Mechanism for steering the direction of travel of road vehicles

Abstract

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

Description

The invention relates to a mechanism for steering the direction of travel of road vehicles comprising at least four wheels (3) and comprising a double hinge (Figure 1).In a vehicle with articulated steering (1) the vehicle is preferably divided into two parts (1, 2) each having at least one wheel axle. The axis of rotation of the knuckle joint (20) is preferably located in the center of the vehicle. A pivot area (23, 24) can be defined around the joint, which must remain free of obstacles. If the actual joint is smaller than the width of the vehicle, a part of this pivot range ( 24) can be located between the vehicle parts. In such a case, there must be sufficient space between the vehicle parts around the joint so that during steering the vehicle parts do not block each other (FIG. 13 ).The active angle of the vehicle parts can be achieved by means of one or more swivel cylinders ( 21). They are fastened to both vehicle parts and push them apart or pull them towards one another. The lever action that begins is determined by the distance of the fastenings (25) from the axis of rotation of the articulated joint (20). In a preferably symmetrical construction, the possible lever length in articulated joints would be limited to half the vehicle width.In the case of the double-hinge steering system, on the other hand, the vehicle parts ( 1, 2) can be connected via a double hinge ( 13, 14, 15, 16, 17, 18, 19) running orthogonally to the direction of travel. For each steering direction, a separate joint ( 4) can be provided in the double hinge, the axes of rotation ( 5) of which run parallel to one another and not coaxial to one another. In such a construction, the two hinge joints (4) would be located outside the middle and preferably as close as possible to the sides of the vehicle. In the neutral closed position of the hinge, all the wheel axles of the vehicle are aligned parallel to one another and the vehicle is driving straight out (FIG. 2 ). The closer the joints are to the edge of the vehicle, the smaller the portion of the inner pivot region ( 24) that lies between the vehicle parts in the closed position falls (FIG. 14 ). A mechanical blocking of the steering by touching the vehicle parts ( 1, 2) thus either only occurs at higher angles or is no longer possible at all, whereby much higher steering angles are possible compared to a knuckle steering on a comparable surface.As in the case of the articulated steering system, in the case of the double-hinge steering system, the direction of travel can be changed via angles of the vehicle parts ( 1, 2) with respect to one another. The angle of the vehicle parts relative to one another can be adjusted in length via two longitudinally adjustable components such as, for example. Hydraulic cylinders or actuators (9)-referred to below as distance controllers-can be provided. The vehicle is turned in a direction of the curve by extending the distance regulator located on the outside of the desired curve, so that the vehicle parts are pressed apart there (FIG. 1 ). For a straight direction of travel, both distance controllers must be set to the same length, which in the simplest case corresponds to the full retraction of the distance controllers (FIG. 2 ).A distance regulator can determine the angle of the double hinge to the respective vehicle part. Both the double hinge and the spacer have their joints (4, 7, 8) outside the vehicle center in the double hinge steering system. Preferably, these are located as close as possible to the edges of the vehicle parts. The distance controller (9) is preferably located on the opposite side of the suspension of the double hinge (4) on the vehicle part. Ideally, the joints of the double hinge (4) and of the distance regulator (7) are attached to the respective outer sides of the vehicle part and the double hinge can act as a lever over the entire vehicle width. Compared to a knuckle joint, this would correspond to doubling the potential leverage during angling that can be applied by a swivel cylinder (21). The axis of rotation (6) of the fastening (8, 10) of the distance regulator in the double hinge preferably extends coaxially to the axis of rotation (5) of the double hinge on the respective other vehicle part in order to avoid the occurrence of shear forces within the double hinge during steering. At both ends of the double hinge there would thus be a connection via the joint to one vehicle part and via the distance regulator to the other vehicle part. On the vehicle parts, some of the components (4, 5, 6, 7, 8, 9, 10, 11) of the double-hinge linkage would thus be arranged point-symmetrically around the center of the double hinge, viewed perpendicularly from above down or from below up.In compact constructions, distance regulators can be realized via a vertically folded arm element ( 11) (FIGS. 6, 7 ) This arm element would be driven by a cylinder ( 12) which is located inside the distance regulator. This arrangement requires a smaller base area in relation to cylinders (9), which run horizontally for example, but is therefore larger in height. For reasons of space, one of the two suspensions of the spacer-preferably that within the double hinge-can be modified in order to save an otherwise necessary second folding element on the spacer: the height difference can then be compensated by a vertically freely movable joint ( 10), the additional degree of freedom of which would run orthogonally to the remaining joints ( 4) on the double hinge.The double hinge can extend over the entire vehicle width. When the vehicle drives over an uneven ground, the vehicle parts can be twisted relative to one another and the double-hinge steering can be deformed by the action of force. To counteract this, the height of the