RU146636U1 - SWIVEL CONNECTION FOR TRANSMISSION OF STEERING THE STEERING OF THE VEHICLE WHEEL - Google Patents

Abstract

1. Swivel for transmitting steering movement to a vehicle wheel (12), which comprises a pivot pin (2) for connecting to a wheel (12), and a steering bipod (3) connected to a pivot pin (2) and intended to be received and transmitting the steering movement to the pivot pin (2), where the steering bipod (3) is elastic with the ability to elastically deform relative to the pivot pin (2), characterized in that the steering bipod (3) is configured to elastically deform in the plane of bending ( ) and has a section (9), curved in the bend plane (A) and having a rectangular section profile, with the height (b) of the cross section perpendicular to the bend plane (A), and the width (c) parallel to the bend plane (A), and height ( b) greater than the width (s) .2. Swivel according to claim 1, in which the cross section of the curved section (9) tapers towards the free end (7) of the steering bipod (3). A swivel according to claim 1 or 2, in which the pivot pin (2) has a flange (10), and the steering bipod (3) has a base (6) corresponding to the flange (10), and the steering bipod (3) is connected to the flange (10) ) the pivot pin (2) through the base (6). 4. Swivel according to claim 1, in which the steering bipod (3) is connected to the pivot pin (2) using at least one connecting element. Swivel according to claim 1, in which the steering bipod (3) has at its free end (7) a connecting part (8) configured to receive the transmitted steering movement. Swivel according to claim 1, in which the connecting part (8) is arranged to attach the steering bipod (3) to the steering rods (14) of the conveyor

Description

The technical field to which the utility model relates.

The invention relates to a swivel joint for transmitting steering movement to a vehicle wheel, and also to an elastic steering bipod for a given swivel joint.

State of the art

In multi-axle trackless vehicles, the direction of movement is determined by the position of the wheels relative to each other. The change of direction is initiated first by the movement of the steering, as a result of which the position of the wheels changes. In modern vehicles, it is expected that quick and easy handling when cornering at low and medium speeds will be provided. At high speeds, in contrast, maximum stability is required. This is important, because too sensitive control of the car can very quickly lead to a critical or even uncontrollable condition.

For this reason, for driving performance, especially in four- and multi-wheeled vehicles, it matters at what speed the steering movement is carried out. In this regard, it is necessary to find a suitable balance between maneuverability and stability to meet the high requirements for maneuverability, comfort and safety. In this case, we are talking about a compromise, usually consisting of a low gear ratio (maneuverability) and a greater tendency to insufficient vehicle agility (stability).

Front-wheel drive vehicles have a particularly limited potential for understeer. This is due to the design, since their steering gear is in most cases located beyond the midpoint of the front wheels. Additional solutions to increase understeer include the use of rubber parts in the steering chain. However, their use affects the hysteresis inside the steering system, which leads to inaccuracies in matching steering elements.

A swivel for transmitting steering movements to vehicle wheels is known from the publication of patent application JP 11208501 A (see abstract). Such a connection has a pivot pin with a steering bipod located on it. To increase the rigidity of the steering bipod in the horizontal plane, the width of its cross section exceeds its height.

US Pat. No. 6,419,250 B1 discloses a one-piece articulated joint that also has a steering wheel for transmitting steering movements to vehicle wheels. The steering bipod itself is made stationary and is a single stamped part with a pivot pin of a swivel joint.

DE 10108499 A1 also discloses a swivel joint for a steering wheel vehicle. The steering bipod is made unbendable and connected to the pivot pin using a bolted connection.

US Pat. No. 4,458,915 A discloses a swivel joint for a vehicle with a pivot pin and a steering bipod located thereon. To minimize the transfer of vibration of the wheels to the steering, the use of an elastic element inside the wheel suspension is proposed. Due to the elastic element, limited movement of the wheel axis and the hub forward and backward relative to the vehicle will become possible.

