Multi-track vehicle

Abstract

The invention relates to a multi-track vehicle (1) with tilting technology having at least three wheels (3, 4, 5) mounted on a vehicle frame (2), wherein a wheel pair is formed by opposing wheel pair wheels (4, 5) arranged on both sides of a vehicle longitudinal axis (6), the wheel pair wheels (4, 5) are each mounted on a wheel carrier (24, 25) which are guided in linear guides (14, 15) and coupled to each other via a flexible traction element (7), wherein the traction element (7) is guided within the linear guides (14, 15).

Description

[0001] The invention relates to a multi-track vehicle with tilting technology having at least three wheels which are mounted on a vehicle frame, wherein a wheel pair is formed by opposing wheel pair wheels which are arranged on either side of a vehicle longitudinal axis, the wheel pair wheels are each mounted on a wheel carrier which are guided in linear guides and coupled to one another via a flexible traction means.

[0002] Multi-track wheeled vehicles are land vehicles with a single drive that, when viewed from above, leave multiple tracks of their wheels next to each other. Land vehicles with multiple wheels arranged one behind the other are considered single-track vehicles, such as bicycles with or without motor assistance or motorcycles. Multi-track vehicles include, for example, tricycles or passenger cars, where two wheels are arranged to the right and left of a longitudinal extension or the direction of travel of the motor vehicle and are spaced apart from each other.

[0003] Tricycles typically have a pair of wheels that are at the same height in the direction of travel, either as a front pair or a rear pair. A third wheel is usually positioned between the two pairs of wheels at a distance in the direction of travel, with the wheels themselves each mounted on a vehicle frame. Such a multi-wheeled vehicle is propelled using various drive concepts, either purely by pedal power or in combination with a motor drive, or solely by a motor drive. The motor drive can be an electric motor or an internal combustion engine. To steer the tricycle, either the pair of wheels or the individual wheel of the tricycle are pivoted around a steering axis.

[0004] DE 10 2014 201 630 B4 discloses a laterally tilting, multi-track vehicle with at least three wheels, a vehicle body, and at least one wheel pair comprising two wheels assigned to a common axle, each of which is suspended from the vehicle body via a wheel guide member. The wheel guide members of the wheel pair are each supported on the vehicle body via a spring-elastic element. The wheel guide members of the wheel pair are each pivotally connected to one end of a double lever via connecting struts. The double lever is rotatably mounted on the vehicle body exclusively via the spring-elastic element arranged eccentrically thereon with respect to its longitudinal extent. The spring-elastic element has a non-linear spring characteristic whose stiffness increases in a compression direction and decreases in a rebound direction.This ensures that when the vehicle body tilts sideways, the outside wheel extends and the inside wheel compresses.

[0005] DE 199 21 226 A1 discloses a tricycle with two wheels on one axle that lean into curves. The tricycle has a frame in which the two wheels of a wheel pair can be held, moved, and steered radially relative to the roadway. By means of a redirected, endless, driven cable connected to the rotational axes of the two wheels, the distance of the frame of the inside wheel from the roadway is reduced, and conversely, the distance of the frame of the outside wheel from the roadway is increased accordingly. This controls the vehicle's inclination so that the lateral acceleration is counteracted by a compensating inclination, with the third wheel following or leading this optimal inclination through its suspension in the same frame.

[0006] EP 3 040 220 A1 and JP 2023 - 11 120 A show further vehicles with tilting technology.

[0007] The object of the present invention is to provide a multi-track vehicle with tilting technology that is as light as possible with improved stability of the components and has improved steerability.

[0008] This object is achieved by a multi-track vehicle having the features of the main claim. Advantageous embodiments and further developments of the invention are disclosed in the subclaims, the description, and the figures.

[0009] The multi-track vehicle with tilting technology having at least three wheels mounted on a vehicle frame, wherein a wheel pair is formed by opposing wheel pairs arranged on either side of a vehicle's longitudinal axis, wherein the wheel pairs are each mounted on a wheel carrier, which are guided in linear guides and coupled to one another via a flexible traction mechanism, provides that the traction mechanism is guided within the linear guides. The multi-track vehicle is designed in particular as a tricycle, the drive of which is enabled or at least assisted by a pedal drive. A motor drive, optionally as a support or as a main drive in combination with a pedal drive, is possible and provided.Preferably, the pair of wheels is arranged at the front in the direction of travel, with opposing wheels, while a single wheel, in particular the driven rear wheel, is arranged behind the pair of wheels in the direction of travel. This facilitates the accommodation of drive components, improves accessibility to a seating arrangement arranged between the wheels, and provides stable handling.

