EP2398656A1 - Driving aid for a motor vehicle - Google Patents
Driving aid for a motor vehicleInfo
- Publication number
- EP2398656A1 EP2398656A1 EP10706516A EP10706516A EP2398656A1 EP 2398656 A1 EP2398656 A1 EP 2398656A1 EP 10706516 A EP10706516 A EP 10706516A EP 10706516 A EP10706516 A EP 10706516A EP 2398656 A1 EP2398656 A1 EP 2398656A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- auxiliary wheel
- tire
- driving aid
- aid according
- motor vehicle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
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- 230000001419 dependent effect Effects 0.000 claims description 2
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- 238000006073 displacement reaction Methods 0.000 description 9
- MOVRNJGDXREIBM-UHFFFAOYSA-N aid-1 Chemical compound O=C1NC(=O)C(C)=CN1C1OC(COP(O)(=O)OC2C(OC(C2)N2C3=C(C(NC(N)=N3)=O)N=C2)COP(O)(=O)OC2C(OC(C2)N2C3=C(C(NC(N)=N3)=O)N=C2)COP(O)(=O)OC2C(OC(C2)N2C3=C(C(NC(N)=N3)=O)N=C2)COP(O)(=O)OC2C(OC(C2)N2C(NC(=O)C(C)=C2)=O)COP(O)(=O)OC2C(OC(C2)N2C3=C(C(NC(N)=N3)=O)N=C2)COP(O)(=O)OC2C(OC(C2)N2C3=C(C(NC(N)=N3)=O)N=C2)COP(O)(=O)OC2C(OC(C2)N2C3=C(C(NC(N)=N3)=O)N=C2)COP(O)(=O)OC2C(OC(C2)N2C(NC(=O)C(C)=C2)=O)COP(O)(=O)OC2C(OC(C2)N2C3=C(C(NC(N)=N3)=O)N=C2)COP(O)(=O)OC2C(OC(C2)N2C3=C(C(NC(N)=N3)=O)N=C2)COP(O)(=O)OC2C(OC(C2)N2C3=C(C(NC(N)=N3)=O)N=C2)COP(O)(=O)OC2C(OC(C2)N2C(NC(=O)C(C)=C2)=O)COP(O)(=O)OC2C(OC(C2)N2C3=C(C(NC(N)=N3)=O)N=C2)COP(O)(=O)OC2C(OC(C2)N2C3=C(C(NC(N)=N3)=O)N=C2)COP(O)(=O)OC2C(OC(C2)N2C3=C(C(NC(N)=N3)=O)N=C2)CO)C(O)C1 MOVRNJGDXREIBM-UHFFFAOYSA-N 0.000 description 5
- 230000006378 damage Effects 0.000 description 5
- 230000005540 biological transmission Effects 0.000 description 3
- 238000005096 rolling process Methods 0.000 description 3
- 229910000831 Steel Inorganic materials 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 2
- 230000004913 activation Effects 0.000 description 2
- 230000002411 adverse Effects 0.000 description 2
- 238000013459 approach Methods 0.000 description 2
- 230000006835 compression Effects 0.000 description 2
- 238000007906 compression Methods 0.000 description 2
- 230000006735 deficit Effects 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 230000006872 improvement Effects 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 239000010959 steel Substances 0.000 description 2
- 230000003319 supportive effect Effects 0.000 description 2
- 239000006096 absorbing agent Substances 0.000 description 1
- 230000001070 adhesive effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
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- 230000000717 retained effect Effects 0.000 description 1
- 238000009420 retrofitting Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 238000009987 spinning Methods 0.000 description 1
- 239000000725 suspension Substances 0.000 description 1
- 238000013519 translation Methods 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B15/00—Wheels or wheel attachments designed for increasing traction
- B60B15/26—Auxiliary wheels or rings with traction-increasing surface attachable to the main wheel body
- B60B15/263—Traction increasing surface being located axially beside tire
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B19/00—Wheels not otherwise provided for or having characteristics specified in one of the subgroups of this group
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
- B60B2360/00—Materials; Physical forms thereof
- B60B2360/10—Metallic materials
Definitions
- the invention relates to a driving aid for a motor vehicle on a slippery road surface.
