Steering assistance device for a vehicle

Abstract

A steering assistance device for a vehicle (2), in particular a single-track vehicle, comprising: - a carrier element (3) for mounting the steering assistance device (1) on a frame (4) or a steering device (5) of the vehicle (2), and - a deflection device (6), which deflection device (6) can be articulated on the steering device (5) or the frame (4), wherein the deflection device (6) is connected to the carrier element (3) rotatably about a rotational axis (7), wherein the carrier element (3) has at least one control cam (8) and the deflection device (6) is connected to a follower element (9) which cooperates with the at least one control cam (8), wherein the follower element (9) is preloaded with respect to the at least one control cam (8) with the aid of a tensioning element (10).

Description

[0001] Steering assistance device for a vehicle

[0002] The present invention relates to a steering assistance device for a vehicle having the features of the preamble of claim 1 and to a vehicle having a corresponding steering assistance device.

[0003] Vehicles, especially single-track vehicles, develop increasing driving stability with increasing speed.

[0004] The state of the art will be briefly outlined below using single-track vehicles as an example, although this generally applies to vehicles with articulated wheels.

[0005] This phenomenon is due to the gyroscopic effect of the wheels, whereby the increasing rotational speed of the wheels and the resulting gyroscopic moments and forces create certain inertias in the system, which give the single-track vehicle a certain stability in the direction of travel.

[0006] This stability is also reflected in the steering behavior of the single-track vehicle, in that due to the inertial forces the steered wheel of the single-track vehicle tries to remain in its initial position and continue to guide the single-track vehicle straight ahead.

[0007] To steer a single-track vehicle, it is necessary to apply force to rotate the steered wheel around a steering axis, although the forces acting always strive to return the steered wheel to its original position. This phenomenon also increases with increasing wheel rotation speed and is absent when the wheel is stationary.

[0008] Consequently, at very low driving speeds or when the single-track vehicle is stationary, there is a certain instability and tendency to tip over, which means that balancing of the single-track vehicle by the operator and / or driver must be fully compensated.

[0009] As soon as the steered wheel of the single-track vehicle - usually the front wheel - leaves the ground and is thus lifted, these forces occur and a certain instability arises.

[0010] This gives rise to the desire for improved driving dynamics, to be able to provide the appropriate forces for an operator and / or driver of the single-track vehicle even at low driving speeds; in particular, to be able to transfer restoring moments to a handlebar of the single-track vehicle.

[0011] Furthermore, the steering head angle and the resulting caster can have a strong influence on steering behavior, as the caster creates a certain amount of steering resistance, which can be used to modify the handling for the operator and / or driver. Generally, driving stability increases with greater caster.

[0012] Embodiments known from the prior art, which emerge, for example, from EP 4 101 751 A1, DE 10 2021 119189 A1, DE 10 2021 005463 A1, or DE 10 2021 006508 A1, comprise constructions made of spring elements that preload a control arm of a single-track vehicle in a center position. As soon as the control arm is deflected from this center tension, the spring elements are further tensioned, and a restoring moment to the center position is generated.

[0013] A disadvantage of such systems, however, is that these systems have a high degree of variability in their adjustability, which means that only trained specialists are able to make the desired settings at great expense. It is particularly important that the setting of deflections in both directions is synchronized, as otherwise the system will return to a position that is different from a center position (where the single-track vehicle travels straight ahead), which presents a high risk of accident for the operator and / or driver of the single-track vehicle.

[0014] A further problem with such a design is that these systems are quite complex, which is reflected not only in assembly and disassembly work, manufacturing work and adjustment times, but also in the lack of accessibility for an average operator and / or driver of the single-track vehicle.

[0015] Furthermore, corresponding systems are not particularly robust against environmental influences, which means that spring elements usually already differ in their initial state, which is additionally aggravated by different temperature influences, contamination and / or wear and tear, which in turn shows an increased potential for a negative influence on the steering and thus the risk of accidents with the single-track vehicle.

[0016] An alternative design is, for example, provided by DE 10

[0017] 2021 123921 B2, which describes an actuator instead of the spring elements, which is intended to build up a restoring torque on a handlebar of a single-track vehicle.

