DE102017001557A1 - Vehicle with differential - Google Patents

Abstract

The present invention relates to a vehicle with a base frame on which at least two steerable by means of a steering knuckle and on both sides of the longitudinal direction transverse to the direction of travel, sprung suspensions, in particular sprung suspension for driven, non-driven, steerable or non-steerable contact elements, for example, wheels are attached .
- A tilt frame, tilting in a tilt axis relative to the base frame tilt frame
- A steering tube which rotatably mounted in the steering axis on the tilt frame and with the tilting frame automatically tends
- At least one tie rod connected to the tie rod actuator
- A tie rod actuation element lying transversely to the direction of travel in a movement axis and displaceable in a guide element, the vehicle at least one compensation element which is adapted and provided for speed differences and / or torque differences of the two arranged on both sides of the vehicle longitudinal direction, in particular driven, contact elements along one, in particular common To compensate for drive axle includes.

Description

The invention relates to a vehicle, with a base frame to which at least two steerable by means of a steering knuckle and on both sides of the longitudinal direction each transverse to the longitudinal direction (transverse direction) opposite contact elements, such as wheels, runners or tracks are attached.

The vehicle comprises a tilting frame, which can be tilted relative to the base frame by a vehicle driver, with a tilting axis and a steering tube with a steering axis running obliquely or perpendicular to the tilting axis.

Preferably, the vehicle comprises at least one tie rod and at least one tie rod actuator.

In particular, in the vehicle according to the invention, the steering tube can also be tilted relative to the base frame. For example, the steering tube comprises individual respective, in particular articulated, interconnected bar elements.

The tie rod actuating element is, for example, functionally, in particular in a guide element axially displaceable / movable - arranged in a steering gear - between the steering tube and tie rod and transmits, caused by the driver, steering and / or tilting movement on the tie rod (s), whereby the direction of travel of Vehicle is changed via the at least one steerable contact element.

In addition, the vehicle comprises a relative to the base frame tilting tilt frame with a tilt axis, and a steering tube with an inclined or perpendicular to the tilt axis extending steering axis. Wherein the steering tube is mechanically connected to the tilt frame, so that a vehicle handlebar inclining frame while driving can turn into the curve and both sides of a longitudinal direction of the tilt frame on the base frame, the two contact elements are mounted springing.

In a vehicle designed in this way, the vehicle driver can put himself in the corner while driving, including the tilting frame. For example, triggered by the steering movement during cornering, the fall of the steerable contact element or the steerable contact elements does not change or not essential. Camber changes due to suspension kinematics are of course still possible.

On both sides of a driving longitudinal direction of the tilting frame, the two contact elements, for example via in and ausfedernde wheel carrier attached to the base frame.

If the contact elements, for example, wheels and, for example, an independent suspension on the base frame with a spread, that is set a not quite vertical axis, there is an insignificant change in the fall when steering the wheels by the suspension kinematics.

Furthermore, the fall also changes, but in particular insignificantly, by the compression and rebound of the suspension.

For example, each change a geometric position and an angle of the upper and lower suspension and the bearings of the pivot axis for the rotatable steering knuckle.

By the feature that the wheels and / or skids are fixed to the base frame, for example, so that the fall does not or only insignificantly changes when turning into the curve, in tires with a substantially flat tread a maximum contact surface between the tire and the ground also maintained when cornering.

Alternatively, it is conceivable that the lintel does not change or only insignificantly changes in the case of the two front contact elements (for example the front wheels) or the two rear contact elements (for example the rear wheels).

A significant change in the fall of the wheels and tires when turning into the curve, such as in a cornering when riding a motorcycle and a related reduction in the tire footprint and the adhesion between the tire and the ground, does not occur.

By constructing a tiltable frame tiltable by a vehicle driver relative to a base frame on which the contact elements are fixed, it is achieved that the tilting frame can be tilted towards the inside of the curve by the vehicle driver according to the curve radius and the curve speed and thus against the centrifugal force.

As a result, on the one hand, a much more comfortable sitting position for the vehicle driver achieved, since he can tilt frame incline into the curve and also the focus is not only by the weight of the driver, but also by the tilt frame and all attachments inwards to the lower Tilted tilt axis, whereby the risk of tipping the vehicle is significantly reduced.

Due to the feature that contact elements are fixed to the base frame and a contact element is rotatable and thus steerable via a steering relative to the base frame for changing the direction of travel, it is ensured that the above-described advantages also apply to the wheels that can be rotated to change the direction of travel. The wheels rotate about an axis substantially perpendicular to the vehicle longitudinal direction, so that the fall remains virtually unchanged. For example, the wheels rotate about a pivot axis with a spread angle.

