designed and set up such that in the crash mode, one or more, in particular all, of the described method steps and / or functions can be carried out.

• - Detektieren eines Fahrzeugzustands mittels einer Sensorvorrichtung;
• - Aktivieren eines Crashmodus mittels einer Steuervorrichtung abhängig von einem mittels der Sensorvorrichtung detektierten Fahrzeugzustand;
• - Ansteuerung der zwei Lenkvorrichtungen der zwei Räder mittels der Steuervorrichtung; und
• - Eindrehen der zwei Räder unabhängig voneinander mittels der Lenkvorrichtungen nach innen.

The invention further relates to a method for controlling two independent steering devices of two wheels of a front axle of a vehicle in the event of a crash, the method comprising:

• - Detecting a vehicle state by means of a sensor device;
• Activating a crash mode by means of a control device as a function of a vehicle state detected by means of the sensor device;
• - Control of the two steering devices of the two wheels by means of the control device; and
• - Screwing the two wheels independently by means of the steering devices inwards.

Preferably, with respect to a direction of travel of the vehicle, the front wheel arches are rotated toward the vertical longitudinal center plane of the vehicle.

It may be favorable if the vehicle comprises pivoting devices, by means of which the two wheels are each pivoted in the crash mode independently of each other about a pivot axis.

Preferably, the two wheels of the vehicle each comprise a drive device, by means of which the two wheels are driven by a motor about the pivot axes and / or about the axes of rotation.

In particular, the two wheels of the vehicle are each rotated in the crash mode by an angle of approximately 45 ° or less about the respective axis of rotation inward.

In particular, the two wheels are rotated in the crash mode, in particular before a collision with an accident opponent, in each case by about 30 ° or less about the respective axis of rotation inwards.

For example, the two wheels in crash mode, in particular before a collision with an accident opponent, each rotated by about 10 ° or more about the respective axis of rotation inward.

Preferably, the two wheels are rotated in the crash mode, in particular before a collision with an accident opponent, in each case by about 20 ° or more about the respective axis of rotation inward.

Preferably, the two wheels are each pivoted in crash mode by means of the pivoting devices in a position in which they have a negative camber.

It may be favorable if the two wheels are each tilted further in the crash mode than in a normal mode.

In particular, negative camber means that from the front or the rear, in each case, a lower region of the two wheels with respect to the direction of gravity protrudes outward from the vertical longitudinal center plane of the vehicle.

In the crash mode, the two wheels are preferably pivoted with their upper wheel arches approximately 10 ° or less about the respective pivot axis inwards towards the vertical longitudinal center plane of the vehicle.

In particular, the two wheels are in the crash mode with their upper wheel arches in each case about 5 ° or less pivoted about the respective pivot axis inwardly to the vertical longitudinal center plane of the vehicle.

For example, the two wheels in crash mode with their upper wheel arches each about 2 ° or less pivoted about the respective pivot axis inwardly to the longitudinal center plane of the vehicle.

Preferably, the two wheels in crash mode with their upper wheel arches each about 10 ° or more pivoted about the respective pivot axis to the vertical longitudinal center plane of the vehicle.

In particular, the two wheels in crash mode with their upper wheel arches in each case about 5 ° or more are pivoted about the respective pivot axis to the vertical longitudinal center plane of the vehicle.

For example, the two wheels in crash mode with their upper wheel arches in each case about 1 ° or more pivoted about the respective pivot axis to the vertical longitudinal center plane of the vehicle.

In particular, the two wheels in crash mode with their upper wheel arches are pivoted in each case by about 2 ° or more about the respective pivot axis inwards to the vertical longitudinal center plane of the vehicle.

It may be favorable if a pivoting orientation of the two wheels is varied depending on a braking effect.

In particular, the pivot alignment of the two wheels is varied to optimize the braking effect.

The pivot alignment is preferably adjusted by means of the control device to the desired and / or maximum possible braking effect. In particular, the controller adjusts the pivot orientation based on values determined by the sensor device.

Preferably, the two wheels are rotated by means of the control device in the crash mode about the axes of rotation and / or pivoted about the pivot axes and at the same time the braking device is triggered maximum.

Alternatively, it can be provided that the rotations and / or pivoting of the two wheels and a braking operation are performed sequentially.

