AT527380A1 - Gravity-driven vehicle for fun sports and method for producing a gravity-driven vehicle for fun sports - Google Patents

Abstract

The invention relates to a gravity-driven vehicle (100) for the fun sports sector, comprising: - a central carrier (1) as a chassis, - at least two front wheels (2) and at least two rear wheels (3), - a rotatable steering column (4) with a steering handle (5) for steering the vehicle (100), - at least one wishbone element (6) per front wheel (2), which is connected to the central carrier (1), in particular fastened to the central carrier (1), - at least one wishbone element (7) per rear wheel (3), which is connected to the central carrier (1), in particular fastened to the central carrier (1), - at least one vehicle seat (8) for accommodating at least one person, which is fastened to the central carrier (1), - at least one footrest element (9) for supporting at least one foot of the at least one person, which is connected to the central carrier (1), in particular fastened to the central carrier (1), and a method for producing a gravity-driven vehicle (100) for the fun sports sector.

Description

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Gravity-driven vehicle for fun sports and method for

Production of a gravity-driven vehicle for fun sports

The invention relates to a gravity-driven vehicle for the fun sports sector and a method for producing a gravity-driven vehicle for the

fun sports area.

From the fun sports sector, non-driven vehicles are known that are used on forest or hiking trails, for example, such as three-wheeled vehicles with a rigid rear axle. Usually, a user drives such a vehicle for pleasure purposes from a high starting point along, for example, roads, trails, forest roads, slopes or ski slopes leading downhill.

propelled by gravity to a lower target point.

After completing such a downhill ride, the vehicle is transported back to the high starting point of the downhill ride, for example from a valley. Existing lifts and cable cars are used in particular to transport the vehicle.

In some cases, the transport is also carried out by car and trailer.

However, the disadvantage of the known vehicles is that they have unsafe driving characteristics, especially on uneven roads. This means that the safety (risk of tipping over, braking technology) when using the vehicle and the driving comfort (high acceleration, vibrations, dirt) for the user are low. Furthermore, some of the known vehicles are bulky and heavy, so that transporting the vehicle, especially in a gondola lift, is difficult.

is difficult.

The technical problem is to create a gravity-driven vehicle for fun sports, which is lightweight, safer to drive and offers improved comfort, while at the same time being designed for easy transport. Furthermore, an improved process for producing a

gravity-propelled vehicle for the fun sports sector.

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The solution to the technical problem is provided by the objects having the features of the independent claims. Further advantageous embodiments of the

Invention emerge from the subclaims.

A gravity-driven vehicle for the fun sports sector is proposed, comprising: - a central carrier as a chassis, - at least two front wheels and at least two rear wheels, - a rotatable steering column with a steering handle for steering the vehicle, - at least one wishbone element per front wheel, which is connected to the central carrier, in particular fastened to the central carrier, - at least one wishbone element per rear wheel, which is connected to the central carrier, in particular fastened to the central carrier, - at least one vehicle seat for accommodating at least one person, which is connected to the central carrier, in particular fastened to the central carrier, - at least one footrest element for supporting at least one foot of the at least one person, which is connected to the central carrier,

in particular attached to the central support.

The wishbone elements on the front and rear wheels, the vehicle seat and the footrest element can be connected directly or indirectly to the central carrier

connected, for example directly attached to the central support.

Gravity propulsion can mean that gravity forms a propulsion force for the vehicle and that the vehicle is also designed for this propulsion. The vehicle can preferably be a purely gravity-propelled vehicle. In this case, the vehicle cannot comprise any means for generating a propulsion force that is different from gravity and/or any means for transmitting a propulsion force that is different from gravity to the wheels. For example, the vehicle can be designed in such a way that when used as intended by a user, it drives down a slope, for example, solely due to the effect of gravity. In particular, the vehicle is designed without propulsion,

Preferably no (electro)-mechanical components, such as a motor or

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a drive crank, are provided to drive the vehicle. This reduces the

Complexity of the vehicle's construction and its weight.

The central support serves as the chassis of the vehicle. This means in particular that the central support serves at least for the arrangement or connection, in particular for the fastening of the wheel suspension, in particular the wishbone elements, the steering column and the vehicle seat. This simplifies the construction of the vehicle. A longitudinal axis of the central support can form a central axis or axis of symmetry of the central support, wherein the longitudinal axis is oriented along a longitudinal dimension of the central support. In particular, the longitudinal axis and/or the

Central support must be straight, i.e. uncurved.

The central support can be designed as a single piece. However, it is also possible for the central support to comprise two or more sub-supports that are designed as separate components or form sub-elements of a monolithic, i.e. non-destructively separable, central support. The sub-supports can be arranged parallel at least in sections.

be arranged and/or run relative to each other.

The central support and/or a partial support can be designed as a solid or hollow profile element. A cross-sectional geometry of the central support or a partial support can be round, oval or (rectangular) square, for example, but other geometric designs are also conceivable. The central support is preferably designed as a hollow profile. This reduces the weight of the vehicle. The central support can be designed as a tube made of steel or aluminum, for example, but other

Materials, especially alloys, are conceivable.

At least one front and/or one rear wheel can comprise a pneumatic tire and a rim. A wheel is connected to the central support via at least one wishbone element, in particular fastened to the central support, whereby this fastening can be a rigid fastening. Alternatively, a wheel can also be movably fastened to the central support via the at least one wishbone element, i.e. movably mounted. A wishbone element can, for example, be rotatably fastened to the central support, in particular via bearing bushes. It is possible that the

Wheel, but preferably the wishbone element, via at least one further

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Connecting element is connected to the central support or is attached to it. Such a connecting element can be, for example, a spring element, a damper element, a spring-damper element or also an element for a rigid connection. For example, a frame element can be attached to the central support, in particular rigidly, and the wheel or the wishbone element can be connected to this frame element via the connecting element. Thus, a rigid attachment of the wheel to the central support can also be provided if the wishbone element is movably attached to the central support, but the wheel or the wishbone element is additionally connected to the central support via an element for a rigid connection. It is possible for one or more wheels to be rigidly attached to the central support and the remaining wheels to be movably attached. It is possible for different wheels or wishbone elements to be connected to the central support element via identical or differently designed connecting elements. For example, the front wheels or the wishbone elements of the front wheels can be connected to the central support element via connecting elements that are designed as elastomer elements, while the rear wheels are connected to the central support element via connecting elements that are designed as a spring strut. Fastening interfaces of the central support element and/or a frame element can be designed such that

Differently designed connecting elements can be installed.

