Vehicle with tilting frame and spring damper system

Abstract

The invention relates to a vehicle having a main frame (1) with at least two elastic suspension devices (48, 49), in particular elastic wheel suspension devices, which are steered by a shaft-pivoting steering system and which, opposite one another in the longitudinal direction of the vehicle, are each oriented transversely to the direction of travel and serve a contact element (3a, 3b), for example a wheel, which is driven, not driven, steerable or not steerable, - a tilting frame (2) which can be tilted relative to the main frame (1) about a tilting axis (26), - a steering tube (6) which is rotatably fixed to the tilting frame (2) about a steering axis (43) and is automatically tilted with the tilting frame (2), - at least one tie rod (7) which is connected to a tie rod actuating element (29), - a linear or rotary tie rod actuating element (29a, b) which is rotated by a guide element (30).

Description

Technical Field

[0001] The present invention relates to a vehicle having a base frame to which at least two contact elements (e.g., wheels, skids, or tracks) are attached, the at least two contact elements being steered by an Ackermann steering mechanism, and the at least two contact elements being opposite each other on both sides in the longitudinal (lateral) direction of travel. Background Technology

[0002] Preferably, the vehicle includes at least one tie rod and at least one tie rod actuating element.

[0003] In the context of the invention disclosed in this application, the term "tie rod" includes any design of a steering transmission element in which the movement of a tie rod actuating element is transmitted to a steering knuckle of a steerable contact element for steering.

[0004] The term "steering knuckle" also includes hub steering systems, such as those occasionally used in motorcycles.

[0005] The tie rod actuation element is functionally arranged—in the steering mechanism,—between the steering tube and the tie rod, and transmits steering and / or tilting movements caused by the vehicle driver to one or more tie rods, thereby changing the vehicle's direction of travel via at least one steerable contact element. Specifically, the tie rod actuation element is movably mounted in a guide element, in which it can be axially displaced or rotated.

[0006] In addition, the vehicle includes a tilting frame and a steering tube, the tilting frame being tiltable relative to the base frame and having a tilting axis, the steering tube having a steering axis that extends tilted or perpendicular to the tilting axis, wherein the steering tube is mechanically connected to the tilting frame, and wherein two contact elements are elastically attached to the base frame on both sides of the tilting frame in the longitudinal direction of travel.

[0007] In vehicles designed in this way, the driver can lie prone in a corner along with the tilted chassis while driving. For example, the camber angle of one or more steerable contact elements triggered by steering motion during cornering does not change or does not change significantly. Slight changes in the camber angle are, of course, still possible due to chassis kinematics.

[0008] Furthermore, for example, via inward and outward spring wheel frames, two contact elements are attached to the base frame on both sides of the longitudinal travel direction of the tilting frame.

[0009] If the contact element is, for example, a wheel, and is fixed to the base frame, for example, via a single wheel suspension with extension members or via casters (i.e., a not perfectly vertical axis), then the camber angle will change very little when the wheel is steered by chassis kinematics.

[0010] Furthermore, the camber angle changes due to the spring-in and spring-out of the wheel suspension, but specifically, the change in camber angle is very small. For example, the geometry and angles of the upper and lower wheel suspensions, as well as the bearings of the rotating shaft for the rotatable steering knuckle, change.

[0011] The characteristic that the wheels and / or rails are fixed to the base frame in such a way as to maintain maximum contact surface between the tire and the ground when cornering, even when the tire has a substantially flat tread: that is, the camber angle does not change or changes very little when entering a corner. Maintaining maximum contact area between the tire and the ground during cornering significantly improves safety because there is a larger friction surface between the tire and the ground. On the other hand, the full tire surface can also be used during cornering, meaning that the tire surface optimized by the tire manufacturer can also be fully utilized for the vehicle's driving and braking processes during cornering.

[0012] Alternatively, it can be envisioned that the camber angle remains unchanged or changes only slightly for the two front contact elements (e.g., the front wheels) or for the two rear contact elements (e.g., the rear wheels).

[0013] When entering a curve, such as when leaning into a curve on a motorcycle, the camber angle of the wheels and tires does not change significantly, and the tire contact area and the tire's grip on the ground also decrease.

[0014] By constructing a tilting frame that can be tilted by the vehicle driver relative to a base frame with fixed contact elements, the vehicle driver can tilt the tilting frame toward the inside of the curve according to the curve radius and curve speed, thus overcoming centrifugal force.

[0015] An exemplary design of a steering mechanism is shown in DE 10 2014 101 087 B4, in which corresponding mechanical components are arranged between the steering tube and the tie rod element, such that the particular geometric arrangement causes the tie rod to be actuated by tilting the sloping frame and / or rotating the rotary steering element.

[0016] In one embodiment of the invention, the vehicle has a stabilizer. This stabilizer is designed and intended to ensure improved driving stability of the vehicle's elastic wheel suspension during cornering. Preferably, the stabilizer also affects the vehicle's cornering behavior because it reduces chassis or frame roll.

[0017] Such stabilizing elements can be installed, for example, in the area of ​​the front axle or the area of ​​the rear axle. Furthermore, it is conceivable to install stabilizing elements on both axles. The stabilizing elements can, for example, be arranged along the axle between two rotatable or steerable contact elements of the vehicle.

[0018] In another preferred embodiment, the vehicle has a drive unit that is configured and designed to provide driving force or driving torque to the vehicle. This drive unit may preferably be arranged in different ways or located in different areas of the vehicle. For example, the drive unit may be securely connected to a base frame. This base frame is characterized in that, for example, it does not move or tilt relative to the tilting frame.

[0019] Alternatively, the drive unit can be mounted on the rear swing arm of the drive axle. In this case, the drive unit does not tilt with the tilting frame.

[0020] Another possibility is to arrange the drive unit in or on the tilt frame, such that the drive unit moves with or follows the tilt of the tilt frame. The tilt frame is characterized by, for example, the tilt frame can tilt relative to the base frame, for example, tilting to the right or left as seen in the direction of travel. By arranging the drive unit in the tilt frame, more mass moves with the tilt frame, which reduces the tendency to tilt in corners. Therefore, this arrangement provides additional safety. To bridge the tilting motion between the tilt frame and the base frame, and to transmit drive torque from the drive unit in the tilt frame to the drive elements (e.g., drive wheels or drive pinions), a rotating gear can be provided in the base frame.

[0021] The partial steering gearbox preferably has at least one ball drive joint. To increase the tilting maneuverability of the partial steering gearbox, it is also preferable to provide two ball drive joints in the partial steering gearbox.