[0010] According to the invention, the wheels of the wheel pair are mounted in linear guides, with the wheels being individually suspended. Multi-track vehicles are advantageously designed to be narrow in order to provide the lowest possible air resistance and enable the transport of people, who are usually seated one behind the other, as well as material. Narrow, multi-track vehicles tend to tip over when negotiating curves. To prevent tipping, a tilting technology is provided in which the wheel of the wheel pair on the inside of the curve is displaced upwards along the linear guide, while the wheel of the wheel pair on the outside of the curve is moved downwards by the same amount. The use of a linear guide in combination with the tilting technology has the advantage of a lightweight and compact design compared to coupling the displacement movement of the individual wheels via a parallelogram coupling, which in particular does not have any cross struts in the area of ​​the rotational axis or axes of the wheel pair.This makes the vehicle compact in the transverse direction. The linear guide's small footprint allows for the implementation of narrow, multi-track vehicles, which may also feature a closed body or a cabin, with effective tilting technology. By arranging the traction mechanism, which connects the wheel carriers to the linear guides, within the linear guides, it is possible to shorten the lever arms for guiding the traction mechanism, thereby achieving weight savings without compromising functionality and simultaneously reducing component stress. Furthermore, the traction mechanism is subjected to less torsional stress, which increases durability and improves the smooth operation of the tilting technology.

[0011] In a further development, the linear guide is arranged on a steering tube, along the longitudinal extent of which the wheel carrier is mounted for longitudinal displacement. The steering tube, as part of the linear guide, enables rotation of the respective wheel of the wheel pair around the longitudinal extent of the steering tube along the displacement path of the linear guide. By arranging the traction mechanism within the linear guide, in particular within the steering tube, for example centrally within the steering tube, there is no or only very slight torsion of the traction mechanism during the steering movement with simultaneous compression or rebound when the vehicle frame or vehicle body is tilted. This led to a particularly compact and protected design of both the linear guide and the components arranged within the linear guide, for example the traction mechanism.

[0012] In a further development, the traction mechanism is guided circumferentially, so that a direct coupling of an upward movement in one linear guide results in a downward movement in the other linear guide, and vice versa. Circumferential guidance of the traction mechanism is also achieved when the traction mechanism is constructed in multiple parts and the parts are connected to one another. The connection can be rigid or, within a certain range, elastic or flexible, allowing for a slight relative displacement of the wheel carriers relative to the traction mechanism.

[0013] In one embodiment, the traction mechanism is coupled to a drive, in particular a motor drive, in order to cause the vehicle frame to tilt in one direction or the other from the vertical by moving the traction mechanism. The drive can also be manual, via a lever or a steering wheel; alternatively, in the case of a motor drive, this is coupled to a sensor device that either automatically causes a tilt in one direction or the other based on detected lateral accelerations or is activated by a switch or similar device. Thus, with the assistance of a servo motor, the tilt adjustment can be carried out by an actuating device, for example a lever, a handlebar, or a steering wheel.

[0014] In one embodiment, the traction mechanism is coupled to a spring-damper unit, wherein, in particular, at least one wheel carrier is mounted on the spring-damper unit, so that the wheel, or each wheel with the wheel carrier on which the wheel is rotatably mounted, can move relative to the traction mechanism. This movement is permitted to a limited extent and is achieved with damping. An elastic return element of the spring-damper unit moves the wheel carrier relative to the traction mechanism back to an initial position when the external forces are removed.

[0015] In one embodiment, the spring-damper unit is arranged within the linear guide, resulting in a concentration of functions. The arrangement within the linear guide, in particular within the steering tube, leads to a compact design, short lever travel, and a protected arrangement of the spring-damper unit. The spring-damper unit is in particular fixed to the wheel carrier, for example, screwed firmly to the wheel carrier and arranged together with the traction mechanism within the steering tube. A sleeve, within which the spring-damper unit is located, can be screwed to the wheel carrier, for example. One end of a traction mechanism section is arranged at the upper end and the lower end of the spring-damper unit, wherein the traction mechanism sections couple the two wheel carriers to one another and are connected to one another via the spring-damper unit.The wheel carrier with the sleeve is slidably guided on a steering tube, in particular in a flat profile arranged on the steering tube, with the sleeve with the spring-damper unit extending into the steering tube. For this purpose, the steering tube has a longitudinal slot along which the wheel carrier can be moved relative to the steering tube.

[0016] The traction means is designed as a cable or belt and is flexible and, in particular, tensile-rigid, so that the smallest possible change in length occurs under the forces normally occurring during operation.