Overall, an independent suspension of the wheels can be realized. The at least two front and two rear wheels advantageously increase the rolling or tipping stability of the vehicle. These aspects improve the driving behavior of the vehicle. Furthermore, the improved driving behavior also increases safety and driving comfort when using the vehicle. If one or more wheels are referenced within the scope of this disclosure, the

Disclosure content refers to one or more front and/or rear wheels.

The wishbone element is used for the movable mounting for the, in particular vertical, guidance of a front and/or rear wheel. The wishbone element is used to transfer forces from the guided front and/or rear wheel to the central support. The wishbone element can be designed as a triangular wishbone. In particular,

The wishbone element must be made of steel or aluminum.

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Within the scope of this disclosure, one or more wishbone elements are referenced,

the disclosure content relates to one or more wishbone elements.

The rotatable steering column can be designed as a solid or hollow profile element, e.g. as a tube. The material of the steering column can be steel or aluminum, but other materials, in particular alloys, are also conceivable. The steering handle for steering the vehicle can be arranged at a first end of the steering column. The steering handle can be designed, for example, as a steering fork or steering wheel. At least one brake lever for generating a braking force by the driver or user can be arranged on the steering handle. The driver can transfer steering movements to the steering column via the steering handle. A steering rod can be arranged at an end of the steering column opposite the first end. The steering rod can be designed to transfer a steering movement from the steering column to the wheels. The steering column can be mounted in a bearing device that is attached to the central support. For example, a bearing block can be attached to the central support, in particular rigidly, with a bearing device, in particular a spherical bearing device, for the steering column being arranged in the bearing block or being supported by it.

is trained.

The vehicle seat can be designed to accommodate, for example, an adult and/or a child. The person sitting on the vehicle seat can be referred to as a user or

a driver or operator of the vehicle.

The fastening of the vehicle seat and/or the footrest element to the central support can be rigid or movable. A movable mounting can be designed in particular in such a way that a position of the vehicle seat and/or the footrest element can be adjusted along the central support. The central support can have an adjustment area for this purpose. The adjustment area can have at least one locking element for the vehicle seat and/or the footrest element. The movable mounting of the vehicle seat and/or the footrest element allows the vehicle seat and/or the footrest element to be adjusted to a sitting position and the height of the user. The footrest elements can also be foldable, i.e.

rotatable, attached to the central support element and, for example, folded out,

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if the user wants to rest his feet on it. This increases the comfort for the

user or driver.

Arranging the main mechanical components of the vehicle on the central support has the advantage that the construction of the vehicle is of low complexity despite the independent wheel suspension. Furthermore, the simple structure also means that the vehicle is designed for easy transport, in particular to the starting point of a gravity-driven descent. The driving force required for transport can be different from gravity. Transport can be carried out using a means of transport, e.g. a lift, a gondola or a vehicle with a trailer. A lift can be, for example, a drag lift or a chair lift. It is conceivable that when transporting with a drag lift, guide elements, e.g. guide rails, are provided in which the transport movement, in particular

i.e. the uphill journey of the vehicle.

In this disclosure, a distinction can be made between driving and transporting the vehicle, whereby the vehicle can be moved both during driving and during transport. However, the movement of the vehicle during transport can, in contrast to driving, also be a movement that does not correspond to the intended gravity-driven movement of the vehicle when used as a fun sports device, whereby the user can sit in the vehicle seat and steer the vehicle using the steering handle.

can.

Furthermore, the vehicle may comprise at least one of the following components:

- At least one electric front and/or rear light, whereby the at least one front and/or rear light is activated e.g. when a brake lever is operated and can thus be designed as a brake light,

- at least one side mirror and/or rear-view mirror,

- At least one mechanically acting centrifugal brake, which can be arranged in or on the wheels, for example, whereby from a certain centrifugal force, which occurs for example when a wheel rotation speed is greater than

a predetermined speed, the vehicle by means of the centrifugal brake

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is braked and in this way the speed of the vehicle can be limited,

- At least one windshield, which can be designed as a windscreen and can be arranged on the steering handle or steering column

- At least one mudguard, preferably one mudguard per wheel, as splash protection,

- At least one front and/or rear bumper for impact protection,

- At least one restraint system, such as a lap belt for the user, at least one roll bar as rollover protection for the user, at least one device for determining position and/or speed detection, such as a GNSS system.

Each of these components improves the safety and comfort when using the vehicle. It is possible that a component is located on the central carrier.

In a further embodiment, the vehicle can be placed in a stable driving position and in at least one transport position or can be arranged in these positions. The transport position can also be a stable position. In particular, the vehicle can be moved, in particular tilted, by a user from the driving position to the transport position and from the transport position to the driving position. A change from the driving position to the transport position or vice versa can be referred to as a change of position. This allows the vehicle to be brought into a different, preferably stable, position for transport, for example, than for the purpose of driving downhill. This makes transport easier. The driving position enables the intended gravity-driven movement of the vehicle as a fun sports device, e.g. a descent, whereby the user can sit in the vehicle seat and steer the vehicle using the steering handle. In the driving position, the front and rear wheels can contact a standing surface of the vehicle. The transport position does not enable such an intended gravity-driven movement. In the transport position, at least one of the wheels from the set of all front and rear wheels cannot contact the standing surface of the vehicle, while the remaining wheels of the set can contact the standing surface. In particular, in the

Transport position both rear wheels or both front wheels (preferred) the base

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However, it is also conceivable that in the transport position none of the

wheels contact the standing surface, especially when the vehicle is mounted on a stand.

