Three-wheeled vehicle comprising a multi-piece frame

Abstract

The invention relates to a vehicle (1), in particular a truck, comprising a multipart frame, a single wheel (11) and a wheel pair, the wheel pair comprising two wheels (12, 13) which are spaced apart from one another, wherein the single wheel (11) is connected to a first frame part (14) of the frame and the two wheels (12, 13) of the wheel pair are rotatably mounted on a second frame part (15) of the frame about a common axis of rotation, characterized in that the first frame part (14) and the second frame part (15) are connected by at least one hinge (21, 22, 23) and are rotatable about a pivot axis (X) relative to one another, the pivot axis being determined by the at least one hinge, wherein the pivot axis (X) runs through a ground contact point (A) of the single wheel (11).

Description

Technical Field

[0001] The present invention relates to a three-wheeled vehicle, particularly a heavy-duty vehicle, having a multi-piece, and particularly two-part, frame, wherein the frame portions are connected by at least one hinge, and the at least one hinge defines a pivot axis about which the frame portions are pivotable relative to each other or to each other. Background Technology

[0002] Load-bearing bicycles are becoming increasingly popular today, and in the context of the need for new ideas and solutions for personal transportation. Therefore, many implementations of load-bearing bicycles, or more generally, three-wheeled vehicles, are already known in the prior art.

[0003] For example, there are two-wheeled and three-wheeled load-bearing bicycles, wherein in a three-wheeled load-bearing bicycle, the wheelset, including two wheels, can be positioned at the front or rear. Such load-bearing vehicles, or generally such three-wheeled vehicles, are not only bicycles driven solely by pedals, but also electric bicycles driven by electric drive-assisted machinery, and other three-wheeled vehicles, such as those driven solely by a motor.

[0004] However, trucks, bicycles, or e-bikes with multiple wheels are typically long, heavy, and difficult to steer. Especially when carrying additional loads, these loads can act as moving masses beside or on the vehicle and resist steering, potentially leading to critically dangerous and uncontrollable steering maneuvers and consequently accidents.

[0005] In addition to difficult steering, the frame can oscillate under load changes due to the moving mass, which over a long period of time can strain the frame's stiffness and stability, potentially leading to frame breakage.

[0006] Due to this unfavorable and unexpected characteristic for many drivers, trucks or tricycles known in the prior art are not intuitively operable for drivers accustomed to riding bicycles. Correspondingly, many drivers first require a certain amount of habituation and training before a truck can be reliably moved or before it should be moved in traffic.

[0007] In bicycles that include two wheels or wheelsets at the front, axle steering is required in part. Variations of heavy-duty bicycles that include two wheels or wheelsets at the rear, such as the conventional "rickshaw," are often rigidly implemented, so that the bicycle frame cannot tilt into curves.

[0008] However, there are also variations of three-wheeled vehicles in which the entire frame or at least a portion of the frame, especially the front portion, is laterally pivotable and thus can tilt into curves when turning. In principle, this should enable a more ergonomic and dynamic riding style and also correspond to the characteristics of a "normal" bicycle.

[0009] Vehicles that include at least a partially pivotable frame are known, for example, from documents DE 10 2014 113 710A1, DE 10 2016 115 803 A1, EP 3 205 564 B1, DE 10 2016 120 697 B4, FR 3 020 335B1, JP 5995434 B2, KR 101197628, US 3,605,929 A, US 6,104,154 A and WO 2011 / 107674A1.

[0010] Of course, in the known solutions, the pivoting of the corresponding construction results in a lateral force acting on the front wheel when tilting into a curve. By means of this force, the front wheel turns away from its path, thus the front wheel is misaligned relative to its prior trajectory relative to the wheelset on the rear axle (rear wheel), which adversely affects the steering characteristics.