However, the inventor has come to the realization that such a suspension structure when entering curves, a very fast change of direction and / or at very high speeds often insufficient stabilization of the vehicle is achieved with an inclined tilt frame to the inside of the curve.

The invention is therefore an object of the invention to provide a vehicle which allows improved driving stability of the vehicle during driving in bends or a very fast turnaround at high speed.

This object is now solved by the subject matter of claim 1. Advantageous embodiments can be found in the appended claims.

In order to provide a vehicle which enables improved driving stability of the vehicle, in particular when entering curves at very high speeds, the present invention makes use, inter alia, of the idea, at least one differential, in particular a differential gear in a drive axle or between drive shafts of the vehicle, to be installed in the vehicle.

In particular, therefore, the present invention is based inter alia on the idea that the vehicle has at least one compensation element which is adapted and provided for speed differences and / or torque differences of the two arranged on both sides of the vehicle longitudinal direction, in particular driven, contact elements along a, in particular common drive axle compensate.

It is also conceivable that the compensation element is designed in the form of a freewheel or at least has a freewheel.

In accordance with at least one embodiment, the vehicle comprises a base frame, to which at least two sprung suspensions, which are steerable by means of a steering knuckle and opposite to the direction of travel, are fastened to contact elements, for example wheels, in particular transversely to the direction of travel. In addition, the vehicle according to the invention described here comprises a tilting frame, in a tilting axis relative to the base frame tilting tilt frame, a steering tube which is rotatably mounted in the steering axis on the tilting frame and with the tilting frame automatically tilts.

In addition, the vehicle comprises at least one tie rod, which is connected to the tie rod actuator. The tie rod actuator is transverse to the direction of travel in a movement axis and displaceable in a guide element, wherein the tie rod actuator is tilted by tilting the tilting frame about the tilt axis and independently by rotating the steering tube about the steering axis such that the steerable contact element by the tie rod actuator by means of at least a tie rod generates a steering movement and when cornering no significant change in the fall contact elements.

According to the invention, the vehicle comprises at least one compensation element, which is set up and provided for compensating for differences in rotational speed and torque differences of the two contact elements arranged on both sides of the vehicle longitudinal axis, in particular along a drive axis.

In accordance with at least one embodiment, the compensation element is a, in particular adjustable, freewheel or comprises at least one such, wherein then the freewheel is arranged between one end of the drive axle and the contact element, which acts on the driven contact elements.

According to at least one embodiment, the differential between the contact elements of a driven front axle and / or rear axle acts.

In accordance with at least one embodiment, a driven and a non-driven contact element act on a drive axle.

According to at least one embodiment, the front axle and / or the rear axle is driven.

According to at least one embodiment, the tie rod actuating element, in an am Tilting guide member, movably arranged and movable from this in inclining the tilting frame and independently in this by turning the steering tube relative to the base frame for actuating the at least one tie rod in the guide element such that the tie rod actuator performs a linear movement within the guide member.

According to at least one embodiment, the tie rod actuating element is movably mounted in a guide element attached to the base frame and movable therein by inclining the tilt frame and independently by rotating the steering tube for actuating the at least one tie rod in the guide member such that the tie rod actuating member moves linearly within the guide member performs.

In accordance with at least one embodiment, a drive unit for driving the vehicle is mechanically fastened to the tilt frame, and / or to the base frame, and / or to a rocker of the drive axle.

In accordance with at least one embodiment, the drive unit is designed in the form of a pedal drive, an electric drive or an internal combustion engine drive or another drive form.

In accordance with at least one embodiment, the drive unit is received in the tilting frame, and a pivoting mechanism is provided for bridging the pivoting movement between the tilting frame and the base frame, in particular wherein the pivoting mechanism has at least one ball drive joint.

Incidentally, the full disclosure content of the documents is hereby by reference back DE102014101087 (A1 ) and DE102012107154 (A1 ) incorporated in this application. That is, each of the features disclosed in these references also belongs to the disclosure of this application.

When cornering, the simultaneously acting contact elements on a drive axle reduce the speed of the vehicle, so that when cornering the outside wheel must travel a greater distance than the inside wheel.

If both contact elements are fastened on a drive axle and if this drive axle is driven by a drive unit, a brake slip occurs on the wheel on the outside and a drive slip on the wheel on the inside of the bend.