- the direction of locomotion is given by the variable orientation of usually pairwise steerable tires which are pivotally mounted about a vertical axis.
- snow chains can be mounted on the tires.
- Snow chains usually have on a tread of the tire spaced, running transversely to the direction of travel and the tread chain portions which are intended to prevent slipping or slipping of the tire on the slippery road surface. Since the snow chains in turn adversely affect the driving characteristics of the motor vehicle in the event of a dry and sufficiently grip road, snow chains are usually mounted only on demand on the tire and removed again, as soon as they are no longer essential. The snow chains must then be carried separately so that they can be reassembled if necessary. The need to constantly carry the snow chains in the vehicle and the costs associated with mounting the snow chains are often perceived as disadvantageous.
- protrusions or tips are disposed in the tread of a tire, or the tire has numerous spaced-apart and embedded in the tread, projecting steel pins.
- Tires provided with such protrusions, or steel studs have significantly better adhesive properties in slippery or snowy lanes and can reduce the risk of driven tires spinning or directional tires slipping transversely to a predetermined orientation.
- spikes generate noisy road noise on dry, even road surfaces and can produce a road surface to damage.
- the spikes are regularly anchored firmly in the tire and can not be temporarily mounted or activated when needed. If necessary, the commonly used tires must be replaced with tires with spikes. A tire change required for this is often associated with a considerable amount of work.
- the spikes tires must be available, or kept in stock if necessary.
- Object of the present invention is therefore to design a driving aid for a motor vehicle on a slippery road so that the driving characteristics of the vehicle can be improved if necessary, without the need for an elaborate assembly is required and without the driving characteristics of the motor vehicle at Dry and grippy driving are adversely affected.
- This object is achieved in that a provided with friction elements auxiliary wheel between a rest position at a distance from the roadway and an operating position with a non-positive contact with the road and with an operative connection with an associated tire of the motor vehicle is displaced.
- the auxiliary wheel provided with friction elements is set in motion by the associated tire with which it is operatively connected.
- the auxiliary wheel is basically rotated in the same direction as the associated tire.
- the auxiliary wheel is moved by the operative connection at an approximately identical unwinding speed as the associated tire.
- the auxiliary wheel in a non-positive contact with the road in its operating position on a much greater frictional resistance than the associated tire and thereby significantly supports the predetermined by the associated tire movement.
- Frictional elements and a sufficiently high contact pressure of the auxiliary wheel on the roadway slipping or slipping of the auxiliary wheel can be avoided even in icy or snowy road surfaces in most cases.
- the force exerted by the associated tire driving force is then transmitted via the operative connection to the auxiliary wheel and in the desired movement of the Vehicle implemented.
- the auxiliary wheel can be displaced from its operating position to a rest position. In the rest position, the auxiliary wheel has no contact with the road.
- there is no longer any operative connection to the associated tire so that the auxiliary wheel does not move further in its rest position and in particular is not set in rotary motion. In its rest position, the auxiliary wheel does not affect the driving characteristics of the motor vehicle.
- the auxiliary wheel has projecting spikes in its running surface.
- the spikes can be permanently embedded in the form of projecting metal pins in a suitable jacket material of the auxiliary wheel.
- the auxiliary wheel may have a large number of closely spaced spikes, since the vehicle weight predominantly on the tire of the vehicle with an unchanged large footprint loads and the auxiliary wheel only for a drive, or the locomotion of the Supportive vehicle can be connected and used.
- a contact pressure of the auxiliary wheel on the road surface predetermine. Since the auxiliary wheel does not necessarily have to roll with its running surface on the roadway a large number of spikes can be used, so that the
- Auxiliary wheel also comes into contact with the road surface exclusively via the ends of the spikes.
- the auxiliary wheel is preferably arranged laterally next to the associated tire.
- the auxiliary wheel can be moved to save space from an operating position to a rest position.
- a corresponding recess may be provided in a wheel housing of the vehicle.
- Vehicle-facing side can also be prevented that the auxiliary wheel and attached spikes are readily accessible from the outside.
