DE3305759A1 - Protection against jackknifing - Google Patents

Abstract

Preferably double-acting piston/cylinder units (8,9) which are arranged between the front unit and trailer unit serve to protect against jackknifing in articulated vehicles, in particular in articulated buses. By means of a locking and connecting circuit (13) controlled by computer (25), only such expansion or contraction movements of the piston/cylinder units (8, 9) are permitted in which the jackknifing angle of the trailer unit with respect to the front unit approaches a value which is determined by the computer (25). <IMAGE>

Description

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Anti-kink control.

The invention relates to an anti-kink control for arbitrarily steerable articulated vehicles, in particular Articulated buses. Consisting of a steerable front end and at least one articulated with it connected trailer carriage, with actual value sensors for the steering angle · as well as actual value sensors for the Articulation angle of the joint and a computer-controlled joint lock, the input side of which with the actual value transducers connected computer to each actual value of the steering angle - with pure circular travel Unchanged steering angle achievable - steering angle dependent maximum value of the articulation angle and the joint lock is actuated in a sense preventing the articulation angle from increasing further, if the actual value of the articulation angle has reached the maximum value or exceeds.

Such an anti-kink control is from DE-AS 24 20 203 known. However, the control thereby essentially only prevents excessive Buckling of the trailer car against the front car to the inside of the curve, while a breakaway to the outside of the curve is practically unhindered

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remains, so that problems can arise when cornering too fast, especially when the driven Axis is arranged on the trailer.

It is therefore the object of the invention to provide an improved anti-kink control system that can protect against excessive Buckling offers at least the same level of security as previous designs and, on the other hand, that Makes vehicle easier to control even in driving conditions in which a breakout or buckling occurs or is to be feared.

This object is achieved in that the computer 'if the actual value of the knee angle deviates from an area close to its steering angle-dependent maximum angle both against an enlargement and usable against a reduction in the articulation angle Joint lock controls to a lock in an increasing deviation in the opposite direction.

The invention thus ensures that the trailer carriage is the respective maximum value dependent on the steering angle of the kink angle can only approximate by only allowing a kink to the inside of the curve. If the actual value of the articulation angle is less than 5, its maximum value assigned to the respective steering angle or maximum value range.

According to a preferred embodiment it is provided that the input side with an actual value transducer for 0 computer connected to the vehicle speed calculates speed-dependent limit values of the articulation angle or - for example, by comparison with a stored map - specifies and the joint lock becomes a blocking in an increasing deviation between the actual value and the limit

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value of the articulation angle controls the opposite sense if the speed-dependent Limit value is smaller than the steering angle-dependent maximum value. With this arrangement, the Fact to be taken into account that the achievable lateral accelerations of the vehicle when cornering limited by the adhesion of the wheels on the road. Therefore, the vehicle can be very tight Only drive through curves at a lower speed, while in curves with a larger radius a faster "" Driving style is possible. Thus, each speed is assigned a minimum curve radius at which the Vehicle remains controllable. The critical angle corresponds to the kink angle, which is the respective speed-dependent smallest curve radius is reached. So should the driver the steered wheels turn further towards the inside of the curve than that of the current speed associated smallest curve radius corresponds, so must a panic reaction or the like. are present. Another buckling of the trailer carriage beyond the respective limit angle would be undesirable and is therefore Prevented according to the preferred embodiment.

According to a particularly preferred embodiment According to the invention, the computer is on the input side with an actual value transmitter for the vehicle speed . and / or distance covered and can be dependent on the vehicle speed or Distance, the steering angle and / or the steering angle changes a driving condition-dependent setpoint or Calculate the setpoint range of the articulation angle or - for example, specify it by comparing it with a stored map / so that the joint lock to a lock in

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increasing deviation between the actual value and the setpoint value or the setpoint range of the articulation angle This can be controlled when the driving condition-dependent setpoint value is less than the steering angle-dependent one Maximum value and / or the speed-dependent limit value is.

With essentially slip-free driving style or with Driving style with limited slip changes. The actual value of the articulation angle changes with a certain time Delay in relation to the steering angle changes and approaches the steering angle dependent Maximum values continuously. With a control that is solely dependent on the steering angle and / or the critical angle the joint lock can therefore be used with the trailer carriage For faster steering maneuvers, a relatively considerable amount of freedom of movement is initially released by the trailer car when turning into a curve without an effective joint lock from its central position (articulation angle 0) can buckle to the inside of the curve until the steering angle-dependent maximum value or the speed-dependent one The limit value of the articulation angle has been reached. When driving through S-curves, the trailer car may be able to even when the steering wheels change direction from their buckled to the inside of the first curve section Overshoot position in a position bent towards the inside of the following curve section.