In a stable position, the vehicle can be in a stable equilibrium. In the stable equilibrium, the vehicle can return to the respective stable position even if the vehicle is slightly moved from the respective stable position.

is moved out.

If the vehicle is in the driving position on a base and is moved into the transport position on this base, the orientation of the central support or a central longitudinal, central or symmetry axis in the driving position in relation to a reference coordinate system can be different from the orientation of the central support in the transport position. The reference coordinate system can in particular be a coordinate system fixed to the base. The reference coordinate system is in particular a Cartesian coordinate system. A vertical or vertical axis of the reference coordinate system can in particular be oriented perpendicular to the base, which is in particular a non-curved surface. Other axes of the reference coordinate system can be perpendicular to the vertical axis and parallel to the

base area.

The orientation of the central support in the driving position (first orientation) can then be parallel or almost parallel to the base. The orientation of the central support in the transport position (second orientation) can be

parallel or nearly parallel to the vertical axis of the reference coordinate system.

The standing area of the vehicle can refer to a floor area which is delimited by a projection of a vehicle boundary line onto the floor area along a direction of gravity and/or a direction perpendicular to the floor area. Such a projection can also be referred to as the footprint of the vehicle. A vehicle boundary line can in particular run along an outer contour of the vehicle and/or in a plane whose normal vector is oriented perpendicular to the floor area. The footprint of the vehicle in the transport position can in particular

smaller than the footprint of the vehicle in the driving position. This reduces

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The vehicle requires space during transport. This facilitates transport

of the vehicle, e.g. in a gondola with a limited transport area.

However, the above statements do not apply if the vehicle is transported in the driving position, e.g. by a tow lift or by a tow rope,

which is attached to a towing vehicle.

In a further embodiment, the vehicle has or forms at least one support element for supporting the vehicle in the transport position. The support element is used to contact the standing surface of the vehicle or a contact element arranged on the standing surface in the transport position. It can be arranged, for example, in an edge region of the vehicle. An edge region refers in particular to an area of the outer contour or the outside of the vehicle. The support element can be arranged, for example, at one end of the central support, in particular at the rear. It is also conceivable that the support element is movably mounted on the vehicle, in particular on or in the central support. For example, at least one section, in particular a rear section, of the central support can be hollow, with the support element being arranged in the hollow space. If the support element is movable, it can also be moved into a driving position and a transport position. In the transport position, the support element serves to support, but not in the driving position. For example, it is conceivable that the support element is arranged in the hollow space so that it can be pulled out and is in the transport position when pulled out and in the driving position when retracted. The support element can, for example, be designed in the shape of a rod, in particular as a support mandrel. However, it is possible that a contact element arranged on/at the base is designed to hold the support element. Such a contact element can in particular be an element external to the vehicle. For example, the contact element can have or form a receiving volume that serves to hold the support element in the transport position. For example, the contact element on the base side can have or form a hollow cylindrical section in which the support element can be used in the transport position to stably hold the vehicle.

is arranged.

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However, it is also possible for the support element to be designed to accommodate a contact element arranged on/at the base. For example, the contact element can be designed in the shape of a rod, in particular as a contact mandrel. In this case, the support element can have or form a receiving volume that serves to accommodate the contact element in the transport position. For example, the support element can have or form a hollow cylindrical section in which the contact element can be placed in the transport position for stable mounting of the vehicle.

is arranged.

The support element can also be arranged on the vehicle seat or another part of the vehicle, for example. The vehicle seat can have a stiffening frame to which the support element is attached. This ensures that a support force is safely transferred to the vehicle seat and thus to the remaining part of the vehicle without damaging the driver's seat.

becomes.

In the transport position, the support element can have and/or form at least one contact point, which can be designed as a contact point or contact surface, to a standing surface of the vehicle or a contact element arranged on/at the standing surface. In the transport position, the vehicle can preferably contact the standing surface via at least three contact points, whereby the transport position is in particular a stable position of the vehicle. For example, areas of the rear wheels of the vehicle can form the first two contact points, while the support element forms the third contact point. Alternatively or additionally, several support elements can also be provided, each of which has or forms a contact point for supporting the vehicle. Further alternatively, only one support element can be provided, which has or forms a contact point for supporting. The at least one support element is in particular arranged in such a way that in the driving position it has no contact point to a standing surface of the vehicle.

and/or forms. Alternatively, it is possible that the vehicle, in particular the central carrier,

Has or forms an interface for fastening such a support element.

This interface can also be located in the edge area of the vehicle. The

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Interface can enable a detachable fastening of the support element to the vehicle, e.g. a plug-in, clamp or snap-in connection. For example, the interface can serve to accommodate the support element and in this case can be designed as the interior of a hollow section of the central carrier. This enables a support element to be fastened to the vehicle in order to then

to move to the transport position.

Alternatively or cumulatively, the vehicle has or forms at least one element for transmitting a transport force to the vehicle. Such an element can be, for example, a hooking element for hooking and/or hanging the vehicle. The vehicle can therefore be connected to a means of transport via the element so that the latter can transmit a transport force to the vehicle, in particular when the latter is in the transport position. For example, it can be hooked and/or hung on a receiving device of a means of transport directly or via a connecting element such as a rope.

The element can also be arranged in an edge area of the vehicle. The element can be arranged at one end, in particular at the front, of the central support

be arranged.

Various means and types of transport are conceivable:

- attaching to a drag lift,

- hanging on to a chairlift,

- attaching to a transport vehicle,

- hanging in a gondola,

- arranging and, if necessary, securing on the loading area of a transport vehicle,

- arranging and, if necessary, fastening on a transport surface of a gondola.

