DE29701795U1 - Impeller suspension with variable wheel angle and a floating bearing - Google Patents

Description

Description:

Wheel suspension with variable wheel inclination angle and a floating bearing The problem:

All multi-track vehicles experience torques transverse to the direction of travel when cornering, especially on the wheels on the outside of the curve. These torques are the product of the friction force (of the wheels with the ground), triggered by the centrifugal force and the lever arm depending on the wheel diameter (approximately the wheel radius). Only when the wheel body is sufficiently dimensioned do these torques no longer have any significance for the strength of the wheel body. The centrifugal force then affects the cornering behavior of the entire vehicle. However, if the wheel body is to be particularly light for various reasons, e.g. to achieve the lowest possible total weight, it is difficult to provide sufficient strength for the wheel when cornering quickly. In some cases, it is only possible to reduce these undesirable torques by adjusting the angle of inclination of the wheel. However, this results in a new, but in practice smaller, moment occurring, this time when driving straight ahead and depending on the angle of inclination of the wheel. The lever arm results approximately from the wheel radius multiplied by the sine of the angle of inclination of the wheel to the vertical, or results from the offset of the wheel contact point and the center of the wheel hub.

Particularly light wheels with low rolling resistance and high load-bearing capacity are preferred in cycling. However, because torques transverse to the direction of travel rarely occur, these wheels are only designed to withstand such loads to a limited extent in terms of their strength. The use of these widespread and inexpensive wheels for multi-track vehicles is only possible to a limited extent, especially in the cornering area, due to a lack of strength. There can only ever be one optimal angle for a specific load. Only with single-track vehicles, which are brought into an angle of inclination adapted to the curve by the driver, can these disruptive torques transverse to the direction of travel be virtually eliminated.

For multi-track vehicles, depending on the nature and strength of the wheel, it would be conceivable to favor different wheel inclination angles adapted to the circumstances for different loads or different driving styles.

This lack of strength, which is otherwise tolerable, becomes a problem where a particularly lightweight construction and low rolling resistance are to be achieved at high cornering speeds.

In practice, this is increasingly important for solar vehicles and bicycle trailers.

One possible solution to the previously mentioned difficulties in the strength of a wheel when cornering would be to slant the wheels in such a way that the wheel contact point is moved outwards from the center. A non-changeable slant can be seen today on some wheelchair models, for example.

The new wheel suspension described here enables different inclination angles of the wheel.

Angles between 0° and 15° are useful here. By turning the bearing eyelet A 1 by this angle, e.g. on a pipe that points in the direction of travel, the wheel hub, which is welded to the bearing eyelet via a gusset plate, is deflected by a certain distance along the wheel hub axis orthogonal to the direction of travel. If the tie rods (S2, S3) are made to fit a preselected angle, it is generally possible to compensate for manufacturing errors in the handcart or deformations caused by loads that can affect the parallel position of the wheels by making small length adjustments to these tie rods.

In this way, the track width can be changed depending on the inclination so that, depending on the load, the most favourable force introduction into the wheels can take place.

In addition, standard wheel sets can also be used without any problem with different hub widths of the wheels. In addition, this new technology enables the user to change the position of the center of gravity of a vehicle up or down by selecting the appropriate position of the three pivot points (Al, A2, A3).

All components of this construction are easy for the willing skilled worker to manufacture or purchase commercially.

The uncomplicated and therefore trouble-free design of this wheel suspension guarantees a high level of operational reliability despite its low weight. The ball joints (standard parts) can be designed as wearing parts and can then be easily replaced, like the other components.

If the user wants to use this wheel suspension on a bicycle trailer, for example, this technology gives him freedom in selecting the wheels and he can use exactly the same wheels for the trailer that are also on the

front fork of his racing or mountain bike. This makes it easier and reduces storage because only one type of bicycle tire, tube, wheel hub, rim and spoke needs to be kept in stock and allows the wheels to be swapped from the bike to the trailer or vice versa in the event of a breakdown.

An embodiment of the invention is explained using the drawing (Figure 4) - Bicycle trailer.

Claims (1)

Claim for protection Wheel suspension with variable wheel inclination angle, characterized in that it consists of the following parts: Wheel hub pivot point Al, which is designed as a bearing ring. Bearing point Ll, which acts as a gusset plate connecting the outer axle side of the wheel hub with the tie rods. Tie rods Sl and S2, at the ends of which there are ball joints. Lower pivot points A2 and A3, which transfer the tensile forces of the tie rods into the frame of the handcart. The hub pivot point Al is designed as a clampable bearing ring. A tab with a hole to accommodate the internal axle screw connection of the wheel hub is welded to the ring of the bearing eyelet and thus connects one side of the wheel hub to the frame of the handcart. The bearing ring can be freely rotated on the tube of the frame. Only by tightening the clamping screws can the bearing ring be secured at the intended angle between 0°-15°. The gusset plate Ll is screwed on the opposite side of the wheel hub and can accommodate the tie rods using the ball joints. The arrangement of the bearing point L 1 creates a loose bearing, which is positioned by the width of the wheel hub itself and by the tie rods S 1 and S 2. The tie rods, which have a thread at the end, are screwed into the ball joints. This screw connection enables a small change in the length of the tie rods, e.g. to position the wheels parallel or to correct the angle. The tie rods are designed as tension struts and could therefore also be replaced by cables. The forces acting on the outer side of the wheel hub are directed into the frame of the handcart via the articulation points A2 and A3 to which the tie rods are connected.