[0018] However, such a design is in turn associated with the risk of failure, whereby a failure of the electrical supply system or control system in turn leads to an increased risk of accident for an operator and / or driver of the single-track vehicle.

[0019] The object of the present invention is therefore to provide a steering assistance device with the aid of which the aforementioned disadvantages of the prior art can be at least partially improved and / or a steering behavior of a vehicle can be improved and / or a user-friendliness of a vehicle can be increased and / or a driver and / or operator of the vehicle can be offered better driving behavior or improved feedback from the steering device, in particular at low speeds during operation of the vehicle.

[0020] This object is achieved according to the invention by a

[0021] Steering assistance device for a vehicle with the features of claim 1 and with a vehicle comprising a steering assistance device according to the invention.

[0022] According to the invention, a steering assistance device for a vehicle comprises the following:

[0023] - a support element for supporting the steering assistance device on a frame or steering device of the vehicle, and

[0024] - a deflection device, which deflection device is articulated on the steering device or the frame, wherein the deflection device is rotatable about a rotation axis with the

[0025] Support element is connected, wherein the support element has at least one control cam and the deflection device is connected to a follower element cooperating with the control cam, wherein the follower element is pretensioned relative to the control cam with the aid of a tensioning element, preferably so that a torque is generated between the frame and the steering device as a function of a rotation angle.

[0026] By providing a control cam and a follower element cooperating with the control cam, it is possible in a simple manner to individually adjust the steering behavior around the axis of rotation via the control cam, whereby almost any steering behavior and / or restoring torque can be adjusted.

[0027] The functionality of a control cam and a cooperating follower element is to be seen as a forced control element which pursues the intended purpose independently of other control systems, whereby no risk of failure or malfunction can be derived, which results in the highest possible safety for the functionality for an operator and / or driver of the vehicle.

[0028] A control cam with a cooperating follower element also has a very high level of stability, which is very well decoupled and / or almost unaffected by influencing factors such as temperature, wear or contamination, which means that over time there is no adjustment of the system itself due to effective wear.

[0029] Furthermore, the control cam and the follower element result in stable components which, after initial design and production, follow their use and cannot, for example, build up asymmetrical restoring moments due to unintentional or accidental adjustment and thus do not expose an operator and / or driver of the vehicle to an increased risk of accident.

[0030] In addition, a system according to the invention offers the advantage of a very compact design, whereby an embodiment according to the invention can also be accommodated in the limited space available in a vehicle and does not represent an excessive additional weight load for the vehicle.

[0031] A key aspect of the steering assistance device according to the invention is to provide a resistance moment (for maintaining the steering angle) defined depending on the handlebar position (preferably all handlebar positions). Tests conducted by the applicant have shown that this defined resistance can provide the driver with a significantly improved driving experience when cornering.

[0032] An embodiment of a steering assistance device according to the invention can also be implemented and / or retrofitted, for example, in existing vehicles, in particular single-track vehicles, as described, for example, in the introduction to the description.

[0033] Vehicles according to the invention may be single-track or multi-track vehicles.

[0034] Vehicles can be understood as single-track vehicles or motor vehicles such as motorcycles or bicycles (including pedelecs).

[0035] For example, single-track motor vehicles can

[0036] Motorcycles, scooters, mopeds, mopeds or similar vehicles which have electric drive units as well as combustion engines as drive units.

[0037] Multi-track vehicles, preferably multi-track motor vehicles, according to the invention can be, for example, so-called quads or trikes.

[0038] Particularly preferably, the vehicle according to the invention is a vehicle which is steered by means of a steering rod.

[0039] Embodiments are certainly conceivable in which the steering device moves the follower element or the control cam. Accordingly, a steering movement generates a movement of these two elements relative to each other (i.e., relative to each other).

[0040] According to the invention, the follower element is preloaded relative to the at least one control cam. This applies according to the invention to at least a certain range of steering angle positions, preferably all steering angle positions, possibly with the exception of a center position and / or maximum steering angles.

[0041] The preload according to the invention can therefore be present as a preload in all steering positions or at least in a certain range. Through further steering movements, the tensioning element can be tensioned, further tensioned, or less preloaded, i.e., the preload can be increased, left the same, or decreased.

