Three-wheeled vehicle comprising a multi-piece frame

Abstract

The invention relates to a vehicle, in particular a truck, comprising a multipart frame, a single wheel and a wheelset, which comprises two wheels spaced apart from one another, characterized in that a first frame part and a second frame part are connected by at least one hinge and are rotatable about a pivot axis relative to one another, which is determined by the at least one hinge, wherein the pivot axis runs through a contact point of the single wheel, wherein the vehicle furthermore has at least one first drive device for generating a torque, which is arranged on the first frame part and is designed to transmit the torque to at least one of the two wheels of the wheelset by means for torque transmission, and the means for torque transmission have a compensation device for compensating a torsion of the means for torque transmission caused by a rotation of the first frame part about the pivot axis relative to the second frame part.

Description

TECHNICAL FIELD

[0001] The invention relates to a three-wheeled vehicle, in particular a load carrier, having a frame which is multipart and in particular two-part, the frame parts of which are connected by at least one joint, and at least one joint of the frame defines a pivot axis about which the frame parts are pivotable relative to one another. BACKGROUND

[0002] Load bicycles are increasingly popular nowadays and in the context of the necessity for new ideas and solutions for personal transportation. Many implementations are therefore already known in the prior art for the load bicycles or generally for three-wheeled vehicles.

[0003] There are, for example, two-wheeled and three-wheeled load bicycles, wherein in the three-wheeled load bicycles a wheel pair comprising two wheels can be arranged at the front or at the rear. Counted as such load carriers or generally as such three-wheeled vehicles are not only bicycles driven purely by pedals but also electric bicycles driven mechanically by an electric drive, but also other three-wheeled vehicles driven, for example, by a motor alone.

[0004] Load carriers, bicycles or electric bicycles comprising a plurality of wheels are, however, often long, heavy and difficult to steer. In particular when additionally carrying a load, it can occur that the load acts as a moving mass alongside or on the vehicle and counteracts the steering movement, which can lead to critical up to dangerous and uncontrolled steering manoeuvres and thus to accidents.

[0005] In addition to the difficult steering, the frame can be put in oscillation by the moving mass in load changes, which can lead to a burdening of the stiffness and stability of the frame over a long period of time, so that a frame breakage can occur.

[0006] From this disadvantageous and for many drivers unexpected property, the load carriers or three-wheeled vehicles known in the prior art are not intuitively operable for drivers who are used to a normal bicycle. Correspondingly, many drivers first need a certain habituation and training before the load carrier can be reliably moved or before the load carrier should be moved in traffic.

[0007] In bicycles comprising two wheels or a wheel pair on the front end, a partly demanding axle steering is required. Variants of load carriers comprising two wheels or a wheel pair at the rear, for example conventional "rickshaws", are often implemented rigidly, so that the frame of the bicycle cannot be tilted into a curve.

[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. This should, in principle, enable a more ergonomic and dynamic riding style and correspond to the characteristics of a "normal" bicycle.

[0009] Vehicles comprising at least partially pivotable frames are known, for example, by 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. Other such vehicles are described in documents DE 10 2017 002 263 A1, US 3 504 934 A, and DE 102010 009 866 A1.

[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.

[0012] The orientation of the pivot axis to reduce leverage is shown in GB 2 560 760 A, whereby the pivot axis is inclined toward the contact point of the front wheel. This embodiment has a costly drivetrain for transmitting torque to the rear wheel, which is in the case of using an expensive and additionally heavy universal joint shaft. Summary of the Invention

[0013] Therefore, the object of the present invention is to overcome the aforementioned disadvantages of the prior art and to provide a three-wheeled vehicle that, on the one hand, has similar riding characteristics to a conventional bicycle and is capable of tilting in curves, and on the other hand, provides a drivetrain that is as light, low-cost, and durable as possible, while ensuring minimal wear despite the degree of inclination in the curves.

[0014] According to the present invention, a vehicle, or more specifically 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, three-wheeled electric bicycles or hybrid solutions are also primarily understood as such three-wheeled vehicles using a single wheel and a wheelset. Specifically, a single wheel is understood as a single wheel, wherein multiple wheels acting essentially as one wheel can also constitute a single wheel, for example, when the wheel is implemented as a pair of wheels 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 around a common axle, for example, the rear axle of the vehicle. This common axle can be an actual axle, i.e., a continuous axle or implemented by means of a universal joint, or a virtual common axis, i.e., an imaginary axis, with the two axles of the two wheels of the wheelset respectively coaxially arranged with said axis.

