DE102019009125A1 - Vehicle with tilting frame and steering system - Google Patents

Abstract

The present invention relates to a vehicle with a base frame on which at least two spring-loaded suspensions, in particular spring-loaded wheel suspensions, for driven, non-driven, steerable or non-steerable contact elements, for example wheels, are attached which can be steered by means of a stub axle steering and are located transversely to the direction of travel on both sides of the longitudinal direction - a tilting frame, tilting frame that can be tilted in a tilting axis with respect to the base frame- a steering tube which is rotatably fastened to the tilting frame in the steering axis and automatically tilts with the tilting frame- at least one tie rod connected to the tie rod operating element- a linear or rotative tie rod operating element rotative over a guide element rotatable, the tie rod actuation element being displaced by tilting the tilting frame about the tilting axis and independently thereof by rotating the steering tube about the steering axis in such a way that the steerable contact element through the tie rod actuation element by means of the at least one tie rod a steering movement and when cornering there is no significant change in the camber of the contact elements, the vehicle comprising at least one steering system in which at least one cardan joint is arranged between the steering tube and the tie rod drive element.

Description

The invention relates to a vehicle with a base frame on which at least two contact elements, for example wheels, runners or caterpillars, are attached that can be steered by means of a stub axle steering and are located on both sides of the longitudinal direction of travel, each transverse to the longitudinal direction (transverse direction).

The vehicle preferably comprises at least one tie rod and at least one tie rod actuating element.

In connection with the invention disclosed in the present application, the term “tie rod” encompasses any configuration of a steering transmission element with which a movement of the tie rod actuating element is transmitted to the kingpin of the steerable contact element.

The term “stub axle steering” also includes wheel hub steering systems, such as those used occasionally on motorcycles, for example.

The tie rod actuation element is functionally arranged - in a steering gear - between the steering tube and the tie rod and transmits a steering and / or tilting movement caused by the vehicle driver to the tie rod (s), whereby the direction of travel of the vehicle is changed via the at least one steerable contact element. In particular, the tie rod actuation element is movably mounted in a guide element in which the tie rod actuation element is axially displaceable or rotatably rotatable.

In addition, the vehicle comprises a tilting frame with a tilting axis that can be tilted with respect to the base frame, as well as a steering tube with a steering axis running obliquely or perpendicularly to the tilting axis, the steering tube being mechanically connected to the tilting frame and wherein the two contact elements spring in on the base frame on both sides of a longitudinal direction of travel of the tilting frame are attached.

With a vehicle configured in this way, the vehicle driver can lean into the curve together with the tilt frame while driving. For example, the camber of the steerable contact element or the steerable contact elements does not change or does not change significantly, triggered by the steering movement during cornering. Slight changes in the camber due to the chassis kinematics are of course still possible.

Furthermore, the two contact elements are attached to the base frame on both sides of a longitudinal direction of travel of the tilting frame, for example via wheel carriers that spring in and out.

If the contact elements are, for example, wheels and, for example, an independent wheel suspension on the base frame with a spread or by caster, that is, a not entirely vertical axis, an insignificant change in the camber occurs when the wheels are turned in by the chassis kinematics.

Furthermore, the camber also changes, but in particular insignificantly, as a result of the compression and rebound of the wheel suspension. For example, a geometric position and an angle of the upper and lower wheel suspension and the bearings of the pivot axis for the rotatable steering knuckle change in each case.

The feature that the wheels and / or runners are fixed on the base frame in such a way that the camber does not change or only changes insignificantly when turning into the curve, a maximum contact area between the tire and the ground is also achieved in tires with an essentially flat tread maintained when cornering. Maintaining the maximum contact area between tire and ground when cornering increases safety, on the one hand, since more friction surface is available between tire and ground. On the other hand, the full tread is also available when cornering, which means that the tread optimized by the tire manufacturer is also available in full for the drive and braking of the vehicle when cornering.

As an alternative to this, it is conceivable that the camber changes only at the two front contact elements (for example the front wheels) or not at all or only insignificantly for the two rear contact elements (for example the rear wheels).

There is no significant change in the camber of the wheels and tires when turning into a curve, such as in the case of an inclined position when riding a motorcycle and an associated reduction in the tire contact area and the adhesion between the tires and the ground.

By constructing a tilting frame that can be tilted by a vehicle driver relative to a base frame on which the contact elements are fixed, it is achieved that the tilting frame can be tilted by the vehicle driver in accordance with the curve radius and the curve speed and thus against the centrifugal force towards the inside of the curve.

An exemplary embodiment of a steering gear is shown in DE 10 2014 101 087 B4 shown, corresponding mechanical components are arranged here between the steering tube and the tie rod element, the targeted geometric arrangement resulting in an actuation of the tie rods by tilting the tilting frame and / or rotating the rotary steering.

In one embodiment of the vehicle according to the invention, it has a stabilizer. This stabilizer is set up and provided to ensure improved driving stability on the sprung wheel suspensions of the vehicle while cornering. This stabilizer preferably also has an effect on the cornering behavior of the vehicle in that the stabilizer reduces the rolling of the chassis or base frame.

Such a stabilizing element could be installed in the area of the front axle or also in the area of the rear axle. A stabilizing element on both axes is also conceivable. The stabilizing element can for example be arranged along an axis between two rotatable or steerable contact elements of a vehicle.

In a further preferred embodiment, the vehicle has a drive unit which is set up and provided for supplying the vehicle with a drive force or a drive torque. This drive unit can preferably be arranged in different ways or in different areas of a vehicle. It is possible, for example, for the drive unit to be firmly connected to a base frame. This base frame is characterized, for example, in that it does not move relative to the tilting frame, for example inclines.

It is also possible to arrange the drive unit on the rear swing arm of the drive axle. In this case, the drive unit does not tilt with the tilt frame.

Another possibility is to arrange the drive unit in or on a tilting frame, so that this drive unit moves with or follows this tilt when the tilting frame is tilted. The tilting frame is characterized, for example, by the fact that it can tilt with respect to the base frame, for example to the right or left as seen in the direction of travel. By arranging the drive unit in the tilting frame, more mass is moved with the tilting frame, which reduces the tendency to tilt in the curve. Such an arrangement therefore offers additional security. To bridge a tilting movement between the tilting frame and the base frame and to transmit a drive torque from the drive unit in the tilting frame to a drive element, for example a drive wheel or drive pinion, a swivel gear can be provided in the base frame.

