MXPA00002635A - Tilting vehicle - Google Patents

Abstract

The invention relates to a vehicle (1) provided with a frame (2) having a front frame part (3) and a rear frame part (4) which can tilt with respect to one another. The vehicle (1) comprises three or more wheels (7, 7', 13), it being possible to rotate the front wheel (13) with respect to the steering column (18). In this case, a sensor (24) determines the angle of rotation between the front wheel (13) and the steering column (18) and, as a function of this angle of rotation, actuates the tilting means (9, 9') of the vehicle. As a result of the consequent tilting of the front frame part (3) and as a consequence of the speed at which the vehicle (1) is travelling, thefront wheel (13) and the tilting angle will automatically adopt the correct level for allowing the vehicle (1) to travel through the bend in a stable manner at the given speed. Controlling the tilt via the difference in angular rotation between the steering column (18), which is flexibly connected to the front wheel (13), and the front wheel (13), it is possible to control the tilt in a simple and robust manner.

Description

VEH VLE V & FIELD FIELD OF THE INVENTION The invention relates to a vehicle provided with - at least three wheels, a frame comprising a first frame part and a second frame part, it being possible for the parts of the frame to oscillate one with respect to the other around a vasculating axis which is in the longitudinal direction, at least one front wheel which is connected to the first part of the frame and which can oscillate around a front wheel axle which is essentially parallel to the plane of the front wheel, a flywheel which is rotatably connected to the first part of the frame, vasculating means which are connected to the first and second parts of the frame to execute an oscillating movement between the first and second parts of the frame. frame, and a sensor which is coupled to the front wheel and the vasculating means to form a control signal to drive the vasculating media.

**? BACKGROUND OF THE INVENTION A vehicle of this type is known from W095 / 34459 in the name of the applicant. This document describes a vehicle of three wheels, autovasculante, in which the sensor, which in this case is formed by a rotary, hydraulic valve, measures the force or movement of the front wheel. In response to the sensor signal, the front part of the frame, comprising the driver's cab and the steering wheel, oscillates until the moment in the front wheel is virtually zero. In this way, an auto-stabilizing vasculating action is obtained, which makes the vehicle take a stable turn at all speeds. Since narrow vehicles as described in W095 / 34459 generally have insufficient lateral stability and maneuverability to be able to participate in normal (automotive) traffic, a vasculating system of this nature increases stability, such that a narrow vehicle of this nature can become a fully functional means of transport. The vasculating system described is completely automatic, with the result that the driver does not require any special skills to control the vehicle. The known system provides a vehicle which reacts safely and predictably under all conceivable driving conditions.

Although the known vasculating vehicle is very effective, the force sensor for determining force or momentum on the front wheel is relatively complex. In addition, the sensation of the direction of the known device can be further improved. Therefore, the object of the present invention is to provide a vasculating vehicle which comprises a simple and robust control of the vasculating action, combined with an optimal sensation of the direction of the driver. Up to this point, the vehicle according to the present invention is characterized in that the steering wheel is connected, via a steering shaft, to the first part of the frame, steering shaft which can rotate about its axis with respect to the steering axle from the front, the sensor that determines the angle of rotation between the steering ee of the front wheel and the steering axis. The present invention is based on achieving that a vehicle, which can be a vasculating vehicle, can be directed in two fundamentally different ways: First, the driver can have direct control over the position of the front wheel or the front wheels. The driver, imparting an angular displacement to the front wheel, provides the vehicle with a turning radius. Second, the driver can have direct or indirect control over the vasculating position of the vehicle. In this case, the combination of the vehicle speed and the vasculating position provide a specific turning radius. The front wheel assumes an appropriate position which is governed by the velocity and the vasculating position, front wheel position which is not used to determine the direction of travel. A motorcycle works with this principle. By means of complex address maneuvers, the driver continually adjusts the vasculating position, resulting in the desired direction of displacement. In practice, it has been found how to provide a vehicle with easy control. In the case of the vehicle according to the invention, the driver can fix the vasculating position directly by means of the vasculating means, in contrast to the indirect fixation of the vasculating position via the handlebars, as it occurs in the case of a motorcycle. According to the invention, the optimum instrument that allows the driver to control and operate the vasculating system comprising the vasculating means, and therefore to adjust the position vasculante, is the steering wheel. According to the invention, the standard rigid connection between the steering wheel and the front wheel is replaced by a connection in which the steering shaft can rotate about its axis with respect to the steering axis of the front wheel. This flexible connection, in which the rotation angle sensor is accommodated, provides a signal for the desired vasculating position of the vehicle. The inclination of the vehicle can then be activated. The position of the front wheel, which is appropriate for the combination of the angle of inclination and the speed of travel, is adopted automatically in a way that is unpredictable to the driver. The vasculating system according to the present invention allows the sensor to be very simple in design and also allows the vasculating means to be operated in a robust and operationally reliable manner. The sensor, the control arrangement and the vasculating means themselves can each separately use several main technologies, for example they can be of mechanical, hydraulic, pneumatic or electrical design. The present invention will provide a description of a hydraulic (large-scale) design of the components. In this case, the rotation angle sensor may comprise a cylinder which is connected at a first end to the front wheel and at the second end to the steering column. The vasculating means may comprise hydraulic or pneumatic cylinders which, via a valve, are connected to a pressure source. The cylinder of the angle position sensor drives the valve of the vasculating means. This valve can be a simple open / close slide valve. The vehicle according to the present invention may comprise a rear frame part provided with two wheels and a front frame part which has a wheel and can be tilted with respect to the rear frame part. It is also possible to use a part of the posterior vasculature frame provided with a wheel in the part of the vasculating front frame with two wheels. Finally, it is also possible to employ a vascular framework structure as described in the German patent application No. 1005894 in the name of the applicant. EP-A-0 592, 377 has described a vasculating vehicle in which the inclination of the front part of the frame with respect to the rear part of the frame, which supports the driver, is obtained by the angular displacement of the front wheel around the 1 - . 