DE4035128A1 - Vehicle with positive inclination on curve - incorporates system for tilting wheels using springs - Google Patents

Abstract

The steerable vehicle has three or four wheels. The driver can cause the wheels to lean at an angle when negotiating a curve in a manner similar to that used by the rider on a two wheeled vehicle. The vehicle frame (1) has left (RL) and right (RR) wheels which tilt from the vertical as one spring (4) is expanded and the other (5) is compressed. USE/ADVANTAGE - Vehicle with a positive curve inclination which is stable in the rest position and which can be adapted to a variety of load carrying requirements.

Description

The invention is based on a multi-lane vehicle with three or four Wheels that the driver - similar to a single-track two-wheeler - into the curve can lay.

The wheel guides correspond to those in the preamble of claim 1 design features listed.

For the claims and the description apply at the end of Description of the definitions and explanations for driving dynamics, as far as they are not directly contained in the text.

Driving operation with a positive curve inclination (inclined position) offers the following advantages:

• - The resulting centrifugal force is not considered a lateral force by the driver felt, but as increased gravity. This is more pleasant.
• - The acting on wheels, wheel guides and frame construction Forces are essentially parallel only in one load plane to the false solder, d. H. only minor lateral forces act. As a result, these vehicle parts are less stressed and can thus be carried out in a lighter design. This is special important for muscle or solar vehicles.
• - Light muscle vehicles become narrower than normal ones Motor vehicles built to keep drag and space consumption low to keep. They are also built relatively high so that the driver in the Road traffic has a better overview and is not that easy is overlooked. In such a narrow vehicle with high Center of gravity in conventional construction, d. H. with no possibility to positive curve inclination, there is a great risk that it will be faster Cornering tilts outwards under the influence of centrifugal force. Becomes on the other hand, the centrifugal force is compensated by a positive curve inclination fixed this danger.

Compared to the two-wheeler, there is the advantage of multi-lane vehicles mainly that there is a better possibility of loading. A Multi-lane vehicle can be designed so that in the area between the A deep, closed loading area is available for wheels. At In contrast, a two-wheeler must have the payload next to or above the wheels be attached.  

However, vehicles with a positive curve inclination - like the two-wheeler - some disadvantages:

• - There is a risk that such a vehicle to the inside of the curve tilts when the wheels suddenly lose grip and slip away.
• - The vehicle is more difficult to stabilize when driving slowly.
• - A special support is required at standstill so that the Vehicle does not tip over.

Various constructions are known that are used in multi-lane Enable vehicles to drive with a positive curve inclination. The invention relates to vehicles that cause the curve inclination achieve that off-center on the inside of the curve of the vehicle arranged wheels move upwards relative to the vehicle frame ("Bounce") while the wheels on the outside of the bend are down move ("rebound").

This design principle has the following advantages:

• - No special joints are required for the curve inclination (like about "parallelogram swivels", e.g. B. corresponds to OS-DE 37 11 554), only the stroke of the wheel guides must be correspondingly large.
• - The space between the wheels remains full even when leaning Width is preserved and is not caused by inward swiveling wheels decreased.
• The wheels can be driven without additional universal joints, if the drive train is integrated into the wheel guide. Especially advantageous solutions are available if, as in OS-DE 30 44 899 Wheel guide is designed as a longitudinal rocker.

With this design principle, however, care must be taken that the due to the different spring deflection of the wheels does not become too large, but with a suitable device or Chassis design can be checked.

The compensating lever has hitherto been known as such a device. In OS-DE 30 44 899 the compensating lever is referred to as a coupling lever. His As in OS-DE 36 11 417, the axis of rotation is in the longitudinal direction of the vehicle aligned.

The balancing lever can be locked in both documents. From the information it appears that the vehicles described in locked balance lever are "standstill stable". A driving operation with So a positive curve inclination is not possible.  

A driving operation with compensation of the centrifugal torque by the Wheel forces ("negative curve inclination"), like this with a "normal" multi-lane vehicle is the case because of the relatively high Center of gravity, the small track width (necessary to the for inclined positions keep the required wheel stroke within reasonable limits!) and because of the independent independent wheel suspension only at very low speeds and possible with heavy body displacement.