[0042] Advantageous embodiments of the invention are defined in the dependent claims. It can be provided that the at least one control cam is designed such that a distance between the control cam and the rotation axis in a basic position, preferably a central position, represents an extreme value. Upon deflection of the deflection device relative to the support element from the basic position, the distance is changed. Preferably, the tensioning element is pretensioned or further tensioned by changing the distance.

[0043] The tensioning element can accordingly be designed as a tension or compression element, preferably a tension or compression spring.

[0044] It is preferably provided that the at least one control cam is designed in such a way that a distance between the control cam and the axis of rotation in a basic position, preferably a central position, represents a maximum, wherein upon deflection of the deflection device relative to the carrier element from the basic position the distance is reduced, preferably wherein by reducing the distance the clamping element is pre-tensioned or further tensioned.

[0045] Executions in which the extremum is a minimum and the change a reduction would of course also be conceivable in principle.

[0046] Pre-tensioning the clamping device by reducing the distance can be understood as additional and / or further tensioning of the clamping device.

[0047] By reducing the distance and thus pre-tensioning or further tensioning the clamping element, a restoring force to the basic position is created.

[0048] Preferably, it can be provided that the control cam is designed symmetrically relative to the deflection device in both directions of rotation of the carrier element, starting from the basic position.

[0049] By means of a corresponding design, it can be provided that a steering behavior, starting from a basic position in a right as well as a left steering position with symmetrical steering characteristics and / or a symmetrical

[0050] Steering assistance is provided.

[0051] It can be provided that the at least one control curve defines a steering characteristic.

[0052] Preferably, it can be provided that the at least one control curve and / or the steering characteristic has at least two gradients, preferably wherein the gradient is greater at small steering angles than at large steering angles.

[0053] The steering characteristic can also be designed as a steering torque characteristic, for example.

[0054] It can be provided that at least one gradient

[0055] - at small steering angles positive and / or

[0056] - is positive, zero and / or negative at large steering angles.

[0057] The gradient can be determined relative to the steering angle with positive angles to the right as seen from the driver or relative to the absolute value of the steering angle.

[0058] It can be provided that the at least one control cam is designed as an integral component of the support element or as a separate component connected to the support element. Preferably, it can be provided that the tensioning element has a force accumulator, which force accumulator preferably comprises at least one spring element.

[0059] It can be provided that the carrier element is connected to the steering device, preferably a steering fork, particularly preferably via a fork bridge, of the vehicle.

[0060] For example, it can be provided that the support element is connected to the upper fork bridge of the vehicle, in particular with the screw connection of the handlebar.

[0061] An arrangement on a lower fork bridge is of course also conceivable.

[0062] It is preferably provided that the deflection device is connected to the frame of the vehicle in a movement-locking manner.

[0063] Preferably, it can be provided that the deflection device has an adjustment device, preferably comprising an elongated hole, wherein the deflection device can be adapted to different designs and dimensions and / or areas of application by means of the adjustment device.

[0064] Particularly preferably, it can be provided that the deflection device cooperates with the adjustment device comprising an elongated hole on a pivot pin of the frame of the vehicle and is thus mounted, wherein the relative position of the pivot pin with respect to the deflection device can be compensated over the longitudinal extent of the elongated hole.

[0065] Preferably, the rotation axis can be formed by a bearing pin of the support element, to and around which the deflection device is pivoted. Preferably, the rotation axis can coincide with a steering axis of the vehicle and / or these two axes can be aligned parallel to one another with an offset.

[0066] It can be provided that the follower element has a roller which is designed and / or arranged to roll on the at least one control cam.

[0067] Preferably, it can be provided that the carrier element is designed as a housing which at least partially encloses the control cam and which is preferably designed to be sealed off from the surroundings of the steering assistance device.

[0068] The housing can be fluid-tight and / or gas-tight.

[0069] By means of a sealed design of the housing, the at least one control cam and the follower element cooperating with the at least one control cam can be protected from contamination, which contamination could impair the functionality of the steering assistance device and / or change the steering characteristics.

[0070] It can be provided that the housing is filled with a medium - preferably completely - whereby the clamping element and / or the follower element is guided in the medium.

