Mechanism for steering the direction of travel of road vehicles

Abstract

Double-hinge steering for vehicles with the following features: - connects two subunits (1, 2) of a subdivided vehicle, - generates vehicle steering by actively angling the subunits relative to each other - has two parallel axes of rotation (5) on the double hinge, which are perpendicular to the vehicle and each run outside the vehicle center, characterized in that - the double-hinge steering system has two distance controllers (9, 11), each of which is assigned to a vehicle sub-unit (1, 2), - the active angling in the horizontal direction during a steering maneuver is achieved via this, - the position of the sub-units relative to the double hinge (13 - 19) and to each other is determined by the spacing regulators (9, 11), - the distance regulators are each attached within the double hinge with a joint (8, 10) whose axis (6) runs coaxially to the axis (5) of the suspension (4) of the double hinge in the other part of the vehicle, - the spacers (9, 11), the brackets (4, 7), the axes (5, 6) and joints (8, 10) are arranged point-symmetrically around the center of the double hinge when viewed vertically from above or from below. - and the double hinge is aligned orthogonally to the direction of travel of the vehicle.

Description

[0001] The invention relates to a mechanism for steering the direction of travel of road vehicles with at least four wheels (3) which includes a double hinge ( Fig. 1).

[0002] In a vehicle with articulated steering (1.), the vehicle is preferably divided into two parts (1, 2), each of which has at least one wheel axle. The axis of rotation of the articulation joint (20) is preferably located in the center of the vehicle. A pivoting area (23, 24) can be defined around the joint, which must remain free of obstructions. If the actual joint is smaller than the vehicle is wide, part of this pivoting area (24) can lie between the vehicle parts. In such a case, sufficient space must be provided between the vehicle parts around the joint so that the vehicle parts do not block each other during steering. Fig. 13).

[0003] The active angling of the vehicle sections can be achieved by means of one or more pivot cylinders (21). These are attached to both vehicle sections and push them apart or pull them towards each other. The resulting leverage effect is determined by the distance of the mountings (25) from the axis of rotation of the articulating joint (20). In a preferably symmetrical design, the possible lever length for articulated joints would be limited to half the vehicle width.

[0004] In contrast, with double-hinge steering, the connection of the vehicle parts (1, 2) can be achieved via a double hinge (13, 14, 15, 16, 17, 18, 19) running orthogonally to the direction of travel. A separate joint (4) can be provided in the double hinge for each steering direction, the axes of rotation (5) of which run parallel and not coaxially to each other. In such a design, the two hinge joints (4) would be located off-center and preferably as close as possible to the sides of the vehicle. In the neutral, closed position of the hinge, all wheel axes of the vehicle are aligned parallel to each other, and the vehicle travels straight ahead ( Fig. 2) The closer the joints are to the edge of the vehicle, the smaller the portion of the inner pivot range (24) that lies between the vehicle parts in the closed position ( Fig. 14) A mechanical blocking of the steering by contact of the vehicle parts (1,2) thus either only occurs at higher angles or is no longer possible at all, which means that much higher steering angles are possible compared to an articulated steering system on a comparable area.

[0005] As with articulated steering, the direction of travel in double-hinge steering can be changed by angling the vehicle parts (1, 2) relative to each other. This angling of the vehicle parts relative to each other can be achieved via two length-adjustable components such as hydraulic cylinders or actuators (9) – hereinafter referred to as distance controllers. Turning the vehicle in a curve is achieved by extending the distance controller located on the outside of the desired curve, thus pushing the vehicle parts apart ( Fig. 1) For a straight driving direction, both distance controllers must be set to the same length, which in the simplest case corresponds to fully retracting the distance controllers ( Fig. 2).

[0006] Each spacer can determine the angle of the double hinge relative to the respective vehicle part. In the double-hinge steering system, both the double hinge and the spacer have their joints (4, 7, 8) located off-center. Preferably, these are situated as close as possible to the edges of the vehicle parts. The spacer (9) is preferably located on the opposite side of the double hinge's mounting point (4) on the vehicle part. Ideally, the joints of the double hinge (4) and the spacer (7) are mounted on the outer sides of the vehicle part, and the double hinge can act as a lever across the entire width of the vehicle. Compared to an articulated joint, this would correspond to a doubling of the potential leverage effect during angling, which can be applied by a pivot cylinder (21).The axis of rotation (6) of the mounting (8, 10) of the distance regulator in the double hinge preferably runs coaxially with the axis of rotation (5) of the double hinge on the other vehicle part in order to prevent shear forces from occurring 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. On the vehicle parts, some of the components (4, 5, 6, 7, 8, 9, 10, 11) of the double-hinge steering system would therefore be arranged point-symmetrically around the center of the double hinge, viewed vertically from above or from below.

