DE8903369U1 - Wheel pad - Google Patents

Description

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Hermann-Voge?-5traiße 12 · O-&bgr;&Ogr;&Ogr;&bgr; dundiaa 40..'
TeleforwQ089/32504V- Telex: 5218915 gpatd · Telegrafora: wgeypatent· Telefax:089/3234388(CCITT Cr. 2 + 3)

Raymond Bökenkamp Munich,

o.Z.: GM 1066/1-88 17.03.89

Dr.G/A/wa

Wheel pad for vehicles

The invention relates to a wheel base for vehicles.

Vehicles can generally be parked on uneven or sloping ground without this being associated with any disadvantages. However, there are cases in which it is important that the vehicle floor is fairly level despite the uneven or sloping ground. This particularly applies to camping vehicles (caravans, mobile homes or motor homes) in which people stay, eat and possibly sleep after the vehicle has been parked, but can also apply to transport vehicles in certain circumstances if the load needs to be prevented from slipping when parked or if loading and unloading needs to be made more convenient.

If a certain difference to the ground is to be filled by a support on a single level of a vehicle, it is generally possible to provide a suitable stone or a suitable plate of the appropriate height at the relevant point and then drive the vehicle wheel onto it. However, such a level adjustment has the fundamental disadvantage that either a suitable part of the appropriate height and sufficient strength must be found at the parking space, which is also able to transfer the load exerted by the vehicle wheel to the ground, or a suitable part must be carried in the vehicle. However, since the height of the level difference to be compensated is generally not known in advance, a suitable, suitable part cannot be provided from the outset.

Raymond Boekenkamp
oZ: GM 1066/1-88

unless a large number of parts of different heights

are transported in the vehicle, which is extremely impractical. In addition, from a certain support height onwards ^: ' it is difficult to place the wheel on the wheel base

to be able to drive on, as there is then a risk of shifting, jamming

\i or slipping of the component occurs.

isi Although it is generally possible to use vehicles with

Vi Use of hydraulic supports, jacks or other means to secure the vehicle to

&tgr; 10 certain body points or to create a level

compensation against the ground. However, as a rule, such supports are neither suitable nor intended to transfer forces acting in the longitudinal or transverse direction of the vehicle to the ground, so that when such forces occur, the supports can tip sideways, leading to dangerous situations.

Basically, leveling to park a vehicle horizontally on sloping terrain should preferably be carried out by supporting the wheels, since the wheels are the most suitable elements for transferring the forces between the vehicle and the ground, although it is usually not possible to use conventional hydraulic support devices on sloping terrain.

26

Based on this, the invention is based on the object of switching an it*adunteriü^'j for vehicles which, with a simple structure and easy handling, also allows the formation of different sized support heights to adapt to level differences in the terrain and is also easy to transport in the vehicle.

According to the invention, this is achieved in a wheel base for vehicles in that it consists of kit elements which form a kit and can be stacked on top of one another and connected to one another in a form-fitting manner, the shape of which is adapted to one another in such a way _that

Raymond Boekenkamp
oZ: GM 1066/1-88

-&Tgr;&Igr; that when stacked on top of each other, they form a drive-on surface for the wheel to be supported on at least one side wall of the stack, extending over the entire stack height, whereby each kit element is additionally provided with a suitable wheel support surface on its surface.

The wheel support according to the invention is characterized in that, due to the kit principle, it can easily be built up to a desired height that is needed to level the vehicle wheel in question, by only using the number of individual kit elements required for this purpose (stacked on top of each other), while the remaining elements of the kit that are not required (stacked on top of each other) can remain in the vehicle to save space. The mutual shape adjustment of the individual kit elements ensures that, regardless of how many of the elements are needed for the stack height, a suitable drive-on surface is always formed on at least one side wall of the stack, which makes it possible to drive the wheel that is to be supported onto the support from the ground without any problems.

The wheel base according to the invention offers the advantage that its use is not only possible in principle for certain vehicles: it can be used in smaller as well as in large and very heavy vehicles, whereby the positive connection of the kit elements stacked on top of one another ensures great internal stability and at the same time prevents unwanted slipping of the kit elements stacked on top of one another when the vehicle wheel rolls up. It is also advantageous that the wheel base according to the invention does not require assembly on the vehicle wheel or on the vehicle itself, but can instead be created if required simply by stacking an appropriate number of individual kit elements on top of one another and is then immediately ready for use. This also ensures surprisingly simple and uncomplicated handling, even for inept operators.