[0011] Furthermore, pivoting often generates a levering effect on the front wheels, which, when cornering, compresses the front wheels downwards, increasing the likelihood of the frame or the pivotable front portion of the frame tipping over. The levering effect, or the force induced by it, is also load-dependent, thus the vehicle's characteristics, depending on the load or the mass of the moving vehicle, can be drastically altered, making the vehicle's additional characteristics incalculable. Summary of the Invention

[0012] Therefore, the objective of this invention is to overcome the aforementioned disadvantages and provide a three-wheeled vehicle that has similar riding characteristics to a conventional bicycle and is capable of tilting in curves.

[0013] According to the present invention, a vehicle, or particularly a heavy-duty vehicle, is proposed, having a multi-piece, and preferably two-piece, frame, a single wheel, and a wheelset. Besides heavy-duty vehicles operated solely by human power, this mainly refers to three-wheeled electric bicycles, purely electric three-wheeled vehicles, or hybrid solutions, all of which are three-wheeled vehicles using a single wheel and a wheelset. Specifically, a single wheel is understood as a single wheel, where multiple wheels acting essentially as one wheel can also constitute a single wheel, for example, when the wheel is implemented as a pair or the distance between the wheel or tire bearing surfaces is very small, for example, less than 5 cm. The wheelset has two wheels spaced apart from each other, particularly laterally along the vehicle. The single wheel is connected to a first frame portion of the multi-piece frame, and the two wheels of the wheelset are rotatably supported on a second frame portion of the frame about a common axis. The connection between the single wheel and the first frame portion is preferably implemented via an intermediate element, such as a wheel fork, so that the single wheel, particularly as a front wheel, is pivotally fixed to the first frame portion by means of the wheel fork about a steering axis. Correspondingly, the single wheel is assigned to the first frame portion, and the wheelset is assigned to the second frame portion. Further specifying that the first frame portion and the second frame portion are connected by at least one hinge and are rotatable, torsional, or pivotable about a pivot axis defined by the at least one hinge, thereby allowing the first frame portion to move relative to the second frame portion about the pivot axis. The pivot axis, according to the invention, extends through the contact point of a single wheel. Because the wheel, in an ideal situation where it does not exist in practice, is erected on the ground or roadway at only a single one-dimensional point, the contact point is understood not only as a one-dimensional point but also as the idealized contact point of the wheel's support surface on the roadway or ground surface, or within the support surface; this contact point can also be called the wheel contact point.

[0014] By extending the pivot axis through the contact point, a single wheel rotates as the frame section pivots around the contact point, thus preventing track deviation and lever torque. This makes, for example, hands-free driving possible. Through the rear structure or the rear or second frame section decoupled from the pivot axis, the weight of the load loaded on the second frame section neither steers nor tilts into curves, so these masses do not act as moving masses and do not negatively affect the characteristics or driving characteristics of the front or first frame section of the vehicle.

[0015] The pivot axis preferably extends in the plane of symmetry of the vehicle or in the plane of symmetry of the frame or at least the first frame portion.

[0016] As previously mentioned, the single wheel is preferably a front wheel, which is pivotally connected to the first frame portion on the wheel fork about the steering axis. Correspondingly, the wheels of the wheelset form the rear wheels of the vehicle. Because the contact point forms the lowest point of the single wheel or front wheel, the pivot axis descends from the rear of the vehicle toward the front wheels.

[0017] An advantageous further configuration specifies that the first and second frame portions are connected by at least two hinges, which are spaced apart from each other on the pivot axis. While the frame portions are preferably connected only by hinges, mechanisms for torque transmission or control, such as chains, brake cables, wires, or the like, can extend between the frame portions. The first hinge of the two hinges is a ball joint, a radial bearing, or, in particular, a flexible and reversibly deformable elastomeric element. Furthermore, the second hinge of the two hinges is also a ball joint, a radial bearing, or, again, a flexible and reversibly deformable elastomeric element. This results in various advantageous combinations. For example, the first and second hinges can each be a ball joint, a radial bearing, or an elastomeric element, respectively; hybrid forms are also possible, such as the first hinge being an elastomeric element and the second hinge being a ball joint. The elastomeric element further has the advantage that it not only allows pivoting but also cushions shocks and impacts and transmits them less forcefully to the frame.