This swivel gear preferably has at least one ball drive joint. In order to increase the tilting mobility of the swivel gear, two ball drive joints can preferably also be provided in the swivel gear.

Preferably, a drive wheel or pinion can be provided on the gear in the tilting frame parallel to the inclinable plane of the tilting frame and a swivel wheel or pinion can be provided on the ball drive joint of the swivel gear, which is connected to the drive wheel or pinion via a power transmission means.

A chain or a toothed belt is usually used as the power transmission medium. The power transmission means and the swivel wheel or pinion of the swivel gear are also arranged in the same plane as the drive wheel or pinion. Thus, for example, the swivel wheel or pinion of the swivel gear and the drive wheel or pinion can be arranged one behind the other or also offset one behind the other, but for example at the same height from the floor on which the contact elements rest. By designing the drive wheel or pinion parallel to the inclinable plane of the tilting frame, a power transmission from the inclined tilting frame via the swivel gear to the wheels is made possible without the drive wheel or pinion setting up torque being generated on the tilting frame. The tiltable plane is spanned by a tilting area of the tilting frame.This is of crucial importance because, for example, if the transmission were connected to the rear drive axle via a cardan shaft aligned in the direction of travel, a torque would be generated on the tilting frame when accelerating and braking, and the driver would generate this would also have to check when accelerating and braking. Due to the arrangement of the drive wheel or pinion in a plane parallel to the plane of the inclinable frame and the swivel gear, no erection torque acts on the inclination frame during acceleration and braking, so that it neither erects nor is depressed during acceleration and braking.

In another embodiment, the vehicle can have a rigid rear axle, for example, which can spring relative to a base frame, for example via a spring damper system. This can be the case, for example, with a so-called quad with a rigid rear axle.

For this purpose, for example, the rear axle can be connected to a swinging axle provided on the base frame via a swing arm, around which the rear axle can move against the spring force in the spring damper system. The drive unit can preferably also be arranged on the rocker arm.

It should be noted that the drive unit mentioned above can be, for example, an internal combustion engine, but an electric motor or a simple pedal drive cannot be ruled out.

The vehicle mentioned above can preferably have various configurations. For example, it would be possible for the vehicle to have four contact elements, for example tires. For example, it would be possible for both a front axle and a rear axle to each have two contact elements.

However, other configurations cannot be ruled out either. For example, it would also be possible for the vehicle to have only three contact elements, and these contact elements can also be tires. Furthermore, it would be entirely conceivable for the vehicle to have only three contact elements, with either two contact elements being arranged on a front axle and one contact element on a rear axle or vice versa.

In a further embodiment, the vehicle also has three contact elements, but here, for example, the two front contact elements are not designed as tires, but rather as runners, which are used for control. The vehicle could have a drive caterpillar as a third contact element, as is the case, for example, with a snowmobile.

Furthermore, a watercraft with a drive turbine or drive propeller would also be conceivable in that the direction of travel of the watercraft is changed accordingly by tilting a tilting frame / superstructure and / or by rotating the rotary steering, which is connected to a steerable drive turbine / drive nozzle or steering floating elements.

In one embodiment according to the invention, the vehicle has, for example, a differential gear, in particular a differential gear, in a drive axle or between drive shafts of the vehicle. A vehicle is thus provided which enables improved driving stability, in particular when entering bends at very high speeds. These differential gears also include self-locking differentials, load-dependent or speed-dependent self-locking differentials, switchable and non-switchable differential gears.

The differential gear is preferably used to stabilize cornering of the vehicle and to compensate for differences in speed and torque differences between the two contact elements arranged and driven on both sides of the base frame.

By using a differential gear, especially for rigid drive axles, the cornering speed can be kept as constant as possible during the transition to cornering. It is particularly advantageous that the cornering speed can be kept constant, especially during the transition from straight-ahead travel to cornering, and there is no surprising reduction in the cornering speed.
With regard to such a differential gear, for example, the use of a differential gear is conceivable in which the, for example only the front contact elements are driven. This can also be done in that the drive unit is fastened in the base frame at the front between the front contact elements with split drive shafts, which results in a vehicle with a front-wheel drive. Such a configuration on the rear axle, as a result of which rear-wheel drive is achieved, cannot be ruled out. In addition, the differential gears can be used in all-wheel drive vehicles between the driven front axles and rear axles.

Furthermore, depending on the configuration variant, the vehicle can preferably have a rigid front axle or also a rigid rear axle. For example, the rigid axle could also be designed as a drive axle.

In the exemplary embodiment shown above, in which the vehicle has wheels as contact elements, these can, for example, be fixed to the base frame via an independent wheel suspension. The vehicle can have, for example, an upper and a lower wheel suspension at the front. For example, the respective contact elements, for example wheels or runners, can be provided on the lower wheel suspension and the upper wheel suspension. In this case, for example, the front wheels are rotatably arranged relative to a base frame on one stub axle each on the upper wheel suspension and the lower wheel suspension. More preferably, a sprung independent wheel suspension can also be provided, which is composed, for example, of an upper and lower wheel suspension and a spring damper element.

A vehicle could be steered according to the present invention in different ways. Both when rotating a steering tube clockwise and when tilting the tilting frame clockwise (in each case viewed in the direction of travel), a tie rod actuation element is linearly shifted to the left transversely in the direction of travel, connected to a gear segment by rotating a steering column shaft and its rotational movement in a guide element, so that the front contact elements, such as wheels, are rotated clockwise about their stub axles and thus experience a steering movement to the right as seen in the direction of travel. When the steering tube is rotated counterclockwise and when the tilting frame is inclined counterclockwise, the front contact elements experience a steering movement to the left in an analogous manner. The inclination of the tilting frame in the respective direction could be achieved, for example, by shifting the driver's weight.
In one embodiment according to the invention, the steering can be designed in such a way that the tie rod is arranged by means of ball joints on a linearly moved tie rod actuation element, the linearly moved tie rod actuation element via a gear segment, rotatably mounted on a steering column shaft in a guide element, via universal joints with the steering column with a handlebar connected is. When the handlebar is operated or the handlebar is turned clockwise (viewed in the direction of travel), the linear tie rod actuation element is operated via the steering column, which means that the contact elements, which are arranged on the tie rod by means of steering levers via a ball joint, for example, perform a rotary movement or steering movement learn to the left. This is not only possible by turning the handlebar clockwise but also by tilting the tilting frame clockwise. This steering movement takes place in an analogous manner to the right when the handlebar or the tilting frame is rotated / tilted counterclockwise. Further details can be found in more detail on the basis of the attached drawings.