[0007] In compact designs, distance controllers can be implemented via a vertically folded arm element (11) ( Fig. 6, Fig. 7) This arm element would be driven by a cylinder (12) located inside the spacer. This arrangement requires a smaller footprint compared to, for example, horizontally oriented cylinders (9), but is taller. For space reasons, one of the two suspensions of the spacer—preferably the one inside the double hinge—can be modified to eliminate the need for a second folding element on the spacer: The height difference can then be compensated for by a vertically freely movable joint (10), whose additional degree of freedom would be orthogonal to the other joints (4) on the double hinge.

[0008] The double hinge can extend across the entire width of the vehicle. When the vehicle travels over uneven ground, the vehicle parts can twist relative to each other, and the double hinge steering can be deformed by the force. To counteract this, the height of the double hinge can be chosen to be correspondingly large, so that the frame of the joints on the vehicle parts can better withstand the loads. Preferably, the edge lengths of the double hinge extend across the width and height of the vehicle. The double hinge can be implemented in various ways. It can consist of a single solid component (15) ( Fig. 8) However, the hinge can also be designed like a frame, which is composed of several rectangularly arranged components (6, 13, 14) ( Fig. 9). The main load is borne by the horizontally running beams (13, 14), while the vertically running components represent the axes (6) for the joints (8) to the spacers.

[0009] If the double hinge has the form of a frame, there are several ways to protect it against damaging shear forces: The upper and lower supporting elements can be reinforced with one or more diagonally running crossbeams (16) ( Fig. 10) Alternatively, a hinge can be integrated into the frame to accommodate the forces: Preferably, a hinge can be integrated into the lower cross member (18) whose axis of rotation 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 spring-loaded expansions and compressions from the unloaded position. Even in this extended version, the double hinge can be reinforced by cross members (19) ( Fig. 12) The beams can be connected to each other by diagonal beams in the left and right parts respectively - separated by the joint in the lower beam and the shock absorber in the upper beam (19) - so that there is a further connection of these beams in addition to the connecting axis (6).

[0010] Due to the additional degree of freedom of the double hinge, it is necessary in these designs to adjust the suspension (8, 10) of the spacer (9, 11). For example, compressing the double hinge changes both the position and the orientation of its suspension (8, 10) in a rigid spacer. The necessary freedom of movement of the spacer within the double hinge can be achieved if it can move freely vertically along the axis of rotation (6) of its joint (8) and simultaneously allows torsion around the axis of length change. In the case of a cylinder (9), the latter would already be the case if the cylinder piston can rotate freely within the cylinder. In the case of a folding boom (11), a modification of the joint (10) for an additional tilting movement could enable torsion with respect to the double hinge.

[0011] The vehicle can then be torsionally suspended around its axis. The axis of torsion depends on the angle of the double hinge to the vehicle parts (1, 2). Thus, when steering in one direction, it runs parallel to the front part, and when steering in the other direction, it runs parallel to the rear part of the vehicle. Consequently, the torsional suspension behaves asymmetrically when steering.