From the publication of the patent EP 1785335 B1 dated 01/12/2011, which can be selected as the closest analogue of a utility model, a swivel joint is known for transmitting steering movements to vehicle wheels, including a steering axle with an elastic steering bipod located on it. The steering bipod connected to the steering linkage system is made elastic, due to which it can flexibly bend relative to the pivot pin. The steering bipod should be made of a material different from the material of the rotary pin and only then connect to the rotary pin. Thus, when a certain load of lateral force is reached, the steering arm bends relative to the pivot pin, which in the desired way increases the insufficient steering of the vehicle.

As a result, the tendency to reduce the agility of a vehicle equipped in this way is significantly enhanced without creating the danger caused by the deterioration of control accuracy. The overall stability when driving a vehicle has also been improved. However, the piece production necessary for this and the subsequent connection of the pivot pin and the steering bipod, as well as their alignment with each other, of course, are associated with high production costs. In addition, the steering gear must be able to accurately and reliably transmit great efforts, and exhibit an adequate response. In this regard, a fundamental compromise is required in the design of the steering bipod regarding its rigidity against the application of large efforts.

Utility Model Disclosure

The technical result of the utility model is to improve the swivel of the above type, as well as the flexible steering bipod for such a swivel in such a way as to provide a more accurate balance of the stiff bipod stiffness and fatigue strength characteristics at high applied forces.

It should be noted that the individual features described in the description can be combined with each other in any technically feasible way, thereby forming new design options. The description further characterizes and concretizes the proposed solution with reference to the accompanying drawings.

An articulated joint for transmitting steering movement to a vehicle wheel (12) is provided, which comprises a pivot pin (2) for connecting to a wheel (12), as well as a steering bipod (3) connected to a pivot pin (2) and intended to receive and transmitting the steering movement to the pivot pin (2), where the steering bipod (3) is made elastic, with the ability to elastically deform relative to the pivot pin (2). Distinctive characteristics of the proposed hinge is the implementation of the steering bipod (3) with the ability to elastically deform in the bending plane (A) and having a section (9) curved in the bending plane (A) and having a rectangular section profile, and the height (b) of the cross section is perpendicular to the plane bend (A), and the width (c) is parallel to the plane of the bend (A), and the height (b) is greater than the width (c).

The cross section of the curved section (9) can narrow in the direction of the free end (7) of the steering bipod (3).

The pivot pin (2) may have a flange (10), and the steering bipod (3) may have a base (6) corresponding to the flange (10), and the steering bipod (3) is connected to the flange (10) of the pivot pin (2) through the base ( 6).

The steering bipod (3) can be connected to the pivot pin (2) using at least one connecting element.

The steering bipod (3) may have at its free end (7) a connecting part (8) configured to receive the transmitted steering movement.

The connecting part (8) can be made with the possibility of attaching the steering bipod (3) to the steering rods (14) of the vehicle.

The pivot pin (2) can be made of a material different from the material of the steering bipod (3), and the material of the bipod (3) is more elastic than the material of the pivot pin (2).

Also proposed is an elastic steering bipod for swivel (1) for transmitting steering movement to the vehicle wheel (12), which is located on the pivot pin (2) of the swivel (1) according to any one of paragraphs. 1-7, and has elasticity with respect to the pivot pin (2), and characterized in that the steering arm (3) has elasticity in the bend plane (A) and has a portion (9) bent in the bend plane (A) and having a rectangular cross-sectional profile, the cross-sectional height (b) being perpendicular to the bending plane (A), and the width (c) parallel to the bending plane (A), and the height (b) greater than the width (c).

The proposed swivel connection differs, first of all, in that the working space of the steering bipod is not limited to its straightforward execution, at least some sections may have a curved shape. Due to the said bend, despite maintaining the length of the physical arm of the lever, the length of the real arm of the lever in this form of the steering arm increases. Thus, it is possible to obtain a preferred embodiment of an elongated steering bipod, and due to the increase in length, the distribution of arising forces can be ensured. The steering bipod and, in particular, its curved rocker arm are made with the possibility of uniform distribution of stress along the length of the steering bipod. This leads to the required steering gear characteristics, in particular to low rigidity when applying great efforts in order to improve stability and higher maneuverability due to a higher gear ratio.