However, if the respective desired value of the articulation angle is determined, as the invention preferably provides, the joint lock can be operated in such a way that premature buckling of the trailer car at the Entering bends and overshooting when changing direction · during an S bend can be reliably prevented.

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In this way, a particularly high level of safety is achieved in driving situations that require comparatively fast steering maneuvers and are therefore generally associated with greater risks.
5

Regardless of the type of control of the joint lock, the arrangement of damper units for speed-dependent, in the case of an increase in speed, increased damping of changes in the articulation angle is advisable. Here can 'The computer when reversing, which, within certain design limits, allows operation without a joint lock requires, serve to reduce the damping at increasing steering angles, steering angle speeds, articulation angles, Buckling angle change speeds and / or reverse speeds in the direction of increased damping to control.

The joint lock can be implemented in a structurally simple manner by means of two piston-cylinder units, those between the front and rear wagons or between two trailer carriages arranged and via a connection line with computer-controlled shut-off and connection circuit with each other for exchange of fluid - preferably Hydraulic medium - can be coupled, the arrangement being made such that when the To shorten the joint of one of the piston-cylinder units with displacement of fluid and one with takeover seeks to expand the fluid displaced by the former unit. Depending on the control of the shut-off and 0 connection circuit allows the exchange of fluid or hydraulic medium between the piston-cylinder units prevent, throttle or release, so that a blocking of the joint, a damping of its buckling movements or a practically complete release of the mobility of the joint can be achieved.

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In order to ensure that loads are applied more evenly to the piston-cylinder units and their connections to be distributed with the front or rear trolley, is the arrangement of double-acting piston-cylinder units with pistons on both sides, each other over. Cross-connected first and second chambers expediently, the shut-off and Connection circuit between the chambers via .Cross connecting lines is switched.

...

To control the exchange of fluid or hydraulic medium between the piston-cylinder units can within the shut-off and connection circuit, pure shut-off devices, which only switch between fully open and fully closed, and controllable throttle devices combined be. With regard to a control that is as bumpless as possible, especially when using practically incompressible Hydraulic medium, however, is the arrangement of a Control organ expedient, which between a state with maximum, not or only a little throttled flow and complete shut-off is steplessly adjustable by computer control.

Since depending on the arrangement of the piston-cylinder units, especially with double-acting units

- · Piston rod arranged on one side of the piston, the total volume of the chambers as a function of the Kink angle, can change, if necessary, a compensating tank must be used or memory to be coupled to the shut-off and connection circuit. To possibly in the locked state of the shut-off and connection circuit, i.e. when the articulated brake is actuated,

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an undesirable elasticity or resilience caused by the expansion tank or reservoir to avoid, the circuit of the shut-off and connection circuit is carried out in such a way that when actuated Articulated lock each has a shut-off or control element that is closed at this moment between the memory or The expansion tank and the chambers are located, which displace hydraulic medium from the piston-cylinder units Looking for.

^: With regard to high support torques at the design-related largest possible articulation angle as well as with limited fluid or hydraulic pressure, it is useful if the piston-cylinder units are arranged at an angle that is open towards the rear carriage and, on the one hand, close to one another or at the same point on the front carriage as well on the other hand, are articulated at a radial distance from the axis of the joint on the cross member, which is rotatably mounted on a turntable firmly connected to the front car about its vertical axis and is pivotably connected to the trailer about its transverse axis. To increase the stability of the support, the cross-member-side ends of the piston-cylinder units can be attached to the cross member on the side facing away from the front of a plane containing the vertical and transverse axis of the cross member, in such a way that the inside of the curve - avoiding dead center positions of the units Unit at the construction-related largest possible articulation angle with the radius of the turntable going through the cross member-side end of this unit forms an approximately right angle, while the unit on the outside of the curve is approximately parallel to the longitudinal axis of the front end.