However, this list is not exhaustive, and other means and types of transport are of course also conceivable. The element for transmitting a transport force is arranged and/or designed in such a way that with a predetermined

means of transport (e.g. lift, gondola, vehicle) and/or according to a predetermined

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Type of transport (attachment, hanging, arranging on a surface) a transport force on

the vehicle can be transferred.

It is conceivable that the support element forms the element for transmitting a transport force or vice versa. It is also possible that the element for transmitting a transport force is arranged in a receiving device of the means of transport. For example, receiving devices such as bushings for receiving the transport force transmission element can be arranged on a transport surface of a transport vehicle or a gondola, whereby this transport force transmission element of a vehicle can be in the transport position for transport

is arranged in these receiving devices.

Alternatively, the vehicle has or forms an interface for fastening such an element for transmitting a transport force. This interface can also be arranged in the edge area of the vehicle. The interface can enable a detachable fastening of the element to the vehicle, e.g. a plug-in, clamp or

locking connection.

This advantageously results in a reliable transmission of a transport force

on the vehicle.

In a further embodiment, the at least one support element comprises a roller. In particular, the at least one support element can be designed as a roller which is rotatably mounted on the vehicle. This roller can form an (auxiliary) wheel of the vehicle. The vehicle can thus be easily moved in the transport position via the support element. This facilitates transport. The rotatable roller/wheel can also be rotatably mounted on the vehicle about another axis. This enables the transport movement of the

vehicle.

In a further embodiment, the vehicle can be swivelled from a driving position to a transport position and/or vice versa via the at least two front wheels and/or the at least two rear wheels. This facilitates a change from

from the driving position to the transport position. This means that the position change can be achieved by

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This swivel movement can be carried out via the at least two front wheels and/or the at least two rear wheels, with the vehicle rolling over these wheels when moving. For example, the vehicle can be swivelled by 90° around the transverse axis of the global coordinate system or around the front or rear axle in order to change from the driving position to the transport position. The swivel movement can be limited by a support element, at least when changing from the driving position to the transport position.

This increases safety when changing position.

In a further embodiment, the vehicle has at least one spring and/or damper element for the suspension and/or damping of a wheel movement. The spring and/or damper element can be part of a mechanical connection of the central support to the wheel support. For example, a first end of the spring and/or damper element can be attached to the wishbone element and an end of the spring and/or damper element opposite the first end can be attached to the central support and/or a frame element explained below. The spring and/or damper element can be designed as a spring strut or as an elastomer element. The spring and/or damper element improves driving comfort for the user, since in particular wheel movements of a wheel guided by a wishbone element are cushioned and dampened. The spring and/or damper element can improve independent wheel suspension of the front and/or rear wheels. In particular, the spring and damper elements can be designed as a spring-damper element, i.e. the spring-damper element has a restoring and damping effect. This simplifies the

construction of the vehicle.

In a further embodiment, the vehicle has at least one frame element which is fastened to the central support, wherein the at least one spring and/or damper element is fastened to the frame element. The frame element serves to fasten the spring and/or damper element. The frame element can be referred to as a fastening or holding element. The frame element is in particular mechanically rigidly fastened to the central support or can be part of the central support, in particular be formed by it. By fastening the

spring and/or damper element on the frame element and a further

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By attaching the spring and/or damper element to the wishbone element, a kinematic coupling can be created between the wishbone element, spring and/or damper element and frame element, which cushions and dampens wheel movements particularly effectively. The frame element can in particular be designed as a single piece. The use of a frame element also advantageously ensures that a desired orientation of the spring and/or damper element can be ensured in the installed state, with the desired return

and/or damping effect is provided.

In a further embodiment, the steering column extends through the central support. The central support can have a through-opening through which the steering column extends. The through-opening can serve to support the steering column in the central support, but this is not mandatory. This results in a particularly space-saving and simple arrangement of the steering column. It is also possible for a bearing to be arranged or designed in the area of the through-opening for the rotatable support of the steering column. If the vehicle includes a bearing device for the steering column that is different from the through-opening, this can be arranged on the same side of the central support as the steering handle. Preferably, however, this bearing device is on the side of the central support facing away from the steering handle.

central carrier.

If the central support comprises several sub-supports, the steering column can also be positioned between

extend through the sub-beams.

In a further embodiment, the vehicle has at least one brake force distributor, wherein the at least one brake force distributor is arranged on or in the central carrier. The driving behavior of the vehicle can be improved by means of the brake force distributor, wherein an arrangement of the brake force distributor on or preferably even in the central carrier saves space and simplifies the construction of the vehicle. The brake force distributor is designed in particular in such a way that a braking force generated - e.g. by means of a brake lever - is distributed to at least two

braking devices can be distributed, in particular in equal parts.

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In particular, the at least one brake force distributor comprises at least one brake force distribution element, which evenly distributes a braking force generated by the driver to at least one first braking device and at least one second braking device. This can further improve the braking behavior of the vehicle. In particular, the at least one brake force distributor can enable an even distribution and transmission of the braking force generated to the first braking device and the at least one second braking device by means of the braking force distribution element. The brake force distribution element can comprise, for example, a distributor plate and at least one distributor pin, wherein the distributor plate is mounted on the at least one distributor pin in a linearly movable manner. For example, the distributor plate can have a recess, such as an elongated hole, wherein the at least one distributor pin can be arranged in the recess. In this way, a movement of the distributor plate along the distributor pin can be guided linearly and, in particular, a rotational movement of the distributor plate can be prevented. The at least one distributor pin can, for example, be rigidly attached to the central carrier. The distributor plate can move depending on the braking force transmitted,

in particular, change a position along the linear guide.