[0015] 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 the front wheel, is pivotally fixed to the first frame portion about the steering axis by means of the wheel fork. Correspondingly, the single wheel is configured to the first frame portion and the wheelset is configured to the second frame portion.

[0016] Furthermore, it is specified 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 enabling the first frame portion to move relative to the second frame portion about the pivot axis. The pivot axis extends here through the contact point of a single wheel.

[0017] Furthermore, the vehicle has at least one first drive unit that generates torque, the first drive unit being disposed on the first frame portion and configured to transmit torque via a torque transmission device to at least one of the two wheels of the wheelset. The torque transmission device has a compensation mechanism for compensating for torsion (hereinafter also referred to as twist) of the torque transmission device caused by rotation of the first frame portion relative to the second frame portion about a pivot axis.

[0018] Since the wheel, in an ideal situation that does not exist in reality, stands on the ground or roadway at a single one-dimensional point, the contact point is understood not only as a one-dimensional point but also as an idealized contact point on the roadway or ground surface or within the support surface. The contact point can also be called the wheel contact point.

[0019] By extending through the contact point via the pivot axis, 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 of the front or first frame section or the vehicle's driving characteristics.

[0020] According to a preferred embodiment, the pivot axis 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.

[0021] As previously explained, the vehicle has a first drive unit that generates torque. The first drive unit may be a motor and / or a device for human-powered operation. The first drive unit is disposed on a first frame portion and configured to transmit torque via a torque transmission device to at least one wheel of a wheelset disposed on a second frame portion. Optionally, the first drive unit may have an integrated transmission, for example, configured as a motor including an integrated transmission.

[0022] Therefore, it is stipulated that torque transmission is carried out across the joint surface between the two frame parts of the vehicle by a corresponding device for torque transmission, wherein the device for torque transmission is preferably configured to allow pivoting or torsion of the frame parts about the pivot axis without damage.

[0023] The preferred device for torque transmission has at least one traction mechanism.

[0024] For example, a device for torque transmission can be a traction mechanism having a chain drive including at least one chain, the chain of which allows and compensates for twisting about a pivot axis, or the chain of the chain drive is configured to allow and compensate for twisting about a pivot axis, at least within a predetermined range. For this purpose, a chain guide and / or chain tensioner can be optionally provided, by which it is ensured that the chain does not spring off its corresponding pinion when the frame section pivots.

[0025] In order to compensate for the torsion, a compensation device is provided. The compensation device is configured such that the torsion can be partially or completely mechanically compensated, and correspondingly the increased wear of the chain drive due to excessive friction in other cases is reduced and minimized.

[0026] 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 above and below the front sprocket and the rear pinion respectively to prevent bounce.

[0027] As an alternative to the chain drive, the device for torque transmission can also serve as a traction mechanism and include a belt drive, particularly a toothed belt drive. The belt drive is configured similarly to the chain drive. In this case, a compensation device is also provided to compensate for torsion, thereby further reducing and minimizing wear of the belt drive due to excessive friction caused by torsion.

[0028] For example, the compensation device may have a constant velocity universal joint. The constant velocity universal joint may be configured for either the first frame portion or the second frame portion.

[0029] A constant velocity joint can be configured such that a pinion, such as a rear pinion, located on the drive side of a chain drive or belt drive is able to rotate relative to the output shaft of the constant velocity joint, particularly laterally along the lateral direction of the vehicle.

[0030] For example, the housing of the constant velocity joint can be rigidly connected to or at least supported on the first frame portion, so that the housing rotates together with the first frame portion. Alternatively, the housing of the constant velocity joint can be floatingly positioned on the output shaft, so that the housing can rotate relative to the output shaft, for example, rotating together with a pinion gear that causes the housing to move together during rotation. Optionally, one or more support elements, particularly auxiliary arms, can be provided on the first frame portion, which load the housing of the constant velocity joint and move it to the rotated position during pivoting of the first frame portion.

[0031] In each of these cases, the output shaft of the constant velocity joint is preferably formed by or at least torque-coupled to the rear axle of the vehicle. While the output shaft or rear axle is rotatably supported on the second frame portion in this case, relative pivoting relative to the second frame portion, based on the pivoting motion of the frame portions relative to each other, is prevented by corresponding fixed supports. That is, the output shaft therefore does not pivot.

[0032] With the freedom provided, the constant velocity universal joint can compensate for the pivoting motion of other devices used for torque transmission relative to the second frame portion, which receives the pivoting motion based on its connection to the first frame portion when the first frame portion pivots about the pivot axis relative to the second frame portion.

[0033] In a preferred embodiment, the constant velocity joint can be centrally located between the two wheels of the wheelset, i.e., located, for example, on the plane of symmetry of the vehicle.