Further preferred features and / or advantages of the invention are the subject of the following description and the drawings of an embodiment.

• 1 eine schematische perspektivische Darstellung eines Fahrzeugs, welches ein Fahrwerk umfasst, das zwei Vorderräder in einem verschwenkten und gedrehten Zustand umfasst;
• 2 eine Draufsicht auf das Fahrzeug aus 1;
• 3 eine Vorderansicht des Fahrzeugs aus 1 und 2;
• 4 eine schematische perspektivische Darstellung einer Fahrwerksachse des Fahrzeugs aus 1 bis 3 in einer Draufsicht von oben;
• 5 eine schematische perspektivische Darstellung der Fahrwerksachse aus Fig. 4 längs einer Fahrtrichtung des Fahrzeugs gesehen;
• 6 eine schematische perspektivische Darstellung eines Rads in mittels einer Schwenkvorrichtung verschwenkter und mittels einer Drehvorrichtung gedrehter Stellung entlang der Fahrwerksachse von der Mitte der Fahrwerksachse aus gesehen;
• 7 das Rad aus 6 in einer schematischen perspektivischen Darstellung von außerhalb des Fahrzeugs im Wesentlichen senkrecht zur Fahrtrichtung des Fahrzeugs gesehen;
• 8 eine schematische Schnittansicht entlang der in 4 mit VIII bezeichneten Ebene; und
• 9 eine schematische Schnittansicht des Rads entlang einer in 7 mit IX bezeichneten Ebene.

In the drawings show:

• 1 a schematic perspective view of a vehicle, which includes a chassis comprising two front wheels in a pivoted and rotated state;
• 2 a plan view of the vehicle 1 ;
• 3 a front view of the vehicle 1 and 2 ;
• 4 a schematic perspective view of a suspension axle of the vehicle 1 to 3 in a plan view from above;
• 5 a schematic perspective view of the chassis axle of Figure 4 seen along a direction of travel of the vehicle ..;
• 6 a schematic perspective view of a wheel in a pivoted by means of a pivoting device and rotated by a rotating device position along the suspension axis seen from the center of the chassis axle;
• 7 the bike out 6 seen in a schematic perspective view from outside the vehicle substantially perpendicular to the direction of travel of the vehicle;
• 8th a schematic sectional view along the in 4 level designated VIII; and
• 9 a schematic sectional view of the wheel along a in 7 with IX designated level.

Identical or functionally equivalent elements are provided with the same reference numeral in all figures.

An in 1 to 3 illustrated, as a whole with 100 designated vehicle preferably comprises a chassis axle 102 which in particular a compound of wheels 104 with a load-bearing structure 106 of the vehicle 100 serves.

The vehicle 100 is for example a passenger car for the carriage of persons.

The suspension axle 102 and the wheels 104 in particular form part of a chassis 108 of the vehicle 100 ,

The supporting structure 106 preferably forms a frame and / or a body structure, which is a passenger compartment 110 includes.

It may be cheap if the passenger compartment 110 is surrounded at least approximately cage-shaped in an upper region with respect to the direction of gravity 112. The passenger compartment 110 is preferably above a roof arch 116 , each on both sides of an A-pillar 114, each on both sides of a B-pillar 115 and each surrounded on both sides by a C-pillar 118.

The A-pillars 114, B-pillars 115 and C-pillars 118 are preferably each in the range of side walls 119 of the vehicle 100 arranged.

The chassis 108 preferably connects the supporting structure 106 , in particular the passenger compartment 110 , of the vehicle 100 with a street (not shown).

The vehicle 100 includes for example four wheels 104 , in the present case two wheels 104 are shown.

The two wheels 104 are for example by means of the chassis axle 102 of the chassis 108 connected.

One regarding a direction of travel 120 of the vehicle 100 front axle axle 102 is preferably as a front axle 122 designated.

The front axle 122 is particularly to one in the direction of travel 120 Front arranged at the front 123 of the vehicle 100 arranged adjacent.

The suspension axle 102 preferably comprises a link element 124 , which is in at least approximately horizontal direction and perpendicular to the direction of travel 120 from a wheel 104 to a relative to a vertical longitudinal center plane 126 of the vehicle 100 opposite further wheel 104 extends.

The handlebar element 124 is for example as a transverse leaf spring 128 educated.