1 - Steering axle of the front wheel with respect to the frame, the steering wheel and the front wheel are rigidly connected. A system of this nature has the disadvantage that the inclination or oscillation does not depend on the speed of the vehicle and therefore does not operate. Therefore, a stable displacement is not obtained. EP-A-0, 020, 835 has described a vasculating vehicle in which the vasculating position can be obtained by operating foot pedals or by moving the steering column, transversely to its axis of rotation. The steering shaft is rigidly connected to the front wheel. In this known device, the vasculating position does not depend on the speed of the vehicle, so that a stable displacement is not obtained. The manner in which the vehicle according to the present invention operates differs fundamentally from the manner in which it operates the vehicles that are known from the prior art and have been described above. When the driver of the vehicle according to the invention is driving in a straight line on the surface of a flat road and wishes to turn in a corner, he rotates the steering wheel. Since the geometry and gyroscopic stability of the front wheel mean that the latter tends to remain directed in a straight line, the steering angle of the steering axle is dictated by the driver which will lead to an angular displacement a between the steering axis of the front wheel and the steering axle. On the basis of this angular displacement to, the rotation angle sensor forms a control signal which leads to the vasculating means being driven and at a predetermined angle of inclination ß of the first part of the frame. As the inclination of the vehicle increases, the front wheel will move slightly at an angle d, which depends on the speed of travel. If the flywheel is then held at a fixed angle f, the angular displacement of the flywheel is partially converted into an inclination angle and partly into an angular displacement of the front wheel around the steering axis of the front wheel. This angle of inclination and the angle of the front wheel automatically assume the ideal ratio that is suitable for any travel speed. By adjusting the relationship between the vehicle's tilt angle ß and the angle a detected by the sensor, it is possible to influence the displacement. As an example, it would be possible to provide a 1: 1 coupling in which the rotation x of the steering wheel with respect to the front wheel leads to an oscillation or tilt of x °. In a further embodiment, the sense of direction is obtained by connecting a force element to the steering column, force element which, when the position of the steering column angle increases, exerts an increasing restoring force on the column of direction. This force feedback, under which it accumulates in moments on the steering wheel as it rotates the steering wheel more, produces a sense of direction and, when the steering wheel is released, returns the vehicle to the vertical position. Since the angle of inclination of the vehicle is a measure of the speed at which the vehicle is driven through a turn, and due to the fact that this angle of inclination is related to the angle determined with the sensor between the axle of steering and the steering axis of the front wheel, this angle can therefore be used to measure the level of counterfeit exerted on the driver. Therefore it is possible to achieve a successful feedback from the "sharpness of the corner" to "the amount of force that is exerted on the steering wheel". As the force element, it is possible, by way of example, to place a torsion spring between the steering axis of the front wheel and the steering shaft (force as a function of a). This spring can also be accommodated between the steering wheel and the front of the frame (the force as a function of the steering wheel angle f). In a further embodiment, the vehicle comprises a speed sensor in which, at a predetermined speed limit, it limits the angular displacement between the steering axis of the front wheel and the steering shaft. At low speeds, when the vehicle is at rest or when it is traveling in reverse, it is important that the vehicle's inclination changes. This is achieved by limiting the angular displacement between the steering shaft and the steering axis of the front wheel. In one embodiment, this is done by changing in a power steering cylinder, which is accommodated between the front wheel and the frame, at low speeds. If the moment of power steering is controlled as a function of speed, it is possible to achieve a smooth, excellent transition of "power steering without oscillation inclination" when it is at rest and reversed "without power steering, with complete oscillation inclination" when they drive normally. In the transition interval the situation is that of "slight power direction with slight inclination".

It is also possible, for a vehicle in which the power steering is not required or desired, to block the tilt at low speeds by preventing the angular displacement between the steering axis of the front wheel and the steering shaft in the central position. In the design that is being examined here, there is a fixed / hydraulic coupling between the tilt angle ß and the angular displacement a between the steering axis of the front wheel and the steering shaft. In a modality of this nature, it is possible to select the option to block the angle of inclination, with the result that the vehicle remains vertically reliable and the angular displacement between the steering axis of the front wheel and the steering axis is locked. BRIEF DESCRIPTION OF THE FIGURES A modality of a vasculating vehicle according to the present invention will be explained in greater detail with reference to the attached drawings in which: Figure 1 shows a perspective, schematic view of a vehicle according to the present invention in the straight line driving position, with a rotation angle sensor, which is of hydraulic design, Figure 2 shows a perspective illustration of the vehicle according to Figure 1 in the inclined position, »___.