[0022] Preferably, the drive wheel or drive pinion can be mounted on a gearbox in the tilting frame that is parallel to the tilting plane of the tilting frame, and the rotating wheel or rotating pinion can be mounted on a ball drive joint of the rotating gearbox, which is connected to the drive wheel or drive pinion via a power transmission device.

[0023] Chains or toothed belts are typically used as the power transmission device. The rotating wheels or pinions of the power transmission device and part of the steering gearbox are also arranged in the same plane as the drive wheels or pinions. Therefore, for example, the rotating wheels or pinions of the rotating gear and the drive wheels or pinions can be arranged one behind the other, or offset one behind the other; however, the rotating wheels or pinions of the rotating gear and the drive wheels or pinions can, for example, be at the same height from the ground where the contact element is located. By forming the drive wheels or pinions parallel to the tilting plane of the tilting frame, power can be transmitted from the tilting frame to the wheels via the rotating gears without generating an upward torque on the drive wheels or pinions in the tilting frame. This is crucial because, for example, if the transmission device is connected to the rear drive axle via a universal joint aligned with the direction of travel, a torque will be generated in the tilting frame during acceleration and braking, and the vehicle driver must additionally control this torque during acceleration and braking. Because the drive wheels or drive pinions are arranged in a plane parallel to the plane of the tiltable frame and the rotating gears, no torque is applied to the tilting frame during acceleration and braking, so that the tilting frame neither rises nor falls during acceleration and braking.

[0024] In another embodiment, the vehicle may, for example, have a rigid rear axle that can be spring-loaded relative to the chassis via a spring-damper system. This is, for example, the case of a so-called four-wheeled vehicle with a rigid rear axle.

[0025] For this purpose, for example, the rear axle can be connected via a swing arm to a swing bridge mounted on a base frame, allowing the rear axle to move about the swing bridge against the spring forces in a spring-damper system. Preferably, the drive unit can also be arranged on the swing arm.

[0026] It should be noted that the aforementioned drive unit may be, for example, an internal combustion engine, but an electric motor or a simple pedal drive cannot be excluded.

[0027] The vehicles described above can preferably have different configurations. For example, a vehicle can have four contact elements (e.g., tires). For example, the front axle and the rear axle can each have two contact elements.

[0028] However, other designs cannot be ruled out. For example, the vehicle could have only three contact elements, which could also be tires. It is also conceivable that the vehicle has only three contact elements, with two contact elements arranged on the front axle and one contact element arranged on the rear axle, or two contact elements arranged on the rear axle and one contact element arranged on the front axle.

[0029] In another design, the vehicle also has three contact elements, but here, for example, the two front contact elements are not designed as tires, but as skids used for steering. The vehicle may have drive tracks that serve as the third contact element, as is the case with snowmobiles.

[0030] In addition, one can envision a vessel with a drive turbine or drive propeller, in which the vessel’s direction of travel is changed accordingly by tilting the tilting frame / structure and / or by rotating the pivot steering angle, which is connected to a steerable drive turbine / drive nozzle or steering float element.

[0031] In one embodiment of the invention, the vehicle has, for example, differential gears, particularly in the drive axle or between the drive shafts of the vehicle. Thus, a vehicle with improved driving stability is provided, particularly when entering corners at very high speeds. These differential gears also include self-locking differentials, load-dependent or speed-dependent self-locking differentials, and shiftable and non-shiftable differential gears.

[0032] Preferably, the differential gear is used to stabilize the vehicle's cornering and to compensate for the speed and torque differences between two contact elements arranged and driven on both sides of the base frame.

[0033] By using differential gears, especially for rigid drive axles, the turning speed can be kept as constant as possible during cornering transitions. This is particularly advantageous during the transition from straight-line driving to cornering, where the turning speed remains constant without unexpected decreases.

[0034] Regarding this differential gear, for example, it is conceivable that in its application, it could drive only the front contact element. This could also be achieved by mounting the drive unit in a base frame at the front, between the front contact elements having a separate drive shaft, thus forming a front-wheel drive vehicle. Such a design on the rear axle, thus achieving rear-wheel drive, cannot be ruled out. Furthermore, the differential gear can be used between the driven front and rear axles in a four-wheel drive vehicle.

[0035] Furthermore, depending on the variant, the vehicle may preferably have a rigid front axle or a rigid rear axle. For example, a rigid axle may also be designed as a drive axle.

[0036] In the previously illustrated exemplary embodiments, the vehicle has wheels as contact elements, which can be fixed to a base frame, for example, via independent wheel suspensions. For example, the vehicle may have an upper wheel suspension and a lower wheel suspension at the front. For example, corresponding contact elements (e.g., wheels or skids) may be provided on the lower wheel suspension and the upper wheel suspension. In this case, for example, the front wheels are rotatably arranged relative to the base frame on a steering knuckle on the upper and lower wheel suspensions. A separate elastic wheel suspension may also be provided, which may consist, for example, of the upper wheel suspension, the lower wheel suspension, and a spring-damper element.

[0037] According to the invention, vehicle steering can be achieved in different ways. When the steering tube rotates clockwise and the tilting frame tilts clockwise (in each case, viewed from the direction of travel), the tie rod actuation element is linearly displaced laterally to the left in the direction of travel by the rotation of the steering column shaft connected to the gear segment and its rotational movement in the guide element, causing the front contact element (e.g., the wheel) to rotate clockwise about its steering knuckle, thus resulting in a rightward steering motion seen in the direction of travel. When the steering tube rotates counterclockwise and the tilting frame tilts counterclockwise, the front contact element experiences a leftward steering motion in a similar manner. For example, tilting of the tilting frame in the corresponding direction can be achieved by transferring the driver's weight.

[0038] In one embodiment of the invention, the steering system can be designed such that the tie rod is arranged on a linearly moving tie rod actuating element via a ball joint, wherein the linearly moving tie rod actuating element is connected to a steering column with handlebars via a gear segment, via a steering column shaft rotatably mounted in a guide element, and via a universal joint. When the handlebars are actuated or when the handlebars are rotated clockwise (as viewed from the direction of travel), the linear tie rod actuating element is actuated via the steering column, causing a leftward rotational or steering movement to occur in the contact element arranged on the tie rod, for example by means of a steering rod via a ball joint. This can be achieved not only by rotating the steering column clockwise but also by tilting the frame clockwise. When the handlebars or the frame are rotated / tilted counterclockwise, the steering movement occurs to the right in a similar manner. Further details can be found in the accompanying drawings.