The transition from driving with a negative curve inclination to one with a positive curve inclination and vice versa while driving difficult and possibly dangerous.

In OS DE 36 11 417, the leveling lever is additionally by foot pedals influenced.

Such a construction is not suitable for vehicles with pedal drives. But this is also one of a motor-driven vehicle Foot actuation of brake, clutch, shift or gas only with a large constructive effort to solve and difficult to use.

The vehicles specified in both documents are tricycles. Four-wheel vehicles with this design principle are not known.

In addition, there is no indication of that in either of the two writings Ratio of wheel stroke to track gauge included, for those in driving operation reachable inclinations is decisive.

Is the maximum lean angle determined by the vehicle construction smaller than that required for centrifugal force compensation when cornering Inclined position, then the vehicle is no longer controllable, it becomes the Curve worn.

The invention has as its object the constructive possibilities for curved, multi-lane vehicles expand and thereby a constructive simplification, a better Possibility of adaptation to special circumstances or Usage requirements, ease of use and / or increased To achieve driving safety.

The in the preamble to claim 1 and the individual claims Design features specified are not only for back, but also applicable for front axles with steerable wheels, so that it also means Construction of curvable four-wheel vehicles is possible.  

In principle, almost all of them are known from automotive technology Front axle structures suitable, in which the wheels in independent Independent suspensions are performed, for. B. the front axle construction with Mc Pherson struts. They only have to be dimensioned so that the wheel stroke ("travel") is so large will, as is required for the intended inclinations.

In a chassis design (axle construction) according to claim 1 a two-wheel-like driving operation of a multi-lane vehicle possible, without additional facilities such as that in OS-DE 30 44 899 specified compensation levers are necessary. This means a significant simplification of the vehicle construction. Because the wheel stroke is larger than the track width of the vehicle, the Provided that the vehicle leaned more than 45 degrees can take. Because the coefficient of static friction for vehicle tires on common road surfaces is around 1, this is sufficient for normal driving.

The force relationships in a vehicle according to claim 1 when cornering are shown in Fig. 1. The fact that the spring stiffness of the wheel guides, the track width (b) and the center of gravity height (h) are selected so that the tilting moment increases when the vehicle is fully loaded, when the tilt angle (k) increases, the centrifugal torque that occurs when cornering can be compensated by the tilting moment will. With this chassis design, the weight torque is always greater than the righting moment, so the vehicle tips over when fully loaded with the driver at a standstill.

This chassis design is hereinafter referred to as "standstill unstable" designated. The driving behavior of such a vehicle is due to the existing Raising moment is shaped and is hereinafter referred to as "Driving behavior with Raising torque ". It is the driving behavior of a normal two-wheeler similar and has the following properties:

• - At standstill, such a vehicle is under full load Driver unstable, without driver and with low center of gravity vehicle and payload, the vehicle can be stable, i. H. it does not tip over.  
• - When driving slowly, it is due to the existing one "Raising moment" easier to balance the vehicle hold. This is particularly important for vehicles Pedal drive cheap because even at very low Speeds the feet can still stay on the pedals. Even on a surface with reduced tire grip stabilize the vehicle more easily. In particular, the righting moment is more important, if the vehicle has a roof for weather protection, the maybe also covered with solar cells, and thus the Overall center of gravity of the vehicle comes to be higher.
• - When cornering, the required inclined position is greater than with a normal two-wheeler, because the "weight moment" is so big must be like "centrifugal moment" and "righting moment" together. Such a chassis design is more for slow to medium speeds make sense.

Claim 2 represents a further embodiment of claim 1:
By inserting a rigid or elastic locking of the wheel guides according to claim 2, a "standstill-stable" chassis design can be achieved. This means that the vehicle will no longer tip over at a standstill or when driving very slowly, even under full load. This can be a great relief, especially when parking and parking the vehicle. However, as already shown, driving is only possible at very low speeds.

Claim 3 represents a further embodiment of claim 2:
A possible embodiment of such a locking device and its actuating device according to claim 3 for a wheel guide designed as a swing arm is shown in FIG. 7:
The locking device consists of 2 elastic stops ( 28 ) which, when the locking device is inserted, bear against the swing arm at a certain distance from the swing arm axis. The stops can be pivoted with a hand lever ( 29 ) over the knee joint ( 31 ) so that they no longer touch the wheel guide.

