DE102024100508A1 - Mechanism for steering the direction of travel of road vehicles - Google Patents

Abstract

The invention relates to a double hinge steering system for vehicles, which connects two sub-units of a divided vehicle, which produces a steering of the vehicle by actively angling the sub-units to each other and which has two mutually parallel axes of rotation (5) on the double hinge, which are vertical to the vehicle and each run outside the vehicle center.

Description

The invention relates to a mechanism for steering the direction of travel of road vehicles with at least four wheels (3) which includes a double hinge ( 1 ).

In a vehicle with articulated steering (1.), the vehicle is preferably divided into two parts (1, 2), each having at least one wheel axle. The axis of rotation of the articulated joint (20) is preferably located in the center of the vehicle. A pivoting area (23, 24) can be defined around the joint, which must remain free of obstacles. If the actual joint is smaller than the vehicle's width, part of this pivoting area (24) can be located between the vehicle parts. In such a case, there must be sufficient space between the vehicle parts around the joint so that the vehicle parts do not block each other during steering ( 13 ).

The active angling of the vehicle parts can be achieved using one or more pivot cylinders (21). These are attached to both vehicle parts and push them apart or pull them toward each other. The resulting leverage is determined by the distance of the attachments (25) from the rotation axis of the articulated joint (20). With a preferably symmetrical design, the possible lever length for articulated joints would be limited to half the vehicle width.

In the double-hinge steering system, however, the vehicle parts (1, 2) can be connected via a double hinge (13, 14, 15, 16, 17, 18, 19) running orthogonally to the direction of travel. A separate joint (4) can be provided in the double hinge for each steering direction, the axes of rotation (5) of which run parallel and not coaxial to each other. In such a design, the two hinge joints (4) would be located off-center and preferably as close as possible to the sides of the vehicle. In the neutral, closed position of the hinge, all wheel axles of the vehicle are aligned parallel to each other and the vehicle travels straight ( 2 ). The closer the joints are to the edge of the vehicle, the smaller the part of the inner pivoting area (24) that lies between the vehicle parts in the closed position ( 14 ). A mechanical blocking of the steering due to contact between vehicle parts (1,2) either only occurs at higher angles or is no longer possible at all, which means that much higher steering angles are possible compared to articulated steering on a comparable area.

As with articulated steering, with double-hinge steering, the direction of travel can be changed by angling the vehicle parts (1, 2) relative to each other. The angling of the vehicle parts relative to each other can be achieved using two length-adjustable components such as hydraulic cylinders or actuators (9) – hereinafter referred to as distance controllers. Turning the vehicle in a curve direction is achieved by extending the distance controller located on the outside of the desired curve, so that the vehicle parts are pushed apart there ( 1 ). For a straight direction of travel, both distance controllers must be set to the same length, which in the simplest case corresponds to the full retraction of the distance controllers ( 2 ).

Each distance controller can determine the angle of the double hinge to the respective vehicle part. In double-hinge steering, both the double hinge and the spacer have their joints (4, 7, 8) outside the center of the vehicle. These are preferably located as close as possible to the edges of the vehicle parts. The distance controller (9) is preferably located on the opposite side of the suspension of the double hinge (4) on the vehicle part. Ideally, the joints of the double hinge (4) and the distance controller (7) are attached to the outer sides of the vehicle part, and the double hinge can act as a lever across the entire width of the vehicle. Compared to an articulated joint, this would correspond to a doubling of the potential leverage when angling, which can be applied by a pivot cylinder (21). The rotational axis (6) of the fastening (8, 10) of the distance controller in the double hinge preferably runs coaxially with the rotational axis (5) of the double hinge on the other vehicle part in order to avoid the occurrence of shear forces within the double hinge during steering. At both ends of the double hinge, there would thus be a connection via the joint to one vehicle part and via the distance controller to the other vehicle part. On the vehicle parts, some of the components (4, 5, 6, 7, 8, 9, 10, 11) of the double-hinge steering system would thus be arranged point-symmetrically around the center of the double hinge, viewed vertically from above or upwards from below.