Alternatively, it can be provided that the chassis 108 a plurality of links 124 (not shown).

In particular, the transverse leaf spring 128 formed in one piece and made for example of a fiber composite plastic.

It may be favorable if the transverse leaf spring 128 is made of or comprises a glass fiber reinforced plastic material.

The handlebar element 124 , in particular the transverse leaf spring 128 , preferably comprises a middle section 130 which extends between two spaced apart ends 132 of the link element 124 extends.

The ends 132 of the link element 124 , in particular the transverse leaf spring 128 , are preferably via a pivoting device 134 with the wheel 104 connected.

The wheel 104 is in particular by means of the pivoting device 134 about a pivot axis 136 pivotally mounted on the handlebar element 124 stored.

The ends 132 the transverse leaf spring 128 are formed, for example, as receiving sections 138. For example, the receiving sections 138 of the link element 124 as a receiving fork 140 educated.

The receiving fork 140 preferably has a substantially U-shaped cross section with two legs 142 on. The cross section is in particular perpendicular to the vertical longitudinal center plane 126 of the vehicle 100 taken. The two thighs 142 the receiving fork 140 embrace and / or enclose in particular an intermediate storage device 144 of the landing gear 108 at least partially.

The recording sections 136 of the link element 124 and the intermediate storage device 144 preferably form part of the pivoting device 134 ,

It may be favorable if the intermediate storage device 144 a housing 146 has, which is at least approximately cylindrical, for example circular cylindrical shaped.

It can be advantageous if the legs 142 the receiving fork 140 two in the axial direction of the pivot axis 136 from the case 146 the bearing device 144 extending away bearing pin 147 in designated openings 149 take up.

The openings 149 are in particular formed as passage openings, for example as through-holes.

It can be provided that the housing 146 the intermediate storage device 144 is formed hollow cylindrical and that in its interior a drive device 148 is arranged.

In particular, the drive device 148 in the case 146 the intermediate storage device 144 integrated.

By means of the drive device 148 In particular, the pivoting device 134 can be driven and / or a pivoting of the wheel 104 around the pivot axis 136 be realized relative to the link element with motor drive.

Alternatively it can be provided that the drive device 148 outside the case 146 the intermediate storage device 144 is arranged.

The pivot axis 136 is preferably parallel to the direction of travel 120 and to a longitudinal central axis 150 of the vehicle 100 arranged.

The position of the pivot axis 136 relative to the direction of travel 120 and / or the longitudinal center axis 150 of the vehicle 100 is preferably substantially unchanged in each wheel position.

The intermediate storage device 144 is preferably in a respect to the Direction of gravity 112 lower range 152 of the wheel 104 arranged.

It may be favorable if the intermediate storage device 144 completely or partially in an interior 155 of the wheel 104 is arranged.

The chassis 108 preferably comprises a rotating device 154 , by means of which the wheel 104 around a rotation axis 156 rotatable relative to the intermediate bearing device 144 and / or to the link element 124 is stored.

The wheel 104 is formed substantially rotationally symmetrical to an axis of symmetry 160, wherein the axis of symmetry 160 in particular a rotation axis of the wheel 104 forms.

One perpendicular to the vertical median longitudinal plane 126 of the vehicle 100 through the symmetry axis 160 extending plane separates in particular the lower portion 152 of the wheel 104 from an upper area 158 of the wheel 104 ,

In the assembled state of the vehicle 100 is the wheel 104 preferably around the axis of symmetry 160 rotatable. The wheel 104 In particular, it comprises a tire 162 which rests on a rim 164 of the wheel 104 is mounted or mounted.

For rotatable storage of the tire 162 around the axis of symmetry 160 includes the landing gear 108 preferably a guide element 166 and during normal operation of the vehicle 100 is the tire 162 of the wheel 104 with a 168 footprint on the road.

The guide element 166 is preferably by means of the rotating device 154 around the axis of rotation 156 relative to the housing 146 the intermediate storage device 144 rotatably mounted.

The turning device 154 is preferably by means of the drive device 148 motor operated.

The guide element 166 is in particular in a relative to the axis of symmetry 160 radially outer region of the wheel 104 and / or eccentric with respect to the axis of symmetry 160 arranged.

The guide element 166 is in particular at least approximately annular and / or adjacent to the tire 162 arranged. The guide element 166 is in particular from the axis of symmetry 160 spaced apart.

