Vehicle and steering mechanism for a vehicle

Abstract

The invention provides a vehicle, in particular a motor vehicle and / or driven by at least one power source, comprising: a rear frame part comprising at least two rear wheels and at least one rear axle, in particular substantially perpendicular to a surface at which the rear wheels are connected or connectable to the ground; the front frame part comprises at least one front wheel and at least one front axle, and the front frame part is connected and / or connectable to the rear frame part through at least one connecting piece; a steering mechanism connected and / or connectable to at least the front frame portion and configured to steer the front wheels.

Description

Background Art

[0001] The present invention relates to a steering mechanism and a vehicle, in particular a motor vehicle and / or a vehicle driven by at least one power source, comprising: a rear frame part including at least two rear wheels and at least one rear axle, in particular the rear axle being substantially perpendicular to the surface at which the rear wheels are connected or connectable to the ground; a front frame part including at least one front wheel and at least one front axle, wherein the front frame part is connected and / or connectable to the rear frame part via at least one connecting member; a steering mechanism (which may also be referred to as a steering structure, a steering construction, a steering unit or a steering system), which is connected and / or connectable to at least the front frame part and is configured to steer the front wheels relative to at least one front axle and in particular relative to a front axle that is substantially perpendicular to the surface at which the front wheels are connected or connectable to the ground, wherein the steering mechanism includes at least one steering element, in particular at least one steering wheel, wherein the steering mechanism includes at least one suspension arm, wherein the suspension arm is connected and / or connectable to the front wheels by a wheel suspension element and is connected and / or connectable to the front frame part on the other side, wherein the steering mechanism is mechanically or electronically connected and / or connectable to the steering wheel and is rotatably connected and / or rotatably connectable to the wheel suspension element via at least one steering rod at the other end, wherein the steering mechanism is configured to convert an angular displacement of the steering wheel into an angular displacement of the front wheels relative to at least one front axle, and wherein the steering mechanism is configured to actuate the steering rod.

[0002] A three-wheeled tilting vehicle having one front wheel and two rear wheels requires a specific steering mechanism and front suspension.

[0003] Known three-wheeled tilting vehicles have a mechanical connection between front-wheel steering and rear-wheel steering, which mechanically triggers tilting. This mechanism is related to bump steering. A very complex lever steering mechanism is provided with a power steering mechanism to slightly mask the bump steering effect, but it does not solve it.

[0004] Bump steer is the tendency of an automotive wheel to steer itself as it moves through its suspension travel. When a wheel hits a bump or drops into a hole or rut, bump steer can cause the vehicle to turn itself. Excessive bump steer increases tire wear and makes the vehicle more difficult to control on rough roads. For example, if the left front wheel rolls over a bump, it will compress the suspension at that corner and automatically rotate to the left (camber), causing the car to instantly turn left without any steering wheel input. Another example is that when most vehicles are airborne, their front wheels will visibly toe in. Bump steer has a greater impact on tilting three-wheeled vehicles than on conventional four-wheeled or three-wheeled cars that are not configured to tilt by actively tilting the frame or cab. A tilting three-wheeled vehicle in which the front wheels are mechanically connected to the steering wheel and in which tilting is controlled by the torque or steering angle of the steering wheel travels, for example, in a hole or rut or other irregular surface.

[0005] For a tilting three-wheeled vehicle, there are several basic requirements for the steering mechanism and the front suspension. One of these requirements includes avoiding bump steer. Other requirements are that the driver steers via the steering wheel, the driver's steering force should not exceed the steering force for driving a "normal" passenger car, the front suspension should have sufficient stiffness to limit deflection during braking, the geometry of the front suspension should limit dive during braking, the front suspension should have a compact mechanical structure design and provide maximum legroom for the driver without using additional vehicle length. The requirements for the suspension actually exceed the use of a front fork similar to those used in most motorcycles. However, this front fork is not designed for the magnitude of the forces transmitted from the vehicle via the front fork to the wheel. The front fork does not meet the stiffness requirements of the three-wheeled vehicle. If the suspension allows the front fork to compress to cushion the force towards the front wheel, the vehicle will dive down, which can cause a dangerous situation during braking at high speed.

[0006] To provide sufficient stiffness, different suspension layouts must be considered. However, the difficulty with such layouts is to implement a bump-steer-free mechanism while providing anti-dive or limited dive during braking. Known solutions to overcome the bump steer problem, however, this layout does not provide any legroom due to its non-compact design and is therefore not feasible for a compact design.

[0007] Historically, several steering solutions combined with single-sided or double-suspension swing arms have been developed for some special motorcycles. Some of these solutions can be applied to tilting three-wheeled vehicles, but they have several important drawbacks:

[0008] The first drawback is that the existing solutions have a very wide structural envelope to allow the required steering angle because the swing arm is located very close to the horizontal center plane of the front wheel. This requires a large amount of space in the longitudinal direction, especially in the area where the driver's feet are located.

[0009] The second disadvantage of this solution is the complex structure with many rods, pillow balls and levers. The third disadvantage is the difficulty in achieving the required steering ratio, and the fourth disadvantage is the interference with the ground at large tilting angles.