There is a significant reduction in vehicle speed, especially at the beginning of cornering. However, if the cornering speed is reduced at the beginning of the cornering, the centrifugal forces that act on the driver with the tilting frame inclined are reduced. This has the consequence that the driver must compensate for the reduced centrifugal force of the vehicle by a countermovement, for example by changing the angle of rotation of the pivoting or changing the tilt angle of the tilting frame to the balance of the inclined tilting frame in conjunction with a reduced centrifugal force as a function of turning radius and Restore cornering speed.

Under such, induced by the driver countermovement, however, suffer the driving stability of the vehicle, as well as the subjective driving safety for the driver.

In addition, the steering forces for a vehicle when entering and during cornering with simultaneously acting contact elements on a drive axle are massively changed for the driver.

In particular, the differential gear described herein may be a differential gear for stabilizing cornering of the vehicle and for compensating for speed differences and torque differences between the two contact elements disposed on both sides of the base frame and driven.

Basically, the obstruction of a differential gear, among other things based on the core idea that both sides and simultaneously acting driven contact elements on a drive axle adversely affect the vehicle handling during dynamic cornering.

This is partly due to the fact that both sides and simultaneously acting contact elements complicate the cornering of the vehicle that cause the vehicle when initiating cornering or quick turn direction change a preferred straight ahead of the vehicle.

Powered contact elements can be used on both sides on a rigid drive axle and / or on both sides of the drive shafts on the independent suspension as a suspension.

In particular, the differential can be used to stabilize the vehicle when entering and the curve and to reduce, in particular balancing speed differences and torque differences of the two driven two Contact elements serve on a common drive axle.

In particular, the differential gear can be set up and provided for stabilizing a cornering of the vehicle. The differential can therefore fundamentally differ from a differential gear.

The term "differential gear" may, in connection with the invention disclosed in the present application, allow for any configuration of a functional component or a functional assembly with the aim of balancing the speed differences between the driven inner and outer contact elements in a drive axle.

These differential gears also include self-locking differentials, load-dependent or speed-dependent self-locking differentials, switchable and non-shiftable differential gears.

The operation of the differential gear described here, for example, be realized mechanically by bevel gear, friction clutch and pressure rings.

Turn-on and turn-off of the differential can be activated by manual, hydraulic or electrical actuation.

It is also conceivable to equip a vehicle described here according to the invention, inter alia, with only one driven contact element on a drive axle. As a result, no speed differences between a driven and non-driven wheel or contact element arise during cornering.

According to a further embodiment, a freewheel can be used as a power transmission element between the drive shaft or drive axle and the wheel for the driven wheels or contact elements by the outside wheel provides the necessary drive on the axis and the inside wheel without drive on the axis rotates ,

In accordance with at least one embodiment, the vehicle described herein comprises at least one differential gear for stabilizing cornering of the vehicle and for compensating speed differences between the two contact elements located and driven on both sides of the base frame.

By using a differential gear, especially for rigid, drive axles, the cornering speed can be kept as constant as possible during the transition to cornering. It is particularly advantageous that the cornering speed can be kept constant, especially during the transition from straight ahead to cornering, and that there is no surprising reduction in the cornering speed.

It is conceivable that a differential gear, in which, for example, only the front contact elements are driven. This can also be done by the drive unit is fixed in the base frame front between the front contact elements with split drive shafts. The vehicle described here is thereby the front-wheel drive.

In addition, the differential gear can be used in four-wheel vehicles between the driven front axles and rear axles.

In the following, the invention described above is explained in more detail by means of exemplary embodiments and associated figures.

• - 1 zeigt eine Vorderansicht eines hier beschriebenen erfindungsgemäßen Fahrzeugs
• - 2 zeigt in einer schematisch perspektivischen Ansicht das in der 1 gezeigte Fahrzeug, wobei nunmehr das im Fahrzeug verbaute Differentialgetriebe erkennbar ist
• - 3 zeigt in einer schematisch perspektivischen Ansicht ein weiteres Ausführungsbeispiel des hier beschriebenen erfindungsgemäßen Fahrzeugs, wobei im Vergleich zu der 2 der Antrieb durch geteilte Antriebswellen realisiert ist
• - 4 zeigt in einer schematisch perspektivischen Ansicht ein weiteres Ausführungsbeispiel des hier beschriebenen erfindungsgemäßen Fahrzeugs mit einer Antriebsachse und einem Freilauf am Rad oder Kontaktelement.