Figure 3 is a diagram of the hydraulic circuit of the vehicle according to Figure 1 and Figure 2, Figure 4 shows a perspective view of a vehicle in which the sensor of the angle of rotation is formed by a set of bars, Figures 5 to 7 show a perspective view of the vehicle according to Figure 4 in various inclined positions, and Figure 8 shows a diagram of the hydraulic circuit of the vehicle according to Figures 4 to 7. DETAILED DESCRIPTION OF THE INVENTION Figure 1 shows a vehicle with a frame 2. The frame 2 comprises a front part of the frame 3 and a rear part of the frame 4. The parts of the frame 3 and 4 are joined at a point of rotation 5, so that they can rotate one with respect to the other. The rear part of the frame 4 is provided with a rear axle 6 with two rear wheels 7, 7 A Via a piston rod, the vasculating cylinders 9, 9 'are connected to a connecting plate 11 on the front part of the frame 3. At a second end, the cylinders, 9, 9 'are connected to the rear part of the frame 4. A slide valve 10, which is driven by a cylinder 12, is joined, parallel to the vasculating cylinder 9, between the rear part of the frame 4 and the front part of the frame 3. The rear part of the frame has additional driving means, such as an internal combustion engine or an electric motor, for driving the vehicle. In order to be clearer, this device is not shown in the figures. The front part of the frame 3 supports the front wheel 13, which, via the front fork 14, and the steering axle of the front wheel 15, is mounted rotatably on a front support 16. A steering wheel 1, 7 is attached , via the steering shaft 18, to a second support 19 of the front part of the frame 3. Via the steering wheel 17, the steering angle 18 can be rotated in the bearing provided by the second support 19, independently of the front wheel 13 A device that exerts force, such as a torsion spring 16A is connected, on the other hand, to the steering shaft 18 and, on the other hand, to the front part of the frame 3, to exert a restoring force on the steering wheel 17. , force which increases as it increases »The angular displacement of the steering wheel 17. Transversal arms 20 and 21 respectively are attached to the end of the steering shaft of the front wheel 15 and of the steering shaft 18, the free ends of such arms are connected to a respective part of the angle sensor of rotation 24, which in this embodiment is formed by a hydraulic cylinder. In Figure 1, the rotation angles of the front wheel 13 and the wheel 17 are shown by means of rotation angle indicators 22 and 23, schematically, which are simply for purposes of illustration and will not be present in the final design of a vehicle according to the invention. A power steering valve 25, the respective ends of which are attached to the transverse arms 20 and 21, is accommodated parallel to the rotation angle sensor 24. Finally, the front fork 14 is connected, via a transverse arm, to a power steering cylinder 26, the other end of which is attached to the front of the frame 3. The front part of the frame 3 also supports a driver's seat and a driver's cab which, in order to be more clear, they were omitted from the figure shown. The rear part of the frame 4 further comprises an oil pump 28, an accumulator 29 and a reservoir 30 for the hydraulic pressure medium. The vasculating cylinders 9 and 9 'and the power steering cylinder 26 are driven by the oil pump 28. Finally, a speed sensor 27 is connected to the rear axle 6 to turn the power steering cylinder 26 on and off as a function of speed. In the vertical position shown in accordance with FIG. 1, the angle a between the steering ee 18 and the steering axis of the front wheel 15 is 0o, so that the indicators of the torsion angle 22 and 23 are parallel to each other. yes. The rotation angle sensor 24 and the cylinder 12 of the slide valve 10 are hydraulically coupled together. The movement of the sensor 24 ensures movement of the slave cylinder 12, as a result of the slide valve 10 moving. As a result, the slide valve 10 opens, a pressure difference is formed through the vasculating cylinders 9, 9 'and the vasculating frame 3 begins to move. As a result, the slide valve 10 returns to its central position, and when this position is reached the pressure difference between 9, 9 'disappears, so that movement is stopped vasculant. Each position of the rotation angle sensor leads to a specific position of the cylinder 12, therefore of the vasculating frame 3. The slight rotation of the front wheel will be scarcely noticed by the driver and will be corrected without being noticed by a small correction of the steering wheel.