[0010] Most importantly, for an electronically controlled tilting vehicle with a front frame and a tilting behavior of the carriage according to claim 1 and any other dependent claims of the present invention, the steering angle or the steering torque has a direct influence on the tilting behavior. This is not the case in conventional two-wheel, three-wheel or four-wheel vehicles. Therefore, when the driver does not intend to steer the vehicle on a certain trajectory, bump steering also affects the tilting behavior. This results in an undesired and unstable actuation of the tilting mechanism during events where tilting is not required.

[0011] To overcome these problems of the prior art, a three-wheel tilting vehicle is provided according to claim 1, wherein the steering rod is movably and / or rotatably connected and / or movably and / or rotatably connectable to the suspension arm. Since the steering rod is connected to the suspension arm, in the case where the front wheel travels in a hole or a rut, the steering rod will not move the steering wheel. In other words, when the load and / or position on the front wheel changes, since the joint of the steering rod and the suspension arm will not move due to the steering of the front wheel or in the case of an angular displacement of the front wheel, this configuration prevents the position of the front wheel from changing relative to the position of the steering rod. In addition, the suspension travel has a predetermined influence on the caster angle of the front wheel, which stabilizes the steering performance of the vehicle under all driving conditions.

[0012] Preferably, a tilting vehicle is provided according to the present invention, wherein the vehicle is tiltable and is particularly configured to move at least one person. If a vehicle with such a steering mechanism is provided in a tilting vehicle, preventing bump steering will result in a safer and more stable tilting behavior of the vehicle, and prevent, for example, the front frame cab from tilting undesirably and unstably due to the tilting system, especially when the tilting is controlled at least in part based on the steering angle.

[0013] Preferably, a tilting vehicle is provided according to the present invention, wherein preferably at least two rear wheels are steerable relative to at least one rear wheel axle. This embodiment is particularly advantageous for obtaining a smooth and bump-free driving behavior, especially when turning.

[0014] Preferably, a tilting vehicle is provided according to the present invention, wherein the front frame part is preferably configured to tilt the front frame part relative to at least one tilting axis, wherein the tilting axis particularly extends in the longitudinal / axial direction relative to the front frame part or the cab. This is the most advantageous tilting configuration of the vehicle, having the most natural feeling when turning (similar to when riding a motorcycle).

[0015] Preferably, according to the present invention, a tiltable vehicle is provided, wherein a control unit is provided and configured to electronically control the tilting behavior of the front frame. In particular, for example, the degree of tilting of the vehicle at a specific speed is controlled by a control system through one or more inputs (e.g., from sensors or cameras, information via the cloud from, for example, data providers or other tools, to diagnose or measure the characteristics of the vehicle and transmit these inputs to the control unit), where one of the inputs is the steering angle of the front wheel about its axis and / or the steering angle of the steering wheel and / or the steering torque applied to the steering wheel. More inputs are possible, such as yaw angle, lateral movement of the front frame and / or acceleration / deceleration, road conditions, real-time data from the air or the cloud, etc. This configuration allows for optimizing the tilting behavior, and in the absence of bump steer, the tilting can be fully based on the steering angle without the side effects of bump steer on the tilting behavior.

[0016] Preferably, according to the present invention, a tiltable vehicle is provided, wherein the suspension arms are bilateral or unilateral suspension arms. Unilateral suspension arms allow for saving space for other components, and bilateral arms allow for optimizing the materials used in the suspension arms while maintaining the best stiffness / strength.

[0017] Preferably, according to the present invention, a tiltable vehicle is provided, wherein the wheel suspension elements are connected and / or connectable to the front frame by upper linkages and / or lower linkages above the horizontal center plane of the front wheels, wherein the upper linkages and lower linkages are rotatably connected and / or rotatably connectable to the front frame and the suspension arms. The structure of the upper linkages and lower linkages is capable of compensating for, for example, the dive during vehicle braking.

[0018] Preferably, according to the present invention, a tiltable vehicle is provided, wherein a wheel suspension support is provided and rotatably connected and / or rotatably connectable between the wheel suspension element and the suspension arm. This element holds the wheel suspension in the correct position with a predetermined caster angle. In another preferred embodiment, the wheel suspension element can be adjusted by an adjustment mechanism to change the caster angle to a desired state.

[0019] The vehicle according to any one of the preceding claims further includes a steering shaft that is mechanically or electronically connected and / or connectable to the steering wheel and rotatably connected and / or rotatably connectable to the wheel suspension element at the other end via a steering rod, wherein the steering mechanism is configured to actuate the steering rod and the steering shaft, and wherein the steering shaft and the steering rod are movably or rotatably connected and / or movably or rotatably connectable to the suspension arm. This structure enables reducing bump steer, and wherein the steering shaft is also configured to compensate for the dive during braking (i.e., the steering column / axis will move slightly inward during particularly strong deceleration of the vehicle).

[0020] Preferably, according to the present invention, there is provided a tiltable vehicle in which the steering rod is actuated by a pitman arm, where the pitman arm is rotatably connected and / or connectable to the steering rod and is rotatably connected and / or connectable to the suspension arm. This arrangement provides smooth movement of the suspension arm under load while providing an outrule for bump steer.