[0034] Alternatively, in a constant velocity joint, the compensation device may have a differential including at least one universal joint, wherein the differential transmits torque introduced on the differential via a torque transmission device to at least one wheel of the wheelset through the at least one universal joint. Preferably, the differential is configured for a first frame portion such that when the first frame portion pivots relative to a second frame portion about a pivot axis, the differential pivots together with the first frame portion about the pivot axis. To compensate for the resulting relative movement of the differential relative to the second frame portion, the differential is connected on its output side to the at least one universal joint for driving at least one wheel of the wheelset to be driven.

[0035] If both wheels of the wheelset are to be driven, the compensation device can have two universal joints, wherein each universal joint connects one of the two wheels to be driven to a separate output side of the differential in a torque-transmitting manner. Based on the degrees of freedom created by the universal joints, compensation for pivoting motion or tilting motion can be provided. Additionally, this embodiment offers the optional possibility of equipping each of the two wheels of the wheelset with a suspension, particularly a single-wheel suspension.

[0036] In a preferred embodiment, the differential can be centrally located between the two wheels of the wheelset, i.e., in the plane of symmetry of the vehicle.

[0037] Preferably, the pivot axis and the compensation device are oriented relative to each other such that the pivot axis points toward the compensation device, at least in the side view of the vehicle. In other words, the pivot axis, or an imaginary extension thereof, intersects the compensation device such that the pivot axis extends through the compensation device, at least in the side view of the vehicle.

[0038] The preferred pivot axis, or its hypothetical extension, actually intersects the compensation device, so that the pivot axis extends through the compensation device or intersects the compensation device independently of the observation direction.

[0039] In each case, the intersection point (either in the side view or in reality) should not be understood as a single one-dimensional point at the center of the compensating device, but rather the intersection point should be located only within the compensating device. For example, the pivot axis for this purpose could intersect with the housing of the compensating device, which is either a constant velocity universal joint or a differential.

[0040] In principle, the aforementioned arrangement of the pivot axis and compensation device offers the advantage that the torsion of the torque transmission device, and perhaps its length variation, can be reduced or even avoided in a particularly effective manner. Correspondingly, wear caused by torsion can be further reduced in other cases. Furthermore, additional clamping elements for the torque transmission device can be omitted if necessary.

[0041] If the pivot axis is located in the plane of symmetry of the vehicle or the plane of symmetry of the frame or at least the first frame portion, as previously described, the compensation device may preferably also be located in that plane of symmetry.

[0042] As mentioned earlier, 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 the front wheel, the pivot axis descends from the rear of the vehicle toward the front wheels.

[0043] An advantageous further configuration specifies that the first and second frame sections are connected by at least two hinges spaced apart from each other on the pivot axis. While the frame sections 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 sections. 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, where, for example, the first hinge is an elastomeric element and the second hinge is 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.

[0044] To allow adjustment of the pivot axis's orientation, for example, during single-wheel changes or in any other situation where the contact point is moved relative to the pivot axis, in a particularly advantageous further configuration, the positions of the first and / or second hinges relative to the first and / or second frame portions are adjustable. Preferably, the positions or corresponding hinge positions are adjustable horizontally or with respect to the vehicle's height and / or vertically or with respect to the vehicle's longitudinal direction, thereby allowing the pivot axis to be moved or rotated into an orientation intersecting the contact point through the corresponding adjustability of the positions or the corresponding mobility of the hinges.

[0045] The adjustability of the pivot axis orientation can be utilized in entirely different situations, which, as previously explained, can cause movement of the contact point. This allows for advantageous utilization of this adjustability not only for the customer but also throughout the development and manufacture of the vehicle. The same frame and pivot axis arrangement can already be incorporated into the vehicle design for different drive designs or vehicle variants because adjustments or modifications for specific variations in the drive design can be made using this adjustability. Thus, for example, different compensation devices can be incorporated into the same frame geometry, such as constant velocity joints of a solid axle or alternatively, differentials combining universal joints and single-wheel suspensions, where the adjustability ensures the separate and specific correct orientation of the pivot axis.

[0046] However, the adjustability of the pivot axis orientation also offers particular advantages to vehicle users, as the orientation can be adjusted or readjusted retrospectively when wheel size and / or tire type are changed (subsequently). For example, this may arise when switching from road tires to off-road tires or vice versa, and / or when a geometric readjustment is needed based on tire pressure selected for the operating environment. Off-road tires, unlike road tires, can typically have a coarser profile and, if necessary, a larger tire diameter. For example, significantly lower tire pressures are required for off-road operation compared to purely road operation, such as urban use.