When the flywheel 17 is rotated out of the straight position until the indicator of the angle of rotation 23 is at an angle towards the indicator of the rotation angle 22, the inertia and other dynamic properties of the front wheel 13 cause the indicator of the rotation angle 22 initially stay in the straight position. The vasculating cylinders 9, 9 'are actuated by means of the angle, rotation sensor 24, so that the front part of the frame 3 is inclined a predetermined degree with respect to the rear part of the frame 4. When the front part of the frame 3 is tilted, the front wheel 13 will be directed slightly, depending on the speed of the vehicle, up to an angle α established between the front wheel 13 and the steering wheel 17, as indicated in Figure 2. The angle of inclination between the front part of frame 3 and the back of frame 4 will finally be ß degrees. In Figure 2, a is defined by the rotary angle indicator, schematic, 22 and 23. In this way the angular displacement of the flywheel 17 is partially converted into the inclination angle ß and partly into the angle of the front wheel, both of which adopt the ideal relation during any speed of displacement. The value of a measured by the sensor of the rotation angle 24 is equal to the direction of the axis of steering 18 minus the angular displacement of the steering axis of the front wheel 15. The angle α is used to control the inclination angle ß of the vehicle according to the ratio ß = f (a). The angle of inclination ß is completely defined by the measurement of the steering wheel a. Both the displacement and the steering wheel 17 with respect to the front wheel 13 (the degree of measurement of the steering wheel a) and the conversion of the measurement of the steering wheel to the tilt angle ß can be selected in such a way as to obtain the displacement optimum. As an example, it is possible to select ß = c.a, where c is a constant. Figure 3 shows diagrammatically the hydraulic system of the vehicle 1 according to the present invention. In Figure 3, the front part of the frame 3 and the rear part of the frame 4 are indicated by rectangles denoted by a dashed line. In addition, in Figure 3 the same numerical references denote the same components as in Figures 1 and 2. As can be seen from Figure 3, the oil pump 28 is driven by the engine 31 of the vehicle 1. In this case, the Motor 31 can be an electric motor or an internal combustion engine. However, it is also possible to operate the oil pump 28 by means of a separate motor which is accommodated in the front part of the frame 3. The accumulator 29 is located on the release side of the oil pump 28. The valve 4/3 slider 10, the vasculating cylinders 9, 9 ', can be connected, by means of their respective lines 32, 33, to the high pressure line 34, which is in communication with the accumulator 29 or the line of return 35 which opens towards the reservoir 30. The slide valve 10 is driven by the cylinder 12, which, via the lines 36 and 37, is coupled to the sensor of the angle of rotation 24. The cylinder 24 is connected, on the other hand, to the transverse arm 20 of the steering shaft of the front wheel 15, while the connecting rod of the cylinder piston 24 is connected to the transverse arm 21 of the steering shaft 18. The piston of the cylinder 24 is moved as a function of the relative angular displacement between the steering shaft 18 and the steering axis of the front wheel 15. This displacement is followed by the cylinder 12. In the shown straight position, in which the angle a is 0o, both vasculating cylinders 9, 9 ', are connected to the high pressure line 34, so that the front part of the frame 3 It is vertical. In the event that the steering wheel is moved in a counterclockwise direction (as seen from the position of the donor), the piston will move towards the left side of the cylinder 24. As a result, the piston in the cylinder 12 is pushed towards the valve 10 and the right vasculating cylinder 9 '. 5 is connected to the high pressure line 34. The left vasculating cylinder 9 is connected to the return line 35. The valve 10 and the cylinder 12 are connected, on the one hand, to the rear of the frame 4, as illustrated schematically by dashed line 38, and, on the other hand, they are connected to the front part of frame 3, as schematically indicated by broken line 39. As a result, when tilted to the left, cylinder 12 moves away of the valve 10, until the valve 10 resumes the central position, 15 with the result that the movement of the piston rods coupled together stop the vasculating cylinders 9, 9 '. Figure 3 also shows the speed-dependent power direction by means of the power steering cylinder 26, which, via the power steering valve of 4/3 25, is connected to a three-way valve 40. The three-way valve 40 is actuated by a speed sensor 27, for example in the form of a gear pump. In the situation shown, the speed of the vehicle 1 is insufficient for the pump 27 to move the valve 40 against the force of the spring. At low speed, the valve 40 is changed to a position such that the line 41 of the valve 25 is connected to the high pressure line 34. The line 42 is always connected to the return line 35. In the event that it is turn the flywheel, the fact that the valve 25 opens means that a pressure difference will accumulate through the piston of the cylinder 26, so that the front wheel 13 rotates. In the event that the speed of the vehicle increases, the pressure in the line of change 43 will increase a sufficient degree to change the position of the valve 40, so that both lines 41 and 42 are connected to the return line. The power direction can be interrupted uniformly by the line without change 41 abruptly from the high pressure line to the return line, but instead allowing the pressure to fall gradually (for example by means of a pressure control valve the which is operated by the speed sensor). In this way, the power steering cylinder 26 is deactivated. By interrupting the power steering at low speeds, in the event that the steering wheel 17 