The turning device 154 includes in particular a rotatable component 170 , which with respect to the direction of gravity 112 from below into the housing 146 the intermediate storage device 144 protrudes and / or with respect to the direction of gravity 112 from below into the housing 146 the intermediate storage device 144 is inserted.

At one of the housing 146 the intermediate storage device 144 opposite end is the rotatable component 170 in particular fixed to the guide element 166. For example, the rotatable component 170 cohesively, positively and / or non-positively with the guide element 166 connected.

The rotatable component 170 is for example cylindrical, in particular circular cylindrical, formed.

Preferably, the rotatable component forms 170 a base member of the rotary device 154, on which the housing 146 the intermediate storage device 144 is attached.

The swivel device 136 and / or the intermediate storage device 144 and / or the rotary device 154 are especially in a lower area 152 of the wheel 104 , adjacent to the footprint 168 arranged.

The eccentric arrangement of the guide element 166 to the axis of symmetry 160 preferably allows the positioning of the pivoting device 134 and / or rotary device 154 and / or intermediate storage device 144 in the area below 152 of the wheel 104 ,

The housing 146 the intermediate storage device 144 and / or the rotatable member 170 and / or the receiving portion 138 are in particular in the interior 155 of the wheel 104 arranged.

The intermediate storage device 144 , in particular the housing 146 the intermediate storage device 144, preferably forms part of the rotary device 154. The rotary device 154 includes, in particular, the intermediate storage device 144 and the rotatable component 170 ,

The housing 146 the intermediate storage device 144 preferably forms a rotationally fixed part of the rotating device 154 while in particular the wheel 104 over the rotatable component 170 and / or the guide element 166 is rotatably mounted about the rotation axis 156.

The rotatable component 170 and the guide element 166 preferably form one about the axis of rotation 156 rotatable part of the rotary device 154 ,

It may be favorable if the intermediate storage device 144 , in particular the housing 146 the intermediate storage device 144 , forms a rotatable part of the pivoting device 134.

The handlebar element 124 preferably forms a non-rotatable part of the pivoting device 134th

For example, a pivot radius of the intermediate bearing device 144 around the pivot axis 136 spatially by the rotatable member 170 and / or the guide member 166 limited.

The guide element 166 preferably forms a bearing element for the rotatable mounting of the wheel 104 around the axis of symmetry 160 ,

Regarding the rotatable mounting of the wheel 104 around the axis of symmetry 160 preferably form the guide element 166 , the rotatable component 170 , the housing 146 of the intermediate storage device 144 and / or the link element 124 a non-rotatable part, while in particular the on a rim base 174 fitting tires 162 around the axis of symmetry 160 is rotatably mounted and / or one about the axis of symmetry 160 rotatable part forms.

The rim bed 174 is at a wheel inside 176 and a wheel outside 178 each of rim flanges 180 limited, which in particular slipping of the tire 162 from the rim 164 prevent.

The wheel 104 preferably has a positive offset with respect to a rim center 184. The rim center 184 is preferably a plane passing through geometric centers of connecting lines between opposing rim flanges 180 runs. The offset indicates in particular a possible distance between the center of the rim and an inner bearing surface of a rim flange 182 ,

The bearing surface of the rim flange 182 is opposite the rim center 184 shifted outwards and the rim 164 is in particular arranged further inside in a wheel house.

This can offer the advantage that, for example, two on the chassis axle 102 arranged wheels 104 , in particular due to the positioning further inside the wheel arch, have a lesser trace.

Preferably, the transverse leaf spring comprises 128 a spring element 129 , which is the suspension of the vehicle 100 serves.

It may be favorable if the guide element 166 recessed areas 186 in which rolling elements 188 For example, tapered roller-shaped rolling elements 188 are housed.

For example, two rows of at least approximately frusto-conical rolling elements 188 each in an at least approximately concentric with the axis of symmetry 160 arranged aligned ring.

One of the rings of taper roller-shaped rolling elements 188 is preferably adjacent to the wheel outside 178 and the other ring is aligned adjacent to the inner wheel side 176.

It may be favorable if the at least approximately frustoconical rolling elements 188 are formed inclined with their top surfaces in the direction of the axis of symmetry 160.

The guide element 166 preferably comes via the rolling elements 188 in a guide ring 190 for circulation.