Claim 4 represents a further embodiment of claim 1, 2 or 3: In an axle construction according to claim 4 (see Fig. 2, 3, 4) is achieved by the known compensating lever ( 6 ) that the right wheel force (RR ) is as large as the left wheel force (RL) regardless of the vehicle's inclination. As a result, the righting moment, which is generated by the difference between right and left wheel force, becomes zero. When cornering, the weight moment only has to compensate for the centrifugal moment. The vehicle shows a driving behavior that largely corresponds to that of a normal two-wheeler. In the following, a device which distributes the load acting on a pair of wheels to the wheel guides or wheels in such a way that the right and left wheels are always subjected to essentially the same load at every inclined position is called a “compensating device”. The compensating lever as a compensating device is known from OS DE 30 44 899. It is stated there, however, that its axis of rotation is aligned in the longitudinal direction of the vehicle, that is to say horizontally. By aligning the axis of rotation according to claim 4, however, there is greater design leeway. A possible embodiment is shown in FIG. 4:
The wheel guide is designed as a swing arm ( 2 ). The connecting line (VL) of the attachment point (B) of the Federelemen tes ( 4 ) on the swing arm with the swing arm (SA) includes the angle (n) = 30 degrees with the horizontal in the rest position of the swing arm. The tangent (TB) to the trajectory (BK) of the attachment point (B) is then, according to claim 4, perpendicular to the connecting line (VL), the axis of rotation (DA) of the compensating lever ( 6 ), in turn, perpendicular to the tangent (TB). In this embodiment of the wheel guide, the axis of rotation (DA) is therefore parallel to the connecting line (VL), that is, it includes an angle of 30 degrees with the horizontal longitudinal axis of the vehicle. With this arrangement, the compensating lever comes to lie almost vertically above the swing arm axis. As a result, the free space behind the swing arm axis, the z. B. can be used as a loading area, enlarged.

If the compensating lever is locked, then there is a driving behavior with Raising moment as described in claim 1.  

Claim 5 represents another independent solution to the problem:
In a chassis design according to claim 5, the vehicle is "stationary stable" when the compensating lever is locked. This chassis design corresponds to that of OS DE 30 44 899. By the arrangement of the compensating lever, as described in claim 4, there is greater structural freedom.

Claim 6 represents a further embodiment of claim 5:
If an elastic locking device acts on the compensating lever, a "standstill-unstable" chassis design and thus driving behavior with a righting moment is possible with a corresponding spring stiffness of the elastic spring element. The change from the driving mode suitable for fast driving without the righting moment to the driving mode suitable for slow driving with the righting moment is also possible safely while driving, because both driving modes take place with a positive curve inclination.

Claim 7 represents a further embodiment of claim 6:
The spring elements are represented by movable elastic stops. Stops, preferably made of rubber, are an inexpensive, reliable construction element.

Claim 8 represents a further embodiment of claim 7: Guiding the stops through an axis of rotation is inexpensive and to implement reliable.

Claim 9 represents a further embodiment of claim 8:
Positioning the stops using a known toggle joint offers two advantages:

• 1. The toggle lever has two defined, self-holding end positions.
• 2. At the end position, in which the elastic locking is inserted, the toggle lever brings a high with little actuation force Pressure force on.

An embodiment of such an elastic locking device is shown in FIG. 3:

Claim 10 represents a further embodiment of claim 5:
Instead of the elastic locking of the compensating lever, an elastic locking can also be provided, which engages the wheel guide. This locking can also cause a righting moment. But it also has the consequence that the overall spring stiffness of the axle construction is increased when it is inserted. Since driving operation with righting moment mostly takes place at low speeds, the loss of driving comfort should not be rated as high.

An embodiment of such an elastic locking device is shown in FIG. 7:

Claim 11 represents a further embodiment of claim 5:

In an axle construction according to claim 11, the axis of rotation is omitted the leveling lever. This means a constructive simplification.

Claim 12 represents a further embodiment of claim 11:
Stops, preferably made of rubber, are an inexpensive, reliable construction element.