[0039] Alternatively, in embodiments according to the invention, the steering gear can also be designed such that it does not have a linearly moving tie rod element, but rather a rotationally moving tie rod actuating element, which is rotatably mounted in a guide element via a steering column shaft. The guide element is securely connected to the base frame. In this embodiment, the steering gear has two tie rods, each of which can receive a contact element via a steering knuckle arranged on the tie rod by means of a wheel carrier. The tie rods are connected to the rotationally moving tie rod actuating element, for example, via ball joints or the like. Here, steering (i.e., rotation of the contact element) can also be achieved by rotating the handlebars and / or by tilting the frame. Furthermore, rotation of the handlebars and tilting of the frame can be performed simultaneously. Further details can be found in the accompanying drawings.

[0040] In a preferred embodiment, the steering system has a hydraulic steering damper, which dampens road irregularities that may occur, for example, when turning, without directly affecting the steering elements.

[0041] In another embodiment, the vehicle may be equipped with legally compliant electronic systems (such as ABS (Antiblockiersysteme Bremse) or ESP (Electronic Stability Program)), wheel speed sensors, gyroscope sensors, anti-skid control, and other control systems that can contribute to the safety of the vehicle and the driver.

[0042] However, the inventors discovered that when traveling at high speeds in a straight line, such a chassis design causes the tilted frame to oscillate around a vertical zero point from inside the chassis. This oscillation is generated by the driver himself, which impairs the driver's subjective perception of driving safety.

[0043] Different types of vehicles are known from existing technology.

[0044] For example, a snowmobile is known from US 7,946,371, wherein the body includes an engine and a drive unit, and the body can tilt in a curve relative to the front chassis by using a torsion spring that allows rotational action between the tilting body and the chassis.

[0045] US 7,722,063 discloses a vehicle with tilting technology, wherein the vehicle body is tilted by a drive unit.

[0046] FR 2 946 944 also describes a vehicle with tilting technology and a very complex steering mechanism with multiple cables.

[0047] US 7,249,647 describes a steering mechanism for a snowmobile adapted to apply higher pressure to the outer skis than to the inner skis when turning. The steering mechanism is adapted in such a way that it includes suspension during the snowmobile's steering movements.

[0048] US 6,234,262 discloses a steering and suspension system for a snowmobile, the system having a steering link that connects the steering handle to a steering shaft on the snowmobile and causes the outer snowmobile to move outward and the inner snowmobile to move inward toward the snowmobile during snowmobile steering.

[0049] Therefore, the object of the present invention is to provide a vehicle that improves driving stability during high-speed straight-line forward travel, thereby enhancing the driver's subjective perception of driving safety. According to the invention, this object is solved by the subject matter of independent claim 1. Advantageous embodiments and further embodiments are the subject matter of the dependent claims. Summary of the Invention

[0050] Now, in order to specifically illustrate a vehicle that can improve the driving stability of a vehicle, especially when traveling straight forward at very high speeds, the present invention particularly utilizes the idea of ​​installing a linearly acting spring-damper system between the vehicle's base frame and tilting frame.

[0051] Therefore, in particular, the present invention is based on the consideration that the vehicle has at least one linearly acting spring damper system installed between the tilt frame and the base frame in order to reduce the swaying oscillation of the tilt frame that occurs near the vertical zero position of the tilt frame.

[0052] According to an embodiment of the invention, the vehicle therefore includes a base frame to which at least two elastic suspensions (particularly elastic wheel suspensions) are attached for contact elements (e.g., wheels) that can be steered by a steering knuckle and are located on either side of the longitudinal direction of travel, the contact elements being transverse to the direction of travel in each case. Furthermore, the vehicle according to the invention described herein includes a tilting frame and a steering tube that can tilt relative to the base frame along a tilting axis, and the steering tube is rotatably attached to the tilting frame along the steering axis, whereby the steering tube automatically tilts with the tilting frame.

[0053] Furthermore, the vehicle according to the invention includes at least one tie rod connected to a tie rod actuating element, wherein the tie rod actuating element is linearly or rotatably movable, and steering torque is transmitted via a rotating connector in a guide element, wherein the tie rod actuating element is linearly or rotatably movable by tilting the sloping frame about a tilt axis, and independently, linearly or rotatably movable by rotating the steering tube about a steering axis in such a way that the steering contact element generates steering motion via the tie rod actuating element through at least one tie rod, and the camber angle of the contact element (especially the wheel) does not change significantly during cornering.

[0054] According to the present invention, the vehicle includes at least one spring damper system adapted and designed to reduce the oscillating tilt of the chassis about a vertical zero position when traveling at high speed in a straight line, and to improve the driver's subjective perception of driving safety.

[0055] According to at least one preferred embodiment, a spring damper system is arranged between the tilting frame and the base frame, whereby the tilting frame tilts about a tilt axis. This tilting is preferably triggered by the driver's tilting or movement. Preferably, the tilting frame and the drive unit tilt together about the tilt axis.

[0056] The spring damper system preferably comprises at least two spring damper units, which are arranged vertically (or inclined inwards) and symmetrically to each other at a horizontal distance. These at least two spring damper units preferably have a spring and / or hydraulically actuated damper system. The spring and / or hydraulically actuated damper elements are also preferably arranged vertically and at a horizontal distance from each other. More preferably, the spring damper system is arranged between the base frame and the tilting frame, thereby acting simultaneously on both sides, particularly in each tilting direction.

[0057] Preferably, each spring damper unit is arranged on the tilt frame via a first mounting point and on the base frame via a second mounting point. When the vehicle travels in a straight line, the first and second mounting points are arranged on a linear axis relative to each other, and in particular, when traveling in a straight line, this tilt axis vertically (not necessarily) passes through the tilt frame and / or the base frame.

[0058] The horizontal symmetrical distance between the pickup point on the tilt frame and the pickup point on the base frame may differ at the vertical zero point of the tilt frame, but they are usually located on the same horizontal line.

[0059] In addition, each spring damper unit is positioned at a horizontal distance from the tilt axis at its upper mounting point, which extends almost through the tilted frame.

[0060] Furthermore, each spring damper unit is positioned at a horizontal distance from the inclined axis at its lower mounting point, the inclined axis almost penetrating the base frame. Particularly preferably, the inclined axis is arranged at the center between the spring damper units such that the distance from the left spring damper unit to the inclined axis is equal to the distance from the right spring damper unit to the inclined axis.

[0061] For this purpose, the spring damper unit can also be positioned at a distance in the vertical direction from the inclined axis, which almost runs through the base frame.