is rotated the front wheel 13 will follow the movement of the steering wheel, so that the angle remains virtually equal to 0 °. This prevents the vehicle from tilting. A certain freedom of movement to, for example, ± 1 ° remains possible. Although the embodiments described above sensor 24 is of hydraulic design, the invention is not limited to this arrangement, and it is also possible to use optical, electrical or mechanical sensors to drive the vasculating cylinders. In principle, it is also possible to replace the hydraulic devices of the vasculating cylinders with any other system, such as, for example, an electrical system. Furthermore, the present invention is not limited to vehicles having a front vasculating part with a wheel and a rear stationary part with two wheels, but it is possible for the front part of the frame to comprise two wheels and be of non-vasculating design, while the back of the frame is capable of bending and comprises a wheel. In this case, the term "front wheel" and "front wheel steering axis" also encompass the designs in which those components, if desired, are located at the rear, with respect to the direction of travel, of the vehicle. "Front wheel" therefore means the steering wheel of the vehicle and "steering wheel of the front wheel" means the axis around which the steering wheel can oscillate. In addition, it is possible to use a frame of four «- - wheels, as described in the German patent application number 1005894 in the name of the applicant. In alternative modalities, it is possible that the angle of rotation a between the steering shaft 18 and the steering axle of the front wheel 15 is transmitted to the slide valve by two traction cables or by a push / pull cable instead of an angle sensor. hydraulic rotation 24, lines 36 and 37 and the slave cylinder 12 of the slide valve 10. The angular displacement between the steering shaft 18 and the steering shaft of the front wheel 15 can also be measured by means of a system of planetary gears, in which case, by way of example, the central gear is connected to the steering shaft 18 and the planetary gear is connected to the steering shaft of the front wheel 15, the rotation of the planetary gear provides the required inclination angle . The coupling of the rotation of the planetary gear to the vasculating cylinders can be via various technological principles. In the embodiment that is illustrated in Figure 4, the difference in angle between the rotation of the front wheel 89 about the steering axis of the front wheel 81 and the rotation of the steering wheel 72 about the steering shaft 71 is determined via a set of bars, 23 bar assembly which is mechanically coupled to the slide valve 62 via a rotating shaft 3 and a flange 64. The vasculating vehicle 50 according to Figure 4 comprises a front part of the frame 51 which is connected in a vasculating manner to a rear part of the frame 52. The rear part of the frame 52 is provided with two rear wheels 53 and 54 and comprises two vasculating cylinders 55, 56. The vasculating cylinders 55, 56, on the other hand, are connected by means of its cylinder housings to the frame part 52 and, by means of its piston rods 59, 60, are connected to a connecting plate 61 on the front part of the frame 51. The rotating shaft 63 extends in a manner rotating towards the region of the back of the frame 52, and in place of this rear part of the frame 52, is connected to the slide valve 62 via a flange 64. At the other end, the slide valve 62 is connected to a rear part of the frame 52 In addition, the back of the frame 52 comprises a motor, not shown, as well as an emergency accumulator 65, a pump for charging the accumulator 66, a volume sensor 66 '(not shown), an oil pump with integrated volume control 67 and a reservoir 68 of a continuous circulation system. The cylinders 55 and 56 are each provided with a respective shock absorber / restrictor valve 57, 58. At the front end of the front part of the frame 51, the front fork 69 is suspended so that it rotates about the axis of the frame. direction of the front wheel 81, via a transmission 80. Via the steering shaft 71, the steering wheel 72 is mounted rotatably on the upper part of the front support 70. The lower part of the support 70 comprises a bearing in which the front end 74 of the rotating ee 63 is accommodated. Via the rotary clamp 87 the steering shaft 71 is connected to a horizontal arm 76, which is rotatably engaged on the transverse arm 77 of the front wheel 89. The rotary clamp 87 is connected, via a ball joint, to an arm vertical 73, which, via a ball joint, is connected to the front end 74 of the rotating ee 63. With the help of the rotary clamp 87, the horizontal arm 76 and the vertical arm 73, the difference in the angle of rotation between the ee of steering 71 and the front wheel 89 about the steering axis of the front wheel 81 becomes a rotation of the rotating shaft 63 about its longitudinal direction. Via the flange 64, this rotation is transmitted to the slide valve 62 which drives the vasculating cylinders 55, 56 for tilting the front part of the frame 51 as a function of the difference in the angle of rotation detected by the bars 87, 73 and 76. Furthermore, the vehicle 51 comprises a power steering cylinder 82, which, on the one hand, is connected to the front support 70 and, on the other side, is coupled on a vasculating plate 84. Via the power steering 75, which runs parallel to the horizontal arm 76 of the rotation angle sensor, when the power steering cylinder is driven, the transverse arm 77 moves from the front wheel 38. The power steering cylinder 82 is driven by a power steering valve 85 which is connected, on the other hand, to the front of the frame -51 and , on the other hand, to the rotating shaft 63. In order to be clearer, the hydraulic line system between the power steering valve 85 and the power steering cylinder 82 was omitted in Figure 4. In addition, s e provided an overflow valve 86, which is driven by a vehicle speed sensor, so that at low speeds the power