Show:

• - 1 shows a front view of a vehicle according to the invention described here
• - 2 shows in a schematic perspective view that in the 1 shown vehicle, wherein now the built-in differential vehicle is recognizable
• - 3 shows in a schematic perspective view of another embodiment of the vehicle according to the invention described here, wherein compared to the 2 the drive is realized by split drive shafts
• - 4 shows in a schematic perspective view of another embodiment of the vehicle according to the invention described herein with a drive axle and a freewheel on the wheel or contact element.

Below, elements of the embodiments with the same function are provided with the same reference numerals across all figures and are not explained separately per figure.

The reference numerals designate the elements of the various embodiments as indicated in the list of reference numerals, which is hereby incorporated by reference into the description.

1 shows in front view of an inventive vehicle with a base frame 1 and with a tilting frame 2 , tilting in the tilt axis 26 in the base frame 1 is stored and through Weight shift by the driver when cornering can be tilted.

At the lower suspension 49 and the upper suspension 48 of the basic frame 1 are as contact elements 3a , 3b provided the respective wheels or runners, the front wheels 3a , 3b relative to the base frame 1 on each a steering knuckle 4 on the upper suspension 48 and the lower suspension 49 are rotatably mounted and are used to change the direction of travel of the vehicle. The front wheels 3a are with the stub axles 4 around the pivot axis 16 steerable, with a camber angle or fall 54 when cornering almost unchanged.

To control the vehicle are the front wheels 3a relative to the base frame 1 around the pivot axis 16 over the steering knuckles 4 steerable.

Such a steering movement of the front wheels 3a . 3b is generated by a linear and axial movement of the tie rod actuator 29 in the guide element 30 due to a rotation of the steering tube 6 and / or tilt of the tilt frame 2 over, to the tie rod actuator 29 coupled tie rods 7 and the respective steering knuckles 4 on the front wheels 3a is transmitted.

The front wheels 3a . 3b are for example via an independent suspension on the base frame 1 set which spring damper elements 51 and may include one or more wishbones of different designs.

2 shows in an exemplary arrangement of the vehicle according to the invention, a differential gear 57 , which on a rear drive axle 58 is installed.

The differential 57 , in the present case a differential gear, is between the driven contact elements 3a . 3b (here: wheels) in the middle or on the drive axle 58 arranged.

The differential 57 can thus on a rigid drive axle 58 be used, with the suspension of the driven rear axle 45 over a swingarm 18 and the assembled strut 51 he follows.

In the tilt frame 2 can be an energy store 21 , a drive unit 14 and a swivel gearbox 19 be provided. The drive unit 14 is for example an internal combustion engine and the energy storage 21 For example, a fuel tank that supplies the internal combustion engine with the necessary fuel.

The accommodation of the energy storage 21 , the drive unit 14 and the swivel gear 19 in the tilt frame 2 has the advantage that much more weight can be tilted inwards when cornering and thus improves the roadholding of the vehicle and the risk of tipping is significantly reduced.

The use of the swivel gear 19 with the integrated ball drive joints 20 allow a power transmission of the drive unit 14 over the power transmission means 22 , the swivel wheel 23 out of the frame 2 on the base frame 1 via the drive wheel 47, the power transmission means 46 on the driven contact element 3a . 3b ,

3 shows in an exemplary arrangement of the differential gear 57 according to the invention in a rear drive axle 58 in a vehicle according to the invention in a schematic perspective view.

The differential 57 is between the spring-loaded driven contact elements 3a, 3b in the middle of the left and right drive shaft 59 arranged.

The differential 57 can thus also on a sprung independent suspension consisting of a suspension above 48 and a suspension 49 below with the driven drive shafts 59 are arranged, wherein the suspension of the driven contact elements 3a , 3b on the independent suspension and the spring damper element 51 he follows.

4 shows an exemplary arrangement of another possibility, the speed differences of driven wheels 3a . 3b compensate.

This can also be done by placing between a drive axle 58 or drive shaft 59 and the contact elements driven thereby 3a . 3b a freewheel 60 on both wheels 3a . 3b is arranged.

In addition, the speed differences can be further minimized by acting on a drive axle 58 with two-sided contact elements 3a . 3b only one contact element 3a , 3b is used as a one-sided drive left or right.

A further advantageous embodiment of the vehicle according to the invention can be represented by a differential gear 57 on a driven front axle 44 by a drive unit 14 in the base frame 1 front directly between the driven contact elements 3a . 3b is arranged.

Furthermore, the vehicle can also be powered by a front axle 44 and a powered rear axle 45 be equipped, being between the driven front axle 44 and the powered rear axle 45 a differential 57 is arranged.