For example, the rolling elements 188 in an inner ring 187 movably mounted. They are used in particular by a bearing shell 189 formed outer ring, which is on the inner ring 187 rests.

In particular, enclose the inner ring 187 and the bearing shell 189 the at least approximately frustoconical rolling elements 188 ,

The bearing shell 189 preferably adjacent to the guide ring 190 at.

The inner ring 187 preferably adjoins the guide element 166 at. It may be favorable if the inner ring 187 and / or the bearing shell 189 are at least approximately conical, with their cone widens in each case to the base surfaces of the at least approximately frustoconical rolling elements 188 out.

The movement along lateral surfaces of the at least approximately frustoconical rolling elements 188 serves in particular the storage in the radial direction, while an inclined arrangement of the rolling elements 188 preferably a displacement of the guide element 166 relative to the rim 164 parallel to the axis of symmetry 160 of the wheel 104 prevented.

It may be provided that in each case a sealing element, for example a shaft sealing ring 185, the bearing to the wheel inside 176 and seals to the outside of the wheel 178 from an environment. For example, an entry of particles or impurities in the area of the rolling elements 188 be avoided.

A bearing clearance is preferably by means of the bearing clearance adjustment element 191 adjustable. The bearing clearance adjustment element 191 surrounds the guide member 166 in particular on the outside to the wheel 178 aligned ring of rolling elements 188 completely or partially.

It can be advantageous if the landing gear 108 a braking device 192 which is in one with respect to the axis of symmetry 160 radially outer region of the wheel 104 is arranged.

The brake device 192 is in particular arranged adjacent to the guide element 166.

The brake device 192 preferably comprises a brake disc 194 , which, for example, as a brake ring 196 is formed, and in particular has passage openings 198.

The passages 198 For example, are formed annular and / or in streamlined rows in the brake ring 196 arranged.

The brake device 192 preferably comprises a caliper 200 , which on the brake ring 196 attacks.

The brake ring 196 is preferably via a, in particular annular, intermediate element 202 with the rim ring 190 connected. The rim ring 190 is particularly concentric with the rim base 174 arranged and / or from the rim base 174 spaced.

It may be favorable if the brake ring 166 over the intermediate element 202 indirectly with the rim base 174 is connected, in particular such that possibly resulting braking heat does not pass directly to the rim base 174.

Preferably, 55% or more, more preferably 65% or more, is a surface of the housing 146 the intermediate storage device 144 in relation to the center of the rim 184 inner half 204 of the wheel 104 arranged.

The inner half 204 of the wheel 104 is in particular the vertical longitudinal center plane 126 of the vehicle 100 facing.

It can be provided that the landing gear 108 a damping device 206 includes, by means of which the movement of the wheel 104 relative to the supporting structure 106 can be influenced.

The damping device 206 is preferably at one end 132 the link element 124 is arranged.

For example, the damping device engages 206 to a middle area of the pickup fork 104 and extends, a hinge 208 comprising, at least approximately vertically and / or obliquely upward from the transverse leaf spring 128 away.

Additionally or alternatively, it may be provided that the damping device 206 directly to the housing 146 the intermediate storage device 144 connected is.

The damping device 206 includes in particular a shock absorber 210 , which is designed for example as an oil pressure shock absorbers or gas pressure shock absorbers.

The brake device 192 is preferably independent of pivoting 134 of the wheel 104 around the pivot axis 136 triggered. The wheel 104 is in particular independent of a degree of activation of the braking device 192 about the pivot axis 136 pivotable.

Preferably also in a pivoted position of the wheel 104 around the pivot axis 136 bumps by means of the spring element 129 and / or the damping device 206 compensated.

The embodiment of the vehicle 100 is preferably suitable for showing an optimized crash behavior in the event of a crash.

The vehicle 100 is shown in the figures in crash mode.

This includes the vehicle 100 preferably the front axle 122 , on which two wheels 104 are arranged. The two wheels 104 are in particular by means of two separate steering devices 212 independently steerable.

The steering devices 212 are preferably of the link element 124 different.

The vehicle comprises in particular a control device 214 for controlling the two steering devices 212 the two wheels 104 and a sensor device 216 for detecting different vehicle conditions of the vehicle 100 ,

The two steering devices 212 preferably each comprise a pivoting device 134 and a rotating device 154 ,

In the case of the sensor device 216 detecting an unavoidable accident is, in particular, a crash mode of the vehicle 100 activatable by means of the control device 214.