[0062] When the tilting frame swings to the left, the distance between the first and second pickup points of the left compression spring element decreases, resulting in an increase in the compression spring force. Combined with the effective distance between the left spring damper unit and the tilt axis, and depending on the tilt angle of the tilting frame towards the vertical zero position, this leads to an increase in the torque (or positive torque) acting on the right side. Simultaneously, the distance between the first and second pickup points of the right compression spring element increases, resulting in a decrease in the compression spring force. Combined with the distance of the right spring damper unit, and depending on the tilt angle of the tilting frame towards the vertical zero position, this leads to a decrease in the torque (or negative torque) acting on the left side. Therefore, the sum of the torques acting on the right and left sides causes the torque acting on the right side of the tilting frame to tilt to the left towards the vertical zero position.

[0063] Due to the arrangement shown, with the pickup point at the bottom of the spring-damper unit positioned at a distance g below the tilt axis, when the tilt frame tilts to the left, an increased effective distance on the left and a decreased effective distance on the right are generated. Combined with the decrease in the left-side distance for the left-side spring-damper unit and the increase in the right-side distance for the right-side spring-damper unit, this generates a rightward torque, which is further amplified by the increased tilt angle of the tilt frame towards the vertical zero position. Therefore, this kinematic arrangement generates a reinforced rightward torque towards the vertical zero position for compressing the spring and damper units. At the vertical zero position, the effective distance is the same.

[0064] If the distance g is above the tilt axis, the effective distance decreases and increases as the tilt frame tilts to the left.

[0065] If a tension spring is used instead of a linearly acting compression spring, the effect may be the opposite.

[0066] By using different spring rates for the compression springs, different damping rates for the damper elements, and corresponding arrangements of the lower mounting points on the base frame, the torque curves of the left or right spring damper unit, as well as the torque curves generated according to the tilt angle of the tilted frame, can be significantly influenced or adjusted to meet the driver's needs.

[0067] Once the tilting frame tilts to the left or right from its vertical zero position, this arrangement generates a torque acting on the left side and a torque acting on the right side of the tilting frame.

[0068] When the tilting frame swings to the right, the compression of the left compression spring, the extension of the right compression spring, and their difference generate a positive torque to the right in the direction of the vertical zero position. When the tilting frame swings to the left, the compression of the right compression spring, the extension of the left compression spring, and their difference generate a positive torque to the left in the direction of the vertical zero position.

[0069] When hydraulic damper elements are used instead of compression spring elements, there is a damping force instead of a compression spring force when the tilting frame swings to the left or right.

[0070] According to at least one embodiment, the spring damper units are preferably rotatably or vertically symmetrically mounted in respective bearings. Through an advantageous direct connection of the spring damper system, for example via bolts arranged at the top and bottom, the spring damper system or two spring damper units counteract the vertical alignment of the tilting frame and generate counteracting moments. The term "top" refers to the arrangement of the spring damper system or spring damper units on the tilting frame, while the term "bottom" refers to the arrangement of the spring damper system or spring damper units on the base frame. In this arrangement, the spring elements (particularly compression springs) and damper elements act on the same side and are parallel to each other.

[0071] In the vertical zero position of the tilted frame, the compression springs arranged on both sides may be without pretension or without additional pretension.

[0072] If the compression spring is pre-stretched on both sides, the compression spring and spring damper system acts on both sides.

[0073] If the compression spring is not pre-stretched on both sides, the compression spring and spring damper system acts on one side.

[0074] Through an advantageous indirect connection of the spring-damper system, such as via a bolt at the bottom and via an elongated hole or free travel at the top, only one spring-damper unit acts on the tilting frame when the tilting frame is tilted about a distance f. The advantage of this is that it generates a centering effect on the tilting frame in the vertical position at the vertical zero point. This centering effect can be adjusted by changing the preload of the spring, which is preferably designed as a compression spring or a tension spring. In this arrangement, the spring element (especially a compression spring) and the damper element act on one side.

[0075] Furthermore, two or more compression springs with different spring rates, basic lengths, and free strokes can be installed in the spring damper unit. This allows for the generation of nonlinear compression spring characteristics based on the tilt angle. For this purpose, the damper element can also be fixed at the upper mounting point via the free stroke, thus operating unilaterally. Due to the unilateral effect of the damper element, the compression and rebound stages can be variably adjusted, for example, by setting the compression stage higher than the rebound stage in a hydraulically actuated damper element. This arrangement allows for variable spring damper characteristics.

[0076] This allows for the creation of spring-damped systems that act on one side and / or the same side, consisting of two distinct spring units that have variable torque characteristics when the chassis tilts or sways, in order to minimize the tendency to sway around the vertical zero line.

[0077] Therefore, the spring in the spring damper unit is preferably a compression spring, a tension spring, a gas pressure spring, a gas tension spring, or a similar spring. The characteristic curve of the spring design can be linear, asymptotic, or decreasing.

[0078] Preferably, the spring elements or damper elements of the spring damper unit may be optionally connected or arranged in series or in parallel, depending on the spring force or damping force that will be counteracted by the tilting of the tilting frame, or depending on the spring characteristics or damper characteristics, the tilting frame tilting according to the tilt angle and tilt angular velocity about the vertical zero position of the tilting frame.

[0079] As described above, the spring element can be a mechanical compression spring, a tension spring, a gas compression spring, or a gas tension spring. Furthermore, preferably, a rubber element or a combination of the listed spring types is also conceivable. Advantageously, the compression and tension springs can be designed with different spring rates (in N / mm), specifically, the tension spring has preload at zero position, while the compression spring typically has no preload at zero position. The preload of the compression spring can be continuously adjusted by a linear adjustment unit. This adjustment of the compression spring's preload can be performed by an electric and / or hydraulic and / or mechanical adjustment unit of the actuator.

[0080] The damper element, which acts via hydraulic fluid, preferably has an adjustable spring-off stage or an adjustable compression stage in the release piston of the damper element. These adjustable spring-off stages or adjustable compression stages are preferably effective when the hydraulic fluid in the damper element is subjected to tensile or compressive stress, and when the hydraulic medium flows from the upper chamber to the lower chamber through the spring-loaded valve in the release piston, depending on the presence of tensile or compressive stress.

[0081] The flow rate of hydraulic medium passing through the release piston of the hydraulic damper element can be set within the range of 0%-100% via a manual / electric / hydraulic adjuster. Therefore, it is also possible to stop the spring damper unit when the hydraulic medium at 0% flow rate passes through the release piston, thereby fixing the tilt of the tilting frame in any position.

[0082] It is particularly advantageous to use two independently acting hydraulic damper elements, i.e. there is no hydraulic connection between the left and right damper elements.

[0083] However, it is also conceivable to use a spring element only on the left or right side, or a damper element only on the left or right side, to reduce the swaying tilt around the vertical zero point.