- the auxiliary wheel is operatively connected to a drive roller which, in the operating position of the driving aid, can be pressed against the running surface of the associated tire.
- a separate drive of the auxiliary wheel is not necessary in this way.
- the auxiliary wheel follows with its rotational movement of the predetermined by the associated tire rotational movement.
- the operative connection between the auxiliary wheel and the drive roller is advantageously configured such that the auxiliary wheel moves at the same unwinding speed or peripheral speed as the associated tire.
- the drive roller is expediently in rotatably supported both directions and transmits the rotational movement of the associated tire, regardless of the direction of rotation of the auxiliary wheel, so that the auxiliary wheel can support both a forward movement and a backward movement of the motor vehicle.
- the auxiliary wheel before or during an approach to the associated tire, or be placed on the way to the operating position in a rotational movement adapted to the rotational movement of the tire.
- air vanes arranged on the auxiliary wheel could generate a rotational movement of the auxiliary wheel dependent on the travel wind.
- the rotational movement adapted to the tire can also be determined by means of suitable sensors or predetermined by comparison with a speed indicated on a speedometer or tachometer and generated by a suitable rotary drive of the auxiliary wheel or the drive roller.
- Resetting force is laterally deflectable and the lateral deflection detected by sensors and limited by end stops. In this way, steering movements of the tire can be detected, which lead to a lateral deflection of the voltage applied to the tire drive roller.
- the road touch, or be pressed with great force on the road and at least in the case of the auxiliary wheel would have to be moved laterally over the roadway can be raised at a determined via the lateral deflection of the drive roller steering the auxiliary wheel or lowered further, so that during a steering movement only either the tire or the auxiliary wheel must be in contact with the road and follow the steering movement.
- the drive roller is in operative connection with a cleaning device during operation. From the associated tire during the rolling entrained dirt or snow can be kept away from the drive roller continuously by a suitable cleaning device, so that continuously sufficient contact, or frictional engagement of the drive roller can be ensured with the associated tire.
- the cleaning device may consist, for example, of a wiper strip or a brush device which either cleans the running surface of the associated tire or the drive roller.
- auxiliary wheel by means of a hydraulic or pneumatic
- Actuator between the rest position and the operating position is displaced.
- the hydraulic or pneumatic actuating device can be coupled to a hydraulic or pneumatic pressure system already present in the motor vehicle.
- a retrofit of a motor vehicle with the driving aid according to the invention can separate hydraulic or pneumatic actuators are inexpensively retrofitted.
- the hydraulic or pneumatic actuator may be manually or automatically operable.
- the auxiliary wheel and a drive roller operatively connected thereto can be pivotably connected to the actuating device about a pivot axis or can be mounted thereon.
- a pivoting movement can be performed at the same time, so that a space-saving arrangement of the auxiliary wheel is made possible close to the tire.
- the drive roller which expediently extends at least approximately over the width of the tire, can be brought into a rest position close to the tire by pivoting the auxiliary wheel together with the drive roller, in which undesired contact with the tire can be excluded and at the same time only a small amount additional space required for the drive roller in the area of the fender, or the vehicle housing is required.
- the auxiliary wheel and the drive roller sufficient space must be provided both in the operating position and in the rest position, since the auxiliary wheel and the drive roller as well as the tire can be fixed to the suspension and following along with the tire under load or the road deflect. Regardless of the particular position of the tire, the auxiliary wheel and the drive roller must not come into contact with the vehicle or with the body, for example, with a fender arranged adjacently. If in the If there is not enough space around a steerable tire, the driving aid can be limited to non-steerable tires.
- Retrofitting the driving aid is basically possible and often requires no or only slight modifications of the vehicle in a suitable embodiment of the holding device and the auxiliary wheel.
- Driving aid can also be designed and attached to the vehicle so that a simple assembly and disassembly is possible. When attaching the driving aid should be expediently taken to ensure that the driving aid largely rigid relative to one over a
- Shock absorber and a spring device movably mounted tire can be fastened to the vehicle.
- Required connecting lines for example, hydraulic or pneumatic pressure connections or electrical power and control line connections can be made releasably connectable by means of standardized connectors in a simple manner.