[0047] In any case, the adjustability can be implemented such that it can be adjusted by the customer, workshop or manufacturer to suit the needs of the orientation of the pivot axis for the corresponding geometry and desired use purpose.

[0048] For example, the adjustability of the first hinge and / or the second hinge can be made along the height direction (i.e., along the vehicle height direction) and / or along the longitudinal direction of the vehicle, for example, on at least one threaded section of the hinge, which allows for adjustment. For example, when using a ball joint, the threaded section can be provided on the ball joint, which screws into a receiving portion on the vehicle side and allows for adjustability in its screw-in depth and thus the position of the ball head.

[0049] Furthermore, the at least one hinge may be positioned below the load-bearing bracket. For example, the second frame portion may integrally have a substantially rectangular structure as seen from a top view (of the vehicle), which serves as the load-bearing bracket.

[0050] In each case, the load support can be configured such that the load to be transported by the truck can be mounted directly on the load support or on the structure forming the load support, or, for example, via a receiving part not shown, such as a platform (also called a loading surface), basket, or seat, on the second frame portion.

[0051] In other words, the at least one hinge is covered or surrounded by the load support in the top view of the vehicle, or the at least one hinge is located in the area of ​​the projection plane of the load support (in the vertically downward projection direction).

[0052] Here, the load-bearing bracket can be rigidly mounted on the second frame portion, for example. That is, as visually shown, at least in the side view of the vehicle, the at least one hinge is located below the load-bearing bracket.

[0053] If at least two hinges are provided according to an exemplary embodiment, for example, the two hinges can be located below the load support. Preferably, the first and second hinges can be located in the longitudinal direction of the vehicle before the rear axle. Alternatively, the first hinge can be located in the longitudinal direction of the vehicle before the rear axle, and the second hinge can be located after the rear axle.

[0054] Therefore, in principle, the pivot axis can be virtually defined by at least two hinges that are separate from each other, as previously described. More precisely, the hinges can be structurally freely and optionally positioned along the pivot axis X, and the angle of the pivot axis X is freely defined by the positions of the two hinges. The further apart the two hinges are, the better the support of the second frame portion on the first frame portion 1, especially under the action of forces, such as impacts, dents, or pushes on the rear second frame portion. The hinges are therefore also less strongly loaded.

[0055] In the positioning under the load support, the two hinges can preferably be positioned in the regions of the front and rear ends of the load support to optimally support the vertical forces between the first and second frame sections while maintaining the longest possible distance between them. The maximum possible distance between the two separate hinges creates a freely usable structural space under the load support in the gap along their virtual pivot axis. Frame members of the first and / or second frame sections, and / or components for torque transmission, can be placed in this area, for example.

[0056] 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. Although 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. While 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.

[0057] 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 contact 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.

[0058] To prevent the vehicle or the first frame section from tipping over when the vehicle is stationary, or from dangerously tilting 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.

[0059] 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.

[0060] Preferably, the vehicle also has at least one second drive unit that generates torque, such as a motor or a manually operated pedal mechanism. The second drive unit is disposed on the first frame portion or directly on the single wheel and is configured to transmit torque to the single wheel. For example, the motor for the second drive unit on the single wheel could be a hub motor configured for that single wheel.

[0061] Alternatively, the second drive unit is disposed on the second frame portion or directly on one wheel of the wheelset and configured to transmit torque to at least one wheel of the wheelset. This variation correspondingly specifies that the torque transmission from the second drive unit to the respective driven wheel or the respective driven 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 second drive unit can also be disposed, for example, as a hub motor, and thus the second drive unit can also be disposed, for example, directly in the hub of one wheel of a single wheel or wheelset. This, of course, also means that a separate hub motor can be configured for each of the two wheels of the wheelset. If the rear wheel, or the wheel of the wheelset, is to be driven, the second 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).

[0062] 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.

[0063] 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.

[0064] The features disclosed above can be combined arbitrarily, as long as it is technically possible and does not contradict each other. Attached Figure Description

[0065] 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:

[0066] Fig. 1a , 1b The side and top views of the first vehicle variant are shown;

[0067] Fig. 2a , 2b The side and top views of the second vehicle variant are shown;

[0068] Fig. 3a A view of a single wheel in the middle and pivot positions of a vehicle variant according to the invention is shown;

[0069] Fig. 3b A view of a single wheel in the middle and pivot positions of a prior art vehicle is shown;

[0070] Fig. 4a-b indicates a different drive configuration for the vehicle variant;

[0071] Fig. 5a -d indicates a different drive configuration for other vehicle variants;

[0072] Fig. 6a , 6b The side and top views of the third vehicle variant are shown. Detailed Implementation

[0073] The figures described are exemplary and schematic. The same reference numerals in the figures have the same functional and / or structural features.