Further alternatively, in an embodiment according to the invention, the steering can also be designed in such a way that it does not have a linearly moved tie rod element, but a rotatively moved tie rod actuation element which is rotatably mounted in a guide element over a steering column shaft. The guide element is firmly connected to the base frame. In such an embodiment, the steering has two tie rods, which can each receive a contact element via steering knuckles arranged thereon by means of wheel carriers. The tie rods are each connected to the rotatably movable tie rod actuation element, for example by means of ball heads or the like. Here too, the steering, that is to say the rotation of the contact elements, can take place either by rotating the handlebar and / or by inclining the tilting frame. A rotation of the handlebar and an inclination of the tilting frame can also be carried out at the same time. Here too, further details can be found on the basis of the attached drawings.

In a preferred embodiment, a steering system has a hydraulic steering damper so that, for example, possible unevenness in the road surface when cornering can be dampened and these do not have a direct effect on the steering elements.

In a further embodiment, vehicles can also be equipped with electronic systems that comply with the law, such as ABS (anti-lock braking systems) or ESP (electronic stabilization program), wheel speed sensors, gyrosensors, anti-slip regulation and other control systems that can serve the safety of the vehicle and the driver.

However, the inventor realized that such a chassis construction when driving straight ahead at high speeds, the tilting frame swinging around the vertical zero position out of the chassis and is generated by the driver himself, which affects the driver's subjective feeling of driving safety.

Different vehicle types are known from the prior art.

From the U.S. 7,946,371 For example, a snowmobile is known in which the body, including the motor and drive, can tilt into the curve with respect to the front chassis, in which a rotationally acting torsion spring is used between the tiltable structure and the chassis.

The U.S. 7,722,063 Fig. 13 shows a vehicle with a tilting technique in which the structure is tilted by a drive unit.

The FR 2 946 944 also describes a vehicle with tilt technology and a very complex steering mechanism with several cables.

The U.S. 7,249,647 describes a steering mechanism for a snowmobile which is suitable for exerting a higher pressure on the outer ski than on the inner ski when turning. The steering mechanism is adapted in such a way that it includes the suspension in the steering movement of the snowmobile.

The U.S. 6,234,262 shows a steering and suspension system for snowmobiles with a steering linkage that connects a steering handle to a steering spindle on a ski and causes an outer ski to move outwards from the snowmobile and the inner ski to move inwards to the snowmobile during a turn.

The invention is therefore based on the object of providing a vehicle which enables improved driving stability of the vehicle while driving straight ahead at high speed in order to improve the driver's subjective feeling of driving safety. According to the invention, this object is achieved by the subject matter of independent claim 1. Advantageous embodiments and developments are the subject of the dependent claims.

In order to specify a vehicle that enables improved driving stability of the vehicle, especially when driving straight ahead at very high speeds, the present invention makes use, among other things, of the idea of installing linearly acting spring damper systems between the base frame and the tilting frame in the vehicle.

In particular, the present invention is therefore based, inter alia, on the consideration that the vehicle has at least one linearly acting spring damper system which is mounted between the tilting frame and the base frame in order to reduce the pendulum oscillations of the tilting frame about the vertical zero position of the tilting frame.

According to an embodiment according to the invention, the vehicle accordingly comprises a base frame on which at least two spring-loaded suspensions, in particular spring-loaded wheel suspensions, for contact elements, for example wheels, are attached, which can be steered by means of a stub axle steering and are located transversely to the direction of travel on both sides of the driving direction. In addition, the vehicle according to the invention described here comprises a tilting frame that can be tilted in a tilting axis relative to the base frame, a steering tube which is rotatably fastened to the tilting frame in a steering axis, the steering tube automatically tilting with the tilting frame.

In addition, the vehicle according to the invention comprises at least one tie rod which is connected to the tie rod actuation element, wherein the tie rod actuation element can be moved linearly or rotatively and the steering torque is transmitted via a rotary connection in a guide element, the tie rod actuation element by tilting the tilting frame about the tilt axis and independently thereof by rotating the steering tube around the steering axis, linear or rotary movement is carried out in such a way that the steerable contact element generates a steering movement through the tie rod actuating element by means of the at least one tie rod and there is no significant change in the camber of the contact elements and in particular the wheels when cornering.

According to the invention, the vehicle comprises at least one spring damper system which is suitable and intended to reduce the pendulum tendency of the tilt frame around the vertical zero position when driving straight ahead and at high speed and to improve the driver's subjective feeling of driving safety.

According to at least one preferred embodiment, the spring damper system is arranged between the tilting frame and the base frame, the tilting frame tilting about a tilting axis. This inclination is preferably triggered by an inclination or movement of the driver. The tilting frame and the driver preferably tilt together about this tilting axis.

The spring damper system preferably comprises at least two vertically (can also be inclined inwards) and at a horizontal distance symmetrically to one another spring damper units, which preferably have springs and / or hydraulically acting damper systems. The springs or hydraulically acting damper elements are preferably also arranged vertically and at a horizontal distance from one another. The spring damper system is more preferably arranged between a base frame and a tilting frame and acts on both sides and simultaneously, in particular in every tilting direction.

Each spring damper unit is preferably arranged on the tilting frame by means of a first mounting point and on the base frame by means of a second mounting point. When the vehicle is traveling straight ahead, the first pickup point and the second pickup point are arranged in a linear axis to one another, which, when traveling straight ahead, runs in particular vertically (need not be) through the tilting frame and / or the base frame.

The horizontal and symmetrical distances between the mounting points on the tilt frame and the distances between the mounting points on the base frame can be different in the vertical zero position of the tilt frame, but are usually on a common horizontal line.

Furthermore, each spring damper unit has a horizontal mounting point at the top Direction a distance to the tilt axis, which runs virtually through the tilt frame.

Furthermore, each spring damper unit at the lower mounting point is at a distance from the tilt axis in a horizontal direction, which distance virtually runs through the base frame. Particularly preferably, the tilt axis is arranged centrally between the spring damper units, so that the distance between the left spring damper unit and the tilt axis and the distance between the right spring damper unit and the tilt axis are the same.