[0021] Preferably, according to the present invention, there is provided a tiltable vehicle in which the steering rod and the pitman arm are actuated by a steering actuation unit (also referred to as an actuation system), where the steering mechanism is connected to the suspension arm. The actuation unit is preferably adapted to be electrically supported. This arrangement is energy-efficient, and the position of the steering mechanism saves legroom.

[0022] Preferably, according to the present invention, there is provided a tiltable vehicle in which the suspension arm is positioned at an angle between 40 - 50 degrees relative to the surface formed by the lowest points of the front and rear wheels, and preferably at an angle of 45 degrees relative to the surface formed by the lowest points of the front and rear wheels. This is the optimal solution with optimal legroom and structural stiffness of the steering mechanism.

[0023] Preferably, according to the present invention, there is provided a tiltable vehicle in which the steering actuation unit includes a steering box, where the steering box is integrated with the suspension arm, the steering box includes a steering box reduction gear, the steering box reduction gear is connected to the steering wheel and the wheels via a steering shaft, and the steering box reduction gear is configured to provide steering reduction between the steering wheel and the steering rod or between the steering wheel and the steering rod via the pitman arm. This solution supports the present invention to optimally prevent bump steer (prevent the steering wheel from turning when the front wheel enters a road pothole or other irregular surface. In other words, prevent the change in the front wheel position related to the steering wheel position when the load and / or position on the front wheel changes). In addition, this electric steering solution provides a smooth and environmentally friendly actuation method because this type of actuation can be actuated by an electric motor with a battery as the energy supply.

[0024] Preferably, according to the present invention, there is provided a tiltable vehicle in which the steering box reduction gear of the tiltable vehicle includes a worm shaft and a worm wheel. In this way, a ratio can be achieved between the angular displacement of the steering wheel and the angular displacement of the wheels, which enables more comfortable steering.

[0025] Preferably, according to the present invention, there is provided a tiltable vehicle in which the steering shaft is telescopic, which enables the steering actuation of the front wheels to be provided in a simple and compact manner.

[0026] Preferably, a tilting vehicle is provided in which a telescopic steering shaft directly connects a worm shaft to a steering wheel or an output shaft of an EPAS (Electric Power Assist Steering) system. This is practical and cost-effective. The telescopic steering shaft can be supported by a hydraulic, pneumatic, electronic or mechanical device.

[0027] Preferably, according to the present invention, a tilting vehicle is provided in which a steering rod is connected to a front wheel or a wheel suspension element through a ball joint and is connected to a suspension arm through a ball joint, wherein one of the two ball joints is an upper ball joint and the other ball joint is a lower ball joint, and a caster angle is determined by a relative longitudinal position of the lower ball joint with respect to the upper ball joint. This is a very convenient solution in which the caster angle does not change uncontrollably under various suspension loads, thereby improving the driving performance and steering performance of the vehicle.

[0028] Preferably, according to the present invention, a tilting vehicle is provided in which an upper link and a lower link are positioned such that they have a common instantaneous center of rotation. This means that anti-dive in the range between 0 and 100% is made possible. When the instantaneous center of rotation is at the same height as the vehicle's center of gravity, the anti-dive is zero. A certain degree of dive of the vehicle is required to provide driving dynamic feedback such as vehicle deceleration. To provide a certain degree of dive, the instantaneous center of rotation is below the vehicle's center of gravity. A preferred embodiment may be to select the instantaneous center of rotation to achieve 50% anti-dive.

[0029] Preferably, according to the present invention, a tilting vehicle is provided in which the upper link and the lower link have different lengths, and preferably, the upper link is shorter than the lower link. This solution compensates for, reduces, minimizes or even alleviates the change of the caster angle in a predefined and controlled manner during the running of the vehicle, especially during a deceleration or braking event of the vehicle. This improves the maneuverability of the vehicle, especially during a braking or deceleration event of the vehicle.

[0030] Preferably, according to the present invention, a tilting vehicle is provided in which the lower link is connected to a front frame of the vehicle via a shock absorber. This improves driving comfort.

[0031] Preferably, a tilting vehicle according to the present invention is provided in which the tilt of the tilting vehicle is determined at least by a steering angle of a front wheel about its axis. When the steering angle contributes to the tilting behavior, the steering mechanism solution provided according to the present invention is essential in a vehicle having at least three wheels. This is crucial for safety, maneuverability and comfort.

[0032] Preferably, a tiltable vehicle, wherein the input for the tilt control system further includes the vehicle's driving speed and / or lateral acceleration and / or the steering torque of the steering wheel and / or the yaw angle of the vehicle and / or the pressure of the tires and / or the stiffness of the suspension and / or the center of gravity of the vehicle, the structure and irregularities of the surface on which the vehicle's wheels will provide friction. These inputs will make the vehicle more stable and thus improve the vehicle's handling, stability and safety.