[0074] Figs. 1a to 2b Two variations of the vehicle 1 according to the invention are shown in side view and top view or top view respectively. Fig. 6a and 6b A third variation is shown here.

[0075] 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.

[0076] Because hinge 23 or hinges 21, 22 are respectively located in the rear or rear region of vehicle 1 and define the separation or engagement surface between the first or front frame portion 14 and the second or rear frame portion 15, this results in a pivot axis X that descends from rear to front and intersects with the contact point A of the single wheel 11.

[0077] For better orientation in the figures, coordinates or axis systems representing the corresponding axes are shown in all figures. The coordinate system for the vehicle defines the vehicle's longitudinal axis L, the vehicle's vertical axis H, and the vehicle's transverse axis Q.

[0078] Because Figs. 1a to 2b As shown in 6a and 6b, a truck is illustrated as an exemplary embodiment of the vehicle 1 according to the invention, so that the front wheel, or more precisely, the single wheel 11, is supported on the 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.

[0079] In order to drive vehicle 1, Figs. 1a to 2bIn addition, 6a and 6b are each provided with a pedal drive or pedal mechanism as a drive unit 31, as is known from conventional bicycles. Correspondingly, a shifting device may also be provided, for example. In order to transmit 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 currently provided, so that torque is transmitted from the drive unit 31 by means of a chain running through a pinion to an axle extending between the wheels 12, 13 of the wheelset, i.e., the rear axle, through which the torque is transmitted. Figs. 1a to 2b In the examples shown in 6a and 6b, the rear wheels of the wheelset, namely wheels 12 and 13, are also driven.

[0080] Because according to Figs. 1a to 2b In variations of 6a and 6b, a chain is provided that spans the joint surface between frame portions 14 and 15, so a chain tensioner is also shown (optionally only) in the figures, by which a predetermined or sufficient chain stress is maintained during chain torsion when frame portions 14 and 15 are tilted. Preferably, a guide device for guiding the chain can also be provided.

[0081] Furthermore, the torque transmission device 34 has a compensation device 38 for compensating for the torsion of the torque transmission device 34 caused by the rotation of the first frame portion 14 relative to the second frame portion 15 about the pivot axis X.

[0082] according to Fig. 1a and 2a The pivot axis X and the compensation device 38 are oriented relative to each other such that the pivot axis X is at least in accordance with Fig. 1a and 2a And in the side view of vehicles 6a and 6b, it points toward the compensation device 38.

[0083] As in Fig. 1b and 2b As can be seen in the top view of 6b, the pivot axis X and the compensation device 38, based on their arrangement aligned along the longitudinal direction L, actually intersect in fact, that is, not only in the side view.

[0084] according to Figs. 1a to 2b The driver configuration provided is merely an exemplary driver configuration, where, for example, according to... Figs. 4a to 4b as well as Figs. 5a to 5d Other configurations are possible.

[0085] Furthermore, it can be determined that in Figs. 1a to 2b In addition to the variations shown in 6a and 6b, and also in accordance with Figs. 4a to 4bIn this embodiment, the rear or second frame portion 15 is integrated into a substantially rectangular structure as a load support 15' in top view. Therefore, on this structure, a load to be transported by the truck can be directly or, for example, placed on the second frame portion 15 via a receiving part (not shown), such as a platform, basket, or seat. Thus, the second frame portion 15 is integrated into a substantially rectangular structure in top view, which serves as a load support 15'. Therefore, on this structure, a load to be transported by the truck 1 can be directly or, for example, placed on the second frame portion via a receiving part (not shown), such as a platform, basket, or seat.

[0086] certainly, Fig. 4a and 4b as well as Figs. 5a to 5d The drive variant can also have such a load support, even if it is omitted from the diagram for better clarity.

[0087] In accordance with Fig. 1a and 1b In the variant, the pivotability or rotatability of the front or first frame portion 14 relative to the rear or second frame portion 15 is achieved by two single hinges 21, 22 spaced apart from each other along the pivot axis X, wherein the rear or second frame portion is supported to the ground by wheels 12, 13 spaced apart along the lateral direction Q of the vehicle. The same applies to the variant. Figs. 6a to 6b A variant of .