[0071] A lubricant, preferably oil, can be used as a medium.

[0072] By storing the follower element and, if applicable, the

[0073] By immersing the clamping element in the medium, preferably oil, the reaction times of these elements can be influenced. Especially when using media with low viscosities, acceleration of the elements that are mounted in the medium can be limited.

[0074] This has a particular advantage in that, for example, when used on off-road single-track vehicles, if sudden impacts are exerted on the steered wheel, the steering assistance device can provide resistance to these sudden impacts, whereby, for example, at high speeds and if the steered wheel hits an obstacle, such as a stone, the steering is not directly folded over or otherwise strongly rotated, but a counterforce is applied to the obstacle, which may prevent the operator and / or driver of the single-track vehicle from falling.

[0075] Furthermore, protection is sought for a vehicle, in particular a single-track motor vehicle, with a steering assistance device according to an embodiment of the present invention.

[0076] Further details and advantages of the present invention will become apparent from the following description of the figures with reference to the figures.

[0077] Fig. 1 shows an embodiment of a single-track vehicle,

[0078] Fig. 2 shows the embodiment of Fig. 1 in a further perspective view,

[0079] Fig. 3 shows the embodiment of Figures 1 and 2 in a view from above,

[0080] Fig. 4 is a detailed view of Fig. 3,

[0081] Fig. 5 shows the embodiment of Fig. 3 in a deflected position,

[0082] Fig. 6 is a detailed view of Fig. 5, Fig. 7 is a side view of the embodiment of the preceding figures,

[0083] Fig. 8 is a detailed view of Fig. 7,

[0084] Fig. 9+ 10 a representation of the acting forces of the embodiments of the previous figures,

[0085] Fig. 11 a diagram showing different steering torques for different control curves,

[0086] Fig. 12 shows another embodiment of a

[0087] Steering assistance device,

[0088] Fig . 13 a third embodiment of a

[0089] Steering assistance device, and

[0090] Fig. 14 a fourth embodiment of a

[0091] Steering assistance device .

[0092] Fig. 1 shows a perspective view of an embodiment of a single-track vehicle 2. This embodiment is shown in a further perspective view in Fig. 2.

[0093] It can be seen that the single-track vehicle 2 shown in Figures 1 and 2 is designed as a single-track motor vehicle, the frame 4 of the single-track vehicle with the associated steering device 5 being shown in isolation in order to increase the clarity of the illustration.

[0094] The steering device 5 has an upper and a lower fork bridge 14, which are connected to one another via a head tube mounted in the frame 4. The mounting of the head tube in the frame 4 represents a steering axis of the steering device 5.

[0095] Furthermore, the handlebar 20 is mounted on the upper fork bridge 14 via a clamping device. A steering movement can be performed by an operator and / or driver of the single-track vehicle 2 via the rotational movement of the handlebar 20, with a rotational movement being transmitted to the fork supporting the front wheel via the head tube and the fork bridge 14 (not shown in this exemplary embodiment for reasons of clarity).

[0096] In this exemplary embodiment, the steering assistance device 1 is positioned in the area of ​​the upper fork bridge 14.

[0097] The embodiment of Figures 1 and 2 is shown in a view from above in Figure 3.

[0098] In the exemplary embodiment shown in Fig. 3, the steering device 5 with the handlebar 20 is in a basic position 11, in which the single-track vehicle 2 would travel straight ahead. This basic position 11 can also be considered the center position.

[0099] It can be seen that the steering assistance device 1 comprises a support device, which support device is connected or connectable to the steering device. In this exemplary embodiment, the support element 3 is implemented as a housing 19.

[0100] Relative to the support element 3, the steering assistance device 1 comprises a movable deflection device 6 which is connected to the frame 4 of the single-track vehicle 2.

[0101] Fig. 4 shows a detailed view of Fig. 3, wherein the steering assistance device 1 is shown in section. It can be seen that the support element 3, designed as a housing 19, is connected in a movement-locking manner to the upper fork bridge 14 via the fastening points 21. In this exemplary embodiment, the deflection device 6 is connected to the support element 3 and thus to the housing 19 on the bearing pin 17 of the housing 19 so as to be rotatable about the rotation axis 7.