For this purpose, the spring damper units can also be at a distance from the tilt axis in the vertical direction, which distance runs virtually through the base frame.
When the tilting frame oscillates to the left, the distance between the first and second mounting points of the left compression spring element is reduced, which results in an increased compression spring force and, in conjunction with the effective distance of the left spring damping unit to the tilt axis, an increased right-acting or positive moment depending on the tilt angle on the tilt frame to the vertical zero position. At the same time, the distance between the first and second mounting points of the right compression spring element is lengthened, which in turn results in a reduced compression spring force and, in conjunction with the distance between the right spring damper unit, a reduced left-hand or negative moment depending on the tilt angle on the tilt frame towards the vertical zero position. As a result, the sum of the moments acting to the right and left creates a moment acting to the right on the tilting frame inclined to the left towards the vertical zero position.

Due to the arrangement shown, in that the mounting points below the spring damper unit are arranged at a distance g below the tilt axis, an increasing left effective distance and a decreasing right effective distance arise with an increasing inclination of the tilting frame to the left, which in connection with the reduced left distance for the left spring damper unit and the extended right distance for the right spring damper unit, a moment generating to the right, which is reinforced by the increasing tilt angle of the tilting frame towards the vertical zero position. This kinematic arrangement thus generates an amplifying right-hand moment to the vertical zero position for compression springs and damper units. In the vertical zero position, the effective distances are the same.

If the distance g is above the tilting axis, a decreasing effective distance and an increasing effective distance arise with increasing inclination of the tilting frame to the left.

If tension springs are used instead of the linearly acting compression springs, the effect can be reversed.
By using different spring rates for the compression springs and damper rates for the damper elements and the corresponding arrangement of the lower mounting points on the base frame, the torque curve of the left or right spring damper unit and the resulting torque curve can be significantly influenced depending on the inclination angle of the tilting frame or on the requirement of the driver.

This arrangement creates a moment acting to the left and acting to the right on the tilt frame as soon as the tilt frame is tilted from the vertical zero position to the left or right.

This compression of the left compression spring and the rebound of the right compression spring and their difference creates an overall positive moment to the right in the direction of the vertical zero position and vice versa when the tilting frame oscillates to the right.

When using a hydraulic damper element instead of a compression spring element, when the tilting frame oscillates to the left or right, no compression spring force arises, but a damping force.

According to at least one embodiment, the spring damper units are preferably rotatably or vertically symmetrically fastened in a corresponding bearing. With an advantageous direct connection of the spring damper system via bolts arranged above and below, for example, the spring damper system or both spring damper units act counteracting the vertical alignment of the tilting frame and generate a counteracting moment. "Above" means the arrangement of the spring damper system or a spring damper unit on the tilting frame and "below" means the arrangement of the spring damper system or a spring damper unit on the base frame. In this arrangement, the spring elements, in particular the compression spring and the damper element act on the same side and in parallel.

In the vertical zero position of the tilting frame, the compression springs arranged on both sides can have no or increasing bias.
If the compression springs have a pretensioning force on both sides, the compression springs and thus the spring damper system act on both sides.
If the compression springs do not have any pre-tensioning force on either side, the compression spring and thus the spring damper system act on one side.

With an advantageous indirect connection of the spring damper system, for example via bolts below and via an elongated hole or an idle stroke above, only one of the spring damper units acts on the tilting frame when the tilting frame is tilted in conjunction with the distance f. This has the advantage that a centering effect is generated on the vertical position of the tilt frame in the vertical zero position. This centering effect can be adjusted by changing the bias of the spring, which is preferably designed as a compression spring or a tension spring. In this arrangement, the spring elements, in particular compression springs, and the damper elements act on one side.

In addition, two or more compression springs with different spring rates, basic lengths and idle strokes can be installed in the spring damper units. This means that non-linear compression spring characteristics can be generated depending on the angle of inclination. For this purpose, the damper element can also be fastened with an idle stroke in the upper mounting point and thus acts on one side. The one-sided action of the damper element makes it possible to set the compression stage and the rebound stage variably, for example by setting the compression stage higher than the rebound stage in the hydraulic damper element. With this arrangement, the spring damper characteristic can be made variable.

This makes it possible to produce a spring damper system that acts on one side and / or on the same side and consists of two different spring units with variable torque characteristics when the tilting frame is inclined or oscillated, in order to minimize the tendency to oscillate around the vertical zero line.

The springs of the spring damper units are therefore preferably compression springs, tension springs, gas pressure springs, gas tension springs or the like. The characteristics of the spring designs can be linear, progressive or degressive.

The spring elements or damper elements of the spring damper units can preferably be connected or arranged in series or in parallel, depending on which spring or damper characteristic or counteracting spring force or damper force by inclination of the tilting frame depending on the tilt angle and the tilt angle speed around the vertical zero position of the Tilt frame is to be generated.

As mentioned above, the spring elements can be mechanical compression springs or tension springs, or else gas compression springs or gas tension springs. In addition, rubber elements or combinations of the types of springs listed would preferably also be conceivable. Compression springs and tension springs can advantageously be designed with different spring rates in N / mm, with the special feature that tension springs have a preload force in the zero position, but compression springs generally do not. The preload of the compression spring can be continuously adjusted using a linear adjustment unit. The adjustment of the preload of the compression spring can be done by the driver by means of an electrical and / or hydraulic and / or mechanical adjustment unit.

The damper elements acting via a hydraulic fluid preferably have adjustable rebound stages or adjustable pressure stages in a separating piston of the damper element. These are preferably effective when the hydraulic fluid in the damper element is subjected to tension or compression, and the hydraulic medium flows through spring-loaded valves in the separating piston from an upper to a lower chamber, depending on whether there is tensile or compressive stress.
The flow of the hydraulic medium through the separating piston of the hydraulic damping element can be set in a range from 0 to 100% by means of a manual / electrical / hydraulic adjustment. This makes it possible to block the spring damper unit even when the hydraulic medium flows through the separating piston at 0% and thus to fix the inclination of the tilting frame in any position.

The use of two independently acting hydraulic damper elements, i.e. that there is no hydraulic connection between the left and right damper elements.