[0084] According to at least one embodiment, the hydraulic damper elements are preferably arranged on the left and right sides, at a distance d from the center of the vertical plane of the inclined axis, starting parallel or symmetrically from the lower rotatable attachment point and oriented inward at an angle.

[0085] Furthermore, the spring damper system can preferably be formed by at least two spring cylinder units, in which case no spring loading valve for the rebound stage and compression stage is provided in the aforementioned separating piston.

[0086] According to at least one further preferred embodiment, the hydraulic spring cylinder units are interconnected via hydraulic directional control valves and hydraulic lines, thereby preferably generating a hydraulic volumetric flow rate between the left spring cylinder unit and the right spring cylinder unit.

[0087] The hydraulic directional control valve can regulate, release, or block the volumetric flow rate of the hydraulic medium or change its flow direction. The directional valve is preferably adjustable manually, electrically, hydraulically, or a combination of manually, electrically, and hydraulically, thereby preferably regulating the volumetric flow rate between the damper elements, and thus adjusting the damping force. Furthermore, the lower chamber of the spring damper system can be used as a hydraulic cylinder via a pressure generating unit (e.g., a hydraulic tank pump unit, a gas pressurization cylinder, or the like) and corresponding control valves and actuators (e.g., switches, cylinders, electric actuators, magnetic actuators, or the like) or sensors (e.g., sensors detecting impact angle, speed, etc.) and an electronic control unit. This allows the tilt of the chassis to be preferably controlled or adjusted based on the cornering radius and / or cornering speed if the driver wishes to provide active support.

[0088] Preferably, a directional control valve is used as an electrically controllable shut-off valve for hydraulic volume flow between the spring cylinder units, which means that the hydraulic volume flow between the left and right hydraulic cylinders is cut off, and tilting of the tilting frame is also prevented.

[0089] Furthermore, the hydraulic tilt damping of the swaying motion can preferably be achieved via a rotary damper with rotational action. This hydraulic rotary damper can advantageously be connected directly or indirectly to the tilt axis in the base frame via a lever link. Adjustment of the rotation angle damping occurs when the tilting frame rotates to the left or right.

[0090] The listed elements can preferably be combined with each other in any geometric and / or functional arrangement.

[0091] Preferably, it also includes a volumetric flow valve or pressure compensation tank, which maintains system pressure or is used for pressure compensation in a closed hydraulic system.

[0092] Furthermore, the friction element on the tilting axis can preferably positively influence the tilting frame to oscillate around the vertical zero position.

[0093] According to at least one embodiment, the tie rod actuating element is moved via a guide element attached to the base frame, and is preferably mounted to be linearly or rotatably movable. Preferably, the tie rod actuating element can be moved in the guide element by tilting the chassis, and independently, can be moved in the guide element by rotating the steering tube, for actuating at least one tie rod in such a way that the tie rod actuating element preferably performs linear or rotational movement within the guide element.

[0094] According to at least one embodiment, a drive unit for driving a vehicle is mechanically attached to a tilting frame and / or a base frame and / or a drive axle swing arm.

[0095] According to at least one embodiment, the drive unit is preferably in the form of a pedal drive, an electric drive, an internal combustion engine drive, or other types of drive.

[0096] According to at least one embodiment, the drive unit is advantageously housed in the tilting frame, and a rotary gear is provided to bridge the rotational movement between the tilting frame and the base frame, the rotary gear preferably having at least one ball drive joint.

[0097] Furthermore, the complete disclosures of publication numbers DE102014101087 A1, DE102012107154 A1, DE 10 2017 001 556 A1, and DE 10 2017 001 557 A1 are incorporated herein by reference. This means that each feature disclosed in those publications is also part of the disclosure of this application. Attached Figure Description

[0098] The invention described above will now be explained in more detail with reference to examples of embodiments and related drawings.

[0099] In the attached diagram:

[0100] Figure 1 A front perspective view of a vehicle according to the present invention is shown;

[0101] Figure 2 A schematic diagram of a steering mechanism with a linearly moving tie rod actuation element is shown.

[0102] Figure 3 A schematic diagram of a steering mechanism with a lateral tie rod actuating element with rotational movement is shown.

[0103] Figure 4 A first embodiment of the spring damper system according to the present invention is shown;

[0104] Figure 5 It shows Figure 4 The figure shown is a cross-sectional view of the spring damper system according to the present invention;

[0105] Figure 6 Another embodiment of the spring damper system according to the present invention is shown;

[0106] Figure 7 Another embodiment of the spring damper system according to the present invention is shown;

[0107] Figure 8 Another embodiment of the spring damper system according to the present invention is shown;

[0108] Figure 9 Another embodiment of the spring-damped system according to the invention is shown; and

[0109] Figure 10 A supplementary embodiment as a snowmobile is shown. Detailed Implementation

[0110] Figure 1 A front perspective view of the vehicle according to the invention described herein is shown. The vehicle according to the invention has a base frame 1 and a tilting frame 2, which is tilted on a tilt axis 26 in the base frame 1 and can tilt by the driver transferring their own weight during cornering. Corresponding wheels or skids are provided as contact elements 3a, 3b on the lower wheel suspension 49 and the upper wheel suspension 48 of the base frame 1, wherein the front wheels 3a, 3b are rotatably arranged relative to the base frame 1 on corresponding steering knuckles 4 on the upper wheel suspension 48 and the lower wheel suspension 49, and are used to change the direction of travel of the vehicle.

[0111] The front wheel 3a is equipped with a steering knuckle 4, which allows the front wheel 3a to turn around the axis of rotation 16, so that the camber angle or camber angle 54 remains almost constant when turning.

[0112] It can also be seen that the vehicle has a base frame 1 on which a tilting frame 2 is arranged, the tilting frame being adapted and intended to tilt relative to the base frame 1. According to the diagram shown, tilting of the tilting frame relative to the base frame is possible, for example, via a tilting axis 26. Furthermore, the vehicle has handlebars 5 and a steering tube 6 connected to the handlebars. The front axle is designed as a steering axle and has an upper wheel suspension 48 and a lower wheel suspension 49. These wheel suspensions 48, 49 carry wheel supports 33 on both sides via a pivot shaft 16, which can accommodate contact elements 3a, 3b, wherein the contact elements are designed as wheels. The front wheels 3a, 3b are fixed to the base frame 1, for example, via a separate wheel suspension, which may include a spring-damper element 51 and one or more lateral links of different designs.

[0113] To achieve better stability during driving, the steering system also has a stabilizer 12, which extends from one contact element 3a to another contact element 3b, for example, between the upper wheel suspension 48 and the lower wheel suspension 49.