[0102] Furthermore, the deflection device 6 is connected to the frame 4 (with regard to this connection, reference is made to the following figures).

[0103] The control cam 8 is arranged within the housing 19 and thus within the support element 3. In this exemplary embodiment, the control cam 8 is designed as a separate component arranged within the housing 19. Embodiments in which the control cam is implemented as an integral part of the housing 19 are entirely conceivable.

[0104] The deflection device 6 is guided to the control cam 8 via the follower element 9. In this specific embodiment, the deflection device 6 is implemented in two parts within the housing 19, wherein a pin can be inserted into an immersion tube, which is prestressed relative to the control cam 8 by means of the tensioning element 10 - more precisely: the spring element 13 - via the follower element 9.

[0105] In this exemplary embodiment, the follower element 9 is designed as a roller 18 which is connected to the deflection device 6 via a bearing and is designed to roll on the control cam 8.

[0106] If a deflection 12 of the steering device 5 is now carried out via the handlebar 20 ( see Figures 5 and 6 ) , a relative movement is implemented between the deflection element 6 and the carrier element 3 ( or the housing 19 ) , whereby the

[0107] The follower element is moved along the control cam 8. As a result of this movement of the follower element 9 or the roller 19 on the control cam 8, the geometric design of the control cam 8 results in a distance variation between the rotation axis 7 and the follower element 9, whereby the spring element 13 is tensioned.

[0108] Fig. 5 shows the steering device 5 in a deflection 12 .

[0109] Fig. 6 again shows a detailed view of the steering assistance device 1 in the section of Fig. 5.

[0110] By comparing Fig. 4 and 6 it can now be seen that the deflection 12 from the basic position 11 resulted in a change in the distance between the follower element 9 and the rotation axis 7, whereby the spring element 13 was prestressed.

[0111] This pre-tensioning translates a force between the deflection device 6 and the support element 3, which promotes a return of the steering device 5 to the basic position 11 (with regard to the force distribution, reference is made to Figures 9 and 10).

[0112] By means of this force, which promotes the return of the handlebar 20 and thus of the steering device 5 into the basic position 11, a driver and / or operator of the single-track vehicle 2 is provided with a more stable driving behavior of the single-track vehicle 2, which driving behavior is otherwise only provided at higher speeds of the single-track vehicle 2 by the occurring gyroscope forces.

[0113] Fig. 7 shows a side view of the exemplary embodiment of the preceding claims, with Fig. 8 again showing a detailed sectional view of the steering assistance device 1. It can be seen how the steering assistance device 1 is arranged in detail on the single-track vehicle 2 in the region of the steering device 5.

[0114] Thus - as already known from the preceding figures - the support element 3 is fastened in a movement-locking manner to the fork bridge 14 via its fastening points 21, whereas the deflection device 6 is designed in several parts, as can be seen from Fig. 8.

[0115] However, these parts of the deflection device 6, which are located both inside the housing 19 and outside, are connected to one another in a movement-locking manner via a screw connection.

[0116] The deflection device is arranged inside the housing 19 so as to be rotatable on the bearing pin 17 of the housing 19 and is connected to the frame 4 of the single-track vehicle 2 on the outside of the housing 19 via the pivot pin 16.

[0117] This pivot pin 16 is connected to the frame 4 in a movement-locking manner and engages in the elongated hole 15 of the deflection device 6, whereby the deflection device 6 is rigidly connected to the frame 4, whereby a relative movement of the fork bridge 14 to the frame 4 results in a corresponding relative movement of the deflection device 6 relative to the support element 3 (the housing 19), whereby the follower element 9 is moved on the control cam 8, as described in the previous figures.

[0118] By forming a slotted hole 15 on the deflection device 6, the deflection device 6 can be adapted to different designs, dimensions and / or applications, thereby enabling a relative displacement of the pivot pin 16 in the slotted hole 15 in order to implement this freedom. Figures 9 and 10 visualize the acting forces of the

[0119] Steering assistance device 1 during a deflection 12 .

[0120] Fig. 9 shows the schematic relationship between the individual components and Fig. 10 shows the forces acting on the following element 9 in detail.