An unavoidable accident preferably occurs when the vehicle 100 onward in the direction of travel 120 collided with an obstacle.

An obstacle is, for example, a stationary or moving obstacle.

The crash mode is preferably activated when the vehicle 100 at constant main movement direction 218 of the vehicle 100 with a coverage of 25% or less relative to the front 123 of the vehicle 100 collides head-on with the obstacle.

It can be cheap if the vehicle 100 includes steer-by-wire steering.

In particular, the sensor device form 216 and the control device 214 Components of steer-by-wire steering.

Preferably, by means of the control device 214 the two wheels 104 in crash mode about axes of rotation 156 rotatable.

For example, the two wheels 104 in crash mode independently turned by about 25 ° or more inwards.

It may be cheap if the two wheels 104 in crash mode, each have a wheel angle of about 40 ° or less with their tips facing each other.

The two wheels 104 are in particular symmetrical with respect to the vertical longitudinal center plane 126 of the vehicle 100 arranged.

It can be provided that the two wheels 104 each independently about pivot axes 136 are pivoted, in particular such that they each have a negative camber of about 8 ° or less.

It can be advantageous if the wheel impact and / or the negative camber of the two wheels 104 in crash mode, motorized by the drive devices 148 are adjustable, the drive devices 148 can be controlled by the control device 214.

The drive devices 148 the two wheels 104 are in particular independently of each other by means of the control device 214 controllable.

The two wheels 104 preferably form a component of a deflection plane in crash mode 220 ,

One of the diversion levels 220 preferably comprises a wheel 104 , an A-pillar 114, parts of front bumpers 222 and areas of a sidewall 119 ,

It may be beneficial if the Ablenkebenen 220 are formed as Abgleitebenen, in particular such that obstacles slide off and / or from the Ablenkebenen 220 to get distracted.

The deflection planes 220 preferably intersect in a cutting line 226 , which at least approximately in the vertical longitudinal center plane 126 of the vehicle 100 is located.

It can be provided that the cutting line 226 in which the Ablenkebenen 220 intersect, an angle of 70 ° or less with the longitudinal central axis 150 and / or the direction of travel 120 includes.

It may be advantageous if the braking devices 192 the two wheels 104 in crash mode by means of the control device 214 are maximally activated.

The vehicle 100 may preferably be with a method of controlling two independent steering devices 212 two wheels 104 a front axle 122 of a vehicle 100 be controlled in the event of a crash.

Preferably, by means of the sensor device 216 an oncoming obstacle detected and the crash mode is by means of the control device 214 activated.

The crash mode is activated in particular when the sensor device 216 detects an obstacle with which of the vehicle 100 with unchanged main movement direction 218 in a transition region between the front bumper 222 and one of the side walls 119 will collide.

It may be favorable if the sensor device 216 a command and / or a signal to the control device 214 transmitted electrically. In particular, subsequently the command and / or the signal to start the crash mode by means of the control device 214 to the two steering devices 212 transmitted.

The two steering devices 212 preferably act as electromechanical actuator.

The control device 214 controls in particular the two steering devices 212 separated from each other, in particular such that the two wheels 104 to be turned inside.

In particular, the sensor device determines and / or documents 216 during the rotation of the two wheels 104 by means of the steering devices 212 the respective position of the two wheels 104 ,

The two wheels 104 are preferably rotated so that they form constituents of planes which an arrowhead in the direction of travel 120 form.

In particular, the two wheels 104 due to a signal from the sensor device 216 by means of the motor drive of the rotary devices 154 through the drive devices 148 , for example, rotated by about 30 °.

With a rotation of the two wheels 104 around the axes of rotation 156 each about 30 ° can in case of a collision of the vehicle 100 with an obstacle, for example, by up to 30% improved intrusion levels of the vehicle 100 compared to a vehicle with parallel to the direction of travel 120 aligned wheels 104 can be achieved.

It may be favorable if by means of the control device 214 in the crash mode, a swing, in particular a motorized swing, the two wheels 104 around the respective pivot axis 136 is activated.