It is also conceivable, however, that only one spring element on the left and right or only one damper element on the left or right is used in order to reduce the tendency to oscillate around the vertical zero position.

According to at least one embodiment, the hydraulic damper elements are preferably arranged on the left and right at a central distance d from the plateau of the tilt axis parallel or symmetrically starting from a lower rotatable fastening point at an angle inward.

Furthermore, the spring damper system can preferably also be formed by at least two spring cylinder units, in which case no spring pressure-loaded valves are provided for the rebound and compression stages in the mentioned separating piston.

According to at least one further preferred embodiment, the hydraulic spring cylinder units are connected to one another via a hydraulic directional control valve and a hydraulic line, which preferably creates a hydraulic volume flow between the left and right spring cylinder units.

Hydraulic directional control valves can regulate, release, block or change the flow direction of the hydraulic media. Directional control valves can preferably be adjusted manually, electrically or hydraulically or by combinations thereof, whereby the volume flow between the damper elements and thus the damping force can preferably be adjusted. Furthermore, a pressure generating unit, such as a hydraulic tank pump unit, a gas cylinder or the like, and corresponding control valves in connection with actuators, such as switches, cylinders, electrical actuators, magnetic actuators or the like, or sensors that, for example, determine a steering angle, detect a speed or the like and an electrical control unit, the lower chamber of the spring damper system can be used as a hydraulic cylinder. As a result, it is preferably possible to control or regulate the inclination of the tilting frame as a function of a curve radius and / or a curve speed when the driver desires active support.

The preferred use of the directional control valves as an electrically controllable shut-off valve for the hydraulic volume flow between the spring cylinder units blocks the hydraulic volume flow between the left and right hydraulic cylinders and blocks the inclination of the tilting frame.

In addition, hydraulic inclination damping of the pendulum movement can be achieved, preferably by means of a rotationally acting rotary damper. The hydraulic rotation damper can advantageously be connected to the tilt axis in the base frame directly or indirectly via a lever linkage. The adjustment of the angle of rotation damping is done by turning the tilting frame to the left or right.

The elements listed can preferably be combined with one another in any geometric and / or functional arrangement.

This preferably also includes volume flow valves or pressure equalization tanks, which in closed hydraulic systems maintain a system pressure or are used for pressure equalization.

In addition, friction elements in the tilt axis can preferably also have a positive effect on the pendulum oscillations of the tilt frame around the vertical zero position.

According to at least one embodiment, the tie rod actuation element is movably supported via a guide element attached to the base frame and is preferably mounted so that it can move linearly or rotatively. The tie rod actuation element can preferably be moved in the guide element by tilting the tilting frame and independently thereof by rotating the steering tube to actuate the at least one tie rod in such a way that the tie rod actuation element preferably performs a linear or rotary movement within the guide element.

According to at least one embodiment, a drive unit for driving the vehicle is mechanically attached to the tilting frame and / or to the base frame and / or to a rocker arm of the drive axle.

According to at least one embodiment, the drive unit is preferably designed in the form of a pedal drive, an electric drive or an internal combustion engine drive or another form of drive.

According to at least one embodiment, the drive unit is advantageously accommodated in the tilt frame and a swivel gear is provided to bridge the swivel movement between the tilt frame and the base frame, the swivel gear preferably having at least one ball drive joint.

Incidentally, the entire disclosure content of the publications is hereby incorporated by reference DE102014101087 A1 , DE102012107154 A1 DE 10 2017 001 556 A1 and DE 10 2017 001 557 A1 included in this application. That is to say that each of the features disclosed in these publications also belongs to the disclosure content of this application.

In the following, the invention described above is explained in more detail on the basis of exemplary embodiments and associated figures.

• 1 zeigt eine Vorderansicht eines erfindungsgemäßen Fahrzeugs in einer perspektivischen Ansicht von vorne;
• 2 zeigt eine schematische Darstellung eines Lenkgetriebes mit einem linear bewegten Spurstangenbetätigungselement;
• 3 zeigt eine schematische Darstellung eines Lenkgetriebes mit einem rotativ bewegten Spurstangenbetätigungselement;
• 4 zeigt eine erste erfindungsgemäße Ausführungsform eines Federdämpfersystems;
• 5 zeigt eine Schnittdarstellung des in 4 gezeigten erfindungsgemäßen Federdämpfersystems;
• 6 zeigt eine weitere erfindungsgemäße Ausführungsform eines Federdämpfersystems;
• 7 zeigt eine weitere erfindungsgemäße Ausführungsform eines Federdämpfersystems;
• 8 zeigt eine weitere erfindungsgemäße Ausführungsform eines Federdämpfersystems;
• 9 zeigt eine weitere erfindungsgemäße Ausführungsform eines Federdämpfersystems; und
• 10 zeigt eine ergänzende Ausführungsform als Schneemobil.

Show in it:

• 1 shows a front view of a vehicle according to the invention in a perspective view from the front;
• 2 shows a schematic representation of a steering gear with a linearly moved tie rod actuation element;
• 3 shows a schematic representation of a steering gear with a rotatably moved tie rod actuating element;
• 4th shows a first embodiment according to the invention of a spring damper system;
• 5 shows a sectional view of the in 4th shown spring damper system according to the invention;
• 6 shows a further embodiment of a spring damper system according to the invention;
• 7th shows a further embodiment of a spring damper system according to the invention;
• 8th shows a further embodiment of a spring damper system according to the invention;
• 9 shows a further embodiment of a spring damper system according to the invention; and
• 10 shows an additional embodiment as a snowmobile.

1 shows a front view of a vehicle according to the invention described here in a perspective view from the front. A vehicle according to the invention with a base frame 1 and with a tilt frame 2 that can be tilted in the tilt axis 26th in the base frame 1 is mounted and can be inclined by shifting weight by the driver when cornering. On the lower suspension 49 and the upper suspension 48 of the base frame 1 are used as contact elements 3a , 3b the respective wheels or runners provided, the front wheels 3a , 3b relative to the base frame 1 on one stub axle each 4th on the upper suspension 48 and the lower suspension 49 are rotatably arranged and serve to change the direction of travel of the vehicle.

The front wheels 3a are with the steering knuckles 4th around the pivot axis 16 steerably mounted, with a camber angle or camber 54 remains almost unchanged when cornering.