Kaymond Ökenkamp
oZ: GM 1066/1-88

A particularly easy-to-manufacture structure of the wheel support according to the invention can be achieved by designing the kit elements as plates that are rectangular in base and cross-section, which, when stacked on top of one another, form a stepped drive-on surface on at least one side of the corresponding stack. This means that in the kit, successive components become somewhat smaller in size as the stack increases in height, whereby the step height that occurs can be suitably selected by selecting the thickness of the individual kit elements, which are preferably designed to be the same thickness, in order to make driving the vehicle tire problem-free.

Another, particularly preferred embodiment of the wheel support according to the invention consists in shaping the kit elements in such a way that when stacked on top of one another they form a drive-on surface in the form of a drive-on plane that is set at an acute angle to the base of the wheel support. This ensures that the vehicle wheel to be supported can be driven on particularly comfortably and easily, even if the wheel support has a greater support height.

20

In a particularly preferred development of the wheel base according to the invention, it is provided that the kit elements stacked on top of one another form a truncated pyramid-shaped overall shape of the wheel base, which means that in order for the wheel to drive onto the wheel base, it does not even need to be specifically aligned, since the wheel can drive onto it equally well from all four sides. The size of the upper surface of a kit element preferably corresponds exactly to the size of the base area of the kit element above it in the stack, so that in this way, regardless of the number of components stacked on top of one another, the desired truncated cone-shaped overall shape of the wheel base is achieved steplessly. Of course, it is equally possible to form the four ramps of the truncated cone in a stepped manner, which has the advantage that the shape of the individual kit elements can then be selected particularly easily, namely

Raymond Sökenkarnp
oZ: GM 1066/1-88

each plate-shaped with side walls perpendicular to the surface.

It goes without saying that the size of the topmost kit element in the kit is still large enough to accommodate a sufficiently large wheel support surface for a vehicle wheel.

The fact that in the wheel base according to the invention ^each of the kit elements is provided with a wheel support surface on its upper surface ensures that regardless of the number of kit elements used and also regardless of whether the required support height of the base is built up from the base element upwards or from the top element downwards, there is always a wheel support surface, i.e. ^a sufficiently large surface for supporting the vehicle wheel, on top of the wheel base, on which the supported wheel can rest and via which all support forces can be transferred downwards to the ground.

Any suitable shape can be used to form this wheel support surface, which ensures good support for a vehicle wheel: this can be achieved by a purely flat surface, if it is large enough to be able to support a vehicle wheel on its underside. However, a non-flat shape is particularly preferred for the wheel support surface, which can also counteract any undesirable rolling of the wheel forwards or backwards. A particularly suitable design of the wheel support surface consists in forming it in the form of a concave trough on the top of each kit element, whereby such a concave trough, even if it has only a small depth, significantly hinders undesirable rolling of the wheel. It is particularly preferred that a corresponding bulge is also provided on the underside of each kit element at the same time, such that when the kit elements are stacked on top of each other, the upper trough of a kit element is covered by the convex bulge on the underside of the kit element.

Raymond Bökenkarnp
oZ: GM 1066/1-88

the following element is completely filled (i.e. both have the same radius), whereby only the lowest basic kit element remains without a corresponding convex bulge downwards, so that there is good (flat) support against the base. This also ensures that the vehicle wheel sitting in the uppermost part (wheel support surface) can be supported across the entire support surface by a support body that forms a compact support block down to the base, without there being any hollow spaces in the force transmission path to the left, rather a continuous physical support is ^ensured down to the bottom.

All suitable form-fitting designs can be used as form-fitting connections between the individual kit elements. Particularly preferred are plug-in pins that point downwards as form-fitting connections on the kit elements, which can be inserted into appropriately arranged and shaped receiving openings on the top of the subsequent kit element located underneath in the kit. This simple plug-in connection makes it possible to stack the individual kit elements on top of one another by simply plugging them in from above.

Another, equally very advantageous design of the positive connection _, suitable for transferring particularly large displacement forces between the individual kit elements, consists in designing it in the form of one or more dovetail guides between the kit elements to be connected to one another, although in this case the successive kit elements of the kit are no longer pushed on from above, but rather joined together (pushed on) from the side. This creates a support perpendicular to the sliding direction that is suitable for absorbing the largest displacement forces between the individual kit elements.