[0033] In a second aspect of the present invention, there is provided a steering mechanism for a tiltable vehicle, comprising: a single-sided suspension arm connected to the front frame by an upper link and a lower link located above the horizontal center plane of the front wheels, wherein the suspension arm is positioned at an angle between 40 - 50 degrees relative to the horizontal center plane, and wherein a steering box is integrated with the suspension arm, wherein the steering box includes a steering box reduction gear, wherein the steering box reduction gear is connected to the steering wheel by a steering shaft and to the wheels by a steering rod, and wherein the steering box reduction gear is configured to provide steering reduction between the steering wheel and the steering rod and / or Pitman arm. This is the best solution for obtaining a steering mechanism for a three-wheeled tiltable vehicle with bump-free steering.

[0034] Preferably, in order to convert the rotational displacement of the steering wheel into the steering movement of the front wheels, the steering box has been integrated into the suspension arm. The housing of the steering box (worm gear housing) is an integral part of the suspension arm (e.g., a cast aluminum suspension arm). The steering box itself basically consists of a worm shaft and a worm gear, allowing for reduced steering such that the driver's steering input is similar to that of a "normal" passenger car. Preferably, (one or more) shims are provided between the worm shaft housing and the integrated worm gear housing.

[0035] Since the steering box moves together with the suspension arm, the distance between the Pitman arm connected to the wheel suspension element by a drag link / steering rod and the wheel suspension element does not change with the suspension travel. Therefore, bump-free steering is achieved.

[0036] The distance between the worm shaft and the steering shaft changes with the suspension travel. This change is achieved by a telescopic steering shaft that includes the steering shaft, which directly connects the worm shaft to the steering wheel or the output shaft of the EPAS. The telescopic shaft should be able to translate between an upper universal joint and a lower universal joint, and it should be able to transmit the steering torque from the driver to the worm shaft. This is achieved by a splined shaft.

[0037] The steering shaft is composed of a lower ball joint in the suspension arm and an upper ball joint in the wheel suspension support that connects the wheel suspension element to the suspension arm. These ball joints are located in the central plane in the longitudinal vertical direction of the front wheels. The relative longitudinal position of the lower ball joint with respect to the upper ball joint determines the caster angle.

[0038] For testing purposes, the caster angle can be easily adjusted by changing the length of the wheel suspension support.

[0039] The bottom of the shock absorber is connected to the lower link, while the top of the shock absorber is connected to the chassis.

[0040] The steering mechanism according to the present invention consists of a single-sided suspension arm, which is located below at an angle of nearly 45 degrees relative to the horizontal plane formed between three wheels of the vehicle, thus allowing a narrower structural envelope. The suspension arm is attached to the vehicle chassis by an upper link and a lower link above the horizontal center plane of the front wheels. By doing so, the driver has enough space to place his feet. The upper link and the lower link are selected to be connected to the suspension arm on one side and to the chassis on the other side (the optimal point of the "instantaneous rotation point" of the upper link and the lower link relative to the vehicle center of gravity), so that the desired anti-dive can be achieved.

[0041] In a third aspect of the present invention, there is provided a steering mechanism for a vehicle, in particular for a tiltable and / or maneuverable vehicle according to any one of the preceding claims 1-14 of the present invention, wherein a steering mechanism is provided, and the steering mechanism is connected and / or connectable to at least a front frame part, and is configured to steer the front wheels relative to at least one front wheel axle and in particular relative to a front wheel axle that is substantially perpendicular to the surface at the connection or possible connection of the front wheels to the ground, wherein the steering mechanism includes at least one steering element, in particular at least one steering wheel, wherein the steering mechanism includes at least one suspension arm, wherein the suspension arm is connected and / or connectable to the front wheels by a wheel suspension element and is connected and / or connectable to the front frame on the other side, wherein the steering mechanism is mechanically or electronically connected and / or connectable to the steering wheel (116) and is rotatably connected and / or rotatably connectable to the wheel suspension element via at least a steering rod at the other end, wherein the steering mechanism is configured to convert an angular displacement of the steering wheel (116) into an angular displacement of the front wheels relative to at least one front wheel axle, and wherein the steering mechanism is configured to actuate the steering rod.

[0042] Such a vehicle having a steering mechanism of this type prevents bumpy steering during driving and prevents scenarios that may lead to dangerous situations. Therefore, the present invention overcomes the problem of bumpy steering, especially for vehicles with electronically controlled tilting of the front frame. Therefore, the steering mechanism can also be applied to various tiltable and non-tiltable vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] Figure 1 A side view of a first prior art embodiment during straight driving is shown.

[0044] Figure 2 A top view of a first prior art embodiment during straight driving is shown.

[0045] Figure 3 Shows a side view of a first embodiment of the prior art when driving in a curve.

[0046] Figure 4 Shows a top view of a first embodiment of the prior art when driving in a curve Figure 1 Shows a side view of a first embodiment of the prior art when driving straight.

[0047] Figure 5 Shows a side view of a first embodiment of the present invention when driving straight.

[0048] Figure 6 Shows a top view of a first embodiment of the present invention when driving straight.

[0049] Figure 7 Shows a side view of a first embodiment of the present invention when driving in a curve.

[0050] Figure 8 Shows a top view of a first embodiment of the present invention when driving in a curve.

[0051] Figure 9 Shows a top view of an embodiment of the present invention.

[0052] Figure 10 Shows a right view of an embodiment of the present invention.