The first and/or second braking device can each be arranged on a rear wheel of the vehicle and serve to brake the respective rear wheel. The braking devices can be designed as drum brakes, for example, and each connected to the braking force distribution element via a brake cable. The brake cable can be designed as a steel cable. In particular, such a braking cable can be connected to a rotating plate, which is also part of the braking force distribution element and which is arranged to be rotatable relative to the distribution plate, in particular rotatably mounted on it. With a linear movement of the distribution plate and the rotating plate, brake cables that are attached to different sections of the rotating plate can be pulled with the same braking force. Furthermore, the rotating plate can perform a rotating movement and thereby compensate for different paths of the brake cables, whereby the braking force is evenly transmitted to the braking devices. Such different paths can arise in particular if the brake pads are worn to different degrees. This means that the vehicle is braked evenly on both rear wheels. This improves driving behavior. The attachment and

Adjusting the brake cables is simplified, as the effects of an inaccurate adjustment,

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e.g. the choice of different or not precisely adjusted lengths of the brake cables, the braking behavior can be compensated by the rotational mobility of the rotary plate. Furthermore, the brake force distributor can comprise or form at least one stop element, which limits the rotational movement of the rotary plate. The stop element can be formed, for example, by a side wall of the distributor plate. If a brake cable breaks, the resulting rotational movement of the rotary plate can be limited by the stop element during braking. This can ensure that a braking force is still applied over the remaining, intact

brake cable can be transmitted.

In particular, the at least one brake force distributor is connected via at least one Bowden cable to at least one brake lever for generating a braking force. The Bowden cable can be designed as a steel cable. If the driver wants to brake the vehicle, for example, the driver operates the brake lever, which generates a braking force. This generated braking force can be transmitted to the brake force distributor via the Bowden cable. The Bowden cable can be connected to the

Brake force distribution element must be mechanically connected.

In particular, the at least one brake force distributor is connected via at least one first Bowden cable to at least one brake lever for generating a first part of a braking force and via at least one second Bowden cable to at least one further brake lever for generating a second part of a braking force, whereby even if the at least one first Bowden cable or the second Bowden cable fails, the at least one brake force distributor enables a uniform transmission of the generated braking force to at least one first braking device and at least one second braking device. The at least one first Bowden cable and/or second Bowden cable can each transmit a part of the generated braking force to the brake distributor. The generated braking force is therefore made up of the first part and the second part of the braking force. The brake force distributor transmits the generated braking force - as already described, e.g. by means of the braking force distribution element - to the first braking device and the second braking device. If one of the Bowden cables fails, e.g. because one of the Bowden cables breaks, then due to the described distribution of the braking force at least the braking force transmitted via the remaining Bowden cable can be transmitted.

Part of the braking force is transferred to the first and second braking devices. This

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increases safety when using the vehicle. If the connection between the distributor plate and a braking device fails, the distributor element is designed in such a way that braking force can still be transmitted to a remaining braking device

can.

A method for producing a vehicle according to one of the embodiments described in this disclosure is also proposed. The method can comprise all steps required for producing a vehicle according to one of the embodiments described in this disclosure.

embodiment described in the disclosure.

In particular, the method comprises at least one of the following steps:

- Providing a central carrier as a chassis,

- Provision of at least two front wheels and at least two rear wheels,

- Providing a rotatable steering column with a steering handle for steering the vehicle,

- Arranging the steering column on the central support, ,

- Providing at least one wishbone element per front wheel,

- Providing at least one wishbone element per rear wheel,

- Connecting the wishbone elements to the central support, in particular by fastening them to the central support,

- Provision of at least one vehicle seat to accommodate at least one person,

- connecting the at least one vehicle seat to the central support, in particular by fastening it to the central support,

- Providing at least one footrest element for supporting at least one foot of the at least one person,

- Connecting the at least one footrest element to the central carrier,

especially by fastening.

Further described is a method of using a vehicle according to any of the embodiments described in this disclosure, wherein the vehicle is used in a driving position as a fun sports device and is propelled by gravity.

Use of the vehicle in the driving position may involve a person

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by means of the vehicle, a downhill route is driven by gravity. Furthermore, the vehicle can be moved from the driving position to a transport position. In the transport position, the vehicle can be transported. The transport of the vehicle can include the vehicle being transported in a transport device. The transport device can be, for example, a gondola lift and/or chair lift and/or drag lift and/or vehicle with a transport trailer. The method can be carried out by means of a vehicle according to an embodiment described in this disclosure. The method results from the previously described for the vehicle

explained technical effects and advantages.

The invention is explained in more detail using exemplary embodiments. The figures

show:

Fig. 1 is a perspective view of an embodiment of a

gravity-propelled vehicle,

Fig. 2 is a side view of the embodiment of the invention of the

gravity-driven vehicle in a stable driving position,

Fig. 3 is a side view of the embodiment of the invention of the

gravity-driven vehicle in a stable transport position,

Fig. 4 is a perspective detailed view of a front area of the

embodiment of the gravity-driven vehicle according to the invention,

Fig. 5 is a perspective detailed view of a rear area of the inventive

embodiment of the gravity-propelled vehicle,

Fig. 6 is a detailed view of a brake force distributor of the invention

embodiment of the gravity-propelled vehicle,

Fig. 7a a perspective view of the brake force distributor shown in Fig. 6 with

an untwisted turntable,

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Fig. 7b is a perspective view of the brake force distributor shown in Fig. 6 with

a twisted turntable,

Fig. 8 is a longitudinal sectional view of the embodiment of the

gravity-propelled vehicle,

Fig. 9 a cutout of a vehicle section with a support element for

Recording of a contact element.

In the following, like reference symbols designate elements with the same or similar

technical features.

Fig. 1 shows a perspective view of an embodiment of a gravity-driven vehicle 100 according to the invention. The vehicle 100 has two front wheels 2 and two rear wheels 3. The two front wheels 2 and rear wheels 3, which are spaced apart from one another along a central carrier 1, ensure stability of the vehicle 100, for example, compared to a three-wheeled vehicle, which in particular only

has one front wheel and two rear wheels.