[0088] As by Fig. 1a As can be seen, the two hinges 21 and 22 are positioned below the load support 15'. In particular, the first hinge 21 and the second hinge 22 are positioned in front of the rear axle along the longitudinal direction L of the vehicle 1. Fig. 6a and 6b In the variant shown, the two hinges 21 and 22 are also arranged below the load support 15', wherein the first hinge 21 is arranged in the longitudinal direction L of the vehicle 1 before the common axle supporting the two wheels 12 and 13, and the second hinge 22 is arranged in the longitudinal direction L after the common axle supporting the two wheels.

[0089] However, in principle, the more widely the hinges 21, 22 are spaced along the pivot axis X, the better they can support the forces acting between frame portions 14, 15. Other individual hinges can also be used for this purpose. The two individual hinges 21, 22 described above are configured as ball joints or ball-head joints, which have long been known in the prior art, and therefore their construction need not be further described. It should only be noted that the ball joint's hinge head is substantially rigidly connected to frame portions 14, 15, and the hinge socket is substantially rigidly connected to the other frame portion 14, 15, with the hinge head rotatably supported in the hinge socket on multiple axes. With at least two such hinges 21, 22 configured as ball joints, their degrees of freedom are limited to rotation about the pivot axis X.

[0090] According to its deviation Fig. 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 Fig. 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 results in a better fit compared to... Fig. 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. Fig. 2a and 2b The length of a single hinge 23 along the pivot axis X in vehicle 1.

[0091] In accordance with Figs. 1a to 2b In addition to the variations 6a to 6b, it is also advantageous that the bicycle seat and drive unit 31 are mounted on the front or the 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.

[0092] exist Fig. 1b and 2b In the corresponding top view of the variant 6b, 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 move 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 alteration of the trajectory of its single wheel 14 relative to the rear or second frame portion 15.

[0093] 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. Fig. 2a and 2b The embodiment of the separate hinge 23, wherein, alternatively, positional adjustability can also be provided with angle adjustability, so that the angle of hinge 23 relative to the first frame portion 13 and / or the second frame portion 15 is in accordance with Fig. 2a and 2b The direction of the pivot axis X can be adjusted in the variant.

[0094] To clarify the differences from the prior art arising from embodiments according to the present invention, Fig. 3a The diagram shows a single wheel 11 of the vehicle 1 according to the invention and... Fig. 3b 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... Figs. 1a to 2b As in the variant, the single wheel 11 or the front wheel is tilted around the contact point A, so that the contact 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.

[0095] Deviated from Fig. 3b The 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', wherein the contact point A moves in the lateral direction Q, resulting in a deviated contact point A' or a trajectory offset 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.

[0096] Fig. 4a and 4bAnd 5a to 5d exemplarily illustrate different drive designs that can be used in vehicles according to the invention. Herein lies... Fig. 4a and 4b The principle structure of vehicle 1, shown only partially in 5a to 5d, corresponds to that according to Figs. 1a to 2b And the structure of the variants 1 of vehicle 6a to 6b.

[0097] according to Fig. 4a and 4b 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.

[0098] Instead of the central differential 35, according to Fig. 4a A further configuration includes a synchronized transmission 38, which transmits torque generated by a manually operated drive unit 31 and an intermediate motor 33 to the wheels via a torque transmission device 34, which is configured as a chain drive 34. The synchronized transmission 38 is exemplarily centrally located on the rear axle, while the chain drive 34 is laterally positioned relative to the vehicle's plane of symmetry S. Each wheel 12, 13 of the wheelset is provided with a freewheeling hub 36, which together act as a differential 35.

[0099] Replace the intermediate motor 33, according to Fig. 4b The drive design includes a hub motor 32 configured for wheels 12 and 13 of the wheelset, and a compensation device 38 consisting of a differential 37 as a chain drive. Exemplarily, not only the differential 37 but also the chain drive 34 is arranged laterally with respect to the vehicle's plane of symmetry S.

[0100] Figs. 5a to 5d Showing the method for following Figs. 1a to 2b Four other drive designs of the vehicle according to the invention. The vehicle has at least one torque-generating drive unit 31, 33, which is disposed on a first frame portion 14 and configured to transmit torque to at least one wheel 12, 13 of a wheelset via a torque transmission device 34. The torque transmission device 34 has a compensation device 38 for compensating for torsion of the torque transmission device 34 caused by rotation of the first frame portion 14 relative to a second frame portion 15 about a pivot axis X. For optimized operation, in all variations, the torque transmission device 34 is at least disposed in the pivot region, and the compensation device 38 is disposed in a plane of symmetry S oriented in the longitudinal direction L of the vehicle 1. Alternatively, the torque transmission device 34 and / or the compensation device 38 may also be disposed laterally in the plane of symmetry S.