steering valve 85 drives the power steering cylinder 82, and at high speeds it is not possible for pressure builds up through the power steering cylinder via valve 85. Finally, a torsion bar 88 is provided which, as a function of the vasculating position, exerts a force on the rotating shaft 63, ensuring that the vehicle position it becomes more inclined, so that it is necessary to exert more steering force on the steering wheel 72. When the steering wheel 72 is released, the torsion bar 88 ensures that the front part of the frame 51 moves back to the vertical position. Figure 5 shows the vasculating vehicle 51 according to Figure 1 in the vertical position, and in this figure the position of the vertical arm 73, the horizontal arm 76 and the rotary clamp 86, which is connected to the steering shaft 71, They can be seen more clearly. As is clearly evident, the vertical arm 73 is connected, via ball joints 92 and 93, on one side to the rotary clamp 87 and on the other side to the rotating shaft 63. Via a ball joint 91, the horizontal arm 76 is connected to the clamp rotary 87 and, by means of a ball joint 90, is connected to the cross arm 77. As is clear from Figure 6, when the flywheel rotates to the left, either the horizontal arm 76 can move forward or the vertical arm 73 it can move up, or a combination of those two movements can take place. As a result of the movement of the horizontal arm 76 forward, the front wheel will rotate to the left. The upward movement of the vertical arm 73 imparts a rotation to the rotating shaft 63 via the ball joint 93, so that the rotating shaft drives the valve. of slide 62 via the flange 64. As a result, the piston rod 60 is pulled towards the housing of the vasculating cylinder 56 and the piston rod 59 is pushed out of the vasculating cylinder 55, so that the front part of the frame 51 is tilted , via the connecting plate 61, to the position illustrated in Figure 7. The rotating shaft 63 can be seen as an extension, towards the front of the vasculating vehicle, of the slide valve 62. Since this valve Slider 62 has a very short working displacement, the rotating shaft 63 can also be considered as an extension of the rear part of the frame 52. The rotation of the rotating shaft 63 with respect to the front part of the frame 51 is consequently equal to the angle of inclination ß between the front part of the frame 51 and the rear part of the frame 52. Via the link formed by the vertical link 73 and the rotary clamp 87, the rotation of the steering shaft 7 1, the horizontal arm 76 is converted, either, into a rotation of the steering shaft of the front wheel 81, via the horizontal arm 76, with a rotation of the rotating shaft 63, via the vertical arm ", c '28 73, or a combination of those two rotations. The combination of the rotation of the front wheel 89 about the steering axis of the front wheel 81 and the inclination of the front part of the frame 51 will be adjusted by the vehicle itself as a function of the speed of travel and the turning radius . Figure 8 shows the diagram of the hydraulic circuit to control the inclination of the vasculating vehicle 50 according to Figures 4 to 7. The system according to Figure 8 is a constant circulation volume system, in contrast to the pressure system the constant shown in Figure 3. The oil pump 67 is equipped with an integrated constant volume regulator and, at high speeds, pumps a constant volume through the circuit 130 which includes a slide valve 62, the valve overflow 86 and reservoir 68, and at low speeds it pumps a constant volume through the circuit formed by the slide valve 62, the power steering valve 85 and the reservoir 68. Via a high pressure line 100, the pump oil 67 is connected to a supply inlet 101 of the slide valve 62. An outlet of the cylinder 102 of the slide valve 62 is connected, via an absorbent of crash 57 and the line of advance 103, towards the vasculating cylinder 55. A return inlet 109 of the valve 62 is connected, from a shock absorber 58 and a return line 108, to the vasculating cylinders 56. A return outlet 110 of the valve 62 is connected, via line 111, to both the inlet of the overflow valve 86 and the supply inlet 125 of. the power steering valve 85. This dirge line of the overflow valve 86 and the return outlet 128 of the power steering valve 85 are connected, via line 113 and a volume sensor 66 ', to the reservoir 68 which is on the low pressure side of the pump 67. A speed sensor 112, which if appropriate can be designed as an oil pump, generates an electrical control signal which is transmitted to the overflow valve 86 , such that, at high vehicle speeds, this overflow valve changes over, and connects line 111 to line 113, so that no pressure can build up through the power steering valve 85 and the power direction. The mechanical connections between the slide valve 62 and the vasculating cylinders 55, 56 and the mechanical connection between the pistons 59, 60 and the rear part of the frame are indicated by dashed lines. The same applies to the mechanical connection between the power steering cylinder 82 and the power steering valve 85 and the front of the frame. If the valve 62 is located in the central position, the hydraulic fluid flows directly from the supply inlet 101 to the return inlet 110. Yes, at high vehicle speeds, under which line 111 and line 113 are connected, the slide valve 62 is driven, via the rotating shaft 63, by the rotation of the flywheel 72, in the event that the flywheel is rotated to the left, as seen from the driver's position, the advance line 103 of the Vascular cylinder 55 will be increasingly connected to low pressure line 111, while return line 108 of vasculating cylinder 56 will increasingly be connected to high pressure line 100. As a result, piston rod 59 will be pushed outside the cylinder housing of the vasculating cylinder 55, while the piston rod 60 will retract toward the cylinder housing of the vasculating cylinder 56. As a result, the front of the frame 51 of the vasculating vehicle tilts to the left.