In compact designs, distance controllers can be realized using a vertically folded arm element (11) ( 6 , 7 ) This arm element would be driven by a cylinder (12) located within the distance regulator. This arrangement requires a smaller footprint than, for example, horizontally extending cylinders (9), but is taller. For space reasons, one of the two suspensions of the spacer - preferably the one within the double hinge - can be modified to eliminate the need for a second folding element on the spacer: The height difference can then be compensated by a vertically freely movable joint (10), whose additional degree of freedom would be orthogonal to the other joints (4) on the double hinge.

The double hinge can extend across the entire vehicle width. If the vehicle travels over uneven ground, the vehicle parts can twist relative to each other, and the double hinge steering can be deformed by the force. To counteract this, the height of the double hinge can be selected to be correspondingly large so that the frame of the joints on the vehicle parts can better withstand the loads. Preferably, the edge lengths of the double hinge extend across the vehicle width and height. The double hinge can be implemented in various ways. It can consist of a single solid component (15) ( 8 ). However, the hinge can also be designed like a frame, which is composed of several components (6, 13, 14) arranged in a rectangular manner ( 9 ). The main load is carried by the horizontally running beams (13, 14), while the vertically running components represent the axes (6) for the joints (8) to the spacers.

If the double hinge has the shape of a frame, there are several ways to protect it against damaging shear forces: The upper and lower supporting elements can be reinforced with one or more diagonal cross members (16) ( 10 ). Alternatively, a joint can be integrated into the frame to absorb the forces: A joint whose axis of rotation runs parallel to the normal of the double hinge can be integrated preferably into the lower cross member (18). The other cross member (17) must then be extended by a movable, length-adjustable component, such as a shock absorber, so that the frame of the double hinge can be reversibly stretched or compressed ( 11 ). The shock absorber must allow for sprung expansion and compression from the unloaded position. Even in this extended version, the double hinge can be reinforced by cross members (19) ( 12 ). The beams can be connected to each other in the left and right sections - separated by the joint in the lower beam and the shock absorber in the upper beam (19) - by diagonal beams, so that there is a further connection between these beams in addition to the connecting axle (6).

Due to the additional degree of freedom of the double hinge, it is necessary in these designs to adapt the suspension (8, 10) of the distance regulator (9, 11). For example, compressing the double hinge changes both the position and the orientation of its suspension (8, 10) in a rigid distance regulator. The necessary freedom of movement of the distance regulator in the double hinge can be achieved if it can move freely vertically along the rotation axis (6) of its joint (8) and, at the same time, torsion about the axis of length change is possible. In the case of a cylinder (9), the latter would already be achieved if the cylinder piston could rotate freely within the cylinder. In a foldable boom (11), a modification of the joint (10) for an additional tilting movement could enable torsion to the double hinge.

The vehicle can then be twisted around the vehicle axis using the springs. The torsion axis runs depending on the angle of the double hinge to the vehicle parts (1, 2). Thus, it runs parallel to the front part when steering in one direction, and to the rear part when steering in the other direction. The torsion suspension therefore behaves asymmetrically during steering.