[0018] To allow adjustment of the pivot axis's orientation, for example, during single-wheel changes or in any other case where the contact point is moved relative to the pivot axis, in a particularly advantageous further configuration, the position of the first hinge and / or the second hinge relative to the first frame portion and / or the second frame portion is adjustable. Preferably, the position or the corresponding position of the hinge is adjustable in the horizontal direction or in the height direction and / or in the vertical direction or in the longitudinal direction of the vehicle, thereby allowing the pivot axis to be moved or rotated through the contact point via the corresponding adjustability of the position or the corresponding mobility of the hinge.

[0019] An alternative embodiment having two or at least two hinges is also advantageous, wherein the first frame portion and the second frame portion are connected by exactly one hinge formed by at least one radial bearing. While multiple radial and / or axial bearings may be provided in the preferred exactly one hinge, the hinge is characterized in that it forms a separate and preferably encapsulated structural assembly. Although the bearings of this hinge are thus placed relatively close together, preventing optimal force support, the better encapsulation provides other advantages, such as better protection against contaminants, a more compact construction, and easier assemblability.

[0020] In order to allow adjustment of the angle of the individual hinges that allow pivoting around the pivot axis and thereby adjust the direction of the pivot axis through the ground point, it is further preferred that the angle of the individual hinges relative to the first frame portion and / or the second frame portion be adjustable, that is, the hinges themselves or the hinges by means of corresponding devices are configured to twist around the lateral axis of the vehicle.

[0021] To prevent the vehicle or the first frame section from tipping over when the vehicle is stationary, or from dangerously tilting the first frame section relative to the second frame section during operation, another design specifies that the vehicle further includes a limiting device configured to limit the torsion of the first frame section relative to the second frame section about a pivot axis, or more precisely, to restrict it to a predetermined angular range. Such a limiting device can, for example, be a simple base that can be flipped up when the vehicle is stationary and supports the first frame section toward the ground. Alternatively, a fixing device is also considered that can rigidly connect the first and second frame sections when the vehicle is stationary, so that the frame sections can no longer twist or pivot relative to each other when stationary. Besides such a device suitable only for stationary operation, other alternatives are considered that limit the torsion of the hinges and thus also limit the pivoting of the frame sections.

[0022] Another alternative design specifies that the vehicle further includes a reset device configured to rotate the first frame portion back from a position pivoted relative to a predetermined intermediate position, or to pivot it into the intermediate position. The intermediate position preferably corresponds to a stationary position in which the first and second frame portions are located or fully straightened during non-steering straight-line driving. Such a reset device can be implemented, for example, by means of a spring or a pneumatic spring. Especially when an elastomeric element is provided as one of the hinges, the elastomeric element can be integrated to form both a limiting device and / or a reset device. Such a reset device can further supplement or completely replace the limiting device because it generates a reset torque by which the frame or frame portions are also oriented relative to each other when stationary.

[0023] The preferred vehicle further includes at least one torque-generating drive unit, such as a motor or a manually operated pedal mechanism. The drive unit is disposed on a first frame portion or directly on a single wheel and configured to transmit torque to that single wheel. Alternatively, the drive unit is disposed on a second frame portion or directly on one wheel of a wheelset and configured to transmit torque to at least one wheel of the wheelset. This variation correspondingly specifies that the torque transmission from the drive unit to the separately driven wheels or wheelset does not cross the joint surface between the frame portions, but occurs directly in a region of one of the frame portions. Such a drive unit can also be disposed, for example, as a hub motor, and thus can also be disposed, for example, directly in the hub of a single wheel or one wheel of a wheelset. If the rear wheel or wheel of the wheelset is to be driven, the drive unit can be configured as a central tail or intermediate motor, wherein the torque can be separated and controlled between the wheels of the wheelset by means of a torque distribution device (torque vectoring system).