- the auxiliary wheel in the operating position via a cable with an abutment is connectable to absorb the forces acting on the auxiliary wheel also via the anvil.
- the counter-bearing is expediently arranged on a side opposite the auxiliary wheel, usually in a front region of the tire.
- the cable is arcuately guided approximately along the tire circumference from a first end in the region of the auxiliary wheel to the oppositely disposed abutment.
- Vehicle must be received on the actuator, a part of the male forces can be transmitted to the counter bearing via the cable, thereby relieving the actuator.
- the driving aid has two auxiliary wheels, which are arranged on opposite tires. If only auxiliary wheels assigned to two and not all the opposite tires are provided, then the auxiliary wheels are expediently associated with the tires arranged at the rear. It can also be provided on all tires respectively associated auxiliary wheels. When braking, rear auxiliary wheels should first be activated. Conveniently, the auxiliary wheels can either be operated separately or in pairs separately and activated or deactivated.
- Auxiliary wheels on the front, steerable tires can in particular support directional specifications of the steerable tires, while auxiliary wheels on the rear tires advantageously support acceleration and in particular braking operations.
- the activation of individual auxiliary wheels can also take place via a brake system, or be coupled to the brake system and cooperate.
- the auxiliary wheels arranged on two opposite tires can be actuated jointly by means of a common hydraulic or pneumatic actuating device.
- a common hydraulic or pneumatic actuating device In this way, not only can be ensured that the auxiliary wheels simultaneously support a rotational movement of the tire on both sides of the motor vehicle, or at the same time are in rest position, but also ensure that the auxiliary wheels, or the respectively associated drive roller in each case with the same contact pressure be in operative connection with the associated tire.
- This can be ensured by simple means a uniformly acting on both sides of the motor vehicle driving assistance or support the respective rotational movement of the tires.
- the driving aid can be achieved that regardless of the driven axles of the motor vehicle at Operating the driving aid Adjust driving characteristics as with a four-wheel drive vehicle.
- the contact pressure of the one or more auxiliary wheels in several stages or continuously variable and can be specified either manually or automatically.
- An automated adjustment of a contact pressure of the auxiliary wheels on a road surface can be done depending on a surface property of the road, the speed of the vehicle or an appropriately determined or estimated smoothness.
- the contact pressure can also be reduced manually or automatically, in particular at low
- the driving aid has, for each auxiliary wheel, at least one guide element laterally embracing the associated tire for tracking the auxiliary wheel relative to the associated tire.
- the at least one guide element has at least one freely rotatably mounted guide ball, which is mounted laterally facing the side surfaces of the tire.
- the auxiliary wheels can follow in this way the pivotal movements of a purpose of directional specification pivotally mounted about a vertical axis tire.
- the auxiliary wheels may also follow a slight tilting of a tire about a horizontal axis, as provided, for example, at high speeds, especially in rear wheels of luxury class cars to improve their handling characteristics.
- a separating device is arranged between the auxiliary wheel and the associated tire, which prevents direct contact between the tire and the auxiliary wheel arranged laterally next to it in the operating position.
- the separator may conveniently be used simultaneously as a guide element.
- the auxiliary wheel can be mounted independently of the respective orientation steerable front wheels in a spatially predetermined rest position and activated at any time, or can be moved to an operating position in which rests the auxiliary wheel on the aligned in any direction tire, is provided in an advantageous manner the at least one guide element is displaceable laterally adjacent to a side wall between a rest position spaced from the tire and an operating position.
- the guide element can be removed from the tire, so that the guide element does not force alignment of the auxiliary wheel and the auxiliary wheel can be stored for example by suitably arranged tension or compression springs or cables in a designated rest position, regardless of the orientation of the associated tire.
- the guide element is first, for example, by tension or compression springs or cables again on a side wall of the tire in Brought in contact with the tire and then, due to its predetermined position by the tire, a corresponding pivotal movement of the auxiliary wheel during the approach to the associated tire before.
- Such a direction specification of the auxiliary wheel is required or necessary in most cases exclusively in an arrangement of the auxiliary wheel in steerable and thus pivotable about a vertical axis tire.