double hinge can be selected to be correspondingly large, so that the frame of the joints on the vehicle parts more easily supports the loads. The edge lengths of the double hinge preferably extend over the vehicle width and vehicle height. The double hinge can be implemented in various ways. It may consist of a single solid component (15) (Fig. 8). However, the hinge can also be configured like a frame which is composed of a plurality of components ( 6, 13, 14) arranged rectangular to one another (FIG. 9 ). The main load here carries the horizontally running beams (13, 14), while the vertically running components represent the axes (6) for the joints (8) with respect to the spacers.If the double hinge is in the form of a frame, there are several ways to protect it against damaging shear forces: the upper and lower support elements can be reinforced with one or more diagonally running cross members ( 16) (FIG. 10 ). Alternatively, a joint can also be integrated into the frame in order to yield the forces: Preferably, a joint can be integrated into the lower cross member (18), the axis of rotation of which joint runs parallel to the normal of the double hinge. The other cross member ( 17) must then be extended by a movable length-adjustable component such as a shock absorber, so that the frame of the double hinge can be reversibly stretched or compressed (FIG. 11 ). The shock absorber must allow for the expansion and compressions that are sprung out of the unloaded position. In this widened embodiment, too, the double hinge can be reinforced by cross members ( 19) (FIG. 12 ). The beams can be connected to each other in the respective left and right-hand part--separated by the joint in the lower beam and the shock absorber in the upper beam (19)--by diagonal beams, so that there is a further connection of these beams in addition to the connecting axle (6).Due to the additional degree of freedom of the double hinge, it is necessary in these embodiments to adapt the suspension ( 8, 10) of the distance regulator ( 9, 11). By means of the method described above, for example. In the case of a rigid distance regulator, upsetting of the double hinge changes both the position and the position of its suspension ( 8, 10). The freedom of movement of the distance regulator in the double hinge, which is therefore necessary, can be given if the latter can move vertically freely along the axis of rotation (6) of its joint (8) and at the same time torsion about the axis of the change in length is possible. In the case of a cylinder (9), the latter would already be the case if the cylinder piston can rotate freely in the cylinder. In the case of a foldable cantilever arm (11), a modification of the joint (10) for an additional tilting movement could enable the torsion to the double hinge.The vehicle may then be sprung to the door about the vehicle axis. The torsion axis extends as a function of the angle of the double hinge to the vehicle parts ( 1, 2). Thus, when steering in one direction it is parallel to the front part, when steering in the other direction it is parallel to the rear part of the vehicle. The torsion spring therefore behaves asymmetrically during steering.The invention is explained in more detail on the basis of the exemplary embodiments illustrated in the drawings. The following are shown: FIG. 1 shows a schematic of a two-part vehicle with four wheels ( 3) and a double hinge steering from above. The double hinge ( 13) is shown shaded. The direction of travel of the vehicle is from right to left. The vehicle (from the perspective of the driver) is steering to the left and the right-hand distance controller-here a cylinder (9)-is extended. The right-hand distance controller is fastened to the rear vehicle part (2), the left-hand distance controller to the front part (1), FIG. 2 shows, like FIG. 1, a schematic of a vehicle with a double-hinge steering system from above, the double hinge ( 13) of which is likewise shown shaded. Both distance regulators (9) are retracted and the steering is in the neutral position, FIG. 3 shows a schematic of a vehicle with a double-hinge steering system in side view. The double hinge is shown shaded-the support elements at the top (13) and at the bottom (14) are shaded so as to extend from the right to the left, while the connecting axles (6) are shaded so as to extend from the left to the right, FIG. 4 shows a schematic of a vehicle with a double-hinge steering in isometric perspective - obliquely from the top front. The distance regulators ( 9) are retracted and the steering is in the neutral position. The hatching of the double hinge (6, 13, 14) is as in the previous FIGS. 1 to 3, FIG. 5 shows a schematic of a vehicle with a double-hinge steering system from an isometric perspective on its right side with the right distance regulator ( 9) extended, so that the vehicle turns to the left. The visible parts of the double hinge (6, 13, 14) are hatched as in the previous FIGS. 1 to 4, FIG. 6 shows a schematic of a vehicle with a double-hinge steering system from an isometric perspective on its right side. The right-hand distance controller (11, 12) is extended and the vehicle is steering to the left. The hatching of the double hinge (13, 14) corresponds to those of the previous Figs. 1 to 5. in this figure the distance controller is dotted and implemented by a foldable boom (11): the vertical part is movable about the Z-axis and contains a cylinder (12) which can angle a further support. This variant of the distance regulator requires a smaller base area in the XY plane of the vehicle, for which reason its holders ( 7) are located here at the ends of the vehicle parts and directly opposite the double hinge holders ( 4). The suspension of this support (10) is freely movable along the connecting axis (6) in a double hinge, FIG. 7 shows a schematic of a vehicle with a double-hinge steering system from an