Said curved portion has a length of preferably at least 50% of the length of the steering bipod. Of course, the length of the curved section may also be equal to the length of the steering bipod.

The preferred design of the steering bipod allows you to get a reliable design with the required elastic resilience, using traditional manufacturing techniques, while achieving the necessary strength. The elasticity of the steering bipod is selected so that, despite its bending under the influence of transverse forces, precise steering control is guaranteed. Similar lateral forces arise, in particular in the form of reaction forces of the wheel when cornering. The deflection characteristics of the steering bipod are preferably determined by the shape of its cross section. Thus, the steering bipod receives in the direction or directions of the required elastic elasticity the required moment of resistance, which also allows to ensure the durability of the elements connected to each other.

It is preferable that the section of the steering bipod made in the form of a flat curve has an arcuate shape. Especially preferred will be the execution of the steering bipod, in particular a curved section, adapted to the stresses arising from the kinematic chain and / or during use. In particular, the cross section of the steering bipod may vary along its length. In this case, the cross sections following one after another along the steering bipod should preferably be made in such a way that they ensure uniform transfer of loads occurring over the entire loaded area of the steering bipod.

A curved portion may be part of an Archimedean spiral. In an alternative embodiment, the steering bipod its curved section can be made as part of a logarithmic spiral. In another alternative embodiment, it is assumed that the curved portion of the steering bipod may be made as part of a Fibonacci spiral. The corresponding shape of the steering bipod section should be adapted to the received and transmitted forces, as well as the stresses resulting from the inside of the steering bipod.

Of course, the elastic flexibility of the steering bipod is limited not only by at least one bending plane. The elastic deformation of the steering bipod can also take more complex forms and, for example, consist of a combination of twisting and uniaxial or multiaxial bending. This means, for example, that pure twisting of the steering bipod may occur as a result of applying force at a distance from the plane of the steering bipod above or below it. The twisting itself does not create deformation of the steering bipod within at least one plane of bending, but only leads to twisting of the steering bipod. In addition, twisting can also take place both around one and around several axes of rotation.

Thus, the elastic deformation of the steering bipod occurs over its entire width within at least one bending plane. In other words, the elastic deformation of the steering bipod defines at least one plane of bending, within which, under the influence of the forces acting on the steering lever, it bends. A preferred embodiment of the steering bipod, in which its elasticity was limited by flexibility within a single bending plane. In this case, it is provided that the curvature of the curved portion may be within at least one plane of the bend. Thus, each point of the center line of gravity of the steering bipod will be within the aforementioned plane of bending.

A corresponding advantage is that the loads acting on the steering bipod will for the most part be limited by longitudinal and transverse forces, as well as bending moments. Possible torques can thus be obtained only from the data of the forces acting on the steering bipod not at the level of the center line of gravity of the steering bipod or within its bending plane. The mentioned forces arise, for example, from the required binding of the articulated joint to the steering rods of the vehicle.

Since in this way possible torques are minimized or completely eliminated, the cross-sectional shape of the steering bipod can be better adapted to the requirements imposed on it. Therefore, for example, a large torsional load of the steering bipod may require a cross section that provides greater rigidity. As a result, it is possible to obtain the characteristics of the flexibility of the steering bipod, which in some cases do not correspond to the situation.

Of course, the steering bipod may have areas located outside the bending plane. Therefore, the steering wheel in its profile can be adapted to the design of the vehicle based on the spatial configuration, for example, its restrictive structural elements. This means that, if necessary, the steering bipod can surround other structural elements with its shape, passing partially above or below the bend plane.

Of course, the entire steering bipod may also have a rectangular sectional profile along its entire length.

The advantage of a rectangular cross section is the ratio of its dimensions to the moment of resistance resulting from them in each case. Due to the difference between the height and width of the rectangular section, there is a weak axis extending in the direction of the height of the cross section, and around which the steering arm bends elastically along its entire length. In contrast, a cross-sectional height greater than its width defines a strong axis parallel to the bending plane, which makes it difficult or even impossible to bend the steering bipod perpendicular to the bend plane. In such an embodiment, the application of a force on the steering bipod that is not parallel to the bending plane is advantageously translated into elastic bending in its bending plane.