A particularly good adhesion of the lowest element in the kit to the substrate can be achieved by applying a layer of adhesive to the underside of at least the

Räymund Bükeiikämp
oZ: GM 1066/1-88

the bottom component of the kit is designed or profiled in a suitable manner. If the wheel base is to be used on soft ground, this can be done by providing the bottom of the bottom component with spike-like projections that allow it to hook into the soft ground. Alternatively, the bottom of the bottom component could be provided with suitable cross ribbing that prevents the wheel base from slipping when the vehicle wheel drives onto it, not only on soft ground but also on hard ground.

In order to make it even more difficult for the supported vehicle wheel to roll when the wheel base is installed, it is preferable to provide each wheel support surface with suitable transverse joints or transverse ribbing.

In very specific cases, it may be very desirable not only to achieve leveling through the wheel base, but also to give the support surface of the lowest kit element of the kit a different orientation, corresponding to the sloping base, despite the horizontal orientation of the upper support surface for the wheel, in order to ensure particularly good support (large support surface) on the base. This can be achieved preferably by aligning the underside of the lowest kit element at an angle to its surface.

The wheel base according to the invention can be made of any suitable material. However, wood or suitable plastics are particularly suitable materials for this purpose, whereby appropriate reinforcements can preferably be provided by using fiber-reinforced plastics, especially at the points of greatest stress or strain. By coloring the plastic appropriately, it can also be ensured that the wheel base is clearly visible even in unfavorable lighting conditions.

Raymond Boekenkamp
oZ: GM 1066/1-88

The invention is explained in more detail below using the drawing as an example.

Fig. 1 a wheel base according to the invention, consisting of a kit of (at least) three individual kit elements that can be stacked on top of each other, in perspective view?

Fig. 2 is a perspective view of another (sectioned) embodiment of a wheel base according to the invention, shown using two individual kit elements arranged one above the other, which are positively connected to one another by means of dovetail guides;

Fig. 3 is a perspective view of a further embodiment of a wheel base according to the invention, shown using the two lowest kit elements of a kit, with a wheel support surface in the form of a concave trough;

Fig. k shows a further embodiment of a wheel base according to the invention, in which the ground support surface is set at an angle to the support surface for the vehicle wheel (seen in a plane perpendicular to the wheel plane), and

Fig. 5 shows yet another embodiment of a wheel base according to the invention, in which the wheel support surface is set at an angle to the lower support surface of the wheel base (seen in a plane parallel to the vehicle wheel plane).

In the following description of the figures, the same reference symbols are used for the same or corresponding parts in different figures, where this makes sense.

Fig. 1 shows a wheel base 1, which consists of a kit of three kit elements 2a, 2b and 2c, whereby these three kit elements are arranged one above the other, but are not yet shown sitting on top of each other (“exploded view”), so that for the formation of the finished

Raymond Boekenkamp
GM 1066/1-88

/&Iacgr; j ··:

Wheel base 1, the kit elements 2b and 2c must still reach the bottom until their undersides are in contact with the surface of the kit element 2a or 2b underneath.

The lowest kit element 2a is designed as a basic or base element for the wheel base 1, i.e. it is used to rest on the ground, while the kit elements 2b and 2c lying above it are provided with (four in the example shown) plug pins 3 on their underside that project to the rear. These plug pins 3 can be inserted into correspondingly arranged and designed receiving openings k on the upper side of the kit element 2a or 2b located underneath in the kit, so that a wheel base 1 is quickly created from three kit elements 2a, 2b and 2c placed one above the other, which are positively coupled to one another via the plug pins 3 and the receiving openings *f when stacked on top of one another in such a way that they cannot be moved against one another, for example if. B. a vehicle wheel hits one side of the wheel base 1 =

In the finished state, the wheel support 1 from Fig. 1 has a shape such that, when stacked on top of each other, a ramp for the wheel to be supported is formed on opposite sides (namely on the front and the back in the illustration according to Fig. 1), which ramp extends over the entire stack height. This ramp is formed on the front of the wheel support from Fig. 1 by inclined surfaces 5a, 5b and 5c and on the opposite rear side by inclined surfaces 6a, 6b and 6c.

The wheel base 1 could of course also have more than three individual kit elements, which could be additionally attached upwards or downwards, whereby an even greater overall support height could be achieved.