[0121] It can be seen that the deflection device 6 is mounted so as to be rotatable about the rotation axis 7, wherein the follower element 9 is pivoted on the control cam 8 and is prestressed relative to the control cam 8 via the spring element 13.

[0122] The thick circle in this illustration has been drawn with respect to the rotation axis 7 in order to show the deviation of the control curve 8 from the circle.

[0123] In Fig. 9, the deflection device 6 is shown in two positions, with the solid line indicating the basic position

[0124] 11 and the dotted line shows the deflection

[0125] 12 .

[0126] From this illustration it can be seen that when the deflection device 6 is deflected from the basic position 11 into the deflection 12, the follower element 9 follows the control curve 8, whereby the spring element 13 is further preloaded.

[0127] This preload results in an increased contact force at the contact point between control cam 8 and follower element 9 , as can be seen in Fig . 10 .

[0128] This increase in contact force is illustrated in Fig. 10 and can be divided into an active force and a spring force by force decomposition. The active force component acts—as can be seen—as a restoring force, which supports a return from the deflection 12 to the home position 11.

[0129] As can now be seen from this exemplary embodiment, the forces and restoring forces acting on the control curve 8 can be freely adjusted by the geometric design of the control curve, whereby different steering moments which are to be exerted by an operator and / or driver of the single-track vehicle 2 when the steering device 5 is deflected can be freely adjusted.

[0130] Thus, it can be provided that the control curve 8 has at least two gradients, wherein one gradient is larger at small steering angles than at large load angles.

[0131] Through appropriate design, the steering torque can be increased depending on the steering angle. Possible embodiments of different steering characteristics with respect to the steering angle are shown in the diagram in Fig. 11.

[0132] Fig. 12 shows a further exemplary embodiment of a steering assistance device 1 according to the invention, wherein - in comparison to the previous exemplary embodiment - the internal structure in the housing 19 of the steering assistance device 1 differs.

[0133] In this exemplary embodiment, the deflection device 6 is rotatably mounted relative to the support element 3 designed as a housing 19 by means of the bearing pin 17 formed integrally with the deflection device 6.

[0134] The bearing pin 17 engages in a corresponding recess in the housing 19 and is mounted at this point by means of a bearing for rotation about the rotation axis 7. In this exemplary embodiment, the deflection device 6 in the housing is also designed in two parts, wherein the two individual parts of the deflection device can be telescoped into one another and are clamped by means of a clamping element 10 - more precisely the spring element 13.

[0135] By means of this spring element 13, the follower element 9 (again comprising a roller 18) connected to a part of the deflection device is in turn prestressed relative to the control cam 8.

[0136] The remaining features of the embodiment of Fig. 12 correspond essentially to those of Figs. 1 to 11.

[0137] Fig. 13 shows an embodiment of an alternative positioning of the steering assistance device 1 on the single-track vehicle 2.

[0138] In this exemplary embodiment, the steering assistance device 1 is positioned on the lower fork bridge 14 of the steering device 5, wherein the support element 3 is connected to the lower fork bridge 14 in a movement-resistant manner and the deflection device is linked to the frame 4.

[0139] However, an embodiment in which the support element 3 is arranged on the frame 4 and the deflection device 6 is arranged on the fork bridge 14 is also quite conceivable.

[0140] Fig. 14 shows an exemplary embodiment of a vertical positioning option for the steering assistance device 1 on the single-track vehicle 2. This figure is to be understood purely schematically. It shows that the control cam 8 can, for example, be connected to the upper fork bridge 14.

[0141] The connection of the control cam to the fork bridge can be made, for example, via a separate support element - in particular a housing 19 - or the upper fork bridge 14 itself could form the control cam 8, at least in some areas, via a corresponding geometry. The deflection device 6 of this embodiment is connected to the frame 4, wherein the follower element 9 of the deflection device 6 is prestressed relative to the control cam 8 by means of the tensioning element 10. To optimize the characteristics of the

[0142] Steering assistance device 1 can be provided with the control curve 8 having a contour rounded around the steering axis of the steering device 5.