[0012] The invention will be explained in more detail with reference to the exemplary embodiments shown in the drawings. The drawings show: Fig. Figure 1 shows a top-down diagram of a two-part, four-wheeled vehicle (3) with double-hinge steering. The double hinge (13) is shown hatched. The vehicle travels from right to left. The vehicle (from the driver's perspective) steers to the left, and the right-hand distance control unit – here a cylinder (9) – is extended. The right-hand distance control unit is attached to the rear vehicle section (2), and the left-hand distance control unit to the front section (1). Fig. 2 shows how Fig. 1 A schematic diagram of a vehicle with double-hinge steering from above, the double hinge (13) of which is also shown hatched. Both distance controllers (9) are retracted and the steering is in the neutral position. Fig. Figure 3 shows a schematic diagram of a vehicle with double-hinge steering in side view. The double hinge is shown hatched – the support elements at the top (13) and bottom (14) are hatched from top right to bottom left, while the connecting axes (6) are hatched from top left to bottom right. Fig. Figure 4 shows a schematic of a vehicle with double-hinge steering in isometric perspective – obliquely from the front and above. The adaptive cruise control (9) is retracted and the steering is in the neutral position. The hatching of the double hinge (6, 13, 14) is as in the previous figures. Fig. 1 to 3, Fig. Figure 5 shows a schematic of a vehicle with double-hinge steering from an isometric perspective on its right side with the right-hand adaptive cruise control (9) extended, causing the vehicle to steer to the left. The visible parts of the double hinge (6, 13, 14) are as in the previous figures. Fig. 1 to 4 hatched, Fig. Figure 6 shows a schematic diagram of a vehicle with double-hinge steering from an isometric perspective on its right side. The right-hand adaptive cruise control (11, 12) is extended and the vehicle is steering to the left. The hatching of the double hinge (13, 14) corresponds to that of the previous figure. Fig. In this illustration, the distance control is shown as a dotted line and implemented by a foldable arm (11): The vertical part is movable about the Z-axis and contains a cylinder (12) which can angle another support. This version of the distance control requires a smaller footprint in the XY plane of the vehicle, which is why its mounts (7) are located at the ends of the vehicle parts and directly opposite the double-hinge mounts (4). The suspension of this support (10) is freely movable along the connecting axis (6) in the double hinge. Fig. Figure 7 shows a schematic of a vehicle with double-hinge steering from an isometric perspective on its left side with the right adaptive cruise control extended. The vehicle's adaptive cruise control is as shown in Fig. implemented with foldable outriggers (11). The hatching of the double hinge corresponds to that of the previous one. Fig. . The left distance regulator is retracted: The suspension on the connecting axis (10) of the double hinge is at the upper end and the boom is retracted so far that it covers the inner cylinder, Fig. Figure 8 shows a schematic of the rear section of a vehicle (2) with double-hinge steering from an isometric perspective, excluding the front section. The double-hinge mounting (4) is located on the left side of the vehicle in the direction of travel. The distance control – implemented in this example with a cylinder (9) – is located on the right side of the vehicle. The cylinder piston is attached to the right connecting axis (6) of the double-hinge (15). In this embodiment, the double-hinge (15) consists of a solid element and is highlighted with hatching. Fig. 9 shows how Fig. Figure 8 shows a schematic of the rear section of a vehicle (2) with double-hinge steering from an isometric perspective. The double-hinge suspension (4) is again located on the left side of the vehicle, and the distance control is again implemented with a cylinder (9). Here, the double hinge is implemented with two transverse elements (13, 14) which, together with the two connecting axles (6), form a hollow frame. Fig. 10 shows how Fig. Figure 9 shows a schematic of the rear section of a vehicle (2) with double-hinge steering from an isometric perspective. The double hinge is also implemented here with two transverse elements which, together with the two connecting axles (6), form a frame. To increase the stability of the frame, the transverse elements are reinforced with diagonally running connecting beams (14). Fig. 11 shows how Fig. 9 A schematic of the rear part of a vehicle (2) with double-hinge steering from an isometric perspective. Compared to Fig. In this illustration, the lower support of the double hinge (18) has a joint, indicated by the circle in the center. The upper support (17) contains a shock absorber with a steel spring, allowing the double hinge to compress or extend under force. The suspension (8) of the cylinder piston on the connecting axis (6) can move freely along the axis to allow the double hinge to compress. The piston itself can rotate within the cylinder (9). Fig. 12 shows how Fig. Figure 11 shows a schematic of the rear section of a vehicle (2) with double-hinge steering from an isometric perspective. In this design, the double hinge also has a joint in the lower and a shock absorber in the upper transverse element to allow compression or extension of the double hinge. To increase the stability of the double hinge, the lower and upper elements on both sides are reinforced with diagonally extending connecting beams. Fig. 13 shows similarity to the Fig. 1 and Fig. Two diagrams of a vehicle with articulated steering (20, 21, 22). The left diagram shows a vehicle traveling straight ahead. The right diagram shows the vehicle during a right turn. The area (22) occupied by the articulated steering within the vehicle is hatched with diagonal lines. In both diagrams, the pivot areas (23, 24) of the front parts of the vehicles (1) are hatched with crosses. Two different cross-hatching patterns are used: The diagonal crosses mark the areas (24) between parts of the vehicle that are clear but are traversed by the vehicle during travel. The vertical crosses mark the areas (23) around the vehicle that must be kept clear of obstacles for changing from a straight to a turning direction (left) and from a straight to a turning direction (right). Fig. 14 shows how Fig. 13 Two diagrams of a vehicle with double-hinge steering. The left diagram again shows a vehicle traveling straight ahead, while the right diagram shows a vehicle steering to the right. In both diagrams, as in Fig. Areas to be kept clear (23, 24) around the front part of the vehicle (1) are highlighted with cross-hatching - diagonal crosses for clear areas (24) to be driven through by the vehicle and standing crosses for turning areas (23) around the vehicle in case of a change of direction. Reference symbol list 1 Front part of a two-part vehicle 2 Rear part of a two-part vehicle 3-wheeler 4. Double hinge bracket 5 Connecting axis of the double hinge to the bracket on the vehicle part 6 Connecting axis between double hinge and joint of the distance regulator 7 Mounting the distance control unit on vehicle part 8 Stationary joint between spacer and double hinge 9 cylinders functioning as a distance control system 10. Sliding joint along the axis between the distance regulator and the double hinge 11 distance controllers implemented with foldable boom 12 cylinders inside the foldable boom 13 Upper static support of the double hinge element 14 Lower static support of the double hinge element 15 double hinge elements as solid single units 16 double hinge elements with a cavity traversed by stabilizing cross braces 17 Upper part of the double hinge element - dynamic with spring element 18 lower part of the double hinge element - dynamic with hinge in the middle 19 dynamic double hinge element with cross braces, spring element and hinge 20 articulated joint 21 Swivel cylinders of the articulated joint 22 Mounting bracket for the articulated joint 23 Outer swivel range of the vehicle 24 Inner swivel and driving range of the vehicle 25 Connection point between cylinder and articulated joint bracket