However, if the wheel base 1 is only intended to cover a small support height, it is of course also possible to use only the base element 5a and

Raymond Boekenkamp
oZ: GM 1066/1-88

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the following kit element 5b can be used together to form the desired base or, if an even lower support height is required, only the base element 5a can be used for this purpose. Regardless of whether the support height of the wheel base 1 to be formed in the individual case is to be formed from all kit elements, from only some or even only one of them, it is always ensured that on its front and on the (opposite) back in the embodiment shown in Fig. I a ramp extending over the entire height of the stack formed in each case is formed, which makes it possible for the wheel to be supported to easily drive up onto the wheel base 1 from both sides.

On each of the kit elements 2a, 2b and 2c a wheel support surface 7 is provided, which is still sufficiently large to be able to support a vehicle wheel, even on the uppermost kit element 5c, whose surface is the smallest.

In the embodiment of a wheel base shown in Fig. 1, the wheel support surfaces 7, as can be seen directly from the drawing, are designed as flat surfaces of the respective kit element 5a, 5b or 5c. In contrast, in the slightly different embodiment of a wheel base shown in Fig. 2, this wheel support surface 7 is provided in the form of a dovetail groove-shaped depression, the groove guide being arranged transversely to the driving direction of the vehicle wheel and being limited at its front and rear ends by two groove strips 8, 9, which on their side facing the wheel support surface 7 each form one of the beveled surfaces 10, 11 of the dovetail groove.

The embodiment of a pad base 1 shown in Fig. 2 has the great advantage that the dovetail groove-shaped recess on the top of each kit element 2a, 2b not only forms the wheel support surface 7, but is also used for the positive connection of the individual kit elements to one another, as shown for the two lowest kit elements 2a, 2b in Fig. 2. With such a kit form, all

Raymond Boekenkamp
oZ: GM 1066/1-88

- iii -

Kit elements of a kit with the exception of the lowest base

element 2a is provided on its underside with a correspondingly projecting step 7a, which forms one of the dovetail-shaped recesses on the upper side of the underlying kit element (in Fig. 2s of the

Base element 2a) corresponding complementary dovetail shape

so that the individual kit elements can no longer be put on top of one another, as in the case of Fig. 1, but can instead be pushed in from the side, so that elements are then created which sit on top of one another and are interlocked with one another by a dovetail-shaped form fit, as can be seen in Fig. 2.

In Fig. 3, a further, yet different design of the wheel support surface in the form of a concave depression 7b on the upper side of each P>additional element 2a, 2b (and of course also any other L-additional elements present in the kit that can be stacked further upwards) is shown, with explicit reference being made to the drawing in Fig. 3 in this respect.

In the embodiment according to Fig. 3, in the wheel support surface 7b, transverse to the rolling direction of the tire, there are also dovetail-shaped grooves 12 in cross-section, to which corresponding dovetail-shaped projections 12a are assigned on the underside of the kit element above, so that in turn successive kit elements 2a, 2b in the kit can be connected to one another to form a wheel base by the projections 12a being pushed laterally into the corresponding grooves 12, as shown in Fig. 3.

In this design, the grooves 12 on the uppermost wheel support surface 7b also serve as transverse ribs, which counteract an unintentional rolling of the vehicle wheel supported on the wheel support surface 7b (just like the trough-shaped design of the wheel support surface 7b) and also serve to

Dissipation of moisture etc. between vehicle wheel and wheel support

Raymond Bökenkamp C.D.: GM 1066/1-88'

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In the embodiment of the wheel base shown in Fig. 1, the individual kit elements 2a, 2b and 2c are each equipped with the same stacking height H. Of course, it would also be possible to design the individual elements with different stacking heights, for example to make the base element 5a larger and all the following elements 5b, 5c etc. the same size, or to use a stacking height H that decreases with increasing height. However, this is a question of practical expediency, which can be selected in each case according to the intended purpose of the kit. In general, however, the embodiment shown with an equal stacking height H for all kit elements of the kit is recommended.

Regarding the shape of the kit elements in Fig. 1, it should also be noted that, in addition to the inclined surfaces 5a, 5b, 5c and 6a, 6b, 6c on two opposite side surfaces of each element, the other two remaining side surfaces run vertically. The angle of inclination for the inclined surfaces on the front side 5a, 5b, 5c is preferably chosen to be the same as that for the inclined surfaces on the back side 6a, 6b, 6c, with the (sharp) angle of inclination preferably being in the range of 30° to 45°.