[0053] Figure 11 Shows a left view of an embodiment of the present invention.

[0054] Figure 12 Shows a more detailed side view of the steering actuation unit as an integrated part of the suspension arm.

[0055] Figure 13 Shows a first three - dimensional side view of the present invention.

[0056] Figure 14 Shows a second three - dimensional side view of the present invention.

[0057] Figure 15 Shows when similar to Figure 11 a side view of an embodiment according to the present invention when driving straight.

[0058] Figure 16 Shows when similar to Figure 9 a side view of an embodiment according to the present invention when driving straight.

[0059] Figure 17 Shows a cross - sectional view of the front part of a three - wheeled vehicle according to the present invention.

[0060] Figure 18Shows a schematic top view representation of a three-wheeled vehicle according to the present invention.

[0061] Figure 19 Shows a schematic side view representation of a three-wheeled vehicle according to the present invention.

[0062] It should be noted that the drawings are only schematic representations of embodiments of the present invention given by way of non-limiting examples. In the figures, the same or corresponding parts are denoted by the same reference numerals. Detailed Description

[0063] Figures 1-4 Shows a schematic representation of the front-wheel steering mechanism of a three-wheeled vehicle according to the prior art.

[0064] Figure 1 and Figure 2 Show a side view and a top view of a first embodiment of the prior art during straight-line driving, respectively. The schematic shows that the front-wheel steering mechanism 10 includes a front wheel 1, a wheel suspension element 2, a suspension arm 3, a wheel suspension support 4, a steering arm / steering rod 5, and a steering actuation unit 6. The wheel suspension element 2 is the element to which the front wheel 1 is rotatably connected. One side of the suspension arm 3 is connected to the chassis 7 of the vehicle, and the other side is connected to the wheel suspension element 2, wherein the suspension arm is preferably connected by joints 9f and 9G which are ball bearings. The wheel suspension element is held in place by the wheel suspension support 4, which is connected to the wheel suspension element on one side and to the chassis 7 on the other side, wherein the wheel suspension support 4 is preferably connected by joints 9a, 9b and 9d which are ball bearings. The wheel suspension element 2 is preferably positioned below the axis about which the wheel 1 rotates and at an angle with respect to this axis. This creates a certain caster angle, wherein the caster angle also determines the sensitivity of the steering behavior controlled by the driver via the steering wheel 116. The wheel suspension element 2 is further connected to the steering rod 5 and the steering actuation unit 6, preferably by joints 9c and 9e which are ball-and-socket joints, wherein the steering rod 5 can move in the longitudinal direction to rotate the front wheel 1 about the steering axis 8. As Figure 2 and Figure 4 shown, the front-wheel steering mechanism of the prior art three-wheeled tilting vehicle as described above has a first suspension axis 12a and a second suspension axis 12b. The first suspension axis 12a is formed by the connection of the suspension arm 3 and the wheel suspension element 2. The second suspension arm 12b is formed by the connection of the suspension arm 3 and the chassis 8.

[0065] Figure 4 Shows that the rotation axis of the steering rod 5 at the joint 9c where it is connected to the steering actuation unit and the rotation axis of the steering rod 5 at the joint 9e where it is connected to the wheel suspension element 2 move in the longitudinal direction with respect to the second suspension axis 12b.

[0066] Figure 3 and Figure 4 show a top view and a side view of a first embodiment of the prior art when driving in a bend. In these Figure 3 and Figure 4 it is shown that the front wheel 1 has been turned to the left, where the steering actuation unit 6 has actuated the steering rod 5 forward in the longitudinal direction via a steering lever 6a (mounted on the chassis). Figure 3 The arrow above the steering actuation unit in shows the direction of movement generated by the steering actuation unit 6. Regarding the state of the vehicle driving straight, in the state of the vehicle driving in a bend, the front wheel 1 rotates at a certain angle about the front wheel axis 8 as shown in Figure 3 and Figure 4 (causing the front wheel to turn the vehicle to the left or right), and the steering rod has moved in the longitudinal direction including the joint 9c, where the joint c is connected to the chassis via a steering lever, for example, as part of the steering mechanism. The rotation of the steering lever 6a (during steering) moves the steering rod 5 and its axis of rotation 11 out of the second suspension axis 12b, and this offset relative to the suspension axis 12b causes bump steer because in the state according to Figure 3 and Figure 4 , when driving, for example, in ruts or potholes, the wheels may move in an undesired direction and cause the steering wheel 116 to point in an undesired direction, resulting in an unsafe and unstable steering behavior and feeling.

[0067] Figures 5-8 shows a schematic illustration of a front-wheel steering mechanism of a three-wheeled vehicle according to the prior art.

[0068] Figure 5 and Figure 6 show a side view and a top view, respectively, of the first embodiment of the prior art when driving straight. The schematic illustration shows a steering mechanism 110 for a tilting three-wheeled vehicle, which includes a front wheel 101, a wheel suspension element 102, a suspension arm 103, a wheel suspension support 104, a steering arm / steering rod 105, a Pitman arm 114, a steering actuation unit 106, an upper link 112, and a lower link 113.