Claims

[1] Double-hinge steering for vehicles with the following features: - connects two subunits (1, 2) of a subdivided vehicle, - generates vehicle steering by actively angling the subunits relative to each other - has two parallel axes of rotation (5) on the double hinge, which are perpendicular to the vehicle and each run outside the vehicle center characterized by , that - the double-hinge steering system has two distance controllers (9, 11), each of which is assigned to a vehicle sub-unit (1, 2), - the active angling in the horizontal direction during a steering maneuver is achieved via this, - the position of the sub-units relative to the double hinge (13 - 19) and to each other is determined by the spacing regulators (9, 11), - the distance regulators are each attached within the double hinge with a joint (8, 10) whose axis (6) runs coaxially to the axis (5) of the suspension (4) of the double hinge in the other part of the vehicle, - the spacers (9, 11), the brackets (4, 7), the axes (5, 6) and joints (8, 10) are arranged point-symmetrically around the center of the double hinge when viewed vertically from above or from below. - and the double hinge is aligned orthogonally to the direction of travel of the vehicle. [2] Double hinge steering according to claim 1, characterized by , that the double hinge is realized by a solid component (15) whose height and width preferably correspond to or approximate those of the vehicle cross-section. [3] Double hinge steering according to claim 1, characterized by , that the double hinge includes two parallel horizontal support elements (13, 14), two mutually parallel vertical components serve as axes of rotation (5) for the joints of the double hinge (4) and for the coaxial joints (8, 10) of the attached spacers (9, 11), and all four components together form a hollow frame-shaped double hinge element. [4] Double hinge steering according to claim 3, characterized by , that the frame of the double hinge element is stabilized against shear forces by diagonally running supports between the horizontal components (16). [5] Double hinge steering according to claim 3, characterized by , that the lower of the horizontal support elements (18) has a hinge joint in the middle, the upper support element (17) has a spring mechanism, consequently the double hinge element can be compressed or stretched and the sub-units can be torsionally suspended along the vehicle axis. [6] Double hinge steering according to claim 5, characterized by , that the upper and lower support elements are additionally stabilized to the right and left of the shock absorber or articulation joint by diagonally running supports (19).

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