You can also see that the vehicle has a base frame 1 has and a tilt frame on it 2 is arranged, which is suitable and intended, opposite the base frame 1 to be inclined. According to the figure shown, this is for example by means of the tilt axis 26th possible. The vehicle also has a handlebar 5 , and a steering tube connected to it 6 on. The front axle is designed as a steering axle and has an upper wheel suspension 48 and a lower suspension 49 on. These suspensions 48 , 49 carry over a pivot axis 16 a wheel carrier on both sides 33 , which the contact elements 3a , 3b can accommodate, the contact elements are designed as wheels here. The front wheels 3a , 3b are for example via an independent suspension on the base frame 1 determine which spring damper elements 51 and can comprise one or more wishbones of different designs.
In order to achieve better stability even while driving, the steering device also has a stabilizer 12th on, which is here, for example, between the upper and lower suspension 48 , 49 of a contact element 3a to the other contact element 3b extends.

According to this figure, a tilting frame spring damper system is approximately in the middle of the vehicle 75 , which consists of two spring damper units 70 arranged together. This tilting frame spring damper unit 70 connects the base frame 1 with the tilt frame 2 and ensures that this tilt frame 2 dampened compared to the base frame 1 can be tilted. This spring damper unit also provides the restoring force that is required to “push” the tilting frame back into its starting position. The reduction of the tendency to pendulum around the vertical zero position is of primary importance.

In the tilt frame 2 can be an energy store 21st , a drive unit 14th and a swing gear 19th be provided. The drive unit 14th is for example an internal combustion engine and the energy store 21st is, for example, a fuel tank that supplies the internal combustion engine with the necessary fuel.

Furthermore, the drive unit 14th a swivel gear drive pinion arranged thereon 47 and swivel pinion 23 . On this pinion 47 , 23 is here a power transmission medium 22nd arranged for example in the form of a toothed belt. By rotating the pinion, a swivel gear can according to the figure 19th be driven, which ball drive joint 20th having.

The use of the swing gear 19th with the integrated ball drive joints 20th allow power to be transmitted to the drive unit 14th via the power transmission means 22nd , the swivel wheel 23 from the tilt frame 2 on the base frame 1 via the drive wheel 47 , the power transmission medium 22nd on the contact element to be driven 3a , 3b .

Via a swing arm 18th here is the rear axle 45 connected to the vehicle, the rear axle is still here 45 as a drive axle 58 formed and therefore has a drive shaft 59 and a differential gear 57 on.

Since the vehicle shown here is a kind of quad, for example, the vehicle has one on both sides Footrest 109 which is connected to the tilting frame, which a driver can put his feet on while driving.

A coupling rod 53 mechanically couples the stabilization element to the lower wheel suspension 49 .

2 shows in a schematic perspective view a steering gear with a linearly moved tie rod actuating element 29a . Here is the handlebar 5 to see which one has a steering tube 6 and a linearly acting pivot bearing 106 with a tilt frame 2 communicates. The driver 5 can thereby around a steering axis 43 in positive rotary steering 35 and negative rotary steering 36 be rotated. The steering tube 6 is via an upper universal joint 100 with a steering column 102 connected. The steering column 102 has an angle steering column 103 on which the steering column 102 compared to a vertical zero position 52 is inclined. The steering column opens at its lower end 103 in a lower universal joint 100 , which is at a distance c 104 to the tilt axis 26th is arranged. The lower universal joint 100 connected to the steering column shaft 98 , rotates around a vertical axis, mounted in a guide element 30th and is with an angle steering column 103 with the steering column 102 connected. On the steering column shaft 98 itself is the rotary gear segment 108 with the tie rod actuation element that can be moved linearly transversely to the direction of travel 29a with, integrated rack. The guide element 30th is firmly connected to the base frame.

The tilt frame is along a tilt axis 26th compared to the base frame 1 in a positive inclination 37 and a negative inclination 38 tiltable.

The steering movement of the driver in the rotary steering 27 can also use an electric or electro-hydraulic servo motor 107 get supported.

The steering has a linearly moved tie rod actuation element 29a on which via a steering column shaft 98 with the rotatable gear segment 108 and rotative in a guide element 30th is rotatably mounted. On both sides of the linearly moved tie rod actuator 29a are ball heads 42 arranged on which tie rods 7th are arranged. The tie rod 7th opens into another ball head 42 , this via a steering lever 31 with a steering knuckle 4th connected is. This knuckle 4th is about a pivot axis 16 in positive rotation 55 and negative rotation 56 rotatable. Here corresponds to a positive rotation 55 a steering in the direction of travel of the vehicle to the right and a negative turn 56 a steering in the direction of travel of the vehicle to the left. Due to the respective steering, there may be a positive shift 39 or to a negative shift 40 come to the tie rod. This will be the steering angle 10 the contact elements changed.

Due to the variable dimensioning of the distance c 104 in connection with the angle of the steering column 103 in connection with the universal joints 100 can be the positive shift 39 and negative shift 40 of the tie rod drive element 29a , b by tilting the tilt frame 2 to be influenced.

3 shows in a schematic perspective view a steering gear with a rotatably moved tie rod actuating element 29b . This embodiment differs from that in 2 embodiment shown in that the tie rods 7th with a rotatably actuated tie rod actuator 29b are connected. The tie rods point 7th ball heads again 42 on, with which they are attached to a rotating tie rod actuation element 29b are arranged by the rotatably moved tie rod drive element 29b via a steering column shaft 98 in the guide element 30th is rotatably mounted.

The other reference numbers coincide with the features from 2 In order to avoid redundancies, these are not mentioned again here.

4th shows a first embodiment of a spring damper system according to the invention 75 . The spring damper system 75 has at least two spring damper units 70 on, which each have a linear acting spring 63 or linear acting compression spring 89 exhibit. The spring damper unit 70 is in each case above a mounting point 91b directly on the tilt frame 2 and about the pick-up point below 91a arranged directly on the base frame.

Via the pick-up points below 91a and the distance d 111 or the mounting points above 91b and the distance f 115 are the spring damper unit 70 with the tilt frame 2 and the base frame 1 connected. The spring damper units 70 are in this embodiment in a direct connection, such as bolts via the mounting points above 91b with the tilt frame and via the mounting points below 91a with the base frame 1 connected.