• 1 zeigt ein Schema eines zweiteiligen Fahrzeugs mit vier Rädern (3) und Doppelscharnierlenkung von oben. Das Doppelscharnier (13) ist schraffiert dargestellt. Die Fahrtrichtung des Fahrzeugs ist von rechts nach links. Das Fahrzeug (aus der Perspektive des Fahrers) lenkt nach links und der rechte Abstandsregler - hier ein Zylinder (9) - ist ausgefahren. Der rechte Abstandsregler ist am hinteren Fahrzeugteil (2) befestigt, der linke Abstandsregler am vorderen Teil (1),
• 2 zeigt wie 1 ein Schema eines Fahrzeugs mit Doppelscharnierlenkung von oben, dessen Doppelscharnier (13) ebenfalls schraffiert dargestellt ist. Beide Abstandsregler (9) sind eingefahren und die Lenkung ist in neutraler Position,
• 3 zeigt ein Schema eines Fahrzeugs mit Doppelscharnierlenkung in der Seitenansicht. Das Doppelscharnier ist schraffiert dargestellt - die Trägerelemente oben (13) und unten (14) sind von rechtsoben nach linksunten verlaufend schraffiert, die Verbindungsachsen (6) hingegen von linksoben nach rechtsunten verlaufend schraffiert,
• 4 zeigt ein Schema eines Fahrzeugs mit Doppelscharnierlenkung in der isometrischen Perspektive - schräg von vorne oben. Die Abstandsregler (9) sind eingefahren und die Lenkung ist in neutraler Position. Die Schraffierung des Doppelscharniers (6, 13, 14) ist wie in den vorherigen 1 bis 3,
• 5 zeigt ein Schema eines Fahrzeugs mit Doppelscharnierlenkung aus isometrischer Perspektive auf seiner rechten Seite mit ausgefahrenem rechten Abstandsregler (9), so dass das Fahrzeug nach Links lenkt. Die sichtbaren Teile des Doppelscharniers (6, 13, 14) sind wie in den vorherigen 1 bis 4 schraffiert,
• 6 zeigt ein Schema eines Fahrzeugs mit Doppelscharnierlenkung aus isometrischer Perspektive auf seiner rechten Seite. Der rechte Abstandsregler (11, 12) ist ausgefahren und das Fahrzeug lenkt nach links. Die Schraffierung des Doppelscharniers (13, 14) entspricht denen der vorherigen . In dieser Abbildung ist der Abstandsregler gepunktet und durch einen faltbaren Ausleger (11) umgesetzt: Der senkrechte Teil ist um die Z-Achse beweglich und enthält einen Zylinder (12), welcher einen weiteren Träger anwinkeln kann. Diese Variante des Abstandreglers benötigt in der XY-Ebene des Fahrzeugs eine kleinere Grundfläche, weshalb sich seine Halterungen (7) hier an den Enden der Fahrzeugteile und direkt gegenüber der Doppelscharnierhalterungen (4) befinden. Die Aufhängung dieses Trägers (10) ist entlang der Verbindungsachse (6) im Doppelscharnier frei beweglich,
• 7 zeigt ein Schema eines Fahrzeugs mit Doppelscharnierlenkung aus isometrischer Perspektive auf seiner linken Seite mit ausgefahrenem rechten Abstandsregler. Die Abstandsregler des Fahrzeugs sind wie in mit faltbaren Auslegern (11) umgesetzt. Die Schraffierung des Doppelscharniers entspricht denen der vorherigen . Der linke Abstandsregler ist eingefahren: Die Aufhängung an der Verbindungsachse (10) des Doppelscharniers befindet sich am oberen Ende und der Ausleger ist so weit eingefahren, dass er den inneren Zylinder verdeckt,
• 8 zeigt ein Schema des hinteren Teils eines Fahrzeugs (2) mit Doppelscharnierlenkung aus isometrischer Perspektive ohne den vorderen Teil. Die Aufhängung des Doppelscharniers (4) befindet sich auf der linken Fahrzeugseite in Fahrtrichtung. Der Abstandsregler - in diesem Beispiel umgesetzt mit einem Zylinder (9) - befindet sich auf der rechten Fahrzeugseite. Der Zylinderkolben ist an der rechten Verbindungsachse (6) des Doppelscharniers (15) befestigt. Das Doppelscharnier (15) besteht in dieser Ausführung aus einem massiven Element und ist mit einer Schraffierung hervorgehoben,