[0101] according to Fig. 5a The first drive unit 31, configured for manual operation in the first frame portion 14, is currently implemented as a pedal support or as a pedal mechanism. The first drive unit may optionally include a motor 33, which can be powered by an engine to assist manual operation. This motor 33 is exemplarily configured as an intermediate motor and is coaxially arranged with the pedal drive unit. The pedal drive unit is connected to a compensation device 38 via a two-stage chain drive for torque transmission in the first device 34.

[0102] The chain drive, in the illustrated embodiment, has two stages, each comprising a separate chain. The first chain is thus configured to transmit torque from the first drive unit 31 to the drive shaft 34'. From the drive shaft, torque is transmitted via a second chain to a subsequent pinion, which is configured to or connected to a compensation device 38 for torque transmission. The drive shaft 34' can be configured solely as a shaft and allows for lateral misalignment in the chain guide. As previously explained, this enables the subsequent chain, positioned in the pivoting region, to be guided along the vehicle's longitudinal direction along the vehicle's plane of symmetry S.

[0103] Alternatively, the drive shaft 34' may also have a gearbox and be configured to transmit torque. Preferably, the gearbox is configured to be shiftable, so that at least two gears or more than two gears can be selected.

[0104] In each case, the drive shaft 34' is also configured for the first frame portion 14. This means that the drive shaft 34' pivots as the first frame portion 14 pivots relative to the second frame portion 15.

[0105] exist Fig. 5a In the embodiment shown, the compensation device 38 has a constant velocity joint. The constant velocity joint is configured to prevent chain twisting by the following manner: the subsequent pinion or the portion of the constant velocity joint connected thereto pivots together with the chain. Therefore, compensation occurs in the constant velocity joint for the pivoting motion of the torque transmission device 34 caused by the pivoting of the first frame portion 14 relative to the second frame portion 15 about the pivot axis X.

[0106] A constant velocity joint is centrally mounted on the rear axle of vehicle 1 as shown in the diagram (i.e., also on the plane of symmetry S of vehicle 1). The rear axle can be implemented as a continuous integral axle or formed by two rigid shafts that are connected to the two wheels 12 and 13 of the wheelset in a torque-transmitting manner.

[0107] Alternatively, each of the two wheels 12, 13 may have a freewheel hub 36 for connection to the corresponding axle. Alternatively, or additionally to the corresponding freewheel hub 36, a separate hub motor (not shown) may be provided for each of the two wheels 12, 13.

[0108] exist Fig. 5b The implementation shown is basically the same as in Fig. 5a The embodiment shown is consistent with that described therein, and its explanation is based on that description. The difference lies in the design of the compensation device 38, which replaces the constant velocity universal joint with a differential 37. This differential is configured to the first frame portion 14 and thus pivots with it. In this way, torsion caused by the pivoting of the device 34 for torque transmission relative to the first frame portion 14 about the pivot axis X is avoided. This pivoting occurs downstream via the pivoting of the differential 37 relative to the second frame portion 15. To compensate for this, the compensation device in the illustrated embodiment has two universal joints 37' that hinge and torque-transmittingly connect the two output sides of the differential 37 to the two wheels 12, 13 of the wheelset.

[0109] Alternatively, each of the two wheels 12 and 13 may be equipped with a separate hub motor (not shown).

[0110] exist Fig. 5c The implementation shown is basically the same as in Fig. 5a The embodiment shown in 5b is consistent with the one described therein, and its explanation is based on the description therein. The difference lies in the design of the drive auxiliary device based on the advanced drive. Instead of the single motor 33, a hub motor 32 is provided in each of the two wheels 12, 13, and the mechanical torque is transmitted to the hub motor via a shaft. The compensation device 38 may be similar to... Fig. 5a constant velocity universal joint or similar Fig. 5b The differential 37 includes the universal joint 37'.

[0111] Fig. 5d One embodiment is shown, which is basically based on the simultaneous use of constant velocity universal joints. Fig. 5c The implementation described herein differs in that the constant velocity universal joint is connected to only one of the two wheels 12, 13 of the wheelset at the output end, transmitting torque. Instead of a solid axle or two rigid shafts, only one rigid shaft to the right wheel 12 is shown. Of course, a mirror-image arrangement is also possible, in which only the left wheel 13 is driven by a rigid shaft. The other wheel of the wheelset is driven only by a separate hub motor 32.