The invention is not limited by the description and the embodiments. Rather, the invention encompasses every new feature as well as every combination of features, which also includes in particular every combination of the claims, even if this feature or this combination of features is not explicitly stated in the patent claims or the exemplary embodiments.

LIST OF REFERENCE NUMBERS

1

base frame

2

tilt frame

3a, 3b

Contact element (wheel, skid, caterpillar,)

4

journal

5

handlebars

6

steering tube

7

tie rod

12

Stabilizing element

14

Drive unit (pedal drive, internal combustion engine, electric motor)

16

swivel axis

18

wing

19

swing Drive

20

Ball drive joint

21

energy storage

22

Power transmission means

23

Pivot wheel or pinion

26

Tilting axis N0

29

Tie rod actuator

30

guide element

31

steering lever

33

wheel carrier

41

Drive wheel or pinion

42

ball joint

43

steering axle

44

Front

45

rear axle

46

Power transmission means

47

Drive wheel or pinion

48

Wheel suspension above

49

Wheel suspension below

51

Spring damper element

53

coupling rod

54

fall

57

Compensating element, differential, differential

58

drive axle

59

drive shaft

60

freewheel

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102014101087 A1 [0036]
• DE 102012107154 A1 [0036]

Claims (10)

Vehicle with a base frame (1) on which at least two sprung suspensions (48, 49), which can be steered by means of a steering knuckle and on both sides of the longitudinal direction of travel, in particular sprung wheel suspensions, for driven, non-driven, steerable or non-steerable contact elements ( 3a, 3b), for example, wheels are attached, - a tilting frame (2), in a tilting axis (26) with respect to the base frame (1) tilting tilting frame (2) - A steering tube (6) which rotatably mounted in the steering axis (43) on the tilting frame (2) and with the tilting frame (2) automatically inclines - At least one tie rod (7) connected to the tie rod actuating element (29) a tie rod actuating element (29) lying transversely to the direction of travel in a movement axis (34) and displaceable in a guide element (30), wherein the tie rod actuating element (29) by inclining the tilting frame (2) about the tilting axis (26) and independently by rotating the Steering tube (6) about the steering axis (43) is displaced such that the steerable contact element (3a, 3b) by the tie rod actuating element (29) by means of at least one tie rod (7) a steering movement and when cornering no significant change in the fall (54 ) of the contact elements (3a, 3b) is characterized by at least one compensating element (57) which is arranged and provided for speed differences and / or torque differences of the two arranged on both sides of the vehicle longitudinal direction, in particular driven, contact elements (3a, 3b) along a, in particular common, to compensate drive axle (58). Vehicle after Claim 1 , characterized in that the compensation element (57) is a, in particular adjustable, freewheel (60) or at least comprises such, wherein then the freewheel between one end of the drive axle (58) and the contact element (3a, 3b) is arranged, Vehicle after Claim 1 or 2 , characterized in that the differential (57) between the contact elements (3a, 3b) of a driven front axle (44) and / or rear axle (45) acts. Vehicle according to at least one of the preceding claims, characterized in that on a drive axle a driven and a non-driven contact element (3a, 3b) act. Vehicle according to at least one of the preceding Claims 3 to 4 , characterized in that the front axle (44) and / or the rear axle are driven. Vehicle according to at least one of the preceding claims, characterized in that the tie rod actuating element (29) is movably arranged in a guide element (30) attached to the tilting frame (2), and by tilting the tilting frame (2) and independently thereof by turning it of the steering tube (6) relative to the base frame (1) for actuating the at least one tie rod (7) in the guide element (30) is movable such that the tie rod actuating element (29) performs a linear movement within the guide element (30). Vehicle according to at least one of the preceding claims, characterized in that the tie rod actuating element (29) is movably mounted in a guide element (30) attached to the base frame (1) and in this by inclining the tilting frame (2) and independently by rotating the steering tube ( 6) for actuating the at least one tie rod (7) is movable in the guide element (30) such that the tie rod actuating element (29) performs a linear movement within the guide element (30). Vehicle according to at least one of the preceding claims, characterized in that a drive unit (14) for driving the vehicle is mechanically fastened to the tilting frame (2), and / or on the base frame and / or on a rocker (18) of the drive axle (58). is attached. Vehicle according to the preceding claim, characterized in that the drive unit (14) is designed in the form of a pedal drive, an electric drive or an internal combustion engine drive. Vehicle according to the preceding claim, characterized in that in the tilting frame (2) the drive unit (14) is received and for bridging the pivoting movement between the tilting frame (2) and the base frame (1) is provided a pivoting gear (19), in particular wherein the Swing gear (19) has at least one ball drive joint (20)

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