- the guide element can be forcibly displaced, for example, via two cables which are in operative connection both with the guide element and with the holding device for the auxiliary wheel. In a displacement of the auxiliary wheel in its rest position, or in its operating position, the guide element from the side wall of the tire away, or brought to the side wall via the associated cable.
- the non-activated auxiliary wheel regardless of an orientation or a pivoting movement of the associated tire retains a predetermined orientation, or is retained in a predetermined rest position.
- the guide element can also be displaced by means of an electric motor, for example via a
- Gear transmission is operatively connected to the guide element.
- the electric motor can be used simultaneously to properly align the auxiliary wheel and, if necessary, to keep it in the intended position when the auxiliary wheel is moved to its rest position.
- the guide element can also be operated and displaced, for example, by magnetic, hydraulic or pneumatic actuators or actuators.
- auxiliary wheel In a displacement of the auxiliary wheel from its rest position to its operating position and back it will be expedient to ensure that initially an orientation of the auxiliary wheel by means of the guide element, or by means of optionally more guide elements, before an approximation to the predetermined end position is performed to to ensure an undisturbed operation of the auxiliary wheel regardless of the respective orientation of the associated tire.
- the auxiliary wheel does not come in contact with, for example, a fender or another body element of the motor vehicle or the pivoted tire at a given orientation of the tire during activation, or during the displacement from the rest position to the operating position, before a safe tracking and alignment of the auxiliary wheel relative to the associated tire is possible and could be performed.
- an approximate orientation of the auxiliary wheel should first be predetermined with the guide element arranged at the top in the region of the pivot axis, and then further by laterally approaching and laterally encompassing one another Guide elements in the rear region of the tire, the orientation of the auxiliary wheel are additionally set before the auxiliary wheel is pressed onto the road surface. Otherwise, by a different orientation of the auxiliary wheel relative to the tire laterally acting forces could pivot the auxiliary wheel relative to the tire, so that impairment or damage to the driving aid could not be excluded.
- the direction specification can be determined by means of a mechanically or electronically actuated tracking device and transmitted to the auxiliary wheel, or enforced. If, instead of the above-described mechanical tracking by means of suitable guide elements an electronic tracking is provided, for example, optical or magnetic sensors and electrically driven actuators can be used for the alignment of the auxiliary wheel.
- the guide elements are equipped with additional sensors which can detect an excessive contact pressure of the tire and report to a central control device. If a steering movement of the associated tire is detected via the guide elements, the auxiliary wheel can be lowered or slightly raised during operation in order to prevent both the tire and the auxiliary wheel being in contact with the road surface at a distance from one another Road surface to be pressed and must be moved laterally over a road surface at a given steering movement. In order to prevent the auxiliary wheel is excited in its rest position, for example in uneven ground or due to a wind to vibrations or jerky movements, which undesirably the
- the auxiliary wheel can be fixed in its rest position. Instead of the auxiliary wheel and the drive shaft can be set to fix the auxiliary wheel in its position on the drive shaft.
- the holding device of the auxiliary wheel is expediently arranged stationary relative to the associated tire.
- the holding device may be directly or indirectly connected to a chassis, or a floor assembly of the vehicle.
- the auxiliary wheel is also fixed to the chassis, or the floor assembly.
- the holding device relative to the tire and the rest position fixed relative to a fender or other body part fixed, or are predetermined, the holding device and the rest position relative to each other swing or can shift.
- the holding device should release the auxiliary wheel in its rest position by at least one suitably arranged pivot axis, so that a relative movement of the fixed in its rest position auxiliary wheel relative to the holding device is possible.
- FIG. 1 shows a schematic side view of a driving aid with an auxiliary wheel which is arranged on a tire assigned to the auxiliary wheel,
- FIG. 2 shows a rear view of the driving aid shown in FIG. 1,
- FIG. 3 is an enlarged schematic plan view of the driving aid shown in Figures 1 and 2 in the region of a lateral guide element
- FIGS. 1 to 3 shows an enlarged sectional view of the driving aid illustrated in FIGS. 1 to 3 in the region of the drive roller which is in operative connection with the tire and the auxiliary wheel,
- Figure 5 is a schematic representation of a driving aid with two adjacently arranged arranged tires auxiliary wheels, which are actuated by means of a common hydraulic actuator, and
- Fig. 6 is a schematic side view of the driving aid shown in Fig. 1 with an additional cable, which partially transfers the forces occurring during operation on an abutment.