[0017] To guide the traction mechanism in a rotating manner, so that a coordinated, corresponding movement of the wheel carriers along the linear guide is achieved due to the sole transferability of tensile forces by the traction mechanism, the traction mechanism is mounted above and below the linear guide via deflection pulleys, thus creating a connection that transmits tensile forces above and below the linear guides. The deflection pulleys can be pivoted and, if necessary, preloaded to enable a compensating movement against a restoring force.

[0018] Exemplary embodiments of the invention are explained in more detail below with reference to the figures. Like reference numerals denote like components. They show: Fig. 1 - a multi-track vehicle in a perspective overall view; Fig. 2 - the multi-track vehicle without frame and body; Fig. 3 - a multi-track vehicle in an inclined position; Fig. 4 - Vehicle according to Fig. 3 without frame and structure in inclined view; Fig. 5 - an upright vehicle in frontal view; Fig. 6 - a pair of wheels with linear guides and traction mechanism in front view; Fig. 7 - a side view of the Fig. 6; Fig. 8 - a sectional view according to VIII-VIII of the Fig. 7; Fig. 9 - a detailed view of a spring-damper unit; Fig. 10 - a representation of the Fig. 9 without drive with displaced wheel pairs; and Fig. 11 - a sectional view of the Fig. 10 analogous to the Fig. 8.

[0019] Fig. 1 shows a multi-track vehicle 1 in the form of a tricycle with a vehicle frame 2, which is provided with a body in which users of the vehicle are protected from the elements during use. The vehicle body comprises, for example, one or more doors or a slidably mounted roof structure, one or more seats, a luggage storage compartment, and optionally a drive with an associated energy storage device. The drive can be designed as an electric motor and supplied with the necessary energy via accumulators. Alternatively, the drive is fastened to a vehicle frame 2 as an internal combustion engine with a corresponding container for the fuel. Additionally or alternatively, a pedal drive can be arranged on the vehicle frame 2 in order to propel the vehicle 1 alone or in combination with the drive.

[0020] Vehicle 1 according to Fig. 1 is shown in an upright or vertical position and has a rear wheel 3 and two front wheels 4, 5, of which in the Fig. 1 only the left front wheel 4 is shown in full. The front wheels form a wheel pair, which is formed by the opposing wheel pair wheels 4, 5, which are shown in the Fig. 2 can be seen in full. The wheel pair with the wheel pair wheels 4, 5 is not driven in the illustrated embodiment; the drive is provided via the rear wheel 3, which is arranged behind and between the wheel pair wheels 4, 5 in the direction of travel of the vehicle 1.

[0021] In the Fig. 2, vehicle 1 is in accordance with the Fig. 1 but shown without the vehicle body and the vehicle frame in order to show the essential components of the wheel guidance of the front wheels in the perspective view of the Fig. 2 to be better recognized. The rear wheel 3 is arranged between the two wheel pairs 4, 5 approximately in a plane that is located midway between the wheel pairs 4, 5, perpendicular to the axes of rotation of the wheel pairs 4, 5 when the vehicle 1 is in the upright position. Each wheel 4, 5 of the wheel pair is rotatably mounted on a wheel carrier 24, 25. Advantageously, the axes of rotation of the wheel pairs 4, 5 are aligned when the vehicle is in the upright position, so that the wheel pairs 4, 5 rotate about a common axis of rotation. If the vehicle is tilted in one direction or the other, the respective axes of rotation run essentially parallel to one another. The wheel carriers 24, 25 are each slidably guided in a linear guide 14, 15. The linear guide 14, 15 is formed between the wheel carrier 24, 25 and a respective steering tube 34, 35.For this purpose, guide rails are arranged or formed on the respective wheel carrier 24, 25 and the steering tube 34, 35, which allow displacement along the longitudinal extent of both the wheel carrier 24, 25 and the steering tube 34, 35. Both steering tubes 34 and 35 are rotatably mounted about a rotation axis along the longitudinal extent of the respective steering tube 34, 35, so that the wheel pair 4, 5 can be steered in one direction or the other. The wheel carriers 24, 25 are slidably mounted in the linear guides 14, 15 so that the vehicle 1 can be tilted in one direction or the other. This tilting occurs, for example, to equalize or compensate for lateral forces caused by lateral acceleration when cornering. The rear wheel 3 is pivoted accordingly.In order for the entire vehicle 1 with the body and the frame to be pivoted about an axis along the vehicle's longitudinal axis 6, one wheel carrier is moved upwards along the linear guide and the other wheel carrier is moved downwards along the linear guide, in each case starting from an initial position in which the vehicle 1 is vertical and upright.