Claim 13 represents a further embodiment of claim 12:
An elastic locking allows a switchover from a driving operation without a righting moment to one with a righting moment.

Claim 14 represents a further embodiment of claim 13:
A longitudinal swing arm allows a large wheel stroke and a simple chain drive.

Claim 15 represents a further embodiment of claim 14:
With a suitable design, the rubber buffer can both ensure the guidance of the leveling lever and make a small contribution to the suspension.

Claim 16 represents a further embodiment of claim 15:
The following vehicle properties can be achieved with an axle construction according to claim 16 (see FIG. 5):

• - When the driver has left the vehicle, the compensating lever is pulled down by the spring element ( 12 ) and rests on the two rigid, off-center stops ( 14 ). As a result, the vehicle no longer tips over.
• - If the driver gets on the vehicle, the leveling lever comes to rest on the elastic stop ( 13 ) in the middle. It can be swiveled around this stop, so that driving behavior is possible without a righting moment.

Claim 17 represents a further embodiment of claim 16:
The adjustment option for the preload of the spring element allows adjustment to the driver's weight or payload.

Claim 18 represents a further independent solution to the problem:
In the case of an axle construction according to claim 18, the compensation device consists of a cable pull with deflection rollers. This construction offers further design freedom compared to the compensating lever.

Claim 19 represents a further embodiment of claim 18:
The interposition of a spring element increases driving comfort and reduces the peak load on the tether.

Claim 20 represents a further embodiment of claim 19:
The position of the tether is defined by guiding the fastening point by means of a guiding device. In addition, spring elements that are subjected to pressure and have little or no inherent lateral stiffness, such as, for example, can thereby be used. B. compression springs.

Claim 21 represents a further embodiment of claim 20:
An auxiliary swing arm is an operationally reliable, inexpensive guide device.

Claim 22 represents a further embodiment of claim 18, 19, 20 or 21:
The upper tether prevents the wheels falling down in an uncontrolled manner when the vehicle is lifted or after hard bumps on the road and the lower tether loses its tension.

Claim 23 represents a further embodiment of Claim 22:
By adjusting the lower tether z. B. the ground clearance of the vehicle can be changed.

By adjusting the upper tether z. B. in operation Any changes in length compensated by the lower or upper tether will.

Claim 24 represents a further embodiment of claim 23:
An adjustable and lockable deflection roller represents an inexpensive and reliable setting device.

Claim 25 represents a further embodiment of Claim 22, 23 or 24:
Due to the elastic links, peak tensions in the cable can be reduced. B. caused by small, caused by the geometry of the wheel guide, differences in the length of the cable.

Claim 26 represents a further embodiment of claim 18, 19, 20 or 21:
The upper tether can be replaced by relatively soft elastic spring elements that push the wheel guide upwards, so that the lower tether always remains under tension. As a result, deflection rollers and tensioning device for the upper tether can be dispensed with.

Claim 27 represents a further embodiment of one of Claims 18 to 26:
By a rigid locking of the compensation device (lower tether) or a deflection roller according to claim 27 to 29 can be achieved that, when this locking is inserted, the vehicle "standstill stable" or "standstill unstable" depending on the chassis design. If the vehicle becomes "standstill-unstable", driving with a righting moment is possible. However, it must be ensured that the rigid locking mechanism is only inserted when the vertical axis of the vehicle is aligned.

If the vehicle is "stable at a standstill", then when the rigid Locking (as with a friction or claw clutch) in several Positions can be inserted, the vehicle also on an incline Be parked so that the vertical axis of the vehicle is aligned.

By an elastic locking of the compensation device (lower Tether) or a pulley according to claim 27 can for Chassis design above (with rigid lock "Still  stable ") when the rigid locking is released, a" standstill unstable " Chassis design and thus driving with a righting moment be made possible.

Claims 28 to 30 represent a further embodiment of claim 27:
Coupling devices in the form of known disc brakes, claw or friction disc clutches are possible embodiments for a rigid and / or an elastic locking. Because a rigid or elastic locking device engages a deflection roller, it can be carried out in a very space-saving manner.

Claim 31 represents a further embodiment of claims 22 to 30:
The lower tether is replaced by a link chain, the pulleys then being replaced by sprockets.