The position of the vehicle 100 shown in Fig. 1 is referred to as the driving position. In this position, the vehicle 100 is in a stable equilibrium, in particular with its surroundings. In the stable driving position, rolling and pitching are particularly

of the vehicle 100 more difficult.

In the driving position, in particular when stationary, the vehicle 100 can have all four wheels 2, 3 in contact with a standing surface B, wherein the standing surface can be oriented perpendicular to a direction G of gravity. A coordinate system 10 fixed to the standing surface is shown with a vertical axis Z, a longitudinal axis X and a transverse axis Y, all of which are oriented orthogonally to one another. The vertical axis Z of the coordinate system 10 can, for example, be oriented opposite to the direction G of gravity (indicated by an arrow) and parallel to it. The longitudinal axis X and the transverse axis Y of the coordinate system 10 span a plane that is oriented parallel to the standing surface. The position of an origin (denoted by a circular point

marked) of the coordinate system 10 is in the illustrated embodiment

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arranged above the base, in particular in a center of mass of the

Vehicle 100 in driving position.

In the embodiment shown, each of the wheels 2, 3 is movably mounted on a central support 1 designed as a steel tube via a wishbone element 6, 7. Forces from the wheels 2, 3 are transmitted to the central support 1 via the wishbone elements 6, 7. To cushion and dampen e.g. vertical impacts and the wheel movements resulting from them, both the front wishbone elements 6 and the rear wishbone elements 7 are each additionally mounted on a frame element 14 via a spring and damper element 12. As previously explained, a rigid attachment is also conceivable. The frame element 14 is in turn rigidly attached to the central support 1 or is formed by it. The described mounting of the wheels 2, 3 via a wishbone element 6, 7 and a spring and damper element 12 can also be referred to as independent wheel suspension, which provides a particularly comfortable and

stable driving behavior of the vehicle 100 is possible.

A driver or user of the vehicle 100 can sit in a vehicle seat 8 in the driving position. The vehicle seat 8 is rigidly mounted on the central support 1, e.g. via screw connections. To support the driver's feet,

1 Footrest elements 9 rigidly mounted.

The vehicle 100 can be steered by the driver in the driving position via a steering handle 5 designed as a steering fork. A steering movement of the driver is transmitted via a steering column 4 guided through the central carrier 1 to, for example, a steering rod 23. The steering rod 23 is coupled to the front wheels 2 and transmits the

steering movement specified by the driver.

In summary, the central support 1 serves to store and/or attach the essential components such as the wishbone elements 6, 7, the vehicle seat 8, the footrest elements 9 and the steering column 4. This centralizes the storage and/or attachment of the components and reduces the complexity of the design of the

vehicle 100.

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Fig. 2 shows a side view of the embodiment of the gravity-driven vehicle 100 shown in Fig. 1 in the stable driving position. In the position shown, the central support 1 or a central or symmetry axis of the central support 1 is oriented parallel to the longitudinal axis X of the coordinate system 10 (see Fig. 1). This orientation of the central support 1 can also be used as the first orientation

be referred to.

In order to move the vehicle 100 from the driving position into a stable transport position, the vehicle 100 can be swiveled by 90 degrees via the rear wheels 3 (and thus around the rear axle) in a swivel movement S. For clarification, Fig. 2

the executable swivel movement S is indicated by a curved arrow.

Fig. 3 shows a side view of the embodiment of the gravity-driven vehicle 100 according to the invention in a stable transport position. In the transport position, the vehicle 100 is in a stable equilibrium, in particular with its surroundings. In the transport position, the vehicle 100 can tilt about at least one of the axes of the coordinate system 10, in particular a

longitudinal axis X and the transverse axis Y.

In the transport position shown, the central carrier 1 or a central or symmetry axis of the central carrier 1 is oriented orthogonally to the longitudinal axis X of the coordinate system 10 (see Fig. 1). This orientation of the central carrier 1 can also be referred to as the second orientation and is different from the first orientation of the central carrier 1 in the coordinate system 10. Of course, it is also conceivable that the central carrier 1 or a central or symmetry axis of the central carrier 1 in the transport position is at an angle of less than 90 degrees to the

longitudinal axis X of the coordinate system 10.

In other words: In the driving position, the vehicle 100 is oriented horizontally or the longitudinal axis X is oriented parallel to a standing surface B, while in the transport position the vehicle 100 is oriented vertically or the longitudinal axis X is oriented vertically to the standing surface B. In particular, a footprint of the vehicle 100 on the standing surface B in the transport position is smaller than a footprint on the standing surface B in the driving position.

This reduces the space required during transport. This

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is particularly suitable for space-saving, upright transport of the vehicle 100, e.g.

in a transport device designed as a gondola (not shown), is advantageous.

In the transport position, the vehicle 100 is supported on the base B via a support element 11 designed as a roller. The support element 11 helps the vehicle 100 to remain stable in the transport position, in particular when stationary. The support element 11 is attached to a frame 29 of the vehicle seat 8. In particular, the support element 11 designed as a roller can be movably mounted, i.e. the support element 11, in particular the roller, can perform rotational movements about at least two axes, e.g. about the vertical axis Z and about the transverse axis Y. As a result, the vehicle 100 can be supported in the transport position, e.g. via the support element

11 can be directed.

In addition, the vehicle 100 is supported on the base B via the rear wheels 3.

In the transport position, the front wheels 2 have no contact with the base B.

Furthermore, the vehicle 100 can be hooked onto a transport device (not shown) designed as a gondola and/or chair lift, for example, via a hooking element 22. For example, the vehicle 100 can be hooked onto a pole or other holding device of the transport device via the hooking element 22 for transport. Furthermore, in particular, the vehicle 100 can be hooked onto a transport device (not shown) designed as a drag lift, for example, via the hooking element 22 and can be towed, for example, in a towing position by means of the transport device designed as a drag lift. An orientation of the central carrier 1 in the towing position can in particular

correspond to the first orientation of the central carrier 1 in the driving position (see Fig. 2).