[0114] According to the diagram, the tilt frame spring damper system 75 is positioned approximately at the center of the vehicle. This system consists of two spring damper units 70. Each spring damper unit 70 connects the base frame 1 to the tilt frame 2 and ensures that the tilt frame 2 can tilt relative to the base frame 1 in a damped manner. The spring damper unit also provides a restoring force required to "push" the tilt frame back to its original position. Reducing the tendency to oscillate around the vertical zero point is of paramount importance.

[0115] An energy storage unit 21, a drive unit 14, and a rotary gear 19 can be installed in the tilting frame 2. The drive unit 14 is, for example, an internal combustion engine, and the energy storage device 21 is, for example, a fuel tank that supplies the internal combustion engine with the required fuel.

[0116] Furthermore, the drive unit 14 has a rotary gear drive pinion 47 and a rotary gear pinion 23 arranged thereon. A power transmission device 22 (e.g., in the form of a toothed belt) is arranged on these pinions 47. According to the figure, the rotation of the pinions can drive a rotary gear 19, which has a ball drive joint 20.

[0117] The use of a rotating gear 19 with an integrated ball drive joint 20 enables the drive unit 14 to transmit power via the power transmission device 22, so that the rotating wheel 23 transmits power from the tilting frame 2 to the base frame 1 via the oscillating gear-drive pinion 47, and allows the power transmission device 22 to transmit power to the contact elements 3a, 3b to be driven.

[0118] Here, the rear axle 45 is connected to the vehicle via a swing arm 18. Furthermore, the rear axle 45 is designed as a drive axle 58, and therefore has a drive shaft 59 and a differential gear 57.

[0119] Since the vehicle shown here is, for example, a four-wheeled vehicle, it has foot pedals 109 on both sides, which are connected to the tilting frame, and the driver can place his feet on the foot pedals while driving.

[0120] The connecting rod 53 mechanically connects the stabilizing element to the lower wheel suspension 49.

[0121] Figure 2 A schematic perspective view of a steering mechanism with a linearly moving tie rod actuating element 29a is shown. Here, the steering arm 5 can be seen, which is connected to the tilt frame 2 via a steering tube 6 and a linearly acting pivot bearing 106. The handlebars 5 can rotate about the steering axis 43 for positive steering 35 and negative steering 36. The steering tube 6 is connected to the steering column 102 via an upper universal joint 100. The steering column 102 has a steering column angle 103 at which it is tilted relative to the vertical zero position 52. At the lower end of the steering column, the steering column 103 terminates at a lower universal joint 100, which is arranged at a distance c 104 from the tilt axis 26. The lower universal joint 100 is connected to a steering column shaft 98, which rotates about the vertical axis. This lower universal joint is mounted in a guide element 30 and connected to the steering column 102 via the steering column angle 103. On the steering column shaft 98 itself, a rotary gear segment 108 is connected to a tie rod actuation element 29a, which is linearly displaceable laterally in the direction of travel and has an integrated rack. A guide element 30 is securely connected to the base frame.

[0122] The tilting frame can tilt relative to the base frame 1 along the tilting axis 26 in a positive tilt 37 and a negative tilt 38.

[0123] The driver's steering movements at the pivot angle 27 can also be assisted by an electric or electro-hydraulic servo motor 107.

[0124] The steering system has a linearly movable tie rod actuating element 29a, which is rotatably mounted in the guide element 30 via a steering column shaft 98 having a rotatable gear segment 108. Ball joints 42 are arranged on either side of the linearly movable tie rod actuating element 29a, and tie rods 7 are arranged on the ball joints. The tie rods 7 lead to another ball joint 42, whereby the ball joint is connected to the steering knuckle 4 via a steering rod 31. The steering knuckle 4 can rotate about a rotation axis 16 with positive rotation 55 and negative rotation 56. Positive rotation 55 corresponds to right turn in the vehicle's direction of travel, and negative rotation 56 corresponds to left turn in the vehicle's direction of travel. Due to the respective steering, a positive displacement 39 or a negative displacement 40 of the tie rod can occur. This changes the steering angle 10 of the contact element.

[0125] The dimension of distance c 104 can be variably determined by combining the angles of the steering column 103 and the universal joint 100. The positive displacement 39 and negative displacement 40 of the tie rod drive elements 29a and 29b can be affected by the tilt of the tilted frame 2.

[0126] Figure 3 A schematic perspective view of a steering mechanism with a rotary tie rod actuating element is shown. This embodiment is related to... Figure 2 The difference in the illustrated embodiment is that the tie rod 7 is connected to a rotary-actuated tie rod actuating element 29b. In this case, the tie rod 7 again has a ball head 42, through which the tie rod 7 is arranged on the rotary-moving tie rod actuating element 29b, since the rotary-moving tie rod actuating element 29b can be rotatably mounted in the guide element 30 via the steering column shaft 98.

[0127] Other reference numerals correspond to Figure 2 The characteristics of [the text] will not be elaborated here to avoid redundancy.

[0128] Figure 4 A first embodiment of the spring damper system 75 according to the present invention is shown. The spring damper system 75 has at least two spring damper units 70, each of which has a linearly acting spring 63 or a linearly acting compression spring 89. The spring damper units 70 are directly arranged on the tilting frame 2 via an upper mounting point 91b and directly arranged on the base frame via a lower mounting point 91a.

[0129] The spring damper unit 70 is connected to the tilt frame 2 and the base frame 1 via a bottom mounting point 91a and a distance d 111 or a top mounting point 91b and a distance f 115. In this embodiment, the spring damper unit 70 is connected to the tilt frame via the top mounting point 91b and to the base frame 1 via the bottom mounting point 91a in a direct connection (e.g., bolted connection).

[0130] Figure 4 Specifically, the tilting of the tilting frame 2 to the left is shown. When the vehicle turns or when the tilting frame swings to the left, the spring damper system 75 has a tilt angle 28, wherein the tilting frame 2 tilts from the zero position 52 at this tilt angle 28. Here, reference numeral 119 indicates the vertical distance g between the tilt axis 26 and the mounting point 91a.

[0131] It can be seen that when tilting to the left, the effective distance xL 60b at the left spring damper unit 70 increases, and the distance eL 114 between mounting points 91a and 91b decreases. Correspondingly, the effective distance xR60a at the right spring damper unit 70 decreases, and the distance eR 114 between mounting points 91a and 91b increases.

[0132] Therefore, when the tilting frame 2 swings to the left, there is a rightward torque toward the vertical zero position 52.

[0133] In this embodiment, a linearly acting damper 61 or a linearly acting spring 63 is arranged in a parallel circuit 65. The spring 63 is preferably a linearly acting tension spring or a linearly acting compression spring. Each spring damper unit 70 also preferably has a pressure compensation element 118 to prevent bubbling of the hydraulic medium.