In addition, the piston-cylinder units should be parallel be arranged to the plane of the turntable, so that no forces with vertical components are exerted on the cross member will. '

Even in the event of errors in the control of the joint lock, a sufficiently safe journey is still possible if ^^ the computer according to a pre

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Invention has an error detection logic, and when an error occurs, a normally closed bypass line bypassing the shut-off and connecting line opens.
5

The invention is described below with reference to preferred exemplary embodiments shown in the drawing explained. It shows

Fig. 1 is a side view of an intermediate

Articulated joint with front end and rear end wagon with telescopic units, which form part of a joint lock,

FIG. 2 is a plan view of that in FIG. 1

the joint shown in the unfolded state,

3 shows a corresponding top view in the bent state of the joint, Fig. 4 an electric and hydraulic

Circuit diagram of the joint lock, Fig. 5 is a corresponding circuit diagram of a

particularly preferred embodiment, Fig. 6 is a diagram showing the in im substantial slip-free ride

achievable articulation angle depending on shows the speed and the different achievable lateral accelerations, and

0 Fig. 7 is a diagram showing the maximum value

as well as the limit value of the articulation angle depending on the steering angle and / or from the driving speed.

BATH ORIGINAL

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According to Figures 1 to 3 is between a front car 1 and a rear car 2 with the Front car 1 firmly connected turntable 3 arranged on which a cross member 4 around the vertical axis of the Turntable 3 is pivotably mounted. On the side of the cross member 4 are by means of hinge-like joints 5, whose hinge axis coincides with the transverse axis of the cross member 4, support arms 7 articulated, which fixed are connected to the frame of the trailer 2 and support its end pointing in the direction of travel.

Two piston-cylinder units 8 and 9 are on the one hand directly adjacent to each other at a radial distance from the vertical axis of the turntable 4. Articulated on a frame part of the front end 1 on both sides of its longitudinal axis and, on the other hand, at a relatively large distance from each other on the side facing the trailer 2 The plane containing the vertical and transverse axes of the cross member 4 is articulated to the cross member 4, so that the piston-cylinder units 8, 9 form an acute angle open towards the trailer carriage 2. The piston-cylinder units are included in the Z.:. : Turntable 3 arranged parallel axes, ie Qic · units 8 and 9 cannot exert any forces on the cross member 4 with a component perpendicular to the plane of the turntable 3rd.

The piston-cylinder units 8 and 9 form part of a joint lock explained below for that by turntable 3 and cross member 4 between the front end. 1 and caster consider 2 formed "joint.

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The extremely achievable kink angle of this joint can only be shown in Fig. 2 by elastic Buffer 10 be limited, which are arranged on the turntable 3 or on the same supporting frame parts are and cooperate with not shown stops on the cross member 4.

According to FIG. 4, the piston-cylinder units 8 and 9, which are only shown schematically here, have two chambers each 8 ', 8 ", 9' and 9", which on opposite sides of the respective piston are arranged, i.e. the piston-cylinder units 8 and 9 are double-acting.

Said chambers 8 ', 8 ", 9' and 9" are means Lines 11 and 12 in the manner shown Cross connected. Between these two lines. 11 and 12 is a shut-off and connection circuit

13 switched, which - as explained below - an exchange of fluid, preferably hydraulic medium, between the lines "11 and 12 as well as the associated chambers 8 'to 9 "are permitted or prohibited Exchange moves the piston of 5 inevitably against one of the units 8 and 9 the direction of movement of the piston of the other unit 8 or 9.

The shut-off and connection circuit 13 has a connection A connected to the line 12 and a connection B connected to line 11. Input lines lead from connections A and B.

14 and 15, in each of which a check valve to prevent kickback in the direction of

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Connections A and B is arranged, to the input side of an electrically operated shut-off and control element 17, which in its illustrated (non-excited) central position, both input lines 14 and 15 connects to an output line 18. In its end position shifted to the right, the shut-off and Control element 17 only has the input line 14 to the output line 18, while the input line 15 is locked. In a corresponding manner, in the left end position of the shut-off and control element 17, the Input line 15 with simultaneous blocking of input line 14 connected to output line 18.

The output line 18 leads to an electrically controllable hydraulic throttle device 19, behind the the output line 18 into the line branches 20 and 21 forked, which with the interposition of check valves 22, which in the direction of the throttle device 19, connected to ports A and B. Between the check valves 22 and the throttle device -19 is under overpressure the memory 23 connected, which fluid or hydra likmedium can record or track.

To prevent a destructive overpressure, the input lines 14 and 15 are each between the input side of the shut-off and control element 17 and the check valves 16 with an overpressure protection valve 24 connected.