Fig. 4 shows a perspective detailed view of a front area of the embodiment of the gravity-driven vehicle 100 according to the invention. In addition to the illustration in Fig. 1, the independent wheel suspensions of the front wheels 2 can be seen in detail in Fig. 4. The advantage of the independent wheel suspensions shown is in particular that a single frame element 14 is sufficient to support two spring damper elements 12 on the central carrier 1. Furthermore, two mutually

footrest elements 9 spaced along the central support 1 on both longitudinal sides

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of the central support 1, so that, for example, drivers of different body sizes can support their feet on at least one of the footrest elements 9. The

Footrest elements 9 are each mounted on or attached to the central support 1.

Fig. 5 shows a perspective detailed view of a rear area of the embodiment of the gravity-driven vehicle 100 according to the invention. In addition to the illustration in Fig. 1, Fig. 5 shows in detail the independent wheel suspension of the rear wheels 3 and the arrangement of the support element 11 designed as a roller on a frame 29 of the vehicle seat 8. For the sake of clarity, only the components of the independent wheel suspension of the right rear wheel 3 are shown with

reference symbols.

Furthermore, Fig. 5 shows a brake anchor plate 25 and a receiving housing 26 for a brake cable 27 of a first braking device 18 designed as a drum brake, wherein the brake anchor plate 25 with the receiving housing 26 are arranged on the right rear wheel 3. The first braking device 18 further comprises the brake cable 27, which serves to transmit a braking force from a brake force distributor 15 to a brake lever and from there to brake shoes of the drum brake.

Fig. 6 shows a detailed view of a brake force distributor 15 of the embodiment of the gravity-driven vehicle 100 according to the invention. The brake force distributor 15 is rigidly attached to the central carrier 1. The brake force distributor 15 shown in Fig. 6 has a brake force distribution element 15-1, which distributes a braking force generated by the driver to at least one first braking device 18 and at least one second braking device 19. As a result, both braking devices 18, 19 can be actuated by the user by operating only one brake lever, thus improving the braking behavior of the vehicle 100. In particular, the at least one brake force distributor 15 can ensure a uniform transmission of the generated braking force to the at least one first

braking device 18 and at least one second braking device 19.

The brake force distribution element 15-1 can comprise, for example, a distribution plate 21 and a distribution pin 30, wherein the distribution plate 21 is movably mounted on the distribution pin 30 and is guided linearly along the distribution pin 30.

For this purpose, the distributor plate 21 has a slotted hole into which the

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Distributor pin 30, which can be rigidly attached to the central support 1, for example. A first Bowden cable 16 and a second Bowden cable 17 are mechanically connected to the distributor plate 21, whereby the Bowden cables 16, 17 transmit a braking force generated, for example, by the driver via a brake lever to the distributor plate 21. The

Bowden cables 16, 17 are attached to different sections of the distributor plate.

For example, a first part of a braking force generated by a driver can be transmitted to the distributor plate 21 via the first Bowden cable 16. For example, a further part of a braking force generated by a driver can be transmitted to the distributor plate 21 via the second Bowden cable 17. The driver generates the parts of the braking force in particular via brake levers 28, which are each connected to one of the Bowden cables 16, 17.

are connected (see Fig. 1).

In the embodiment of the brake distributor 15 shown in Fig. 6, the brake distributor element 15-1 also has a rotary plate 21-1, which is rotatably mounted on or on the distributor plate 21 and can move with the distributor plate 21. The brake cables 27 are mechanically connected to the rotary plate 21-1, in particular fastened to different sections of the rotary plate 21-1. The rotary plate 21-1 serves to distribute the braking force to the brake cables 27 by twisting. When the distributor plate 21 and thus also the rotary plate 21-1 move linearly, the brake cables 27 are actuated with the same braking force. However, if one of the braking devices 18, 19 engages earlier than the remaining braking device 19, 18, a further linear movement leads to a rotation of the rotary plate 21-1 and thus to a further braking force being transmitted to the brake cable 27 of the remaining braking device 19, 18. The braking force can thus be evenly distributed between the first and second

braking device 18, 19.

The side surfaces of the distributor plate 21 facing the rotary plate 21-1 also form stop surfaces that limit the rotary movement of the rotary plate 21-1. If a brake cable 27 of a braking device 18, 19 breaks, the rotary plate 21-1 will strike the stop surface during the rotary movement that then occurs during a braking process, whereby a braking force is still exerted on the remaining intact brake cable 27.

can be transferred.

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The brake force distributor 15 is thus designed in such a way that the parts of the braking force transmitted via the Bowden cables 16, 17 are evenly distributed to the brake cables 27.

This improves driving behavior and safety.

Fig. 7a shows a perspective view of the brake force distributor 15 shown in Fig. 6 with a non-rotated rotary plate 21-1. The brake force distribution element 15-1 with the distributor plate 21 and the distributor pin 30, the two Bowden cables 16, 17 and the rotary plate 21-1, which can be rotated on or at the

Distributor plate 21 is mounted and can move with the distributor plate 21.

Also visible are brake cables 27, which are mechanically connected to the rotary plate 21-1. When the distributor plate 21 and thus also the rotary plate 21-1 move linearly, the brake cables 27 are actuated with the same braking force. If both braking devices 18, 19 (see Fig. 6) engage at the same time, the rotary plate 21-1 does not twist.

However, if the first braking device 18 engages earlier than the remaining braking device 19 — e.g. due to different wear of the brake shoes (not shown) of the braking devices 18, 19 — a further linear movement leads to a rotation of the rotary plate 21-1 and thus to a further braking force being transmitted to the brake cable 27 of the second braking device 19. A correspondingly rotated state of the rotary plate 21-1 is shown in Fig. 7b. In this way, a more even load on the braking devices 18, 19 can be achieved.

can be achieved.