• 9 zeigt wie 8 ein Schema des hinteren Teils eines Fahrzeugs (2) mit Doppelscharnierlenkung aus isometrischer Perspektive. Die Aufhängung des Doppelscharniers (4) befindet sich wieder auf der linken Fahrzeugseite und der Abstandsregler ist wieder mit einem Zylinder (9) umgesetzt. Das Doppelscharnier ist hier mit zwei querverlaufenden Elementen (13, 14) umgesetzt, die zusammen mit den zwei Verbindungsachsen (6) einen hohlen Rahmen bilden,
• 10 zeigt wie 9 ein Schema des hinteren Teils eines Fahrzeugs (2) mit Doppelscharnierlenkung aus isometrischer Perspektive. Das Doppelscharnier ist hier ebenfalls mit zwei querverlaufenden Elementen umgesetzt, die zusammen mit den zwei Verbindungsachsen (6) einen Rahmen bilden. Um die Stabilität des Rahmens zu erhöhen, sind die Querelemente mit diagonal verlaufenden Verbindungsträgern verstärkt (14),
• 11 zeigt wie 9 ein Schema des hinteren Teils eines Fahrzeugs (2) mit Doppelscharnierlenkung aus isometrischer Perspektive. Im Vergleich zu verfügt der untere Träger des Doppelscharniers (18) in dieser Abbildung über ein Gelenk, welches durch den Kreis in der Mitte angedeutet wird. Der obere Träger (17) enthält einen Stoßdämpfer mit Stahlfeder, so dass das Doppelscharnier unter Krafteinwirkung gestaucht oder gestreckt werden kann. Die Aufhängung (8) des Zylinderkolbens an der Verbindungsachse (6) kann sich hier entlang der Achse frei bewegen, um das Stauchen des Doppelscharniers zu ermöglichen. Der Kolben selbst kann im Zylinder (9) gedreht werden,
• 12 zeigt wie 11 ein Schema des hinteren Teils eines Fahrzeugs (2) mit Doppelscharnierlenkung aus isometrischer Perspektive. Das Doppelscharnier verfügt in dieser Ausführung ebenfalls über ein Gelenk im unteren und einen Stoßdämpfer im oberen querverlaufenden Element, um ein Stauchen oder Strecken des Doppelscharniers zu ermöglichen. Zur Erhöhung der Stabilität des Doppelscharniers sind auf beiden Seiten jeweils das untere und das obere Element mit diagonal verlaufenden Verbindungsträgern verstärkt,
• 13 zeigt ähnlich wie die 1 und 2 Schemata eines Fahrzeugs mit einer Knicklenkung (20, 21, 22). Das linke Schema zeigt ein Fahrzeug bei Fahrtrichtung gerade aus. Das rechte Schema zeigt das Fahrzeug während einer Lenkung nach rechts. Die Fläche (22), welche durch die Knicklenkung innerhalb des Fahrzeugs in Anspruch genommen wird, ist mit diagonalen Strichen schraffiert. In beiden Schemata sind die Schwenkbereiche (23, 24) der vorderen Teile der Fahrzeuge (1) mit Kreuzen schraffiert. Es werden dabei zwei verschiedene KreuzSchraffierungen verwendet: Die diagonalen Kreuze markieren je die Bereiche (24) zwischen Teilen des Fahrzeugs, welche zwar frei sind, während der Fahrt jedoch vom Fahrzeug durchfahren werden. Die stehenden Kreuze markieren die Bereiche (23) um das Fahrzeug, welche für einen Wechsel von einer geraden in eine abbiegende Fahrtrichtung (links) und einem Wechsel von einer geraden in eine abbiegende Fahrtrichtung (rechts) frei von Hindernissen gehalten werden müssen,
• 14 zeigt wie 13 zwei Schemata eines Fahrzeugs mit einer Doppelscharnierlenkung. Das linke Schema zeigt abermals ein Fahrzeug mit Fahrtrichtung gerade aus, während das rechte Schema ein Fahrzeug bei einer Lenkung nach rechts darstellt. In beiden Schemata sind wie in freizuhaltende Bereiche (23, 24) um den vorderen Fahrzeugteil (1) mit Kreuzschraffierungen hervorgehoben - diagonale Kreuze für vom Fahrzeug durchfahrene freie Bereiche (24) sowie stehende Kreuze für Schwenkbereiche (23) um das Fahrzeug herum für den Fall eines Fahrtrichtungswechsels.