[0069] The wheel suspension element 102 is the element to which the front wheel 101 is rotatably connected. The suspension arm 103 is connected on one side to the vehicle chassis 107 and on the other side to the wheel suspension element 102, where the suspension arm 103 is preferably connected to the wheel suspension element by a joint 109f and rotatably connected on the other side by bearings 109g, 109h, and 109j (one joint of the lower link is not visible in the figure), the bearings being the bearings of the lower link 112 and the upper link 113 respectively, where the upper link is preferably slightly longer than the lower link. The suspension having these upper link 112 and lower link 113 is capable of adjusting the amount of dive present in the vehicle. The lower link 113 and the upper link 112 are rotatably connected to the chassis 107 on the other side by joints 1091, 109m, and 109n (one joint of the lower link is not visible in the figure), preferably bearings.

[0070] The wheel suspension support 104 rotatably connects the wheel suspension element to the suspension arm 103 by a joint 109k (preferably a ball joint), thereby holding the wheel suspension element 102 in place. On the other side, the wheel suspension support is connected to the wheel suspension element 102 by means of a joint 109d (preferably a ball joint). The position of the wheel suspension element 102 is chosen such that, preferably, the axis about which the front wheel 101 rotates relative to the wheel suspension element 102 is placed at an angle with respect to the wheel axle 108 about which the front wheel 101 rotates. This angle is the caster angle, which determines the sensitivity and directional stability of the vehicle for the driver. Too small a caster angle results in unstable behavior of the vehicle.

[0071] The steering rod 105 is rotatably connected on one side to the wheel suspension element 102 via a joint 109e (preferably a ball joint). On the other side, the steering rod is rotatably connected to the Pitman arm 114 via a spherical joint 109i. The Pitman arm 114 rotatably connects the steering rod to the steering actuator unit 106, also known as the steering box, by a joint 109c (preferably a ball bearing). The Pitman arm 114 is driven, for example, by a worm gear which is supported, for example, by an electric power steering (EPS), and is configured to pivot and pull or push the steering rod 105 in the longitudinal / axial direction to rotate the front wheel 101 about its axis 108. The position of the joint 109c does not change with respect to the suspension axes 109f, 109g, 109h, 1091, 109m, 109n (two bearings of the lower link are not shown) because it does not move relative to the suspension arm, since the steering actuator unit 106 and the rotational axis 109c are connected to the suspension arm 105.

[0072] Figure 7 and Figure 8Shows a top view and a side view when driving in a bend according to the present invention. More specifically, the front wheel 1 turns to the left. The steering actuation unit 106 has pivoted the Pitman arm 114 about its axis 108 in the clockwise direction and has pulled the steering rod 105 in the axial direction there, and thereby turned the wheel to the left via the wheel suspension element 102. Figure 7 and Figure 8 Shows the suspension axis 112a formed by the connection of the suspension arm 103 to the wheel suspension element 102. The suspension axes 112b and 112c are formed by the rotatable bearings of the upper link 112 and the lower link 113 connected to the chassis. Figure 8 Shows that when the steering rod moves in the axial direction, the position of the rotation axis 111 of the steering rod 105 relative to the suspension axes 112a, 112b, and 112c does not change. This prevents the occurrence of bump steer, and thus a more stable and safe steering behavior is obtained.

[0073] Figures 9-14 Represents an embodiment of the present invention. The reference numerals used in the figures are consistent with the Figures 5-8 components shown therein.

[0074] Figures 11-13 Shows the steering shaft 115, which is connected to the steering wheel 116 in the vehicle cab and connects the steering wheel 116 to the steering actuation unit 106.

[0075] The steering shaft includes a sliding structure (so-called I-axis) to compensate for the movement of the swing fork (and thus the steering chamber) relative to the fixed vehicle cab when the front suspension moves due to the suspension travel. The lower part 115a of the steering shaft is fixed to the steering chamber (axial movement) that is part of the steering actuation unit 106. The upper part 115b of the steering shaft 115 is fixed to the cab of the front frame (without axial movement).

[0076] Figure 13 Detail A in shows that the steering actuation unit includes a steering chamber, which is integrated in the swing fork and thus in an integrated part of the front suspension 112a, and the suspension travel of the suspension does not affect the position of the steering rod 105. This integration of the steering mechanism including the steering rod 105 will result in a constant position of the steering rod relative to the wheel suspension element and avoid causing bump steer. Figure 14 is as shown in Figures 9-13 the embodiment, but not in another three-dimensional perspective view. Figures 15 to 17 is the same embodiment as shown in another figure of the present invention, but is represented in a slightly different way.

[0077] Figure 18 and Figure 19A side view and a top view showing a simplified and abstract representation of a three-wheeled vehicle (1000) are presented. The three-wheeled vehicle includes a rear frame portion (1001) having two steerable or non-steerable (rear) wheels (1002a and 1002b) and a front frame portion (1003) having at least one front wheel (10l), wherein the front frame portion (1003) is connected and / or connectable to the rear frame portion (1001) via a connection member (1004), and the connection member is configured to tilt the front frame portion about an inclination axis (1005) in the longitudinal direction of the front frame portion (1003). The rear frame portion (1001) includes rear wheels (1002a and 1002b), which are preferably steerable about a rear wheel steering axis (1006), or each rear wheel is steerable about its wheel axis (1006a, 1006b).