Also visible are the side surfaces 31 of the distributor plate 21 facing the rotary plate 21-1, which form stop surfaces for the rotary movement of the rotary plate 21-1 and limit it. If, for example, the brake cable 27 of the second braking device 19 breaks, the rotary plate 21-1 will strike the stop surface 31 during the rotary movement that then occurs during a braking process, whereby a braking force is still exerted on the remaining intact brake cable 27 of the first braking device 18.

can be transferred.

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Fig. 8 shows a longitudinal sectional view of the embodiment of the gravity-driven vehicle 100 according to the invention. In addition to the illustration in Fig. 1, Fig. 8 shows that a longitudinal axis L of the central support 1 is oriented parallel to a main direction of movement H of the vehicle 1 when driving straight ahead. It is also shown that the steering column 4 of the vehicle 100 extends completely through the central support 1. The central support 1 has a through-opening 24 for this purpose. The steering column 4 is mounted in a steering column bearing device. This steering column bearing device is in particular a spherical bearing device which is arranged in a bearing block. This bearing block is attached to the central support 1. This results in a particularly simple and production-tolerant type of bearing of the steering column 4 and thus a simplified

Construction of the vehicle 100.

Fig. 9 shows a cutout of a vehicle section with a support element 32 for receiving a contact element 33. The support element 32 formed on the vehicle side serves to receive the contact element 33 arranged on/at the base B or formed by the base B, which in the embodiment shown is cylindrical and protrudes from the base B. The support element 32 has or forms a receiving volume 34 in order to receive the contact element 33 in the transport position. The support element 32 shown is designed as a hollow cylindrical opening in a rear end section of the central carrier 1. The support element 32 can serve to positively receive the contact element 33. The vehicle shown in Fig. 9 can therefore comprise several support elements, in particular a support element 11 designed as a roller.

(see Fig. 3) as well as the illustrated support element 32.

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10 11 12 14 15 15-1 16 17 18 19 21 21-1 22 23 24 25 26 27 28 29 30 31 32

27

list of reference symbols

central carrier

front wheel

rear wheel

steering column

steering handle

front wishbone element rear wishbone element vehicle seat footrest element

global coordinate system support element

Spring and/or damper element Frame element Brake force distributor Brake force distributor element First Bowden cable

second Bowden cable

first braking device second braking device distributor plate

turntable

hooking element

Handlebar through hole brake anchor plate Bowden cable holder brake cable

brake lever

Frame of the vehicle seat Distributor pin Side surfaces

support element

stand area

Direction of gravity Main direction of movement

Longitudinal axis of the central support pivoting movement

Longitudinal axis of the global coordinate system Transverse axis of the global coordinate system

vertical axis of the global coordinate system

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Claims (1)

15 20 25 30 29 patent claims Gravity-propelled vehicle (100) for fun sports, comprising: - a central carrier (1) as a chassis, - At least two front wheels (2) and at least two rear wheels (3), - a rotatable steering column (4) with a steering handle (5) for steering the vehicle (100), - at least one wishbone element (6) per front wheel (2), which is connected to the central carrier (1), in particular fastened to the central carrier (1), - At least one wishbone element (7) per rear wheel (3), which is connected to the central carrier (1), in particular fastened to the central carrier (1), - At least one vehicle seat (8) for accommodating at least one person, which is attached to the central support (1), - At least one footrest element (9) for supporting at least one foot of the at least one person, which is connected to the central support (1), in particular on the central support (1). Vehicle (100) according to claim 1, characterized in that the vehicle (100) can be set in at least one stable driving position and at least one can be moved into transport position. Vehicle (100) according to one of the preceding claims, characterized in that the vehicle (100) has at least one support element (11) for supporting the vehicle (100) in a transport position or an interface for fastening such a support element (11) and/or at least one element for transmitting a transport force or a Has or forms an interface for fastening such an element. Vehicle (100) according to claim 3, characterized in that the at least a support element (11) comprises a roller. Vehicle (100) according to one of the preceding claims, characterized characterized in that the vehicle (100) has at least two front wheels (2) and/or the at least two rear wheels (3) from a driving position to a 15 20 25 30 10th 30 Transport position can be swiveled (S) and/or vice versa. Vehicle (100) according to one of the preceding claims, characterized in that the vehicle (100) has at least one spring and/or damper element (12) for springing and/or damping a wheel movement has. Vehicle (100) according to claim 6, characterized in that the vehicle (100) has at least one frame element (14) which is fastened to the central support (1), wherein the at least one spring and/or Damper element (12) is mounted on the frame element (14). Vehicle (100) according to one of the preceding claims, characterized in that the steering column (4) extends through the central support (1) extends. Vehicle (100) according to one of the preceding claims, characterized in that the vehicle (100) has at least one brake force distributor (15), wherein the at least one brake force distributor (15) is arranged on or in the central carrier (1) is arranged. Method for producing a gravity-driven vehicle (100) for the fun sports sector, including: - providing a central carrier (1) as a chassis, - providing at least two front wheels (2) and at least two rear wheels (3), - providing a rotatable steering column (4) with a steering handle (5) for steering the vehicle (100), - Arranging the steering column (4) on the central support (1), - providing at least one wishbone element (6) per front wheel (2), - providing at least one wishbone element (7) per rear wheel (3), - connecting the wishbone elements (6, 7) to the central support (6), in particular by fastening to the central support (1), - Providing at least one vehicle seat (8) to accommodate at least a person, Connecting the at least one vehicle seat (8) to the central support (1), in particular by fastening to the central support (1), Providing at least one footrest element (9) for supporting at least one foot of the at least one person, Connecting the at least one footrest element (9) to the central carrier (1), in particular by fastening to the central support (1).