isometric perspective on its left side with the right-hand distance regulator extended. The distance regulators of the vehicle are implemented as in FIG. 6 with foldable arms ( 11). The hatching of the double hinge corresponds to those of the previous FIGS. 1 to 6, and the left-hand distance controller is retracted: the suspension on the connecting axle (10) of the double hinge is located at the upper end and the extension arm is retracted to such an extent that it covers the inner cylinder, FIG. 8 shows a schematic of the rear part of a vehicle ( 2) with a double-hinge steering system from an isometric perspective without the front part. The suspension of the double hinge ( 4) is located on the left side of the vehicle in the direction of travel. The distance controller-in this example implemented with a cylinder ( 9)-is located on the right side of the vehicle. The cylinder piston is fastened to the right connecting axle ( 6) of the double hinge ( 15). The double hinge ( 15) in this embodiment consists of a solid element and is emphasized with a hatching, FIG. 9, like FIG. 8, shows a schematic of the rear part of a vehicle ( 2) with a double-hinge steering system from an isometric perspective. The suspension of the double hinge ( 4) is again located on the left side of the vehicle, and the distance controller is again implemented with a cylinder ( 9). The double hinge is here implemented with two transverse elements (13, 14) which, together with the two connecting axles (6), form a hollow frame, FIG. 10 shows, like FIG. 9, a diagram of the rear part of a vehicle ( 2) with a double-hinge steering system from an isometric perspective. The double hinge is here also implemented with two transverse elements, which together with the two connecting axles (6) form a frame. In order to increase the stability of the frame, the transverse elements are reinforced (14) with diagonally extending connecting beams, FIG. 11 shows, like FIG. 9, a diagram of the rear part of a vehicle ( 2) with a double-hinge steering system from an isometric perspective. In comparison with FIG. 9, the lower support of the double hinge ( 18) in this illustration has a joint which is indicated by the circle in the middle. The upper support (17) contains a shock absorber with a steel spring, so that the double hinge can be compressed or stretched under the action of force. The suspension (8) of the cylinder piston on the connecting axle (6) can move freely here along the axle in order to enable the compression of the double hinge. The piston itself can be rotated in the cylinder (9), FIG. 12 shows, like FIG. 11, a diagram of the rear part of a vehicle ( 2) with a double-hinge steering system from an isometric perspective. The double hinge also has a hinge in the lower element and a shock absorber in the upper transverse element in this embodiment in order to enable the double hinge to be compressed or extended. To increase the stability of the double hinge, the lower and the upper element are reinforced on both sides by diagonally extending connecting beams, FIG. 13, similar to FIGS. 1 and 2, shows schematics of a vehicle with a knuckle joint (20, 21, 22). The left-hand diagram shows a vehicle straight in the direction of travel. The right diagram shows the vehicle during right steering. The surface (22) which is occupied by the articulation within the vehicle is shaded with diagonal lines. In both schemes, the pivot areas (23, 24) of the front parts of the vehicles (1) are shaded with crosses. Two different cross hatchings are used: the diagonal crosses mark the areas (24) between parts of the vehicle which are free, but are traversed by the vehicle during travel. The standing crosses mark the areas (23) around the vehicle which must be kept free of obstacles for a change from a straight direction of travel to a turning direction of travel (left) and a change from a straight direction of travel to a turning direction of travel (right), FIG. 14 shows, like FIG. 13, two schematics of a vehicle with a double-hinge steering system. The left diagram again shows a vehicle straight with the direction of travel, while the right diagram shows a vehicle when steering to the right. In both schemes, as in FIG. 13, regions (23, 24) to be kept free around the front part (1) of the vehicle are highlighted with cross hatchings-diagonal cross for regions (24) free by the vehicle to pass through and standing cross for swivel regions (23) around the vehicle for the case of a change of direction of travel.List of reference characters1 Front part of a two-part vehicle 2 Rear part of a two-part vehicle 3 Wheel 4 Mounting of the double hinge 5 Connecting axis of the double hinge for mounting on the vehicle part 6 Connecting axis between the double hinge and the hinge of the distance regulator 7 Mounting of the distance regulator on the vehicle part 8 Stationary hinge between the distance regulator and the double hinge 9 Cylinder as a function of a distance regulator 10 Hinge slidable along the axis between the distance regulator and the double hinge 11 Distance regulator implemented with foldable cantilever 12 Cylinder within the foldable cantilever 13 Upper static carrier of the double hinge element 14 Lower static carrier of the double hinge element 15 Double hinge element as a solid individual part 16 Double hinge element with cavity passing through stabilizing cross braces 17 Upper part of the double hinge element - dynamically with spring element 18 Lower part of the double hinge element - dynamic double hinge element with hinge in the middle 19 - dynamic double hinge element with cross braces, spring element and hinge 20 - articulated joint 21 - swivel cylinder of the articulated joint 22 - holder of the articulated joint 23 - outer swivel range of the vehicle 24 - inner swivel and travel range of the vehicle 25 - connection point between cylinder and articulated joint holder