[0024] Alternatively or additionally, the vehicle may further have at least one second drive unit that generates torque when necessary, which may again be a motor or a device for human-powered operation. The drive unit is disposed on the first frame portion and configured to transmit torque to at least one wheel of the wheelset via a torque transmission device. Alternatively, the drive unit is disposed on the second frame portion and configured to transmit torque to a single wheel via a torque transmission device. Thus, in this variant, torque transmission is specified to occur across the joint surface between the frame portions via corresponding devices, wherein the torque transmission devices are preferably configured to allow pivoting or torsion of the frame portions about a pivot axis without damage.

[0025] Another variation specifies that the drive unit drives not only a single wheel but also at least one wheel of a wheelset, wherein torque transmission is carried out by means of at least one suitable device.

[0026] The vehicle may also be equipped with a series hybrid drive system, wherein, for example, current is generated by a human-powered generator, and the current is transmitted to an electric drive system via corresponding wires across the joint surfaces between the frame portions, the drive system driving at least one of the wheels.

[0027] In a particularly advantageous variation, the device for torque transmission is a universal joint that extends coaxially from the first frame portion to the second frame portion, at least in the region of the separation plane defined by the at least one hinge, between the first and second frame portions. Therefore, because the universal joint is coaxial with the pivot axis, it remains substantially unaffected by the pivoting of the frame portions relative to each other. If, for example, separate hinges are provided, the universal joint can extend through said hinges.

[0028] In addition to traditional, rigid universal joints, especially those characterized by universal joints, flexible or elastic shafts can also be used alternatively.

[0029] Alternatively, the device for torque transmission, in an equally advantageous configuration, is a chain drive with a chain that allows and compensates for twisting about the pivot axis, or the chain of the chain drive is configured to allow and compensate for twisting about the pivot axis, at least within a predetermined range. For this purpose, a chain guide and / or chain tensioner can be preferably provided, by which it is ensured that the chain does not spring off its corresponding pinion when the frame portion pivots.

[0030] For example, mechanical force or torque transmission can be optimized, easily, and inexpensively achieved using a bicycle chain that enables at least 45° of twist between the front sprocket on the first frame portion and the rear pinion on the second frame portion, and only requires guidance on the front sprocket and the rear pinion respectively above and below to prevent bounce.

[0031] The features disclosed above can be combined arbitrarily, as long as it is technically possible and does not contradict each other. Attached Figure Description

[0032] Other advantageous further configurations of the invention are indicated in the dependent claims or subsequently described further with reference to the accompanying drawings, along with a description of preferred embodiments of the invention. In the drawings:

[0033] Figure 1a , 1b The side and top views of the first vehicle variant are shown;

[0034] Figure 2a , 2b The side and top views of the second vehicle variant are shown;

[0035] Figure 3a , 3b The side and top views of the third vehicle variant are shown;

[0036] Figure 4a A view of a single wheel in the middle and pivot positions of a vehicle variant according to the invention is shown;

[0037] Figure 4b A view of a single wheel in the middle and pivot positions of a prior art vehicle is shown;

[0038] Figure 5a -e indicates a separate drive configuration for each vehicle variant. Detailed Implementation

[0039] The figures are illustrative and exemplary. The same reference numerals in the figures have the same functional and / or structural features.

[0040] Figures 1a to 3b Three variations of the vehicle 1 according to the invention are shown in total from the side view and the top or top view.

[0041] Each of the vehicle variants uses different hinges 21, 22, and 23 to form a pivot axis X. The first frame portion 14 of the frame is pivotable relative to the second frame portion 15 around the pivot axis, wherein the pivot axis X extends through the contact point A of the single wheel 11, which is the front wheel, on the ground B, or in other words, the pivot axis extends through the contact point between the single wheel, which is the front wheel, and the ground.