Both the shut-off and control element 17 and the "throttle device 19" are by means of a computer controlled, which on the input side with an actual value sensor 26 for the steering angle of the steered.Räder

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of the front end 1, an actual value sensor 27 for the articulation angle of the joint 3/4 between the front carriage 1 and the rear carriage 2 and one tachometer 28 serving as an actual value pick-up for the driving speed is connected.

This computer adjusts the throttle device 19 via a control line at increasing speeds 29 in the sense of - increased throttling, or in the case of decreasing speeds in the sense a weakening of the throttling effect.

Depending on the signals of the actual value pickups 26 and 27 for the steering and articulation angles as well as possibly in addition, depending on the speed, the computer 25 adjusts the shut-off and Control member 17 via a control line 30 to the right or via a control line 31 to the left. Will not of the control lines 30 and 31 are excited, the shut-off and control element 17 the position shown in FIG.

In the illustrated position of the shut-off and control element 17, the computer 25 enables a depending on the made Adjustment of the throttle device '19 against different resistance occurring opposite movement of the pistons of the piston-cylinder assemblies 8 and 9, i.e. the follower carriage 2 can go in both directions Buckle in relation to the front end 1. If the control line 30 is now excited, this shifts 0 shut-off and control element 17 to the right, so that the trailer car 2 with respect to the front car 1 only can buckle in one direction, since the piston of the piston-cylinder unit 8 only remains in its cylinder while simultaneously pushing out the piston-cylinder

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Unit 9 associated piston can be inserted. Conversely, the piston of the piston-cylinder unit 9 with simultaneous pushing out of the piston of the piston-cylinder unit 8 only be inserted when the computer 25 energizes the control "line 31 and thus the shut-off and control element 17 brings it into its left end position. When the control line 30 is excited, the trailer carriage 2 in relation to the front end 1, for example, to the right.

buckle, while when the control line 31 is excited only a buckling to the left is possible, in the in the other direction, the joint 3/4 between the front car 1 and the rear car 2 is blocked. In both Cases the buckling takes place in the respectively permitted direction against one of the throttle device 19 in each case given resistance.

The computer 25 has an error detection logic, which the control lines 3 0 and 31 when they occur of an error is de-energized and thus brings the shut-off and control element 17 in its central position. At the same time, a control lamp 3 2 is switched on via a control line 33. The same applies accordingly if a pressure sensor 34 responds in the event of a pressure drop in the hydraulic or fluid system and the control lamp turns on via a control line 35 and at the same time 'a corresponding signal via an input line to the computer 25 there.

The arrangement shown in FIG. 5 differs of that according to FIG. 4 essentially only in that the combination provided according to FIG of shut-off and control member 17 and throttle device 19 is replaced by a control member 37, which

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from the computer 25 via an assigned control line continuously adjustable between a state of maximum opening and a state of complete blocking.
5

In the completely locked state of the control unit 37 are the pistons of the piston-cylinder units 8 and 9 held immovably while they are opposite to each other against one more or less strong resistance can move when the control member 37 is a more or less open position occupies. In the latter case, there is a buckling of the trailer carriage 2 to the right or left opposite allows the front end of the car with more or less strong damping of the buckling movement. In the former In the state, the joint 3/4 between the front car 1 and the rear car 2 is locked. Parallel to the Input lines 14 and 15, a by-pass line 39 is arranged according to FIG. 5, the line branches are normally separated from one another by means of a locking member 40. If an error occurs, however, the computer 25 move this locking member 40 via a control line, not shown, in such a way that that the by-pass line 39 is open and at the same time connected to the memory 23. This will make the Pistons of the piston-cylinder units 8 and 9 can move freely regardless of the position of the control element 3 7.

Both with an arrangement according to FIG. 4 and with an arrangement according to FIG. 5, the computer 25 by appropriate control of the shut-off and control member 17 and the throttle device .19 or des Control member 37 allow or prevent a more or less strong buckling movement of the trailer carriage 2,

BAP

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In the simplest case, the computer determines the steering angle-dependent maximum value of the articulation angle, which arises in a slip-free or low-slip driving style with a constant steering angle. In FIG. 7, curve M shows the dependence of this maximum value on the steering angle. As long as the value pairs of the actual value of the articulation angle and the actual value of the steering angle lie within a strip-like area M ^{1 of} the curve M, the controller 25 allows any counter-rotating movement of the pistons of the piston-cylinder units 8 and 9, with the throttle device only as the speed increases 19 or the control member 37 is adjusted in the direction of an increasing throttling effect. This enables the trailer carriage 2 to buckle to a greater or lesser extent on both sides. If the pairs of values from "actual value of the steering angle and actual value of the articulation angle are outside the environment M ¹ , by adjusting the shut-off and control element 17 to the right or left" or by shutting off or opening the control element 37, only such a movement of the piston is achieved of the piston-cylinder units 8 and 9, in which the rear carriage 2 can only buckle in one direction, in which the value pairs of the steering angle and the articulation angle approach the environment M '.