Thus, using a height of a rectangular cross section greater than its width, a possible vertical shift of the point of application of force in the direction of the height of the cross section is also compensated in the steering bipod. Such an effect always occurs when a force is not applied to the steering bipod at the height of its center of gravity or at the height of its bend plane.

As a development of the basic concept of the utility model, the cross section of the curved section may taper towards the free end of the steering bipod. Since the steering bipod functions according to the principle of the console located on the pivot pin, its maximum instantaneous load, as a rule, manifests itself in the start area of the pivot pin. In contrast, the instantaneous load is reduced to a minimum towards the free end. Thus, the cross section of the steering bipod can be adapted to the instantaneous load, which usually varies linearly along the entire length of the steering bipod. In addition, a tapering cross section and thus a reduced amount of material allows for a lower weight of the structure.

Thus, in the preferred manner, maximum material savings and weight reduction are achieved. Since a large number of articulated joints are used for unsprung masses of the undercarriage of the vehicle, the maximum reduction in their mass leads to increased comfort and improved driving characteristics. In addition, the steering wheel cross section adapted to the instantaneous load ensures its elasticity along the entire length, since its rigidity is not undesirably increased due to excessively large cross sections of individual sections.

As a development of the basic concept of a utility model, the pivot pin may have a flange. In this regard, it is preferable that the steering bipod has a socle communicating with this flange. Thus, it is possible to connect the steering bipod through the base with the flange of the pivot pin. Since the steering bipod is a part manufactured separately from the pivot pin, there is a need for their connection. With the help of the flange and the base, a simple connection of the steering bipod and the pivot pin can be made. Due to the precise design of the flange and the base in the production of the steering bipod and the pivot pin, it is possible to ensure high reliability of the connection process, in particular the alignment of the bipod and the pivot pin.

Using the flange and the base, it is also possible to simply replace, for example, a faulty steering bipod without the need for calibration and alignment, since its location in this case is clearly defined. In addition, as a result, it becomes possible to carry out the necessary adjustment of the steering bipod to various embodiments within a series of vehicles. So, the necessary characteristics in each case can be adjusted due to the simplified design of the steering bipod, adapted to the corresponding model of the vehicle. By simply replacing the steering bipod in the manufacture of the vehicle, it is also possible to achieve preferential storage of the other pivot pin.

The steering bipod can be connected to the pivot pin using at least one connecting element, preferably detachable. This ensures a simple and reliable connection between the steering bipod and the pivot pin. In particular, this makes it possible to easily replace the steering bipod at no additional cost. In addition, the use of the flange allows you to make the pivot pin narrower, since its other partitions do not require excessive thickenings to accommodate the connecting element.

In this regard, it is provided that the connecting plane located between the flange of the pivot pin and the socle of the steering bipod, passes, for example, perpendicular to the plane of the bend. In this way, a strong and wear-resistant connection of the pivot pin to the steering bipod is achieved, in which, in particular, the connecting element or elements used are only subjected to tensile stress. In this case, the base of the steering bipod may have a planar connection with the flange of the pivot pin to provide greater rigidity of the connection during bending. Preferably, the flange is made with at least one through hole for accommodating the connecting element, where the connecting element can be located in the socle of the steering bipod.

Alternatively, the connecting plane located between the flange of the pivot pin and the steering axle socket may also extend parallel to the bending plane.

The steering bipod may, at its free end, have a connecting portion for receiving a transmitted steering movement.

Particularly preferred is the use of a connecting portion of the steering bipod for its connection with the steering draft of the vehicle.

In a more preferred embodiment, the pivot pin may be made of a material other than the steering gear material. It is provided that the material of the steering bipod should be more resilient than the material of the pivot pin. This means that the steering gear material may be, for example, less brittle than the material of the pivot pin.