In particular, in the crash mode of the sensor device 216 a signal to the control device 214 due to which the control device 214 releases the pivoting devices 134 the two wheels 104 activated.

By means of the swivel devices 134 become the two wheels 104 set by the control device 214 in the crash mode, in particular in a tilted position, in which the two wheels 104 with their upper areas 158 each to the vertical longitudinal center plane 126 are tilted.

In the tilted position in particular a friction of the tires 162 on the road and / or the braking effect of the tires 162 increased in the street.

The tilting of the two wheels by about 5 ° or more about the pivot axes 136 may preferably be a slipping of the tires 162 from the rims 164 prevent.

The sensor device 216 determines and / or documents in particular the position of the two wheels 104 during the pivoting of the two wheels 104 by means of the steering devices 212 ,

It can be provided that due to the rotation and / or pivoting of the two wheels 104 the braking effect of the brake device 192 is optimized.

By means of, in particular motorized, pivoting device 134 in combination with, in particular motorized, rotating device 154 of the landing gear 108 which is adjacent to the wheel tread 168 are arranged, preferably optimized camber settings and optimized driving dynamics can be realized.

By means of an eccentric bearing of the wheel 104 around the axis of symmetry 160 on the guide element 166 may preferably be a housing of the link member 124 and / or the pivoting device 134 and / or turning device 154 near the wheel tread 168 of the wheel 124 will be realized.

In the case of an accident, by means of, in particular motor, control of the rotating devices 154 and / or pivoting devices 134 of the two wheels 104 by the control device 214 based on electrical signals of the sensor device 216 Before and / or during the crash mode, preferably an optimized passive safety is realized in the event of a collision with an obstacle.

Preferably, additional, provided for the accident situation structural components can be saved, so that the mass of the vehicle compared to vehicles can be reduced with additional structural components.

LIST OF REFERENCE NUMBERS

100

vehicle

102

chassis axle

104

wheel

106

carrying structure

108

landing gear

110

cabin

112

The direction of gravity

114

A column

115

B-pillar

116

roof arch

118

C-pillar

119

sidewall

120

direction of travel

122

Front

123

front

124

link element

126

vertical longitudinal center plane

128

Transverse leaf spring

129

spring element

130

middle section

132

The End

134

swivel device

136

swivel axis

138

receiving portion

140

receiving fork

142

leg

144

Intermediate storage device

146

casing

147

pivot

148

driving device

149

opening

150

Longitudinal central axis

152

lower area

154

rotator

155

inner space

156

axis of rotation

158

upper area

160

axis of symmetry

162

tires

164

rim

166

guide element

168

wheel contact

170

rotatable component

174

rim

176

inside of the wheel

178

outside of the wheel

180

rim flange

182

rim flange

184

rim center

185

Shaft seal

186

recessed area

187

inner ring

188

rolling elements

189

bearing shell

190

guide ring

191

Bearing clearance adjustment element

192

braking device

194

brake disc

196

brake ring

198

Through opening

200

caliper

202

intermediate element

204

inner half

206

damping device

208

swivel

210

shock absorber

212

steering device

214

control device

216

sensor device

218

Main direction of movement

220

deflection

222

bumper

226

intersection

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102015002546 A1 [0002]
• DE 102012023006 A1 [0002]
• DE 10032710 A1 [0002]
• DE 202015001330 U1 [0002]
• DE 202014105451 U1 [0002]
• DE 102014018401 A1 [0002]
• DE 102013207376 A1 [0002]
• DE 102012013277 A1 [0002]
• DE 102012004682 A1 [0002]
• DE 102004036332 B4 [0002]
• WO 9000477 A1 [0002]
• EP 93707 A1 [0002]

Claims (15)