[0143] Reference symbol list:

[0144] 1 steering support device

[0145] 2 vehicles

[0146] 3 carriers learn t

[0147] 4 frames

[0148] 5 Steering device

[0149] 6 Deflection device

[0150] 7 Rotation axis

[0151] 8 Control curve

[0152] 9 Follower element

[0153] 10 clamping element

[0154] 11 Basic position

[0155] 12 Deflection

[0156] 13 Spring element

[0157] 14 Fork bridge

[0158] 15 slot

[0159] 16 pivot pins

[0160] 17 bearing journals

[0161] 18 rolls

[0162] 19 housings

[0163] 20 handlebars

[0164] 21 attachment point

Claims

Patent claims:

1. Steering assistance device for a vehicle (2), in particular a single-track vehicle, comprising: - a support element (3) for supporting the Steering assistance device (1) on a frame (4) or a steering device (5) of the vehicle (2), and - a deflection device (6), which deflection device (6) can be linked to the steering device (5) or the frame (4), wherein the deflection device (6) is connected to the carrier element (3) so as to be rotatable about a rotation axis (7), characterized in that the carrier element (3) has at least one control cam (8) and the deflection device (6) is connected to a follower element (9) cooperating with the at least one control cam (8), wherein the follower element (9) is pretensioned relative to the at least one control cam (8) with the aid of a tensioning element (10).

2. Steering assistance device according to claim 1, wherein the at least one control curve (8) is designed such that a distance between the at least one control curve (8) and the axis of rotation (7) in a basic position (11), preferably a middle position, represents an extremum, wherein upon a deflection (12) of the deflection device (6) relative to the carrier element (3) from the basic position (11) the distance is changed, preferably wherein the tensioning element (10) is pretensioned or further tensioned by the change in the distance.

3. Steering assistance device according to one of the preceding claims, wherein the at least one control curve (8) starting from the basic position (11) in both directions of rotation of the Support element (3) is designed symmetrically with respect to the deflection device (6).

4. Steering assistance device according to at least one of the preceding claims, wherein the at least one control curve (8) defines a steering characteristic.

5. Steering assistance device according to at least one of the preceding claims, wherein the at least one control curve (8) and / or the steering characteristic has at least two gradients, preferably wherein the gradient is greater at small steering angles than at large steering angles.

6. Steering assistance device according to the preceding claim, wherein the gradient - positive at small steering angles, and / or - is positive, zero and / or negative at large steering angles.

7. Steering assistance device according to at least one of the preceding claims, wherein the at least one control cam (8) is designed as an integral component of the carrier element (3) or as a separate component connected to the carrier element (3).

8. Steering assistance device according to at least one of the preceding claims, wherein the tensioning element (10) has a force accumulator, preferably which force accumulator comprises at least one spring element (13).

9. Steering assistance device according to at least one of the preceding claims, wherein the carrier element (3) is connected to the steering device (5), preferably a steering fork (14), particularly preferably via a fork bridge (14), of the vehicle (2).

10. Steering assistance device according to at least one of the preceding claims, wherein the deflection device (6) is connected in a movement-locking manner to the frame (4) of the vehicle (2).

11. Steering assistance device according to at least one of the preceding claims, wherein the deflection device (6) has an adjusting device, preferably comprising an elongated hole (15), wherein the deflection device (6) can be adapted to different designs, dimensions and / or areas of application by means of the adjusting device.

12. Steering assistance device according to at least one of the preceding claims, wherein the rotation axis (7) is formed by a bearing pin (17) of the support element (3), to and around which the deflection device (3) is articulated.

13. Steering assistance device according to at least one of the preceding claims, wherein the follower element (9) has a roller (18) which is designed and / or arranged to roll on the at least one control cam (8).

14. Steering assistance device according to at least one of the preceding claims, wherein the carrier element (3) is designed as a housing (19) which at least partially encloses the at least one control cam (8) and which is preferably designed to be sealed off from the surroundings of the steering assistance device (1).

15. Steering assistance device according to the preceding Claim, wherein the housing (19) is filled by a medium, preferably completely, wherein the clamping element (10) and / or the follower element (9) is guided in the medium.

16. Vehicle, in particular a single-track motor vehicle, with a steering assistance device (1) according to at least one of the preceding claims.

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