This makes it easier to use an elastic or rigid locking device attacks a sprocket, because the risk that the Compensating device slips, is fixed.

With a compensation device in the form of a cable or link chain, the following generally applies:
If the distance between the fastening point (B) of the cable on the wheel guide is relatively far away from the swing arm axis (SA), only relatively small forces act on the cable or chain, the deflection rollers and their fastenings on the vehicle frame. As a result, these components can be made easier. If, on the other hand, the fastening point of the lower tether is moved closer to the swing arm axis and the center of the vehicle, then the compensation device can be made very compact, in particular the fastening points of the tether on the right and left wheel guides can be folded so close that only one each for the lower and upper tether Deflection pulley is necessary, whose axis of rotation is then in the middle of the vehicle.

Claim 32 represents a further independent solution to the problem:
In an axle construction according to claim 32, the compensating device consists in a gear differential gear. Such an arrangement can bring advantages in a very compact design. The disadvantage is that the gears or segments must be guided very precisely and have to be sealed in a complex manner, so that a perfect tooth engagement, reliable lubrication and protection against contamination are guaranteed.

Claim 33 represents a further embodiment of Claim 32:
If the gears or segments connected to the swing arms, which have to be large because of the tooth forces that occur, engage a downstream reduction gear, these gears can be designed with spur gear teeth. This is less expensive than bevel gear teeth.

Claim 34 represents a further embodiment of claims 32 and 33:
By a rigid or elastic locking that engages one of the gears, the effects can be achieved as described in claims 27 to 30.

Claim 35 represents a further independent solution to the problem: (see FIG. 7).
In an axle construction according to claim 35, the compensating device consists of a hydraulic or pneumatic connecting line (iF called "compensating line" ( 24 )) between two "pressure vessels" ( 25 , 26 ), which on the right and left wheel guides ( 2 , 3 ) of a pair of wheels are attached so that they support the wheel guides to the vehicle frame ( 1 ). Since the effective cross-section of the right and left pressure vessels remains essentially the same even at different positions of the wheel guide and the pressure in the two pressure vessels is the same due to the compensating line, the right and left wheel forces are therefore essentially always the same, independent from the inclined position of the vehicle.

This form of compensation device as a compensation line and Supporting the wheel guides offers several advantages:

• - Only a few moving parts are required. This will make the reduced design effort, reliability and Serviceability is improved.

Claim 36 represents a further embodiment of claim 35:

• - Is the shut-off valve in the compensation line (Equalization check valve) opened, shows the vehicle Driving behavior that largely resembles a normal two-wheeler (none Righting moment).
• - If the equalization check valve is closed, there is a righting moment available. Depending on the vehicle design and spring stiffness Pressure vessel, the vehicle is then "standstill unstable" or "Standstill stable". In the former case, driving with a righting moment is possible. Because the equalization check valve is small and within easy reach can be placed, and is also easy to use, switching from driving operation with righting moment to driving operation without righting moment or from a "standstill stable" chassis design to one Chassis design without the righting moment is much easier.

Claim 37 represents a further embodiment of claims 35 and 36:
The elastic deformation of the pressure container gives the vehicle a suspension behavior.

Claim 38 represents a further embodiment of claim 37:
The ground clearance of the vehicle can be changed by actuating the pressure pump and / or the filling and emptying valve.

Claim 39 represents a further embodiment of claim 37 or 38: (see FIG. 6).
In the case of an axle construction according to claim 39, the separation of the working cylinder (= hydraulic cylinder ( 33 , 34 )) and spring element (= compressed air tank ( 35 , 36 )) increases the design effort, but also improves the design freedom.

Claim 40 represents a further embodiment of claim 39:
By integrating the compressed air tank in the hydraulic cylinder, this component can be made very compact and the number of screw connections, lines and seals can be reduced.

Claim 41 represents a further embodiment of claim 39 or 40:
Through the filling and emptying valve, the amount of air in the compressed air tank can be changed using an air pump. As a result, the spring stiffness of the wheel suspension can be changed without great effort (inflation, deflation) and adapted to the respective load on the vehicle.