Due to limited grip, a vehicle can only be accelerated to a limited extent in the transverse direction. i.e. tight bends can only be made at low speed. can be driven through while cornering with large Radii higher speeds are possible. This is synonymous with the fact that the actual value of the articulation angle must be below speed-dependent limit values in the case of essentially slip-free travel. this

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is shown in Fig. 6 for different achievable lateral accelerations. The computer can take this into account in such a way that it - see again of the articulation angle depending on the speed within strip-shaped zones N ₁ , N _? or N_, where the increasing index corresponds to the increasing speed. If the pairs of values of the actual values outside these zones, the computer makes by controlling the shut-off and connection circuits 13 (see. Figs. 4 and 5), only those articulated movements, in which the pairs of values of said zones N ₁ to N approach. Even if the steering is turned more than approx. 20 to the right or left in the case of zone N_, the computer tries to use the shut-off and connection circuits 13 to approximate the trailer carriage 2 to a kink angle which is close to the limit values K ". The same applies to the limit values K ₁ or K ,, if the vehicle is traveling at a speed assigned to _{zones N 1 or N_.}

In a particularly preferred manner, the computer determines the change in the steering angle and the change over time Driving speed or the change in driving speed a setpoint value of the articulation angle, which depends on distance traveled and steering angle change would have to adjust, with the shut-off and connection circuits be operated so that the trailer carriage 2 approaches the respective setpoint of the articulation angle.

BATH ORIGINAL

Claims (1)