[0022] In order to synchronize and coordinate the opposing linear displacements of the wheel carriers 24, 25, a traction device 7 is connected to the respective wheel carrier 24, 25 and guided circumferentially between the wheel pair wheels 4, 5. The flexible traction device 7 is in the illustrated embodiment of the Fig. 2 above and below the steering tubes 34, 35 transversely to the vehicle's longitudinal axis 6 to the other side and connected to the respective wheel carrier 24, 25. The flexible traction means 7 is, if possible, rigid in tension, which means that no intended elastic elongation occurs when a tensile force is applied. In the embodiment according to the Fig. 2, the traction means 7 is designed as a cable which synchronizes the displacement movements, so that due to a weight shift or the application of a tensile force to the traction means 7 in one direction or the other, a corresponding counter-movement of the wheel carriers 24, 25 along the linear guides 14, 15 is carried out.

[0023] In the Fig. 3, vehicle 1 is in accordance with the Fig. 1 shown in a position inclined to the left in the direction of travel. Fig. 4 shows the inclined position according to a representation according to Fig. 2. In the Fig. 4 it can be seen that the right wheel pair 5 is in the Fig. 2 is shifted downwards, while the left wheel pair 4 with the associated wheel carrier 24 is shifted upwards. The upward shift of the left wheel carrier 24 or the right wheel carrier 25 downwards along the respective linear guide 14, 15 can be caused by a weight shift or by an active movement of the traction device 7, wherein the section of the traction device 7 guided above the steering tubes 34, 35 transmits tensile forces to the left wheel carrier 24, while the lower section of the traction device 7 below the steering tubes 24, 25 transmits the tensile forces to the right wheel carrier 25. In order to transmit forces acting transversely to the longitudinal axis along the linear guides 14, 15, deflection pulleys are provided, which are arranged in the Fig. 6 are explained in more detail, are assigned to the linear guides, in particular the steering tubes.

[0024] Fig. Figure 5 shows a front view of the structure of the vehicle 1 in the upright position according to the Fig. 1. The rotational axes of the wheel pairs 4, 5 are aligned with each other, the wheel axis of the rear wheel 3 is parallel to the common wheel axis of the wheel pairs 4, 5. Both wheel carriers 24, 25, as shown in the Fig. 6, are located at the same height on the steering tubes 34, 35 and are movable along the linear guides 14, 15 along the longitudinal extent of the steering tubes 34, 35. Deflection rollers 10 for guiding the traction means 7 are arranged above and below the steering tubes 34, 35. The deflection rollers 10 arranged on the steering tubes 34, 35 deflect the circumferentially designed traction means 7 in such a way that the traction means 7 can be moved along the longitudinal extent of the linear guides 14, 15. The traction mechanism 7 is stretched transversely between the two linear guides 14, 15 and is also guided there via deflection rollers 10, wherein the traction mechanism 7 is attached to the respective wheel carrier 24, 25, so that a displacement of one wheel carrier upwards and a corresponding displacement of the other wheel carrier downwards by the same displacement path takes place. In the illustrated initial example of the Fig. 6, the traction means 7 is coupled to a motor drive 8 in the form of an electric motor with, if appropriate, a transmission, via which an active adjustment of the inclination of the vehicle 1 takes place due to a displacement of the respective wheel carriers 24, 25. The electric motor as drive 8 can carry out an automatic displacement upon detection of lateral forces or accelerations by an acceleration sensor. Alternatively, the drive 8 is activated manually, for example via a lever or switch or the like on a steering wheel or handlebar. Instead of a motor drive 8, the traction means 7 can also be operated manually, for example by a manually driven lever or a steering wheel. In the exemplary embodiment of the Fig. 6 For example, if a tensile force is applied to the upper section of the traction mechanism 7 in the direction of travel toward the left-hand steering tube 34, the right wheel carrier 25 is pulled upward. The fixed connection of the lower section of the traction mechanism 7 causes a corresponding downward displacement of the left wheel carrier 24 due to the tensile force acting to the right in the lower section of the traction mechanism 7.

[0025] In the Fig. Figure 7 shows a side view of the front wheel pair with the wheel carrier 24, the steering tube 34, and the deflection rollers 10 arranged above the steering tube 34. The steering tubes 34, 35 are inclined rearward in the direction of travel relative to the rotational axis of the wheel pair 4. The wheel carrier 24 slides along the linear guide 14 on the steering tube 34 when the wheel pair 4 is displaced upwards or downwards.