If the steering bipod is made of material other than the material of the pivot pin, the pivot pin of the hinge device can be made in the usual way of brittle material, for example, cast iron. The advantage of this is that such a brittle material cannot be subjected to high loads, in particular requiring elastic resilience. In the separate production of the steering bipod, it is possible to use another suitable flexible or bendable material for it, independent of the pivot pin.

For the manufacture of the steering bipod, it is preferable to use materials with high elasticity. It should be borne in mind that the material used does not create hysteresis. Therefore, it is particularly preferable to use, for example, metals for the steering gear. To achieve greater elastic elasticity of the steering bipod, it is possible to perform it, for example, from spring steel. Thus, if necessary, it is possible to achieve a strong bend of the steering bipod at the same time as precise controllability, since the metal used does not create hysteresis within the steering chain.

The pivot pin can be a cast, forged or turned part. As the material of the pivot pin, for example, cast iron GGG40 or aluminum can be used. In principle, a combination of all of the above is possible. Of course, it is possible to use composite materials.

The proposed swivel can be used as a front swivel of the vehicle wheel suspension. Of course, the swivel can also be used in the rear suspension of the vehicle wheel with an adjustable design and, if necessary, the positive characteristics of a flexible steering bipod. Due to the elastic resilience of the steering bipod, it is thus possible, for example, to minimize vibration transfer in the case of steering the rear wheels. This advantage is also observed when using the proposed design of the swivel in the front wheel suspension.

Wheel suspension in this case refers to the McPherson front suspension. Alternatively, a wheel suspension of separate levers can be used, in which the spring and shock absorbing elements are located separately from each other.

The proposed design provides an improved hinge compared with the prior art, which, while maintaining the positive characteristics of the elastic steering bipod, provides a more accurate adaptation to the various degrees of effort due to its rigidity. This greatly facilitates the search for a compromise between maneuverability and stability. Thanks only to the connection of the pivot pin and the steering bipod, both of these components can be selectively adapted to the requirements, without the need for compromise when choosing the same material with the same properties.

In the framework of the concept of the utility model, an elastic steering bipod for the described articulated joint is provided, which is designed to transmit steering movements to the vehicle wheel. The steering bipod should preferably be located on the pivot pin of the swivel with the possibility of elastic deformation relative to the pivot pin. In accordance with the proposed solution, the steering bipod must have elastic resilience within the bending plane and contain a curved section. The curved section should have a rectangular section, the height of which is perpendicular to the plane of the bend, and the width lies in the plane of the bend. In this case, the height of the rectangular section must exceed its width.

The advantages described with respect to the articulation also extend to the steering bipod. In this regard, it is also possible to additionally equip existing pivot pins with such steering bipods to combine their useful properties with other components to create an improved hinge joint.

Brief Description of the Drawings

Other preferred details and advantages of the utility model are further discussed by way of example and with reference to the accompanying drawings.

In FIG. 1 shows a General view of the swivel according to a utility model,

In FIG. 2 is a schematic top view of the swivel of FIG. 1 in combination with a wheel and a tie rod portion of a vehicle,

In FIG. 3 shows two variants of steering bipods in the form of parts of the proposed articulated joint of FIG. 1 and 2 within the bending plane,

In FIG. 4 shows an alternative embodiment of the swivel of FIG. 1 in a similar image method,

In FIG. 5 shows an alternative embodiment of the swivel joint of FIG. 1 and 4 in another perspective view.

In different figures, the same parts are denoted by the same reference position, therefore, they are usually described only once.

Utility Model Implementation

In FIG. 1 shows a perspective view of the proposed hinge joint 1. The hinge joint 1 includes a pivot pin 2 and a steering bipod connected to the pivot pin 2. The steering bipod 3 is made of a material different from the material of the pivot pin 2 using a technology not described in detail in this description , and at the same time is elastic. Due to the choice of material for the steering bipod 3, the latter has elastic resilience in at least one direction relative to the pivot pin 2.

The pivot pin 2 has a first receiving hole 4 for the tube strut (not shown), which is a shock absorber (also not shown). The strut tube has a spring plate (not shown). To perform the swivel joint 1 with the formation of a McPherson strut, a spring (not shown) located around the shock absorber and placed on the spring plate is also required.