Dainiler-Ben :; Aktiengesellschaft Da im 14 9 6 0/4 Stuttgart-Untertürkheim February 18, 198 Expectations ( 1. Kink protection control for arbitrarily steerable ^ - articulated vehicles, in particular articulated buses, consisting of a steerable front car and at least one trailer car connected to it via articulation, with an actual value sensor for the steering angle of the steered wheels as well as an actual value sensor for the articulation angle of the joint and a computer-controlled joint lock, their On the input side, a computer connected to the actual value sensors assigns a steering angle-dependent maximum value of the articulation angle to each actual value of the steering angle - which can be achieved with pure circular travel with an unchanged steering angle - and actuates the joint lock to prevent further enlargement of the articulation angle when the actual value of the articulation angle reaches or exceeds the maximum value, characterized in that the computer (25) when the actual ^{value of the articulation angle deviates from a range (M 1} ) close to its steering angle-dependent maximum value (M) which both against an increase and against Due to a reduction in the articulation angle, it controls usable joint locks (8, 9, 13) for locking in an increasing deviation in the opposite sense. - 2 - Daim 14 96 0/4 2. Anti-kink control according to claim 1, characterized in that the computer (25) connected to an actual value sensor (28) for the vehicle speed on the input side _{calculates or specifies speed-dependent limit values (K 1} , K ", K,.) Of the kink angle and the joint lock ( 8,9,13) to a blocking in an increasing deviation between the actual value and the limit value of the articulation angle controls in the opposite sense if the speed-dependent limit value is smaller than the steering angle-dependent maximum value. 3. Articulation angle control according to one of claims 1 and 2, characterized in that the input side with an actual value transmitter (28) for the vehicle speed and / or distance covered connected computer (25) as a function of vehicle speed, distance, steering angle and / or Steering angle changes calculated a driving state-dependent setpoint or setpoint range of the articulation angle or pretends and the joint lock- (8, 9,13) · to a Blocking in an increasing deviation between the actual value and the setpoint or the setpoint range of the articulation angle drives in the opposite sense when the driving state-dependent setpoint is less than the Steering angle-dependent maximum value and / or the speed-dependent limit value is. 4. Articulation angle control according to one of claims 1 to 3, characterized in that a damper arrangement (8,9,19 or 37) to the speed-dependent, increased with speed increase Damping of changes in the articulation angle is arranged. JJUvI / - 3 - Dairn 14 9 60/4 5. kink protection control according to claim 4, characterized in that the computer (25) the at least computer-controlled damper device when reversing (8,9,19 or 37) with increasing steering 5. angles, steering angle speeds, articulation angles, Buckling angle change rates and / or Controls reverse speeds in the direction of • increased damping. 6. Anti-kink control according to one of claims 1 up to 5, characterized in that as a joint lock between the front carriage (1) and the rear carriage (2) or between two trailer wagons, two each via a connection line with a computer-controlled shut-off and connection circuit (13) for the exchange of fluid - preferably hydraulic medium - piston-cylinder units that can be coupled (8,9) are arranged, of which when the joint is buckled · (3, 4) one with displacement of fluid 'to shorten and to expand one by taking over fluid displaced from the first unit seeks. ■ 7. Anti-kink control according to Claim 6, characterized in that characterized in that double-acting piston-cylinder units (8,9) with on both sides of the piston arranged, interconnected cross-connected first and second chambers (8 ', 8 ", 9', 9") and the shut-off and connection circuit (13) is connected between the lines (11, 12) connecting the chambers crosswise. - 4 - Daim 14 960/4 8. Kink protection control according to one of claims 6 and 7, characterized in that the shut-off Connection circuit (13) in its connecting state over the piston-cylinder units (8, 9) a speed-dependent controllable and / or computer-controlled throttle device (19) couples. 9. Anti-kink control according to one of claims 6 up to 8, characterized in that the shut-off and connection circuit (13) is an ■ with little or no throttled passage and complete shut-off, infinitely adjustable, computer-controlled control element (3 7) is arranged. 10. kink protection control according to one of claims 6 to 9, characterized in that of the two Connections (A, B) of the shut-off and connection 0 connected to the piston-cylinder units (8, 9) circuit (13) each have an input line (14,15) secured against kickback in the direction of the connection (A, B) to the input side of a control or Shut-off element (17.37), the output side of which is connected to an expansion tank or storage tank (23) as well as with each of the connections (A, B) via one against non-return in the direction of the control or shut-off element (17.37) secured line (20.21) is connected. 11. Anti-kink control according to one of claims 6 to 10, characterized in that the piston-cylinder units (8, 9) arranged under an angle open to the trailer carriage (2) are on the one hand close to one another or on the same > eelle on the front wall. BAD ^ ORlGiNAl :: " ^: " L * ^:. :: "." OO 330575s - 5 - Daim 14 960/4 gen (1) - or in the case of several followers on the respective front follower - and on the other hand with radial Distance from the axis of the joint (3,4) on the cross member (4) are articulated, which on a with the front end (1) firmly connected turntable (3) rotatably mounted about its vertical axis and with the Trailer (2) is pivotally connected about its transverse axis. 12. Anti-kink control according to claim 11, characterized in that that the ends of the piston-cylinder units on the cross-member side of the front end of the vehicle (1) facing away from a plane containing the vertical and transverse axes of the cross member (4) on the cross member (4) are hinged. 13. Anti-kink control according to one of claims 11 and 12, characterized in that the cross member-side Ends of the piston-cylinder units (8, 9) are arranged in relation to the axis of rotation of the turntable (3) are that the cross member-side end of each curve inner piston-cylinder unit (8 in Fig. 3) at zero articulation angle as well as at the construction-related largest possible articulation angle from the vertical axis of the turntable (3) containing transverse plane is equally spaced. 14. Anti-kink control according to one of claims 11 to 13, characterized in that the piston-cylinder unit (8 in Fig. 3) on the inside of the curve in the construction-related largest possible kink angle with the end of this unit through the cross member going radius of the turntable (3) includes approximately a right angle. - 6 - Daim 14 960/4 15. Anti-kink control according to one of claims 11 to 14, characterized in that the piston-cylinder unit on the outside of the curve (9 in Fig. 3) with the greatest possible articulation angle due to the design, approximately parallel to the longitudinal axis of the front end (1). 16. Anti-kink control according to one of claims 11 and 15, characterized in that the axes the piston-cylinder units (8, 9) are arranged parallel to the plane of the turntable (3). 17. Anti-kink control according to one of claims 11 to 16, characterized in - that the piston-cylinder units (8,9) are arranged above the turntable (3). 18. Anti-kink control according to one of claims 6 to 17, characterized in that the one error detection logic computer (25) having a shut-off and connection circuit when an error occurs (13) Immediate, normally closed by-pass line (39) opens. 19. Anti-kink control according to one of claims 1 to 18, characterized in that the joint (3, 4) elastic buffers (10) as end stops to limit the articulation angle are arranged with ineffective articulation angle control.