In order for the individual kit elements 2a, 2b, 2c to form the desired ramps 5 and 6 as a continuous inclined surface even when stacked on top of one another, it is of course necessary that the size of the kit elements 2a, 2b, 2c that follow one another in the kit is selected in such a way that the surface on the underside of a kit element 2b, 2c corresponds exactly to the surface of the kit element 2a, 2b underneath, which ensures that the ramps are each formed as a continuous surface when they lie on top of one another.

It would also be possible to design the individual kit elements in the form of plates that are in longitudinal and cross-sectional

Raymond Bökenkamp Current date: GM .066/1-88

are each rectangular in shape, so that the ramp does not result in a continuous, sloping ramp surface, as in the embodiment according to Fig. 1, but rather as a "step-like" ramp. This can be achieved by making a subsequent element stacked on top of a building supplement in the rectangular, cuboid-shaped kit elements somewhat shorter on the side on which the ramp is to be formed, so that a step-like step is created, which is then continued by the next element, until finally the step-like ramp is created over the entire stack height.

However, it is important to ensure that the height H of the individual kit elements 2a, 2b, 2c is not chosen to be very large, so that the stepped ramp area can still be used easily by the wheel driving onto it.

Instead of the design of the wheel base shown in Fig. 1, ramps can also be provided not only on two opposite sides, but on all four sides of the wheel base. The ramp or the corresponding kit is preferably designed in such a way that the overall shape is a truncated cone. This means that - in a variation of the illustration in Fig. 1 - the side surfaces on the left and right are also provided with slopes, which correspond to the slopes 5a, 5b, 5c or 6a, 6b, 6c and as a whole complement each other to form a ramp on this side as well. The other structural conditions can, however, remain unchanged compared to the embodiment in Fig. 1.

In the embodiments shown in Fig. 2 and 3, shapes are provided on the underside of the respective base element 2a, which serve to better hook the respective base element 2a to the base or to increase slip resistance. In principle, all suitable ribbing or profiling can be used for this purpose. However, as shown in Fig. 2, parallel, strip-shaped transverse

Raymond Boekenkamp
oZ: GM 1066/1-88"

ribs or, as shown in Fig. 3, spike-like hooking projections are provided. It would also be possible to provide a support layer on the underside of the base element 2a instead of such profiling, which would ensure better adhesion of the base element 2a to the base. This is particularly advantageous if the base is already known in advance, since the choice of a suitable anti-slip layer requires a certain knowledge of the properties of the base.

If the wheel support surface 7 is designed in a trough-shaped manner, as shown in Fig. 3, then it is advisable (just as shown in Fig. 3) to provide a curvature corresponding to the curvature on the underside of all the kit elements 2b etc. with the exception of the basic kit element 2a, as shown in Fig. 3, so that when the kit elements are pushed sideways over one another in a stack of successive kit elements, they form a continuous support block as shown in Fig. 3, in which each element is supported over its entire underside on the element below it. As can be seen from Fig. 3, dovetail-shaped strip projections 12a protrude from this curvature in such a way that they are appropriately assigned to the dovetail grooves on the top of the underlying kit element 2a.

Finally, Figures <* and 5 show (in a purely basic representation) two further design options for a wheel base in the event that it is to have a different orientation on its upper side than on its lower (supporting) surface. In this case, it is advisable to provide a corresponding angular adjustment of the lower support surface to its surface on the base element 2a, in such a way that these surfaces are then also adjusted to each other by a corresponding angle, e.g. by an angle transverse to the clamping plane of the vehicle wheel 15, as shown in Fig. k , if the angle compensation is to take place in this direction, or by the angle , as shown in Fig. 5, if the angle compensation is to take place in a plane parallel to the clamping plane of the wheel. In Figs. <f and 5, the

Raymond Boekenkamp
oZ: GM iÖ66/i-88

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Conditions for a base element 2a of the wheel base are shown, whereby the (no longer shown in these figures) subsequent kit elements (2b, 2c,...) no longer have to show this angular offset, but can themselves only be constructed in the form of one of the already described designs.

All suitable materials can be used to form the wheel bases, but wood or suitable plastics are preferred, whereby the use of plastics is preferable to wood for more complicated shapes, since the somewhat complex treatment required to produce such shapes with wood is not necessary with plastics and the corresponding shapes are formed when the part is initially formed. With plastics, it is also possible to attach suitable fiber reinforcements to the corresponding highly stressed areas of the plastic, which increases the strength and yet avoids an undesirable increase in weight.