[0042] Because hinges 23 or 21, 22 are respectively located in the rear area of ​​vehicle 1 or the rear area and define the separation or engagement surface between the first or front frame portion 14 and the second or rear frame portion 15, the pivot axis X is thus directed from rear to front and through the contact point A of the single wheel 11.

[0043] In order to achieve a better orientation in each of the aforementioned figures, not only in Figures 1a to 3b Moreover, in Figures 4a to 5e The coordinates or axis system representing the corresponding axes are shown. The coordinate system for the vehicle defines the vehicle's longitudinal axis L, vertical axis H, and lateral axis Q.

[0044] Because Figures 1a to 3b The diagram shows a truck as an exemplary embodiment of vehicle 1 according to the invention, so that the front wheel, or more precisely, the single wheel 11, is supported on a wheel fork 16 and rotatably connected to the first or front frame portion 14 about the steering axis via the wheel fork 16. For simplicity, the wheel fork 16 can be considered as part of the first frame portion 14.

[0045] In order to drive vehicle 1, Figures 1a to 3b A pedal drive mechanism or pedal mechanism is provided as a drive unit 31, as is known in conventional bicycles. Correspondingly, a shifting mechanism may also be provided, for example. For transmitting torque from the manually operated drive unit 31 to at least one of the wheels 11, 12, 13, a torque transmission device 34, configured as a chain drive or chain transmission device, is provided. Thus, torque is transmitted from the drive unit 31 via a chain running through a pinion to an axle extending between the wheels 12, 13 of the wheelset, through which torque is transmitted... Figures 1a to 3b In the example shown, the rear wheels of the wheelset, namely wheels 12 and 13, are also driven.

[0046] Because according to Figures 1a to 2b In the variant, a chain is provided that spans the joint surface between frame portions 14 and 15. Therefore, a chain tensioner is also shown in the figure, by which a predetermined or sufficient chain stress is maintained during chain torsion when frame portions 14 and 15 are tilted. Preferably, a guiding device for guiding the chain can also be provided.

[0047] This section only covers exemplary driver configurations, such as those described below. Figures 5a to 5e Other configurations are possible.

[0048] Furthermore, it can be determined that, Figures 1a to 3b The variations shown in the diagram, and also in accordance with Figure 5e In one embodiment, the rear or second frame portion 15 is integrated to form a substantially rectangular structure as a load support in top view, so that the load to be transported by the truck can be placed directly or, for example, via a receiving part not shown, such as a platform, basket or seat, on the second frame portion 15.

[0049] In accordance with Figure 1a and 1b In a variation, the pivotability or rotatability of the front or first frame portion 14 relative to the rear or second frame portion 15 is achieved via two individual hinges 21, 22 spaced apart from each other along the pivot axis X, the rear or second frame portion being supported to the ground by wheels 12, 13 spaced apart along the lateral direction Q of the vehicle. The further apart the individual hinges 21, 22 are along the pivot axis X, the better the forces acting between the frame portions 14, 15 can be supported. Other individual hinges may also be provided for this purpose. The two individual hinges 21, 22 are currently configured as ball joints or ball-head joints, which have long been known in the prior art and therefore their construction should not be further described. It will only be noted that the ball joint's joint head is substantially rigidly connected to the frame portions 14, 15 and the hinge socket is substantially rigidly connected to the other frame portion 14, 15, the joint head being rotatably supported in the hinge socket on multiple axes. The degree of freedom is restricted to rotation about the pivot axis X by at least two such hinges 21, 22 that are ball joints.