Via the feedback lines 114 and 115, the advance line 103 and the return line 108 are connected to the respective sides of the slide valve 62. As a result, a force is generated which acts in the direction opposite to the steering force and which is coupled back to the latter on the surfaces of the valve. In this way, if it is necessary to generate more pressure, more force must be applied to the slide valve 62. As a result of the opposite moment applied to the axis of rotation 63 in this way, a force is perceived by the driver which is a measure of the vasculating acceleration imparted to the person controlling the steering wheel 72. The result is a favorable sense of direction. By providing the restriction valves 57, 58, the drive of the vasculating cylinder 55, 56 is damped, so that the feedback of the supply outlet 102 and the return inlet 109, via the feedback lines 114, 115, generates a opposite force on the rotating shaft 63 which is a measure of the vasculating velocity that is perceived by the driver on the flywheel 72. The slide valve 62 would be replaced by a rotary valve, in which case the If the vehicle speed decreases, the overflow valve 86, via the sensor 112 moves to the position shown in Figure 8, so that a pressure difference is accumulated through the overflow valve I. As a result, Increasing amounts of oil must flow through the power steering valve 85, with the result that pressure may build up in the power steering cylinder 82 if the valve 85 is activated. In the same way as the corrector valve 62, the power steering valve 85 is provided with a supply inlet 125, a supply outlet 126, a return inlet i and a return outlet 128, as well as with a feedback line, 116. Since the inclination of the front part of the frame 51 is adjusted, via the rotating shaft 63 and the slide valve 62, I on the basis of the difference between the rotation of the steering angle 71 and the rotation of the front wheel 89 about the steering axis of the front wheel 81, when the steering cylinder, power 82 is fully active, the tilt of the vehicle will cease. As a result of the power steering cylinder 82 being activated, the front wheel 89 rotates I I about the steering axis of the front wheel 81 (for example to an extent equivalent to the displacement angle of the steering shaft 71) and the steering input will not cause any rotation of the rotating shaft 63. As a result, the vehicle remains in the vertical position at low speeds. Another option for blocking the inclination of the vehicle at low speeds is, by means of a feedback line 116 to place the power steering valve 85 very close to the central position, so that the valve can not move by rotating the steering wheel, so that everyone expects that the front wheel 89 'can rotate about the steering axis of the front wheel 81 without the vehicle tilting. As a result of this feedback in the power steering valve 85, the advantage is obtained that the driver feels some of the forces acting on the steering shaft of the front wheel 81. In Figure 8, there is a certain degree of feedback through the power steering valve 85, so that the speed of the vehicle decreases the rotation of the rotating shaft 63 by means of the power steering valve 85 which locks increasingly and increases the rigidity of the vertical position. As shown in Figure 8, each cylinder 55, 56 comprises, in addition to the pistons 131, 132, an emergency piston 120,. 121, which can be moved apart from the pistons 131, 132. In the case of a -v failure in the hydraulic system, for example, in the case / that the oil pump 67 breaks down, a volume sensor 66 ' detects a drop in volume, and the emergency pistons 120, 121, are connected, via an emergency line 124, to the emergency pressure accumulator 65 which is maintained under pressure via a pump valve 66. As a result, the emergency pistons 120, 121, are urged against respective internal stops 122, 123 towards the piston shown in Figure 8, so that the front vasculating frame 51 is placed in the vertical position. Other possibilities for an emergency system for placing the vehicle in the upright position in the event that the hydraulic system fails are, for example, the arrangement of a spring element parallel to the vasculating cylinder 55, 56 and allowing the inclination to take place. in the opposite direction of the spring force. If the vasculating or hydraulic tipping force disappears, the force of the spring will move the vehicle to the vertical position. For a hydraulic system which operates at constant pressure as shown in Figure 3, the pressure can be measured using a sensor, and in the case of a certain pressure drop, the emergency pistons of a similar type to the emergency pistons shown in Figure 8 can be activated. To improve the sense of direction, it has already been described above that the pressure feedback through the slide valve 62, via the feedback lines 114, 115, results in the personal control of the sensation of a steering force on the steering wheel 72, which is a measure of the vasculating acceleration. Applying a traditional damping action via the restriction valves 57, 58, the force felt on the flywheel 72 is converted into a measure of the vasculating velocity of the front part of the frame 51. As a result of the action of the torsion bar 88 as shown in Figure 4, when the inclination is increased, the force that has to be exerted on the steering wheel 72 to tilt the vehicle is increased and, when the steering wheel 72 is released, the vehicle returns to the vertical position. Acceleration or deceleration transmissions 78, 80, 79 can be arranged on the steering shaft 71, on the steering axis of the front wheel 81 and on the bearing of the rotary shaft 63, to change the steering sensation. Together with the selection of the lengths of the arms 73, 76 and of the swivel bracket 87, the relationship between the steering angle, the rotation of the front wheel 89 about the steering axis of the front wheel 81 and the angle of inclination can be adjusted If the suspension of the wheel 89 is adjusted with a head angle of the large fork (the angle of inclination 81 that forms an angle with the vertical), the geometric properties mean that at low speeds the angle of inclination of the front part of frame 51 is not optimal. The behavior can be eliminated by imparting an opposite rotary movement when the front wheel is rotated about the steering axis of the front wheel 81, by means of an exerting force, which by way of example, can be designed as a spring tension / compression 83 which fits between the front of the frame 51 and the steering axis of the front wheel 81. It is noted that in relation to this date, the best method known by the applicant to implement the cited invention, is the conventional for the manufacture of the objects to which it refers.