[0078] Figure 18 and Figure 19 It is further shown that the inputs (1011a; 1011b; 1011c; 1011d; 1011e; 1011f) of the control unit (1009) include, for example, sensors (1010a, 1011a; 1010b, 1011b; 1010c, 1011c; 1010d, 1011d; 1010e, 1011e; 1010f, 1011f), which communicate electronically or mechanically with the control unit, and wherein the control unit (1009) is configured to convert the measured input / signals into an optimal output control signal (1012) to optimally control the tilting behavior and / or steering angle and / or lateral acceleration of the front frame and / or the acceleration / deceleration of the vehicle and / or a certain yaw angle and / or steering torque and / or steering angle of the front wheels and / or steering angle of the steering wheel and / or external data from an external data provider and / or data on the condition of the surface on which the wheels of the vehicle will travel obtained by the sensors, etc.

[0079] For the purposes of clear and concise description, features are described herein as part of the same or separate embodiments. However, it should be understood that the scope of the present invention may include embodiments having combinations of all or some of the described features. It can be understood that the illustrated embodiments have the same or similar components, except as they are described as different. In the claims, any reference signs between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of other features or steps than those listed in the claim. Furthermore, the words "a" and "an" shall not be construed as limited to "only one", but rather are used to denote "at least one", and do not exclude a plurality. The mere fact that certain measures are recited in mutually different claims does not indicate that a combination of these measures cannot be used to advantage.

[0080] Many variations will be obvious to those skilled in the art. All variations are understood to be included within the scope of the invention as defined in the following non-limiting claims.

Claims

1. A vehicle (1000) comprising: · A rear frame portion (1001) including at least two rear wheels (1002a, 1002b) and at least one rear wheel axle (1006, 1006a, 1006b); · A front frame portion (1003) including at least one front wheel (101) and at least one front wheel axle (108, 108a); · Wherein the front frame portion (1003) is connected and / or connectable to the rear frame portion (1001) via at least one connecting member (1008a, 1008b, 1008c); · A steering mechanism (1007) which is connected and / or connectable to at least the front frame (1003) portion and is configured to steer the front wheel (101) relative to at least one front wheel axle (108, 108a), wherein the steering mechanism (1007) includes at least one steering element (116); · Wherein the steering mechanism (1007) includes at least one suspension arm (103), wherein the suspension arm (103) is connected and / or connectable to the front wheel (101) by a wheel suspension element (102) and is connected and / or connectable to the front frame (1003) on the other side; · Wherein the steering mechanism (1007) is mechanically or electronically connected and / or connectable to the steering element (116) and is rotatably connected and / or rotatably connectable to the wheel suspension element (102) via at least one steering rod (105) at the other end, wherein the steering mechanism (1007) is configured to convert the angular displacement of the steering element (116) into the angular displacement of the front wheel (101) relative to at least one front wheel (101) axle, wherein the steering mechanism (1007) is configured to actuate the steering rod (105), and wherein the steering rod (105) is movably and / or rotatably connected and / or movably and / or rotatably connectable to the suspension arm (103).

2. The vehicle (1000) according to claim 1, wherein the vehicle (1000) is tiltable relative to at least one tilt axis (1005) and is particularly configured for moving at least one person.

3. The vehicle (1000) according to claim 1 or 2, wherein the at least two rear wheels (1002a, 1002b) are steerable relative to at least one rear wheel axle (1006, 1006a, 1006b).

4. The vehicle (1000) according to claim 1 or 2, wherein the front frame (1003) portion is configured to tilt the front frame (1003) portion relative to at least one tilt axis (1005), particularly in the longitudinal direction of the front frame (1003) portion.

5. The vehicle (1000) according to any one of the preceding claims, including at least one control unit (1009), the control unit being configured to electronically control the tilting behavior of the front frame part (1003), and / or wherein the control unit is configured to control the degree of tilting through a control system, in particular through one or more inputs (1010a, 1011a; 1010b, 1011b; 1010c, 1011c; 1010d, 1011d; 1010e, 1011e; 1010f, 1011f), wherein at least one of the inputs is selected from the steering angle of the front wheel (101) about its axis (108) and / or the steering angle of the steering element (116) and / or the steering torque applied to the steering element (116).

6. The vehicle (1000) according to any one of the preceding claims, wherein the suspension arm (103) is a double-sided suspension arm or a single-sided suspension arm (103).

7. The vehicle (1000) according to any one of the preceding claims, wherein the wheel suspension element (102) is connected and / or connectable to the rear frame (1003) via an upper link (112) and / or a lower link (113), in particular above the horizontal central plane of the front wheel (101), wherein the upper link (112) and the lower link (113) are preferably rotatably connected and / or rotatably connectable to the rear frame (1003) and the suspension arm (103).

8. The vehicle (1000) according to any one of the preceding claims, including at least one wheel suspension support (104), which is rotatably connected and / or rotatably connectable between the wheel suspension element (102) and the suspension arm (103).