[0050] According to its deviation Figure 2a and 2b The variant does not have two separate hinges 21 and 22, but only a single hinge 23, which can be formed by an elongated radial bearing or hinge, or by multiple radial bearings or hinges encapsulated in the structural unit. Relative to Figure 1a and 1b This implementation method results in a better encapsulation of hinge 23, thereby allowing for simpler installation and better protection against contaminants. Of course, this generally produces a better result compared to... Figure 1a and 1b In the variant, the force path supported between frame portions 14 and 15 is smaller than the force path used to support the force. Figure 2a and 2bThe length of a single hinge 23 along the pivot axis X in vehicle 1.

[0051] In accordance with Figures 1a to 2b Another advantage of this variant is that the bicycle seat and drive unit 31 are positioned on the front or first frame portion 14, and thus, when the first frame portion 14 pivots or tilts, the rider sitting on the vehicle 1 or bicycle seat tilts into a curve, thereby adjusting the riding feel as in a conventional bicycle.

[0052] according to Figure 3a and 3b The third variant is set off in a deviated manner, although the first frame portion 14 and the second frame portion 15 are as follows Figure 1a and 1b In the first variant, the components are separated or pivotally separated by two separate hinges 21, 22; however, the drive unit 31 and the saddle are not configured for the front or first frame portion 14 but for the second or rear frame portion 15. When cornering or generally pivoting the first frame portion 14 relative to the second frame portion 15, the driver is thus not pivoting at least with their lower body into a cornering position, which can produce an unfamiliar driving feel.

[0053] In accordance with Figure 3a and 3b In vehicle 1, a steeper orientation of the pivot axis X is achieved through the positioning of the first and second hinges 21, 22. The second hinge 22 is located in the transition between the upper tube of the first frame portion 14 and the seat tube of the second frame portion 15, and the first hinge 21 is located along the lower tube separated by the first hinge 21, such that a portion of the lower tube is assigned to the first frame portion 14 and a second portion of the lower tube is assigned to the second frame portion 15.

[0054] Although as the first hinge 21 in Figure 3a and 3b A ball joint can be provided in the middle and an elastic element can be provided for the second hinge 22. Alternatively, a ball joint or an elastic element can be provided for both hinges 21.

[0055] The steeper orientation of the pivot axis X can be achieved, for example, by moving the vehicle upward along the vertical axis H via hinges 21, 22 or 23, or by moving the entire structure of the second frame portion 15 upward along the vertical axis H, wherein the latter moves the transport surface and the entire center of gravity of the vehicle 1.

[0056] exist Figure 1b In the top view shown or in Figure 1b , 2bIn the corresponding top view of the variant in 3b, in addition to the intermediate, stationary, or neutral positions of the first frame portion 14 shown in solid lines, the pivoting or turning position of the first frame portion 14 relative to the second frame portion 15 is also exemplarily shown in dashed lines. Importantly, the contact point A does not, or at least substantially does not, move, and the front or first frame portion 14 is capable of flipping, rotating, or pivoting in the lateral direction Q of the vehicle without altering the trajectory of its single wheel 14 relative to the rear or second frame portion 15.

[0057] In vehicle geometry changes, such as those resulting from pressure loss in single wheel 11 or replacement of single wheel 11, the contact point A of single wheel 11 may shift, causing the pivot axis X, defined by hinges 21, 22, and 23, to no longer or no longer precisely extend through contact point A. Therefore, hinges 21, 22, and 23 are adjustable, although this is not shown in the figures. For this purpose, in a variation according to Figure 1, the positions of the first hinge 21 and / or the second hinge 22 can be changed along the longitudinal direction L and / or the height direction H of the vehicle, thereby adjusting the orientation of the pivot axis X to the new contact point A through corresponding positional changes or offsets. The same applies to variations according to Figure 1. Figure 2a and 2b The embodiment of the separate hinge 23, wherein the position adjustability is alternatively set to be angle adjustability, so that the angle of the hinge 23 relative to the first frame portion 13 and / or the second frame portion 15 is in accordance with Figure 2a and 2b The direction of the pivot axis X can be adjusted in the variant.