Claims (23)

1. CLAIMS Having described the invention as above, the content of the following claims is claimed as property: 1. A vehicle provided with at least three wheels, a frame comprising a first part of the frame and a second part of the frame, it being possible for the parts of the frame to be inclined with respect to each other around an axis of inclination which is in the longitudinal direction, at least one front wheel, which is connected to the first part of the frame and which can be inclined or oscillate around a steering axis of the front wheel which is essentially parallel to the plane of the front wheel, a steering wheel , which is rotatably connected to the first part of the frame, via a steering axis, oscillating or tilting means, which are connected to the first and second parts of the frame to execute a vasculating movement between the first and second parts of the frame, and a sensor which is coupled to the front wheel and the vasculating means to form a control signal to drive the med ios vasculantes, characterized in that the steering axis can rotate with respect to the steering axis of the front wheel; The sensor determines the angle of rotation between the steering axis of the front wheel and the steering axle. The vehicle according to claim 1, characterized in that the sensor comprises a cylinder which, by means of a first end, is connected to the front wheel and, by means of a second end, is connected to the steering shaft. The vehicle according to claim 2, characterized in that the tilting or oscillating means comprise hydraulic or pneumatic cylinders which, via a valve, are connected to a pressure source, the cylinder of the sensor acts on the valve. The vehicle according to claim 3, characterized in that the valve is an open / close slide valve. 5. The vehicle according to claim 1, characterized in that the sensor comprises a rotating shaft which can rotate about its longitudinal axis, rotating shaft which is connected, by means of a part located in the vicinity of the front wheel, to a first end of a first arm, which is transverse to the rotary axis, the first arm which, at the second end, is rotatably connected to a rotating clamp which is rotatably connected to the axis of rotation. direction and is also connected to a first end of a second arm, second arm which is rotatably connected, by means of its second end, to the steering axis of the front wheel. 6. The vehicle according to claim 5, characterized by extending from the first part of the frame to the second part of the frame, vascular means which comprise hydraulic or pneumatic cylinders, which, via a valve, are connected to a fluid source, towards the end of the rotating shaft which is located in the vicinity of the second part of the frame that drives the valve by rotation. The vehicle according to claim 6, characterized in that a closed circuit is formed by the fluid pump which is connected, with a high pressure side, to a valve supply inlet, valve which is connected, by means of a cylinder outlet, via a line of advance, to a first vasculating cylinder, and by means of a return inlet, via the return line, is connected to the second vasculating cylinder, and the valve being connected, by means of a return output, to one side of low pressure pump. The vehicle according to claim 7, characterized in that the valve comprises a slide valve, which can be moved between a first and a second limit position and a central position, in which in the central position the supply inlet is connected to the return outlet, the outlet line being connected to a first side of the valve and the return line being connected to a second side, which is located opposite on the first side, of the valve. The vehicle according to claim 7 or 8, characterized in that a shock absorber is accommodated in the advance line and in the return line. The vehicle according to any of the preceding claims, the sensor being designed in such a way that the angle of inclination (ß) between the first and second parts of the frame is proportional to the angle (a) between the front wheel and the axle of direction. The vehicle according to any of the preceding claims, characterized in that an elementary force is connected to the steering axis, moment of force which, as the angle of rotation of the steering shaft increases, exerts a restoring force each time greater on the steering axis. The vehicle according to claim 11, characterized in that, as the force element, a torsion element is connected between the front wheel and the steering wheel and / or between the steering wheel and the first part of the frame. The vehicle according to claim 11 or 12, with reference to claim 5 or 6, characterized in that a torsion valve is connected, on the one hand, to the first part of the frame, and on the other side, to the shaft rotating The vehicle according to any of the preceding claims, characterized in that the vehicle comprises a speed sensor which, at a predetermined limit speed, limits the angular displacement between the front wheel and the steering wheel. 15. The vehicle according to claim 5, characterized in that it comprises a power steering cylinder which is connected to the front wheel and the steering shaft, potential steering cylinder which is interrupted by the speed sensor by below 10 the limit speed. The vehicle according to claim 14 or 15, characterized in that the power steering cylinder, in the off state, imparts to the steering axis of the wheel 15 front an angular displacement which is such that the sensor does not register any angle of rotation. 17. The vehicle according to claim 14 or 15, with reference to claim 7, characterized in that the cylinder of The power steering is controlled by a valve to connect the power steering cylinder to the circuit, which valve is provided with a supply inlet, which is connected to an upstream part of the circuit, with an output of 25 cylinder and with a return inlet, which are connected to the respective sides of the power steering cylinder, and with a return outlet which is connected to a downstream part of the circuit, the valve comprises a slide valve the which is connected to a rotary axis and which can be moved between a first and a second limit position and a central position, in the central position in which the supply inlet is connected to the return outlet. 18. The vehicle according to claim 17, characterized in that the outlet of the cylinder is connected to a first side of the slide valve, the return inlet is connected to a second side, which is located opposite to the first side, of the slide valve. 19. The vehicle according to claim 15, 16, 17 or 18, characterized in that the force of the power steering moment of the power steering cylinder is controlled as a function of the speed. 20. The vehicle according to any of the preceding claims, characterized in that the first and second parts of the frame are in line with each other in the longitudinal direction. 21. The vehicle according to claim 20, characterized in that the rear part of the frame comprises at least two rear wheels which are connected to the rear part of the frame. 22. The vehicle according to any of the preceding claims, characterized in that the vehicle is provided with emergency vasculating members which, in the case of a failure in the vasculating action, replace the part of the vasculating frame in the vertical position. 23. The vehicle according to claim 22, with reference to claim 3, 4, 6 or 7, characterized in that the vasculating cylinders each comprise a piston rod with, at one end, a vascu- lar piston and, at a distance from the same, an emergency piston, which moves independently of the vasculating piston, with an internal stop between the two pistons, it being possible to connect the chambers between the emergency pistons and the armature of the cylinder to a source of emergency pressure to press the Emergency pistons against the stop in the case of a fault.