Of course, it also implies the possibility of using a bolted connection (not shown) between the pivot pin 2 and the tube of the suspension strut, in which the intake hole 4 may have a corresponding internal or external thread (not shown).

The pivot pin 2 has a second receiving hole 5, oriented at a substantially right angle to the first receiving hole 4 for the suspension strut tube, and designed to accommodate a wheel bearing (not shown). In an alternative embodiment, the first 4 and second 5 receiving holes may, for example, have an orientation relative to each other that is different from a rectangular one.

In accordance with the proposed solution, the steering bipod 3 is made in the form of an element independent of the rotary pin 2, subsequently connected to it. In this regard, the steering bipod 3 is equipped with a cap 6, with which it connects to the pivot pin 2. At the free end 7 of the steering bipod 3, located opposite the base 6, the connecting part 8 is provided.

Between the base 6 and its free end 7 there is a curved section 9 of the steering bipod 3 lying in the plane of bend A, as a result of which the steering bipod 3 can be elastically deformed in the plane of bend A (not shown in detail). The cross section of the curved section 9 is tapering to the free end 7 of the steering bipod 3.

As you can see, the curved section 9 along its entire length has a predominantly rectangular cross section. Only corner areas have a chamfer or rounded transition. The rectangular section of the curved section 9 has a height b extending perpendicular to the plane of bending A, and a width c in the plane of bending A. The height b of the cross section with its greater width c.

Of course, the cross section of the steering bipod 3 is not limited to only rectangular execution, but can also have various other shapes (not shown), such as, for example, round, oval, triangular, polygonal or trapezoidal. In addition, combinations of the above cross-sectional shapes are also possible. The advantage of a rectangular cross-section is the ratio of the cross-sectional area with stiffness and, therefore, less weight.

The rectangular cross section of the curved section 9 extends to the base 6 of the steering bipod 3, and the base 6 has a thickening relative to the curved beam 9 in the form of a protrusion of the cross section in the direction of its width. This thickening in this case is turned to the free end 7 of the steering bipod 3.

To connect the steering bipod 3 with the pivot pin 2, the pivot pin 2 is equipped with a flange 10, which corresponds to the base 6 of the steering bipod 3. Thus, the steering bipod 3 is in contact with the flange 10 of the pivot pin 2 through the base 6 so as to provide a connection between the pivot pin axle 2 and steering bipod 3.

The flange 10 is oriented perpendicular to the second receiving hole 5 of the pivot pin 2, designed to accommodate the wheel hub bearing. Thus, the connecting plane D located between the flange 10 and the base 6 extends perpendicular to the bend plane A. The flange 10 in this case has two through holes 11 for accommodating the connecting elements (not shown). Thus, for example, using two detachable connecting elements located in the base 6 of the steering bipod 3, the steering bipod 3 is connected to the pivot pin 2.

In FIG. 2 schematically shows a top view of the swivel 1 of FIG. 1 in combination with other elements. To transmit the steering movement to the wheel 12, the latter is connected via the axle 13 to the pivot pin 2. The axle 13 is mounted inside the wheel bearing, which can be located in the second receiving hole 5 and is not shown in detail. Thus, the wheel 12 is connected to the pivot pin 2 for rotation.

To transmit the steering movement from the steering wheel to the wheel 12, the steering movement of the steering wheel is first translated into the linear movement E of the steering rods 14. The steering rods 14 are connected using the corresponding connection 15 to the connecting part 8 of the steering bipod 3. The connection 15 can be carried out, for example, using a ball joint .

The linear movement E of the steering rods 11 can again be translated through the steering bipod 3 into the twisting movement F of the swivel joint 1. This is possible by rotating the pivot pin 2, for example, around the axis of rotation of the legs of the suspension strut passing through the first receiving hole 4. Using the connection steering rods 14 with a steering bipod 3 it is possible to change its direction, and, through this connection with the rotary pin 2, a twisting movement P of the entire articulated joint 1 around the said axis of rotation is carried out.