[0026] Fig. 8 shows a sectional view of the Fig. 7 along line VIII-VIII. In addition to the motor drive 8, the sectional view shows a spring-damper unit 9 within each of the steering tubes 34, 35, to which the upper and lower sections of the traction mechanism 7 are attached. In the exemplary embodiment with a spring-damper device 9, the rotating traction mechanism 7 consists of several sections, between which a spring-damper unit 9 is arranged in each of the steering tubes 34, 35. The spring-damper unit 9 makes it possible for the wheels 4, 5 to be displaced relative to the traction mechanism 7, for example, in order to prevent unevenness from being transmitted directly to the opposite side and the opposite wheel pair.

[0027] In the Fig. Figure 9 shows a detailed sectional view of the spring-damper unit 7 in the assembled state within the steering tube 35. The spring-damper unit 9 is connected to a section of the traction mechanism 7 at both the upper and lower ends. The spring-damper unit 9 is mounted within a sleeve that is rigidly attached to the wheel carrier (not shown). The sleeve can, for example, be screwed to the wheel carrier. The sleeve is slidably guided within the steering tube 35 and also guides the traction mechanism 7 within the essentially cylindrical cross-section of the steering tube 35. Thus, the traction mechanism 7 is guided centrally within the steering tube 35, and the spring-damper device 9 enables a limited movement of the wheel carrier relative to the traction mechanism 7.

[0028] In the Fig. 10 is in a frontal view and in the Fig.11 shows a longitudinal sectional view of the vertically displaced position of the wheel carriers 24, 25 on the respective steering tubes 34, 35 along the linear guides. The left front wheel or wheel pair 4, viewed in the direction of travel, is in the maximum raised position, while the right front wheel or wheel pair 5, viewed in the direction of travel, is in the maximum lower position on the steering tube 35. The frame arranged between them, not shown, is then tilted to the maximum to the left when both wheel pairs are on a road. The wheel carriers 24, 25 are guided along longitudinal slots within the steering tubes 34, 35. Corresponding sliding profiles are arranged or formed on the wheel carriers 24, 25 and steering tubes 34, 35, which engage with one another and enable linear displacement while simultaneously guiding the two component parts relative to one another. The linear guides 14, 15 can be coated, e.g.with a plastic coating to improve the sliding properties.

[0029] What all embodiments have in common is that the traction mechanism 7 is guided within the linear guides 14, 15, in particular within the steering tubes 34, 35, in particular centrally within the steering tubes 34, 35. This initially achieves a functional compression, which saves installation space. This makes it possible to either design the vehicle more narrowly or to achieve better space utilization with the same wheel spacing. Furthermore, fewer torsional forces act on the traction mechanism 7 and the steering geometry can be either made lighter due to the shorter levers or equipped with greater durability with the same rigidity. Furthermore, the steering angle of the wheels 4, 5 can be increased compared to when the traction mechanism 7 is guided outside the steering tube 34, 35.

Claims

[1] Multi-track vehicle (1) with tilting technology with at least three wheels (3, 4, 5) which are mounted on a vehicle frame (2), wherein a wheel pair is formed by opposing wheel pair wheels (4, 5) which are arranged on both sides of a vehicle longitudinal axis (6), the wheel pair wheels (4, 5) are each mounted on a wheel carrier (24, 25) which are guided in linear guides (14, 15) and coupled to one another via a flexible traction means (7), characterized by that the traction means (7) is guided within the linear guides (14, 15). [2] Multi-track vehicle according to claim 1, characterized by that the linear guide (14, 15) is arranged on a steering tube (34, 35), along the longitudinal extent of which the wheel carrier (24, 25) is mounted so as to be longitudinally displaceable. [3] Multi-track vehicle according to claim 2, characterized by that the traction means (7) is guided inside the steering tube (34, 35). [4] Multi-track vehicle according to one of the preceding claims, characterized by that the traction means (7) is guided all the way around. [5] Multi-track vehicle according to one of the preceding claims, characterized by that the traction means (7) is coupled to a drive (8), in particular a motor drive. [6] Multi-track vehicle according to one of the preceding claims, characterized by that the traction means (7) is coupled to a spring-damper unit (9). [7] Multi-track vehicle according to claim 6, characterized by that the spring-damper unit (9) is arranged within the linear guide (14, 15). [8] Multi-track vehicle according to claims 2 and 7, characterized by that the spring-damper unit (9) is fixed to the wheel carrier (24, 25) and is arranged together with the traction means (7) within the steering tube (34, 35). [9] Multi-track vehicle according to one of the preceding claims, characterized bythat the traction means (7) is designed as a cable or belt. [10] Multi-track vehicle according to one of the preceding claims, characterized by that the traction means (7) is mounted on deflection pulleys (10).

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