[0112] Therefore, according to Fig. 5dTorque transmission is made via a second chain located at the rear along the longitudinal direction L of the vehicle through a chain drive 34 to the right wheel 12 of the wheelset (in the plan view), in which a hub motor 32 is configured as the "master". The two wheels 12 and 13 of the wheelset are not connected by a common axis or shaft but are separately or individually fastened to the second frame portion 15. The left wheel 13 in 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 "secondary" hub motor, can be operated and the left wheel 13 can be driven, depending on the torque transmitted from the chain drives 34, 34' to the right wheel 12 via the "secondary" hub motor 32 and / or depending on a control device adjustable, for example, via a "gas" lever.

[0113] In accordance with Figs. 5a to 5d In all implementations, the wear and torsion of the chain can be greatly avoided due to the corresponding compensation device 38.

[0114] As previously explained, in accordance with Fig. 6a and 6b In the variant, the two hinges 21 and 22 are also positioned below the load support 15'. The first hinge 21 is positioned along the longitudinal direction L of the vehicle 1 before the common axle supporting the two wheels 12 and 13, and the second hinge 22 is positioned along the longitudinal direction L of the vehicle after the common axle supporting the two wheels 12 and 13. Here, the first frame portion 14 extends to the second hinge 22 in an arm-shaped section 14' to support the second hinge. Therefore, the arm-shaped section 14' also extends to the rear of the common axle. Here, the arm-shaped section has an arc-shaped section, which provides a clearance for the common axle. In other aspects, Fig. 6a and 6b The variant is based on Fig. 1a , 1b The variations are used to illustrate other components; see the description there.

[0115] 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 at least one hinge (21, 22, 23) and are rotatable about a pivot axis (X), which is defined by the at least one hinge. The pivot axis (X) extends through the contact point (A) of the single wheel (11), and the vehicle (1) further has at least one first drive device (31) that generates torque. The first drive unit is disposed on the first frame portion (14) and configured to transmit torque through a torque transmission device (34) to at least one of the two wheels (12, 13) of the wheelset. The torque transmission device (34) is characterized in that it has a compensation device (38) for compensating for the torsion of the torque transmission device (34) caused by the rotation of the first frame portion (14) relative to the second frame portion (15) about the pivot axis (X). The compensation device (38) has a constant velocity joint, the output shaft of which is formed by the rear axle of the vehicle (1). A pinion disposed on the drive side of the constant velocity joint is reversible relative to the output shaft of the constant velocity joint.

2. The vehicle (1) according to claim 1, wherein, The device (34) for torque transmission includes at least one traction mechanism.

3. The vehicle (1) according to claim 2, wherein, The traction mechanism is a chain drive device (34) with a chain and / or a belt drive device with a toothed belt.

4. The vehicle (1) according to any one of claims 1 to 3, characterized in that, The constant velocity universal joint is configured for the first frame portion (14) or the second frame portion (15).

5. The vehicle (1) according to any one of claims 1 to 3, characterized in that, The compensation device (38) has a differential (37) that transmits torque to at least one wheel (12, 13) of the wheelset via at least one universal joint (37').

6. The vehicle (1) according to any one of claims 1 to 3, characterized in that, At least one of the two wheels (12, 13) of the wheelset has a hub motor (32).

7. The vehicle (1) according to any one of claims 1 to 3, wherein, 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).

8. The vehicle (1) according to any one of claims 1 to 3, wherein, The first frame portion (14) and the second frame portion (15) are connected by at least two hinges (21, 22) spaced apart from each other on the pivot axis (X). The first hinge (21) of the two hinges (21, 22) is a ball joint, a radial bearing or an elastomer element, and the second hinge (22) of the two hinges (21, 22) is a ball joint, a radial bearing or an elastomer element.

9. The vehicle (1) according to claim 8, wherein, 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.

10. The vehicle (1) according to claim 9, wherein, The position or corresponding position of the first hinge (21) and / or the second hinge (22) is adjustable in the horizontal direction or in the height direction with respect to the vehicle (1) and / or in the vertical direction or in the longitudinal direction with respect to the vehicle (1).

11. The vehicle (1) according to any one of claims 1 to 3, wherein, The first frame portion (14) and the second frame portion (15) are connected by exactly one hinge (23) formed by at least one radial bearing.

12. The vehicle (1) according to claim 11, wherein, The individual hinge (23) is adjustable relative to the first frame portion (14) and / or the second frame portion (15) so as to be able to adjust the orientation of the pivot axis (X) through the contact point (A).

13. The vehicle (1) according to any one of claims 1 to 3, the vehicle further having a limiting device configured to limit the torsion of the first frame portion (14) relative to the second frame portion (15) about a pivot axis (X), and / or the vehicle further having 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.

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

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