4th shows in particular an inclination of the tilting frame 2 to the left, with the tilt frame 2 around the tilt angle 28 from the zero position 52 tends which the spring damper system 75 when cornering the vehicle or when Has swinging the tilt frame to the left. The reference symbol denotes 119 a vertical distance g between the tilt axis 26th and the pick-up points 91a .

It can be seen that when tilting to the left, the left spring damper unit 70 , the effective distance xL 60b increased and the distance eL 114 the pick-up points 91a , b is reduced and correspondingly on the right spring damper unit 70 , the effective distance xR 60a decreased and the distance eR 114 the pick-up points 91a , b increased. This occurs when the tilt frame pendulums 2 to the left a moment acting to the right towards the vertical zero position 52 .

The linear acting damper 61 or linear springs 63 are in this embodiment in a parallel connection 65 arranged. By the feathers 63 it is preferably a linearly acting tension spring or a linearly acting compression spring. Any spring damper unit 70 also preferably has a pressure compensation element 118 against the foaming of the hydraulic medium.

The reference number 26th indicates the tilt axis 26th of the tilt frame 2 which here by the base frame 1 runs. The reference number 66 further indicates a manual and / or electrical and / or hydraulic adjustment of the springs 63 , with the pretensioning force of the compression springs being adjustable in particular.

5 shows a sectional view of the in 4th shown spring damping system 75 . The reference signs 67 and 68 refer to the damping of the rebound or compression stage already mentioned above, which occurs via the adjustment 66 is adjustable. In this embodiment there is in particular a linear damper 61 shown.

The reference number 101 further identifies a separating piston which, in this embodiment, when tilted to the left, in the left spring damper unit 70 is shifted downwards and at the right spring damper unit 70 upwards, thereby the hydraulic fluid 112 is either displaced upwards (left spring damper unit) or downwards (right spring damper unit).

The positive restoring force is also shown in this illustration 116 or the negative restoring force 117 of the spring damper units 70 as well as the positive inclination 37 or the negative tendency 38 of the tilt frame 2 shown.

The element 76 denotes an adjusting element for setting a preload of the compression spring.

6 shows a spring damper system 75 with hydraulic connection 113 and a valve unit 97 . The spring damper system 75 has two spring cylinder units in this embodiment 110 on which in a corresponding manner to the base frame 1 and the tilt frame 2 are connected and each have a linear acting spring 63 exhibit. In contrast to the one in the 4th and 5 The embodiment shown are the spring cylinder units 110 here, however, in a series connection 64 arranged. The arrangement of the spring cylinder units 110 on the tilt frame 2 or the base frame 1 takes place here again via a direct connection via the pick-up points 91a and 91b .

The valve unit 97 controls the flow, the flow rate and the flow direction of the hydraulic fluid 112 , between the spring cylinder units 110 . The valve units 97 are via a hydraulic line 113 with the spring cylinder units 110 connected. The functions of the valve unit 97 can be set via manual and / or electrical and / or hydraulic adjustment.

7th shows another illustration of the spring damper system 75 with two spring cylinder units 110 . The spring damper system 75 has the above-mentioned pressure generation unit in this illustration 93 which via the valve unit 97 in connection with an actuator 95 , a sensor 94 and an electrical control unit 96 , the inclination of the tilt frame 2 controls or regulates depending on a curve radius and / or a curve speed when the driver desires active assistance. The reference number 113 further identifies the hydraulic line and the reference symbol 99 the electrical connection.

8th shows a further embodiment of a spring damper system according to the invention 75 , in this embodiment a rotary damper 62 having. The spring damper system 75 has in this illustration two linearly acting compression springs 89 on. The rotary damper 62 is preferred in the tilt axis 26th arranged.

9 shows a further representation of an embodiment of a spring damper system according to the invention 75 . In this arrangement the spring damper units are at the bottom in the pick-up point 91a directly to the base frame 1 and in the mounting point above 92b indirectly via an elongated hole with the tilting frame 2 connected. In this embodiment, however, the linear acting damper was used 61 an idle stroke h3 , 77 , the inner compression spring 89 an idle stroke h1 , 77 and the outer compression spring 89 an idle stroke h2 , 77 assigned.

10 shows an additional embodiment of a vehicle as a snowmobile. Here, too, is the basic frame 1 and the tilting frame that can be tilted in relation to it 2 to recognize. This tilting frame is also here by means of the tilting frame spring damper units 70 versus the inclination with respect to the base frame 1 muffled. Likewise is the steering device, which here also has an upper and lower wheel suspension 48 , 49 has to be recognized, this steering device here again by means of the handlebar 5 or is operated by tilting the tilt frame. Instead of the wheels shown in the figure as a contact element, the snowmobile here has at least one snow runner 24 on, with two snow runners at the front. The (se) runner (s) 24 is / are again over steering knuckles 4th held.

In the tilt frame 2 can be an energy store 21st , a drive unit 14th and a drive pinion 41 be provided. The drive unit 14th is for example an internal combustion engine and the energy store 21st is, for example, a fuel tank that supplies the internal combustion engine with the necessary fuel. The drive pinion can be a force transmission element, for example a drive chain 46 drive, which the force on a snow caterpillar 25 transmits. The snow-driven caterpillar 25 is about a swing arm 18th arranged on the snowmobile, this swing arm 18th also via a spring damper element 51 is muted.

Here, too, the driver can put his feet on a footrest 109 park while driving. In the illustrated embodiment, the footrest 109 but firmly to the base frame 1 connected.

The invention is not restricted on the basis of the description and the exemplary embodiments. Rather, the invention encompasses every new feature and every combination of features, which in particular also includes every combination of the patent claims, even if this feature or this combination of features is not itself explicitly specified in the patent claims or the exemplary embodiments.