In addition, it may also be advisable to give the individual kit elements a special colour, for example to

to ensure easy handling of the supports even in unfavourable lighting conditions, which can be achieved in particular by using bright colours or colours that reflect even weak light even more strongly.
25

It is also possible to provide the individual kit elements for such a wheel base with moisture drainage openings, for example, in order to divert liquid from the top of each wheel base to the side or to direct it through the wheel base to the ground.

Raymond Boekenkamp
oZ: GM 1066/1-88

Claims (16)

Hermann-Vogel-Straßfc 12 ■ D-8000 München'40 Telephone: 089/32 5041" · Telex: 5 218915 gpat d · Telegram: wgeypatent · Fax: 089/3 23 4388 (CCITT Cr. 2 + 3) - 16 - Raymond Bökenkamp Munich, oZ? GM 1066/1-88 1^ ⁰ I*?', DR.G/A/wa Expectations 1· Wheel support for vehicles, characterized by kit elements (2a, 2b, 2c) forming a kit, which can be stacked on top of one another and connected to one another in a form-fitting manner, the shape of which is adapted to one another in such a way that, when stacked on top of one another, they form a ramp (5, 6) for the wheel to be supported on at least one side wall of the stack, which ramp extends over the entire stack height, wherein each kit element (2a, 2b, 2c) is additionally provided with a wheel support surface (7, 7a, 7b) on its surface. 2. Wheel base according to claim 1, characterized in that the kit elements are designed as plates that are rectangular in base and cross section, which, when stacked on top of one another, form a stepped ramp on at least one side of the stack. 3. Wheel base according to claim 1 or 2, characterized in that all kit elements (2a, 2b, 2c) have the same height (H). · Wheel base according to claim 1, characterized in that the kit elements (2a, 2b, 2c) when stacked on top of each other form a ramp (5; 6) in the form of a ramp plane (5; 6) set at an acute angle to the base surface of the wheel base (1). 5. Wheel base according to one of claims 1 to &Iacgr;, dad'irch Raymond Boekenkamp
oZ: GM 1066/1-88 -παιαλα characterized in that the kit elements stacked on top of each other form a truncated pyramid-shaped overall shape. 6. Wheel base according to one of claims 1 to 5, characterized in that the wheel support surface on each kit element (2a; 2b) is designed in the form of a concave depression (7b) on the upper side of the respective kit element (2a; 2b). 7. Wheel base according to claim 6, characterized in that with the exception of the lowest kit element (2s) in the kit, all other kit elements (2b) each have a convex curvature (13) on their underside such that when stacked on top of each other, the respective upper trough in the kit element (2a) is completely filled by the convex curvature (2b) on the underside of the element (2b) that follows upwards in the kit. 8. Wheel base according to one of claims 1 to 7, characterized in that downwardly projecting plug pins (3) are provided as a positive connection on the kit elements (2b, 2c), which can be inserted into correspondingly arranged and designed receiving openings (&Oacgr; on the top of the kit element (2a, 2b) located underneath in the kit. 9. Wheel base according to one of claims 1 to 7, characterized in that the positive connection between two kit elements (2a, 2b) following one another in the kit is designed in the form of one or more dovetail guides (7a, 11, 12, Ha) between them. 10. Wheel base according to claim 9, characterized in that the receiving grooves (7a, 10, 11; 12) of the dovetail guides are provided on the top of the components (2a, 2b) and the corresponding engagement projections (Ha; 12a) are provided on the bottom of the components (2b). Raymond Boekenkamp
oZ: GM 1066/1-88 30 35 - 18 - 11. Wheel base according to one of claims 1 to 10, characterized in that the underside of the lowest component (2a) in the kit is provided with a profile (13; 14). 12. Wheel base according to claim 11, characterized in that the projection consists of spike-like projections (1*) on the underside of the lowest component (2a) in the kit. 13. Wheel bearing according to claim 1.1, characterized in that the underside of the lowest kit element (2a) in the kit is provided with transverse ribbing (13). 14. Wheel base according to one of claims 1 to 13, characterized in that each component (2a. 2b) is provided with transverse joints (12) or transverse ribbing on its wheel support surface (7b). 15. Wheel base according to one of claims 1 to 14, characterized in that the underside of the lowest kit element (2a) - seen in its longitudinal direction and/or in its transverse direction - is set at an angle (βj δ) to its surface. 16. Wheel base according to one of claims 1 to 15, characterized in that the kit elements (2a, 2b, 2c) consist of wood, plastic or fiber-reinforced plastic.
25 Raymond Boekenkamp
oZ: GM 1066/1-88