A vehicle (100) comprising: a front axle (122) comprising two wheels (104) steerable independently of each other by means of two separate steering devices (212) on a supporting structure (106) of the vehicle (100); - a control device (214) for controlling the two steering devices (212) of the two wheels (104); and - A sensor device (216) for detecting different vehicle states of the vehicle (100), wherein the two steering devices (212) depending on a detected vehicle state by means of the control device (214) are set into a crash mode in which the two wheels (104) by means of the steering devices (212) are each rotated inwardly independently. Vehicle (100) to Claim 1 , characterized in that the vehicle (100) comprises two pivoting devices (134), by means of which the two wheels (104) are pivotable about pivot axes (136) independently of each other, the two wheels (104) in particular from a normal position in the normal mode in one tilted position in crash mode are adjustable. Vehicle (100) to Claim 1 or 2 characterized in that the crash mode is activatable when the sensor device (216) detects one or more of the following: - an impending and / or unavoidable and / or incipient frontal impact of the vehicle (100) on an obstacle with 30% coverage or less with respect to a front side (123) of the vehicle (100); and / or - a frontal oncoming potential obstacle, on which the vehicle (100) with unchanged direction of travel (120) in a spaced from the longitudinal central axis (150) of the vehicle (100) outer region of the front side (123) of the vehicle (100) impact becomes. Vehicle (100) after one of Claims 1 to 3 characterized in that the two wheels (104) in crash mode each form part of a deflection plane (220) along at least one of the two Ablenkebenen (220) the vehicle (100) offset in a direction of travel (120) oncoming loads and / or Forces are deflected and / or along at least one of the two Ablenkebenen (220) the vehicle (100) offset oncoming loads and / or forces slide. Vehicle (100) to Claim 4 , characterized in that the two deflection planes (220) intersect in a cutting line (226) which lies at least approximately in a vertical longitudinal center plane (126) of the vehicle (100). Vehicle (100) to Claim 4 or 5 characterized in that the two deflection planes (220) intersect at a line of intersection (226) which forms an angle of 85 ° or less with a longitudinal central axis (150) of the vehicle (100), the angle being opposite to a direction of travel ( 120) of the vehicle (100) opens. Vehicle (100) after one of Claims 1 to 6 , characterized in that the two wheels (104) are arranged in crash mode at least approximately symmetrical with respect to a vertical longitudinal center plane (126) of the vehicle (100). Vehicle (100) after one of Claims 1 to 7 , Characterized in that by means of the sensor device (216) one or more of the following steps are carried out: - monitoring an environment for potential hazards, particularly offset oncoming obstacles; and / or - determining a main direction of movement (218) of the obstacle; and / or - determining a possible impact area of the obstacle, in particular an overlap with a front side (123) of the vehicle (100); and / or - determining a main movement direction (218) of the vehicle (100) and correlation with a longitudinal center axis (150) of the vehicle (100); and / or - correlating a braking action on the one wheel (104) with a braking action on the other wheel (104); and / or - detecting an unavoidable and / or imminent and / or feared and / or incipient accident; and / or - determining a degree of triggering of a braking device (192) of the vehicle (100). A method of controlling two independent steering devices (212) of two wheels (104) of a front axle (122) of a vehicle (100) in the event of a crash, the method comprising: - detecting a vehicle condition by means of a sensor device (216); Activating a crash mode by means of a control device (214) as a function of a vehicle state detected by means of the sensor device (216); - controlling the two steering devices (212) of the two wheels (104) by means of the control device (214); and - Screwing the two wheels (104) independently by means of the steering devices (212) inward. Method according to Claim 9 , characterized in that the vehicle (100) comprises pivoting devices (134), by means of which the two wheels (104) in crash mode independently of one another each about a pivot axis (136) to be pivoted. Method according to Claim 9 or 10 , characterized in that the two wheels (104) of the vehicle (100) each comprise a drive device (148) by means of which the two wheels (104) are motor-driven about pivot axes (136) and / or about axes of rotation (156). Method according to one of Claims 9 to 11 , characterized in that the two wheels (104) of the vehicle (100) are rotated in the crash mode in each case by an angle of approximately 45 ° or less about an axis of rotation (156). Method according to one of Claims 9 to 12 , characterized in that the two wheels (104) in the crash mode by means of pivoting devices (134) are each pivoted to a position in which they have a negative camber and / or that the two wheels (104) are each tilted further inward than in a normal mode. Method according to one of Claims 9 to 13 characterized in that a pivotal orientation of the two wheels (104) is varied depending on a braking action and / or that the pivotal orientation of the two wheels (104) is varied to optimize the braking action. Method according to one of Claims 9 to 14 , characterized in that by means of the control device (214), the two wheels (104) in the crash mode simultaneously rotated about axes of rotation (156) and / or swivel about pivot axes (136) and a braking device (192) is loaded to the maximum or that the rotations and / or pivoting of the two wheels (104) and a braking operation are performed sequentially.

Images