- a driving aid 1 for a motor vehicle on a slippery road surface shown in FIGS. 1 to 4 has an auxiliary wheel 2 which is fastened with a holding device 3 in its position so as to be displaceable in the region of an associated tire 4 of the motor vehicle.
- the holding device 3 For example, at a wheel bearing of the tire 4 or, as in the embodiment shown in Figures 1 to 4, in the area of a vertical pivot axis 5 of the tire 4 shown in phantom above the tire 4 or laterally next to the tire 4 attached to a base column of the motor vehicle ,
- Swivel axis 5 has a pivot joint 6.
- the holding device 3 has a holding arm 7.
- the holding arm 7 is sufficiently stable and mechanically resilient in order to press the auxiliary wheel 2 connected via a telescopic arm 8 to the holding arm 7 with sufficient contact pressure against a road surface 9.
- the telescopic arm 8 is pivotally mounted on the support arm 7, so that the auxiliary wheel 2 from a
- auxiliary wheel 2 Operating position in which the auxiliary wheel 2 is in contact with the road surface 9, and a rest position shown in dashed lines by means of a pivoting device 10 is pivotable. At the same time, the distance between the auxiliary wheel 2 to the pivoting device 10 and thus to the road surface 9 and a contact pressure of the auxiliary wheel 2 on the road surface 9 during operation can be specified by extending or retracting the telescopic arm 8.
- the auxiliary wheel 2 in turn is pivotally mounted on the telescopic arm 8, to save space, for example, in a rest position and sufficiently spaced apart from the tire 4 can be arranged.
- a holding arm or a receiving device is arranged or fixed and the auxiliary wheel 2 on or in this receiving device form-fitting manner, for example by means of hooks or locking elements or can be fixed non-positively by pressing or clamping in its rest position.
- the pivoting device 10 and the telescopic arm 8 are independently operable by means of a hydraulic actuator.
- a drive roller 12 assigned to a running surface 11 of the tire 4 is rotatably mounted.
- the drive roller 12 is above
- the drive roller 12 can be pressed against the running surface 11 of the associated tire 4, so that a rotational movement of the tire 4 is transmitted to the drive roller 12 and thus to the auxiliary wheel 2.
- a suitable translation of the gear transmission 13 can be achieved that a rolling speed of the auxiliary wheel 2 is rectified and the same size as the rolling speed of the associated tire 4.
- the gear mechanism 13 can be arranged for reasons of stability in a housing which in turn is connected to the telescopic arm 8. The housing can partially enclose both the auxiliary wheel 2 and the drive roller 12.
- the auxiliary wheel 2 has a large number of embedded in a jacket material of the auxiliary wheel 2 spikes 14.
- the spikes 14 consist essentially of metal pins with a suitable length and a suitable diameter. In its operating position, the auxiliary wheel 2 is pressed with sufficient contact pressure against the road surface 9. At the same time, the drive roller 12 is also provided with sufficient
- the spikes 14 on the auxiliary wheel 2 prevent in a smooth, for example, covered with snow or ice road surface slipping or lateral slippage of the auxiliary wheel 2, so that the common Rotary movement of the tire 4 and thus standing in operative connection auxiliary wheel 2 is converted into a desired movement of the motor vehicle.
- the auxiliary wheel 2 can be arranged on essentially stationary rear tires of a motor vehicle.
- the auxiliary wheel 2 can also be mounted according to the embodiment shown in Figures 1 to 4 on a pivotable about a vertical pivot axis 5 tire 4, as is usually the case with front tires of a motor vehicle.
- the running surface 11 of the tire 4 encompassing guide elements 15 for tracking the auxiliary wheel 2 relative to the associated tire 4 is provided.