9. The vehicle (1000) according to any one of the preceding claims, further including at least one steering shaft (115), which is connected and / or connectable, in particular mechanically or electronically connected and / or connectable to the steering element (116), and rotatably connected and / or rotatably connectable to the wheel suspension element (102) at the other end, preferably via a steering rod (105), wherein the steering mechanism (1007) is configured to actuate the steering rod (105) and the steering shaft, wherein the steering shaft (115) and the steering rod (105) are movably or rotatably connected and / or movably or rotatably connectable to the suspension arm (103).

10. The vehicle (1000) according to any one of the preceding claims, wherein the steering rod (105) is rotatably connected to the suspension arm (103) via a Pitman arm (114), wherein the steering rod (105) is actuated and / or actuatable by at least one Pitman arm (114), wherein the Pitman arm (114) is rotatably connected and / or connectable to the steering rod (105) and rotatably connected and / or connectable to the suspension arm (103).

11. The vehicle (1000) according to any one of the preceding claims, wherein the steering rod (105) and the Pitman arm (114) are actuated by a steering actuation unit (106).

12. The vehicle (1000) according to any one of the preceding claims, wherein the suspension arm (103) is positioned at an angle between 40 - 50 degrees relative to a surface (1013) formed by the lowest points of the front and rear wheels (1002a, 1002b), and preferably at an angle of 45 degrees relative to the surface formed by the lowest points of the front wheel (101) and the rear wheels (1002a, 1002b).

13. The vehicle (1000) according to any one of the preceding claims, wherein the steering actuation unit (106) includes a steering box (106a), wherein the steering box (106a) is integrated with the suspension arm (103), wherein the steering box (106a) includes a steering box reduction gear, wherein the steering box reduction gear is connected to the steering element (116) and the front wheel (101) via the steering shaft (115), and wherein the steering box reduction gear is configured to provide steering reduction between the steering element (116) and the steering rod (105) or between the steering element (116) and the steering rod (105) via the Pitman arm (114).

14. The vehicle (1000) according to claim 14, wherein the steering box (106a) reduction gear includes a worm shaft and a worm wheel.

15. The vehicle (1000) according to any one of the preceding claims 9 - 14, wherein at least a portion of the steering shaft (115) is telescopic.

16. The vehicle (1000) according to claim 14, wherein the telescopic steering shaft (115) directly connects the worm shaft to the steering element or particularly to the output shaft of an electric power assisted steering system (EPAS).

17. The vehicle (1000) according to any one of the preceding claims, wherein the steering rod (105) is connected to the front wheel (101) or the wheel suspension element (102) by a ball joint and is connected to the suspension arm (103) by a ball joint, wherein optionally one of the two ball joints is an upper ball joint and the other ball joint is a lower ball joint, and wherein the relative longitudinal position of the lower ball joint with respect to the upper ball joint determines the caster angle.

18. The vehicle (1000) according to any one of the preceding claims, wherein the upper link (112) and the lower link (113) are positioned such that they have a common "instantaneous center of rotation".

19. The vehicle (1000) according to any one of the preceding claims, wherein the upper link (112) and the lower link (113) have different lengths.

20. The vehicle (1000) according to any one of the preceding claims, wherein the upper link (112) is shorter than the lower link (113).

21. The vehicle (1000) according to any one of the preceding claims, wherein the lower link (113) is connected to the rear frame (1003) of the vehicle (1000) via a shock absorber (118).

22. The vehicle (1000) according to any one of the preceding claims, wherein the inputs (1010a, 1011a; 1010b, 1011b; 1010c, 1011c; 1010d, 1011d; 1010e, 1011e; 1010f, 1011f) for the tilt control system further include the driving speed of the vehicle (1000) and / or the lateral acceleration and / or the steering torque of the steering element and / or the yaw angle of the vehicle (1000) and / or the pressure of the tires and / or the stiffness of the suspension and / or the center of gravity of the vehicle (1000), the structure and irregularities of the surface on which the wheels of the vehicle (1000) will provide friction.

23. A steering mechanism (1007) for a vehicle (1000) or a tiltable vehicle (1000) according to any one of the preceding claims, wherein · the steering mechanism (1007) is connected and / or connectable to at least a part of the rear frame (1003) and is configured to steer the front wheels (101) relative to at least one front wheel (101) axis, wherein the steering mechanism (1007) includes at least one steering element (116); · wherein the steering mechanism (1007) includes at least one suspension arm (103), wherein the suspension arm (103) is connected and / or connectable to the front wheel (101) via a wheel suspension element (102) and is connected and / or connectable to the rear frame (1003) on the other side; wherein the steering mechanism (1007) is mechanically or electronically connected and / or connectable to the steering element (116) and is rotatably connected and / or rotatably connectable to the wheel suspension element (102) via at least one steering rod (105) at the other end, wherein the steering mechanism (1007) is configured to convert the angular displacement of the steering element (116) into the angular displacement of the front wheel (101) relative to at least one front wheel (101) axis, wherein the steering mechanism (1007) is configured to actuate the steering rod (105), wherein the steering rod (105) is movably and / or rotatably connected and / or movably and / or rotatably connectable to the suspension arm (103).

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