[0058] To clarify the differences from the prior art arising from embodiments according to the present invention, Figure 4a The diagram shows a single wheel 11 of the vehicle 1 according to the invention and... Figure 5a The image shows a single wheel 41 of a vehicle known from the prior art. This is achieved by tilting the first frame portion 14 relative to the second frame portion 15, as, for example, in accordance with... Figures 1a to 3b As in the variant, the single wheel 11 or the front wheel is tilted around the ground point A, so that the ground point acts as a rotation point for the single wheel 11. Correspondingly, the single wheel 11 rotates at its tilted position 11' around the rotation point in the plane of the ground B during transition, which corresponds to the characteristics of a normal wheel.

[0059] Deviated from Figure 4bThe vehicle described herein also has a separate frame, wherein the pivot axis of the front frame portion relative to the rear frame portion does not extend through the contact point A of the single wheel 41 on the ground but extends, for example, parallel to the ground, thus creating a rotation point D for the single wheel 41 when the frame portion pivots. When the frame portion tilts, the single wheel 41 rotates to its tilted position 41', whereby the contact point A moves in the lateral direction Q, resulting in a deviated contact point A' or lane departure of the single wheel 41. Based on gravity, the single wheel 41 remains in contact with the ground B. If the single wheel is fixed about its axis of rotation or about its rotation point D, a height misalignment H is created relative to the ground B during rotation.

[0060] Figures 5a to 5e Different drive designs are illustrated exemplarily, which can be used in vehicles according to the invention. Herein lies... Figures 5a to 5e The principle structure of vehicle 1 shown only partially in the diagram corresponds to that according to Figures 1a to 3b The structure of the modified vehicle 1.

[0061] In accordance with Figure 5a and 5b In the drive design, a universal joint is provided as a device for torque transmission, extending from a first frame portion 14 into a second frame portion 15, wherein the universal joint extends within the frame portions 14 and 15 and is therefore not visible. The universal joint extends coaxially with the pivot axis X, at least in the transition region between the first frame portion 14 and the second frame portion 15.

[0062] exist Figure 5a In or Figure 5a In the vehicle shown in the middle section, in addition to the manually operated drive unit 31, an intermediate motor 33, implemented as an electric motor, is provided as a second drive unit. The two drive units transmit the torque generated therefrom from the region of the first frame portion 14 to the differential 35 in the region of the second frame portion 15 via a universal joint. Through the differential, the torque is distributed to the two rear wheels of the wheelset, or wheels 12 and 13.

[0063] Replacing the intermediate motor 33, in accordance with Figure 5b The variant is equipped with two hub motors 32, wherein each wheel 12, 13 of the wheelset is equipped with a hub motor 32.

[0064] Instead of a universal joint, according to Figure 5c and 5d The embodiment sets up a chain drive or chain drive device 34 as a device for torque transmission, wherein the chain of the chain drive 34 is configured to be able to twist or bend around the pivot axis X within a predetermined angular range without causing damage.

[0065] Instead of the centrally located differential 35, according to Figure 5c A further configuration includes a freewheeling hub 36 in each wheel 12, 13 of the wheelset, which functions as a differential 35. Additionally, an intermediate motor 33 is provided in this variant.

[0066] Replace the intermediate motor 33, according to Figure 5d The drive design is configured with a hub motor 32 for wheels 12 and 13 of the wheelset and a chain-driven differential 37.

[0067] Figure 5e Another drive design is shown, in which the torque of a manually operated drive unit 31 is transmitted from the first frame portion 14 to a second chain drive 34' on the second frame portion 15 via a chain that is torsionally oriented about a pivot axis X through the engagement surface of the frame. This drive unit is currently implemented as a pedal bearing or as a pedal mechanism. The second chain drive 34' provides torque transmission to the wheels 12 on the right side of the wheelset (in the plan view) via a laterally extending drive shaft and a second chain, in which a hub motor 32 is configured as the "primary" wheel. The two wheels 12, 13 of the wheelset are not connected by a common axis or shaft but are separately or individually fastened to the luggage frame or the second frame portion 15. The wheel 13 on the left side of the plan view also has a hub motor 32, however, configured as a "secondary" hub motor. The hub motor 32 of the left wheel 13, configured as a "primary" hub motor, can be operated and the left wheel 13 can be driven, depending on the torque transmitted from the chain drive 34, 34' to the right wheel 12 and / or depending on a control device adjustable, for example, via a "gas" lever.