[0134] Reference numeral 26 indicates the tilt axis 26 of the tilting frame 2, which passes through the base frame 1. Reference numeral 66 further indicates a manual and / or electric and / or hydraulic adjuster for the spring 63, wherein, in particular, the preload of the compression spring is adjustable.

[0135] Figure 5 It shows Figure 4 The diagram shows a cross-sectional view of the spring-damped system 75. Reference numerals 67 and 68 refer to the damping of the aforementioned rebound or compression stage, which can be adjusted via adjuster 66. In this embodiment, a linearly acting damper 61 is shown.

[0136] Reference numeral 101 further indicates a separating piston, which, in this embodiment, when tilted to the left, moves downward in the left spring damper unit 70 and upward in the right spring damper unit 70, thereby causing the hydraulic fluid 112 to move upward (left spring damper unit) or downward (right spring damper unit).

[0137] Furthermore, the figure shows the positive restoring force 116 or negative restoring force 117 of the spring damper unit 70 and the positive tilt 37 or negative tilt 38 of the tilting frame 2.

[0138] Component 76 represents an adjusting element used to set the preload of the compression spring.

[0139] Figure 6A spring damper system 75 with a hydraulic connection 113 and a valve unit 97 is shown. In this embodiment, the spring damper system 75 has two spring cylinder units 110, which are connected to the base frame 1 and the tilting frame 2 in a corresponding manner, and each spring cylinder unit has a linearly acting spring 63. However, compared with... Figure 4 and Figure 5 In contrast to the embodiment shown, the spring cylinder unit 110 is arranged here as a series connection device 64. The arrangement of the spring cylinder unit 110 on the tilting frame 2 or on the base frame 1 is again achieved by direct connection via mounting points 91a and 91b.

[0140] Valve unit 97 controls the flow rate, flow rate, and flow direction of hydraulic fluid 112 between spring cylinder units 110. Valve unit 97 is connected to spring cylinder unit 110 via hydraulic line 113. The function of valve unit 97 can be adjusted manually and / or electrically and / or hydraulically.

[0141] Figure 7 Another illustration shows a spring damper system 75 with two spring cylinder units 110. In this illustration, the spring damper system 75 has the aforementioned pressure generating unit 93, which, if the driver wishes to provide active assistance, is connected via a valve unit 97 to an actuator 95, a sensor 94, and an electronic control unit 96 to control or adjust the tilt of the leaning frame 2 according to the cornering radius and / or cornering speed. Reference numeral 113 further indicates hydraulic lines, and reference numeral 99 indicates electrical connections.

[0142] Figure 8 Another embodiment of the spring-damper system 75 according to the invention is shown, wherein in this embodiment, the spring-damper system has a rotationally acting damper 62. In this illustration, the spring-damper system 75 has two linearly acting compression springs 89. The rotationally acting damper 62 is preferably arranged on an inclined axis 26.

[0143] Figure 9 Another embodiment of the spring-damper system 75 according to the invention is shown. In this arrangement, the spring-damper unit is directly connected to the base frame 1 at the lower mounting point 91a and indirectly connected to the tilting frame 2 via an elongated hole at the upper mounting point 92b. However, in this embodiment, the linear action damper 61 is assigned idle strokes h3 and h7, the inner compression spring 89 is assigned idle strokes h1 and h7, and the outer compression spring 89 is assigned idle strokes h2 and h7.

[0144] Figure 10A supplementary embodiment of the vehicle as a snowmobile is shown. Here, a base frame 1 and a tilting frame 2 that can tilt relative to the base frame are also visible. Here, the tilting frame is also damped by the tilting of the tilting frame relative to the base frame 1 via a tilting frame spring damper unit 70. Here, a steering mechanism is also visible, which also has an upper wheel suspension 48 and a lower wheel suspension 49, wherein the steering mechanism is again actuated by the handlebars 5 or by tilting the tilting frame. Here, the snowmobile has at least one skid 24 instead of the wheels shown in the figure as the contact element, although the snowmobile may also have two skis at the front. One or more rails 24 are again held by a steering knuckle 4.

[0145] An energy storage unit 21, a drive unit 14, and a drive pinion 41 can be installed in the tilting frame 2. The drive unit 14 is, for example, an internal combustion engine, and the energy storage unit 21 is, for example, a fuel tank that supplies the required fuel to the internal combustion engine. A drive sprocket can drive a power transmission element (e.g., a drive chain 46) that transmits power to the snow drive track 25. The snow drive track 25 is mounted on the snowmobile via a swing arm 18, which is also damped by a spring damper element 51.

[0146] Here, the driver can also place their foot on the foot pedal 109 while driving. However, in the illustrated embodiment, the foot pedal 109 has been securely connected to the base frame 1.

[0147] This invention is not limited to the description and embodiments. Rather, it includes any new features and any combination of features, and particularly includes any combination of patent claims, even if the feature or combination of features is not explicitly stated in the patent claims or exemplary embodiments.

[0148] List of reference numerals

[0149] 1. Base frame

[0150] 2. Tilted frame

[0151] 3a, 3b Contact elements (wheels, skids, tracks)

[0152] 4. Steering knuckle

[0153] 5 handlebars

[0154] 6. Steering pipe

[0155] 7. Tie rod

[0156] 10° turning angle λ

[0157] 12 stabilizing elements

[0158] 14. Drive Units (Pedal Driver, Internal Combustion Engine, Electric Motor)

[0159] 16 Rotational axes

[0160] 18 Swing Arm

[0161] 19. Oscillating Gear

[0162] 20 ball drive joint

[0163] 21 Energy Storage Units

[0164] 22 Power transmission device

[0165] 23 Pivoting gear or pinion / rotating gear pinion

[0166] 24 Sleds

[0167] 25 Snow-drive tracks

[0168] 26 Inclined axis

[0169] 27 Pivot angle α

[0170] 28. Tilt angle β of the tilted frame

[0171] 29a Linear tie rod actuation element

[0172] 29b Rotating tie rod actuating element

[0173] 30 Guide elements

[0174] 31. Steering rod

[0175] 33-wheel frame

[0176] 35° Positive Rotation Direction

[0177] 36 Negative Rotation Direction

[0178] 37. Positive tilt of tilt frame 2

[0179] 38 Negative tilt of the tilted frame 2

[0180] 39 Positive displacement tie rod

[0181] 40 Negative displacement tie rod

[0182] 41 Drive pinion

[0183] 42 ball joint

[0184] 43 Steering axis

[0185] 44 Front axle

[0186] 45 Rear Axle

[0187] 46 Power Transmission

[0188] 47. Oscillating gear - driving pinion

[0189] 48 Upper wheel suspension

[0190] 49 Lower wheel suspension

[0191] 51 Chassis Spring Damper Components

[0192] 52 Vertical Zero Position Z

[0193] 53 Connecting rod

[0194] 54 outward tilt angle

[0195] 55. Forward rotation of the steering knuckle - rightward travel direction

[0196] 56. Negative rotation of the steering knuckle - to the left (direction of travel)