The invention is explained in more detail with reference to the exemplary embodiments illustrated in the drawings. They show:

• 1 shows a schematic of a two-part vehicle with four wheels (3) and double-hinge steering from above. The double hinge (13) is shown hatched. The vehicle's direction of travel is from right to left. The vehicle (from the driver's perspective) steers to the left, and the right-hand distance control—here a cylinder (9)—is extended. The right-hand distance control is attached to the rear of the vehicle (2), the left-hand distance control to the front (1).
• 2 shows how 1 A schematic of a vehicle with double-hinge steering from above, with the double hinge (13) also shown hatched. Both distance controls (9) are retracted and the steering is in the neutral position.
• 3 shows a side view of a vehicle with double-hinge steering. The double hinge is shown hatched – the upper (13) and lower (14) support elements are hatched from top right to bottom left, while the connecting axles (6) are hatched from top left to bottom right.
• 4 shows a schematic of a vehicle with double-hinge steering in an isometric perspective - obliquely from the front and top. The distance controls (9) are retracted and the steering is in the neutral position. The hatching The double hinge (6, 13, 14) is as in the previous 1 to 3 ,
• 5 shows a schematic of a vehicle with double-hinge steering from an isometric perspective on its right side with the right distance control (9) extended, so that the vehicle steers to the left. The visible parts of the double hinge (6, 13, 14) are as in the previous 1 to 4 hatched,
• 6 shows a schematic of a vehicle with double-hinge steering from an isometric perspective on its right side. The right-hand distance control (11, 12) is extended and the vehicle steers to the left. The hatching of the double hinge (13, 14) corresponds to that of the previous In this illustration, the distance controller is dotted and implemented as a foldable boom (11): The vertical part is movable around the Z-axis and contains a cylinder (12) that can angle another support. This variant of the distance controller requires a smaller footprint in the vehicle's XY plane, which is why its mounts (7) are located at the ends of the vehicle parts and directly opposite the double-hinge mounts (4). The suspension of this support (10) is freely movable along the connecting axis (6) in the double hinge.
• 7 shows a schematic of a vehicle with double-hinge steering from an isometric perspective on its left side with the right-hand adaptive cruise control extended. The vehicle's adaptive cruise control is as shown in with foldable outriggers (11). The hatching of the double hinge corresponds to that of the previous . The left distance regulator is retracted: The suspension on the connecting axis (10) of the double hinge is at the upper end and the boom is retracted so far that it covers the inner cylinder,
• 8 shows a schematic of the rear section of a vehicle (2) with double-hinge steering from an isometric perspective without the front section. The suspension of the double hinge (4) is located on the left side of the vehicle in the direction of travel. The distance control – implemented in this example with a cylinder (9) – is located on the right side of the vehicle. The cylinder piston is attached to the right connecting axis (6) of the double hinge (15). In this version, the double hinge (15) consists of a solid element and is highlighted with hatching.
• 9 shows how 8 A schematic of the rear section of a vehicle (2) with double-hinge steering from an isometric perspective. The suspension of the double-hinge (4) is again located on the left side of the vehicle, and the distance control is again implemented with a cylinder (9). The double hinge is implemented here with two transverse elements (13, 14), which, together with the two connecting axles (6), form a hollow frame.
• 10 shows how 9 A schematic of the rear section of a vehicle (2) with double-hinge steering from an isometric perspective. The double hinge is also implemented here with two transverse elements, which, together with the two connecting axles (6), form a frame. To increase the stability of the frame, the transverse elements are reinforced with diagonal connecting beams (14).
• 11 shows how 9 a diagram of the rear part of a vehicle (2) with double-hinge steering from an isometric perspective. In comparison to In this illustration, the lower support of the double hinge (18) has a joint, indicated by the circle in the center. The upper support (17) contains a shock absorber with a steel spring, allowing the double hinge to be compressed or extended under the action of force. The suspension (8) of the cylinder piston on the connecting axis (6) can move freely along the axis to allow the compression of the double hinge. The piston itself can be rotated in the cylinder (9).
• 12 shows how 11 A diagram of the rear section of a vehicle (2) with double-hinge steering from an isometric perspective. In this design, the double hinge also features a joint in the lower and a shock absorber in the upper transverse element to allow compression or extension of the double hinge. To increase the stability of the double hinge, the lower and upper elements are reinforced on both sides with diagonal connecting beams.
• 13 shows similar to the 1 and 2 Diagrams of a vehicle with articulated steering (20, 21, 22). The left diagram shows a vehicle traveling straight ahead. The right diagram shows the vehicle during steering to the right. The area (22) occupied by the articulated steering within the vehicle is hatched with diagonal lines. In both diagrams, the swivel areas (23, 24) of the front parts of the vehicles (1) are hatched with crosses. Two different cross-hatching patterns are used: The diagonal Crosses mark the areas (24) between parts of the vehicle that are clear but are passed through by the vehicle while driving. The vertical crosses mark the areas (23) around the vehicle that must be kept clear of obstacles when changing from a straight to a turning direction (left) and when changing from a straight to a turning direction (right).
• 14 shows how 13 Two diagrams of a vehicle with double-hinge steering. The left diagram again shows a vehicle driving straight ahead, while the right diagram shows a vehicle steering to the right. In both diagrams, as in Areas (23, 24) around the front part of the vehicle (1) to be kept clear are highlighted with cross-hatching - diagonal crosses for clear areas (24) through which the vehicle passes and vertical crosses for swivel areas (23) around the vehicle in the event of a change of direction.