List of reference symbols

1

Base frame

2

Tilt frame

3a, 3b

Contact element (wheel, runner, caterpillar,)

4th

Steering knuckle

5

Handlebars

6

Steering tube

7th

Tie rod

10

Steering angle λ

12th

Stabilization element

14th

Drive unit (pedal drive, combustion engine, electric motor)

16

Swivel axis

18th

Swing arm

19th

Swivel gear

20th

Ball drive joint

21st

Energy storage

22nd

Power transmission means

23

Swivel wheel or pinion

24

Snow skid

25

Snow drive caterpillar

26th

Tilt axis N0

27

Steering angle rotary steering α

28

Tilt angle tilt frame β

29a

linearly moved tie rod actuator

29b

rotating tie rod actuation element

30th

Guide element

31

Steering lever

33

Wheel carrier

35

positive turn steering

36

negative turn steering

37

positive inclination of the tilt frame 2

38

negative inclination of the tilt frame 2

39

positive displacement tie rod

40

negative shift tie rod

41

Drive-drive pinion

42

Ball joint

43

Steering axle

44

Front axle

45

Rear axle

46

Power transmission means

47

Swing gear - drive pinion

48

Suspension above

49

Suspension below

51

Suspension spring damper element

52

vertical zero position Z

53

Coupling rod

54

Fall

55

positive rotation steering knuckle - direction of travel to the right

56

negative rotation steering knuckle - direction of travel to the left

57

Compensating element, differential gear, differential gear

58

Drive axle

59

drive shaft

60a, xR

Effective distance on the right

60b, xL

Effective distance left

61

linear acting damper

62

rotary damper

63

linear acting spring

64

Series connection

65

Parallel connection

66

manual and / or electrical and / or hydraulic adjustment

67

Rebound damper

68

Compression damper

70

Spring damper unit

75

Spring damper system

76

Adjustment preload compression spring

77, h1, h2, h3

Idle stroke, clearance

89

Linear acting compression spring

91a

Direct mounting point below - bolt connection

91b

Direct mounting point above - bolt connection

92b

Mounting point - above indirect - elongated hole connection

93

Pressure generation unit

94

sensor

95

Actuator

96

electrical control unit

97

Valve unit

98

Steering column shaft

99

electrical connection

100

universal joint

101

Separating piston

102

Steering column

103

Angle steering column γ

104

Distance c (tilt axis - center cardan joint)

106

Linear acting pivot bearing steering column

107

Servomotor (electric and / or hydraulic) steering

108

Gear segment

109

Footrest

110

Spring cylinder unit

111

Distance d of the pick-up points 91a on the base frame 1

112

hydraulic fluid

113

hydraulic line

114

Distance eL, eR each of a pick-up point 91a on the base frame 1 and a pick-up point 91b on the tilt frame 2

115

Distance f (of the pick-up points 91b , 92b on the tilt frame 2 )

116

positive restoring force / damping

117

negative restoring force / damping

118

Pressure compensation element

119

vertical distance g between the tilt axis 26th and the pick-up points 91a

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was 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.

Patent literature cited

• DE 102014101087 B4 [0015]
• US 7946371 [0042]
• US 7722063 [0043]
• FR 2946944 [0044]
• US 7249647 [0045]
• US 6234262 [0046]
• DE 102014101087 A1 [0090]
• DE 102012107154 A1 [0090]
• DE 102017001556 A1 [0090]
• DE 102017001557 A1 [0090]

Claims (11)

Vehicle with a base frame (1) on which at least two spring-loaded suspensions (48, 49), in particular spring-loaded wheel suspensions, for driven, non-driven, steerable or not, which can be steered by means of a stub axle steering (4) and are opposite each other transversely to the driving direction on both sides of the longitudinal direction, steerable contact elements (3a, 3b), for example wheels, are attached - a tilting frame (2), tilting frame (2) which can be tilted in a tilting axis (26) with respect to the base frame (1) - a steering tube (6) which is rotatable in the steering axis (43 ) attached to the tilting frame (2) and automatically tilts with the tilting frame 82) - at least one tie rod (7) connected to the tie rod actuation element (29) - a linear or rotative tie rod actuation element (29a, b) rotatably rotatable via a guide element (30), wherein the tie rod actuation element (29a, b) by tilting the tilting frame (2) about the tilting axis (26) and independently of this by rotating the steering tube (6) is shifted around the steering axis (43) in such a way that the steerable contact element (3a, 3b) is steered by the tie rod actuating element (29) by means of the at least one tie rod (7) and no significant change in the camber (54) of the contact elements (when cornering) 3a, 3b) is characterized in that at least one cardan joint (100) is arranged between the steering tube (6) and the tie rod drive element (29a, b). Vehicle according to the preceding claim, characterized in that the lower universal joint (100) is fastened to a steering column shaft (98) and is rotatably supported in the guide element (30). Vehicle according to one of the preceding claims, characterized in that the lower universal joint (100) is arranged at a vertical distance c (104) from the tilt axis (26). Vehicle according to one of the preceding claims, characterized in that between the steering tube (6) and the tie rod drive element (29a), an upper universal joint (100), a steering column (102), a lower universal joint (100), a steering column shaft (98) and a Gear segment (108) is arranged. Vehicle according to one of the preceding claims, characterized in that an upper cardan joint (100), a steering column (102), a lower cardan joint (100) and a steering column shaft (98) are arranged between the steering tube (6) and the tie rod drive element (29b) . Vehicle according to one of the preceding claims, characterized in that the steering column (102) is arranged at an angle steering column γ (103) to the vertical zero position Z (52). Vehicle according to one of the preceding claims, characterized in that the tie rod (7) is arranged by means of ball joints (42) on the linearly moved tie rod actuation element (29a), the linearly moved tie rod actuation element (29a), in particular via a gear segment (108) a steering column shaft (98) rotatably mounted in a guide element (30), via cardan joints (100) with the steering column (102) via the steering tube (6) with a handlebar (5). Vehicle according to one of the preceding claims, characterized in that the tie rod (7) is arranged by means of ball joints (42) on the rotatively moved tie rod actuation element (29b), the rotatively moved tie rod actuation element (29a) rotatably mounted in a steering column shaft (98) Guide element (30), via cardan joints (100) with the steering column (102) via the steering tube (6) with a handlebar (5). Vehicle according to at least one of the preceding claims, characterized in that the spring damper system (75) consisting of two spring damper units (70) is arranged symmetrically between a base frame (1) and a tilting frame (2) and act on both sides and simultaneously. Vehicle according to one of the preceding claims, characterized in that the vehicle has a stabilizer (12) which is set up and provided to ensure improved driving stability on the sprung wheel suspensions (48, 30 49) of the vehicle during cornering by the rolling of the chassis or the base frame (1) is reduced. Vehicle according to one of the preceding claims, characterized in that the vehicle has a differential gear (57), in particular a differential gear (57) in a drive axle (58) or between drive shafts (59) of the vehicle.

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