Claims

Dual-hinge steering system for vehicles having the following features: - connects two subunits (1, 2) of a divided vehicle, - generates a steering system of the vehicle by active angle-mounting of the subunits with respect to one another - has two mutually parallel axes of rotation (5) on the dual hinge, which axes of rotation are vertical to the vehicle and each run outside the vehicle center, characterized in that - the dual-hinge steering system has two distance regulators (9, 11), each of which is assigned to a vehicle subunit (1, 2), - the active angle-mounting takes place in the horizontal during a steering maneuver via the latter, - the position of the subunits with respect to the dual hinge (13 - 19) and with respect to one another is fixed by the distance regulators (9, 11), - the distance regulators each set with a hinge (8, 10) within the dual hinge, its axis (6) extends coaxially to the axis (5) of the suspension (4) of the double hinge in the other vehicle part in each case, the distance regulators (9, 11), the holders (4, 7), the axes (5, 6) and joints (8, 10) are arranged point-symmetrically around the center of the double hinge, viewed perpendicularly from above down or from below up, and the double hinge is aligned orthogonally to the direction of travel of the vehicle.Double-hinge steering system according to Claim 1, characterized in that the double hinge is realized by a solid component (15), the height and width of which preferably correspond to or have approached those of the vehicle cross section.The double hinge steering system according to claim 1, characterized in that the double hinge includes two horizontal support elements (13, 14) parallel to each other, two vertical components parallel to each other serve as axes of rotation (5) for the joints of the double hinge (4) and for the coaxially extending joints (8, 10) of the attached spacers (9, 11), and all four components together form a hollow frame-shaped double hinge element.Double-hinge steering system according to Claim 3, characterized in that the frame of the double-hinge element is stabilized with respect to shear forces by diagonally running carriers between the horizontal components (16).Double-hinge steering system according to Claim 3, characterized in that the lower of the horizontal supporting elements (18) has a buckling joint in the middle, the upper supporting element (17) has a spring mechanism, and consequently the double-hinge element can be compressed or stretched and the subunits can be twisted in a sprung manner along the vehicle axis.Double-hinge steering system according to Claim 5, characterized in that the upper and the lower supporting element are additionally stabilized (19) in each case on the right and left of the shock absorber or articulated joint with diagonally running beams.

Images