- the guide elements 15 have ball-bearing freely rotatable guide balls 16 which follow the tread 11 laterally embracing on a side wall 17 of the tire 4 tightly following the movements of the tire 4 and the orientation of the support arm 7, or the auxiliary wheel 2 mounted thereon relative to the tire pretend and track the movements of the tire 4.
- the arranged between the tire 4 and the auxiliary wheel 2 guide member 15 is configured sufficiently large area to reliably exclude a direct contact between the tire 4 and provided with spikes 14 auxiliary wheel 2 can.
- the arranged on the opposite side of the tire 4 guide member 15 is significantly smaller and surrounds the tire 4 on the side wall 17 only slightly.
- the guide element 15 mounted on a front wheel in the area of its pivot axis 5 is displaceable substantially perpendicular to a straight alignment of the tire 4 on rails 18, so that the guide element 15 is pressed laterally against the side surface 17 of the tire 4 or can be removed from it.
- rods or other suitable displacement mechanism may be used.
- the guide member 15 By means not shown in detail for the displacement of the guide element 15, the For example, spring actuated, operated by a cable or can be electrically activated and operated, the guide member 15 can be moved away in the rest position of the side surface 17 of the tire 4 in the case of parking the auxiliary wheel 2, so that through the
- the above the tire 4 in the region of the pivot axis 5 mounted guide member 15 may either - as shown - two guide balls 16 or only one or more vertically superimposed guide balls 16 have. Another conceivable one
- Fig. 4 is shown schematically that the drive roller 12 against a restoring force of a restoring device, not shown, is axially displaced slightly.
- the lateral deflection of the drive roller 12 made possible thereby is limited by respective end stops 19, which at the same time are sensors and report a contact with the drive roller 12 to a central control device, so that during a pivoting movement of the tire 4 due to a steering maneuver and thereby forced lateral displacement of the drive roller 12, the auxiliary wheel 2 can either be lowered or raised slightly. In this way it can be avoided that during a steering movement of the tire 4, the auxiliary wheel 2 is in contact with the roadway 9 and both the tire 4 and the auxiliary wheel 2 against a frictional force on the road surface 9 must be moved.
- the sensors for determining a pivoting movement of the tire 4 during a predetermined steering maneuver may also be arranged in the guide elements 15, so that a laterally displaceable arrangement of the drive roller 12 is not required.
- FIG. 5 schematically shows a driving aid 1 with two auxiliary wheels 2.
- Each of the two auxiliary wheels 2 is associated with a tire 4.
- the two tires 4 are opposite rear tires of a motor vehicle.
- a common hydraulic actuator 20 can both a displacement of the two auxiliary wheels 2 from a rest position in a
- the displacement of the two auxiliary wheels 2 can be predetermined both manually and semi-automatically or fully automatically by the hydraulic actuator 20.
- the contact pressure of the drive roller 12 on the running surfaces 11 of the tire 4 can for example also be specified in stages, in order to be able to effect a respectively pleasant perceived, or sufficiently effective support by the auxiliary wheels 2 at different road conditions.
- the contact pressure of the drive roller 12 varies depending on the speed of the tire 4, or is automatically reduced during steering movements.
- the auxiliary wheels 2 can also be pivotably mounted about a vertical pivot axis and in this way follow the steering movements of the associated tires 4.
- auxiliary wheels 2 on non-steerable tires 4 appears structurally simple to implement and should be sufficient in practice to bring about a significant improvement in the handling characteristics of the motor vehicle with smoothness.
- the driving aid 1 shown in Figs. 1 to 4 is equipped with an additional cable 22.
- the one End of the cable 22 is fixed to the telescopic arm 8 in the region of the drive roller 12.
- About several guide elements of the cable 22 is guided along the support arm 7 and along an opposite support arm 23 to an abutment 24 and is also fixed there.
- a force applied to the holding arm 7 upward during operation a portion of the upward force on the cable 22 is transmitted to the anvil 24 so that the opposing arm 23 can absorb a portion of the force occurring.