List of reference symbols

1

Front part of a two-part vehicle

2

Rear part of a two-part vehicle

3

wheel

4

Double hinge bracket

5

Connecting axis of the double hinge for mounting on the vehicle part

6

Connecting axis between double hinge and joint of the distance regulator

7

Mounting the distance control on the vehicle part

8

Stationary joint between distance regulator and double hinge

9

Cylinder in function of a distance controller

10

Sliding joint along the axis between distance regulator and double hinge

11

Distance controller implemented with foldable boom

12

Cylinder inside the foldable boom

13

Upper static support of the double hinge element

14

Lower static support of the double hinge element

15

Double hinge element as a solid single part

16

Double hinge element with hollow space traversed by stabilizing cross braces

17

Upper part of the double hinge element - dynamic with spring element

18

lower part of the double hinge element - dynamic with hinge in the middle

19

dynamic double hinge element with cross braces, spring element and hinge

20

Articulated joint

21

Articulated joint swivel cylinder

22

Articulated joint bracket

23

Outer swivel range of the vehicle

24

Inner swivel and driving area of the vehicle

25

Connection point between cylinder and articulated joint bracket

Claims (6)

Double hinge steering for vehicles with the following features: - connects two sub-units (1, 2) of a subdivided vehicle, - produces a steering of the vehicle by actively angling the sub-units to each other - has two mutually parallel axes of rotation (5) on the double hinge, which are vertical to the vehicle and each run outside the vehicle center, characterized in that - the double hinge steering has two distance controllers (9, 11), each of which is assigned to a vehicle sub-unit (1, 2), - the active angling in the horizontal during a steering maneuver is carried out via these, - the position of the sub-units to the double hinge (13 - 19) and to each other is determined by the distance controllers (9, 11), - the distance controllers are each attached within the double hinge with a joint (8, 10), the axis (6) of which is coaxial to the axis (5) of the suspension (4) of the double hinge in the other vehicle part, - the distance regulators (9, 11), the brackets (4, 7), the axles (5, 6) and joints (8, 10) are arranged point-symmetrically around the center of the double hinge when viewed vertically from above or upwards from below - and the double hinge is aligned orthogonally to the direction of travel of the vehicle. Double hinge steering according to Claim 1 , characterized in that the double hinge is realized by a solid component (15), the height and width of which preferably correspond to or are approximated to those of the vehicle cross-section. Double hinge steering according to Claim 1 , characterized in that the double hinge includes two mutually parallel horizontal support elements (13, 14), two mutually parallel vertical components serve as axes of rotation (5) for the joints of the double hinge (4) and for the coaxially extending joints (8, 10) of the attached spacers (9, 11) and all four components together form a hollow frame-shaped double hinge element. Double hinge steering according to Claim 3 , characterized in that the frame of the double hinge element is stabilized against shear forces by diagonally running supports between the horizontal components (16). Double hinge steering according to Claim 3 , characterized in that the lower of the horizontal support elements (18) has an articulated joint in the middle, the upper support element (17) has a spring mechanism, consequently the double hinge element can be compressed or stretched and the sub-units can be twisted in a spring-loaded manner along the vehicle axis. Double hinge steering according to Claim 5 , characterized in that the upper and lower support elements are additionally stabilized to the right and left of the shock absorber or articulated joint with diagonally running supports (19).

Images