[0068] The present invention is not limited in its implementation to the preferred embodiments given above. Rather, a number of variations are conceivable, which also use the illustrated solution in embodiments constructed in principle differently.

Claims

1. A vehicle (1) comprising a multi-piece frame, a single wheel (11) and a wheelset, the wheelset comprising two wheels (12, 13) spaced apart from each other. in, The single wheel (11) is connected to the first frame portion (14) of the frame. Furthermore, the two wheels (12, 13) of the wheelset are rotatably supported about a common axis on the second frame portion (15) of the frame. The first frame portion (14) and the second frame portion (15) are connected by two hinges (21, 22) and are rotatable about a pivot axis (X), which is defined by the two hinges (21, 22). The two hinges (21, 22) are spaced apart from each other on the pivot axis (X). The first hinge (21) of the two hinges (21, 22) is a ball joint, and the second hinge (22) of the two hinges (21, 22) is a ball joint. The two ball joints restrict the degree of freedom of rotation of the first frame portion (14) relative to the second frame portion (15) to rotation about a pivot axis (X), and the pivot axis (X) extends through the contact point (A) of the single wheel (11). The single wheel (11) is the front wheel, and the front wheel is pivotally connected to the first frame portion (14) about the steering axis on the wheel fork (16), and the two wheels (12, 13) of the wheelset form the rear wheels of the vehicle, such that the pivot axis (X) descends from the rear of the vehicle toward the front wheels. The positions of the first hinge (21) and / or the second hinge (22) relative to the first frame portion (14) and / or the second frame portion (15) are adjustable, such that the pivot axis (X) can be adjusted to extend through the ground point (A) of the single wheel (11).

2. The vehicle according to claim 1, wherein, The vehicle further has a limiting device configured to limit the torsion of the first frame portion (14) relative to the second frame portion (15) about the pivot axis (X), and / or the vehicle further has a resetting device configured to rotate the first frame portion (14) back from a position pivoted relative to a predetermined intermediate position to the intermediate position.

3. The vehicle according to claim 1 or 2, wherein, The vehicle further has at least one drive device (31, 32, 33) that generates torque, the drive device being disposed on the first frame portion (14) or directly disposed on a single wheel (11) and configured to transmit torque to the single wheel (11), or the drive device being disposed on the second frame portion (15) or directly disposed on one of the two wheels (12, 13) of the wheelset and configured to transmit torque to at least one of the two wheels (12, 13) of the wheelset.

4. The vehicle according to claim 1 or 2, wherein, The vehicle further has at least one torque-generating drive device (31, 32, 33), which is disposed on the first frame portion (14) and configured to transmit torque via a torque transmission device (34) to at least one of the two wheels (12, 13) of the wheelset, or the drive device is disposed on the second frame portion (15) and configured to transmit torque via a torque transmission device (34) to a single wheel (11).

5. The vehicle according to claim 4, wherein, The device (34) for torque transmission is a universal joint that extends coaxially to the pivot axis (X) from the first frame portion (14) to the second frame portion (15) at least in the region of the separation plane between the first frame portion (14) and the second frame portion (15) defined by the two hinges (21, 22).

6. The vehicle according to claim 4, wherein, The device (34) for torque transmission is a chain drive with a chain that allows and compensates for twisting about the pivot axis (X).

7. The vehicle according to claim 1, wherein, The vehicle (1) is a truck.

Images