- the length of the opposite holding arm 23 may be adapted to the forces normally acting on the holding arm 7, so that the forces respectively received by the two holding arms 7 and 23 are approximately equal. It can be considered that the auxiliary wheel 2 is pressed both down on the road surface 9 and to the side of the tire 4, so that a resultant force is generated on the support arm 7 and taken together with the support arm 23.
- the driving aid 1 according to the invention can also be used in aircraft or other vehicles, whose movement is made possible by means of tires.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Tires In General (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102009009411A DE102009009411A1 (en) | 2009-02-18 | 2009-02-18 | Driving aid for a motor vehicle |
PCT/EP2010/001011 WO2010094478A1 (en) | 2009-02-18 | 2010-02-18 | Driving aid for a motor vehicle |
Publications (1)
Publication Number | Publication Date |
---|---|
EP2398656A1 true EP2398656A1 (en) | 2011-12-28 |
Family
ID=42170831
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP10706516A Withdrawn EP2398656A1 (en) | 2009-02-18 | 2010-02-18 | Driving aid for a motor vehicle |
Country Status (5)
Country | Link |
---|---|
US (1) | US20120169111A1 (en) |
EP (1) | EP2398656A1 (en) |
CA (1) | CA2754620A1 (en) |
DE (1) | DE102009009411A1 (en) |
WO (1) | WO2010094478A1 (en) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3002213A1 (en) * | 2014-10-03 | 2016-04-06 | Goodrich Actuation Systems Ltd. | Aircraft taxiing system |
Family Cites Families (13)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1273684A (en) * | 1918-04-04 | 1918-07-23 | Edward C Small | Supplemental drive-wheel for motor-vehicles. |
US1889241A (en) * | 1931-05-16 | 1932-11-29 | Harry S Gibson | Auto traction and antiskid device |
US2112781A (en) * | 1935-09-06 | 1938-03-29 | Lisov John | Antiskid device and emergency wheel |
US2463634A (en) * | 1947-04-25 | 1949-03-08 | Ernest L Martinis | Antiskidding appliance for automobiles |
FR1168181A (en) | 1955-12-17 | 1958-12-04 | Device provided with load wheels | |
CH368719A (en) | 1957-10-24 | 1963-04-15 | Franz Dipl Ing Witzmann | Device for increasing the driving safety of motor vehicles on wet, snow-covered or icy roads |
US3039551A (en) | 1959-06-22 | 1962-06-19 | Lawrence E Podger | Ice traction wheel |
FR1286331A (en) * | 1961-04-13 | 1962-03-02 | Axle assembly with its own motor | |
DE3217421A1 (en) | 1982-05-08 | 1983-11-10 | Emil Ziegler Metallwarenfabrik GmbH & Co KG, 7313 Reichenbach | Anti-slip device for vehicles |
FR2754768A1 (en) | 1996-10-22 | 1998-04-24 | Denier Paul | System for anti-skid control of vehicle wheels e.g. during wintry conditions |
DE19650162A1 (en) * | 1996-12-04 | 1998-06-10 | Karl Baumann | Studded winter tyre which can be lowered into position manually or automatically |
NO20021227L (en) | 2002-03-12 | 2003-09-15 | Grit Services | Friction gear for motor vehicle |
DK176591B1 (en) * | 2004-11-29 | 2008-10-13 | Sima Innovation Aps | Wheelchair brush |
-
2009
- 2009-02-18 DE DE102009009411A patent/DE102009009411A1/en not_active Withdrawn
-
2010
- 2010-02-18 EP EP10706516A patent/EP2398656A1/en not_active Withdrawn
- 2010-02-18 US US13/201,696 patent/US20120169111A1/en not_active Abandoned
- 2010-02-18 WO PCT/EP2010/001011 patent/WO2010094478A1/en active Application Filing
- 2010-02-18 CA CA2754620A patent/CA2754620A1/en not_active Abandoned
Non-Patent Citations (1)
Title |
---|
See references of WO2010094478A1 * |
Also Published As
Publication number | Publication date |
---|---|
US20120169111A1 (en) | 2012-07-05 |
DE102009009411A1 (en) | 2010-08-19 |
CA2754620A1 (en) | 2010-08-26 |
WO2010094478A1 (en) | 2010-08-26 |
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