In FIG. 3 shows two variants of the proposed steering bipod 3. Here, in particular, bent portions 9 lying in the plane of bend A are shown. It can be clearly seen that the length of the corresponding physical arm 16 of the steering link arm 3 through the bent portion 9 is maintained, while the length of the real the shoulder 17 of the lever in the form of a steering bipod 3 is significantly increased. In other words, the length of the real arm 17 of the arm exceeds the length of the physical arm 16 of the arm.

In FIG. 4 shows a general view of an alternative swivel. Here, the flange 10 is not used on the pivot pin 2, as a result of which the steering bipod 3 is attached directly to the pivot pin body 2. The connecting plane D also extends perpendicular to the bending plane A, as in the embodiment of FIG. 1. However, the connecting plane D extends in this direction in the alignment direction of the second receiving hole 5 for mounting the wheel hub bearing.

In FIG. 5 shows yet another embodiment of the swivel joint 1. In contrast to the swivel joints of FIG. 1 and 4, an oblique view is shown here, allowing the first receiving opening 4 to be seen from below. In contrast to the previous embodiments, here the connecting plane passes D between the flange 10 and the socle 6 of the steering arm 3 not perpendicular to the plane of bend A, but parallel to it. Also inside the flange 10 there is a single through hole 11 for the location of the connecting element for the cap 6 of the steering bipod 3.

List of Reference Items:

1 Swivel

2 pivot pin

3 Steering

4 First inlet

5 Second inlet

6 Base for item 3

7 Free end for item 3

8 Connecting part

9 Curved section for paragraph 3

10 Flange for item 2

11 Through hole for item 10

12 Wheel

13 Wheel axle

14 Tie rods

15 Connection

16 Physical lever arm for item 2

17 Real lever arm for item 2

A bending plane

b Height

c Width

D The connecting plane between p.p. 2 and 3

E Linear motion

F Rotational motion

Claims (8)

1. Swivel for transmitting steering movement to the vehicle wheel (12), which comprises a pivot pin (2) for connecting to the wheel (12), as well as a steering bipod (3) connected to the pivot pin (2) and intended for receiving and transmitting the steering movement to the pivot pin (2), where the steering bipod (3) is made elastic with the ability to elastically deform relative to the pivot pin (2), characterized in that the steering bipod (3) is configured to elastically deform in the plane of bending ( ) and has a section (9) curved in the plane of bending (A) and having a rectangular sectional profile, with the height (b) of the cross section perpendicular to the plane of bending (A), and the width (c) parallel to the plane of bending (A), and height ( b) more width (s). 2. The swivel according to claim 1, in which the cross section of the curved section (9) narrows in the direction of the free end (7) of the steering bipod (3). 3. The swivel according to claim 1 or 2, in which the pivot pin (2) has a flange (10), and the steering bipod (3) has a base (6) corresponding to the flange (10), and the steering bipod (3) is connected to the flange (10) the pivot pin (2) through the base (6). 4. The swivel according to claim 1, in which the steering bipod (3) is connected to the pivot pin (2) using at least one connecting element. 5. The swivel according to claim 1, in which the steering bipod (3) has at its free end (7) a connecting part (8), configured to receive the transmitted steering movement. 6. Swivel according to claim 1, in which the connecting part (8) is configured to attach the steering bipod (3) to the steering rods (14) of the vehicle. 7. The swivel according to claim 1, in which the pivot pin (2) is made of a material different from the material of the steering bipod (3), and the material of the bipod (3) is more elastic than the material of the pivot pin (2). 8. An elastic steering bipod for swivel (1) for transmitting the steering movement to the vehicle wheel (12), which is located on the pivot pin (2) of the swivel (1) according to any one of claims 1 to 7 and has elasticity relative to the swivel trunnions (2), characterized in that the steering bipod (3) has elastic resilience in the bending plane (A) and has a section (9) curved in the bending plane (A) and having a rectangular sectional profile, and the height (b) of the cross section perpendicular to the plane of bending (A), and the width (c) is parallel to the bending plane (A) and the height (b) is greater than the width (c).

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