[0197] 57. Compensating elements, differential gears, differential gears

[0198] 58 drive axle

[0199] 59 Drive shaft

[0200] 60a, xR Right side effective distance

[0201] 60b, xL Left effective distance

[0202] 61 Linear damper

[0203] 62 Rotary damper

[0204] 63 Linear-acting springs

[0205] 64 in series

[0206] 65 Parallel

[0207] 66 Manual and / or electric and / or hydraulic regulators

[0208] 67 Rebound Damper

[0209] 68 Compression damper

[0210] 70 Spring Damper Unit

[0211] 75 Spring Damper System

[0212] 76. Adjust the preload compression spring

[0213] 77, h1, h2, h3 are empty journeys, free movement.

[0214] 89 Linear-acting compression spring

[0215] 91a Direct bolt connection at the bottom of the pickup point

[0216] 91b Direct pin connection at the top of the pickup point

[0217] 92b Indirect slot connection at the top of the pickup point

[0218] 93 Pressure generating unit

[0219] 94 sensors

[0220] 95 Actuator

[0221] 96 Electronic Control Unit

[0222] 97 Valve Unit

[0223] 98 Steering column shaft

[0224] 99 Electrical Connections

[0225] 1000 universal joint

[0226] 101 Separating Piston

[0227] 102 Steering Column

[0228] 103 Steering column angle γ

[0229] 104 Distance c (tilt axis - center of universal joint)

[0230] 106 Linear Action Pivot Bearing Steering Column

[0231] 107 Servo Motor (Electric and / or Hydraulic) Steering

[0232] 108 Gear Segments

[0233] 109 Foot Pedal

[0234] 110 Spring Cylinder Unit

[0235] 111 The distance d of mounting point 91a on base frame 1

[0236] 112 Hydraulic fluid

[0237] 113 Hydraulic pipeline

[0238] 114 The distances eL and eR between a mounting point 91a on base frame 1 and a mounting point 91b on tilt frame 2

[0239] 115 (distance f from mounting points 91b and 92b on the tilted frame 2)

[0240] 116 Positive Restoring Force / Damping

[0241] 117 Negative Restoring Force / Damping

[0242] 118 Pressure compensation element

[0243] 119 Vertical distance g between inclined axis 26 and mounting point 91a

Claims

1. A vehicle having a base frame (1) to which an elastic suspension (48, 49) capable of being steered by an Ackermann steering mechanism is attached, the elastic suspension being for driving, non-driving, steerable and non-steerable contact elements (3a, 3b). - A tilting frame (2), which is capable of tilting relative to the base frame along the tilting axis (26). - Steering tube (6), which is rotatably attached to the tilt frame (2) along the steering axis (43), and the steering tube is connected to the tilt frame (2) and tilts automatically with the tilt frame (2). - At least one tie rod (7), said tie rod being connected to a linear tie rod actuating element (29a) or a rotary tie rod actuating element (29b), wherein - The linear tie rod actuating element (29a) is linearly movable and mounted in the guide element (30). - The rotating tie rod actuating element (29b) is rotatably rotatable within the guide element (30). - Lower universal joint (100) and upper universal joint (100). in, The linear tie rod actuation element (29a) or the rotary tie rod actuation element (29b) is displaced or rotated by tilting the tilt frame (2) about the tilt axis (26), and independently, by rotating the steering tube (6) about the steering axis (43), so that the steerable contact elements (3a, 3b) are steered by means of the tie rod (7) via the linear tie rod actuation element (29a) or the rotary tie rod actuation element (29b), and during cornering, the camber angle (54) of all contact elements (3a, 3b) changes slightly, characterized in that, The tilting frame (2) is connected to the base frame (1) via a spring damper system (75), the lower universal joint (100) is securely connected to the base frame (1) via a steering column shaft (98) and the guide element (30), and the upper universal joint (100) is tilted to the tilting frame (2) via the steering tube (6).

2. The vehicle with a base frame (1) according to claim 1, in The lower universal joint (100) is arranged at a distance c (104) from the inclined axis (26).

3. The vehicle with a base frame (1) according to claim 1, in The upper universal joint (100) is connected to the tilt frame (2) via the steering column (102), and the upper universal joint is arranged at a steering column angle γ (103) with the vertical zero position Z (52).

4. The vehicle with a base frame (1) according to claim 1, in The spring damper system (75) includes at least two spring damper units (70), and the at least two spring damper units are arranged to be horizontally separated from each other by a distance d (111).

5. The vehicle with a base frame (1) according to claim 1, in The spring damper system (75) is connected to the base frame (1) via the lower mounting point (91a) and to the tilting frame (2) via the upper mounting point (91b), and acts on both sides simultaneously.

6. The vehicle with a base frame (1) according to claim 4, in The spring damper system (75) is arranged between the base frame (1) and the tilt frame (2), the spring damper unit (70) acts on one side of the tilt frame (2), and the opposite spring damper unit (70) does not act on the tilt frame (2) through the idle stroke (77).

7. The vehicle with a base frame (1) according to claim 4, in In the spring damper unit (70), the rebound damper (67), the compression damper (68), and the adjusting preload compression spring (76), together with the control unit (96) and the sensor (94), are manually and / or electrically and / or hydraulically adjusted.

8. The vehicle with a base frame (1) according to claim 7, in The tilt angle β (28) of the tilt frame (2) is changed by the spring damper system (75), which consists of spring cylinders (110) arranged in parallel. The tilt frame is controlled or adjusted by the control unit (96), which consists of a pressure generating unit (93), a valve unit (97), the sensor (94), and an actuator (95).

9. The vehicle with a base frame (1) according to claim 8, in The spring damper system (75) consists of symmetrically arranged spring cylinders (110) connected to the valve unit (97) via a hydraulic connection device (113), the valve unit having a manual and / or electric and / or hydraulic regulator (66).

10. The vehicle with a base frame (1) according to claim 1, in The elastic suspension is an elastic wheel suspension.

11. The vehicle with a base frame (1) according to claim 1, in The contact element is a wheel.

12. The vehicle with a base frame (1) according to claim 4, in The at least two spring damper units are symmetrical and vertical.

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