Claim 42 represents a further embodiment of Claim 39, 40 or 41:
The suspension of the vehicle can be put out of operation by actuating the suspension lock valves ( 41 , 42 ). This is e.g. B. then advantageous if the vehicle is "standstill unstable" when the compensating line is blocked. In this case, if the suspension lock valves are closed, the vehicle can no longer tip over at a standstill and at very low speed. Driving at higher speeds is then no longer possible.

Claim 43 represents a further embodiment of Claim 42:
The joint operation of the suspension lock valves makes operation easier and increases driving safety.

Claims 44 and 45 represent a further embodiment of claims 39 to 43:
The differential pressure generator, which is connected in the equalization line parallel to the equalization check valve, can also be used for a chassis design that is otherwise "stable at standstill" when the equalization lock valve is closed, to a "standstill-unstable" chassis design that enables operation with a righting moment. The changeover can be carried out very simply by actuating the compensating check valve.

Claim 46 represents a further embodiment of Claim 44 or 45:
With the three-way valve, it is very easy to switch between three driving modes or chassis designs:

• - Position 1 , compensation line open: Driving as with a normal two-wheeler without a righting moment is possible.
• - Position 2 , compensation line runs via differential pressure generator: chassis design "standstill unstable"; a two-wheel-like driving operation with righting moment is possible.
• - Position 3 , compensating line and differential pressure generator shut off Chassis design "Stable from standstill", the vehicle does not tip over when stationary.

Claim 47 represents a further embodiment of claims 39 to 43 and a constructive alternative to claims 44 to 46:
By inserting the elastic locking device, which acts on the wheel guide, driving with a righting moment is made possible when the compensating lock valve is open.

Claim 48 represents a further independent solution to the problem:
By a control system according to claim 48, which acts on the wheel guides, the vehicle can be aligned according to the false solder, as far as the stroke of the wheel guides allows. Such a control system can offer the following advantages:

• - As long as the control system is working, the vehicle does not tip over, e.g. B. at a standstill or when driving slowly. This is especially true if e.g. B. when cornering, the tires suddenly grip the ground lose and the vehicle slips away. Since dealing with tire grip Even the direction of the fake solder changes, the vehicle will change So instead of tipping over like a two-wheeler, straighten up.
• - With such a control system that actively adjusts the inclined position the wheel stroke of the wheel guides can be designed to be smaller than that of a passive inclination adjustment, such as those listed so far Represent compensation devices: In a passive system without an actuator, one must quasi-stationary driving state the three moments around the momentary center, namely weight moment, centrifugal moment and righting moment in Balance. If the wheel stroke is limited so that the required Tilt can no longer be achieved and the weight moment is therefore too small, the vehicle is compensated by the Centrifugal moment tilted to the outside of the curve. With an active control of the inclination, the control system try the vehicle using the actuating torque generated by the actuator continue to tilt to the inside of the curve. If this actuating torque is sufficiently large, it can be the remaining centrifugal torque is not balanced by the moment of weight, compensate.

The vehicle's vertical axis is then a little more upright than that Scheinlot.

Claim 49 represents a further embodiment of Claim 48:
The interposition of an elastic member between the actuator and the wheel guide keeps the suspension movements of the wheel guides away from the actuator of the control system to compensate for uneven road surfaces.

Claim 50 represents a further embodiment of claim 49:
By guiding the spring element through the guide device, for. B. an auxiliary swing arm, the movement of the spring element can be better controlled.
By limiting the range of motion of the guide device or the actuator, the total wheel stroke of the wheel guides can be reduced:
If the control system or the driving situation requires a greater inclined position than the stops allow, then the control system will move the guiding device to the (mechanical) stops and then press the actuating torque against the stops. The "residual" centrifugal torque described above can therefore be compensated for by the actuating torque by reducing the pressure on the stops. Although the control system or the actuator presses on the stops, a suspension behavior of the vehicle is still possible because the spring element is interposed.

Claim 51 represents a further embodiment of claims 48 to 50:
By detecting the movements of the wheel guides or the guiding devices of the spring elements and their evaluation, for example in a cascade control, the control system can work more accurately, faster and more safely.

Claims 52 to 65 represent a further embodiment of claim 48 or 51:
The active control of the inclination by the control system works together with the passive control of the inclination by the compensating device.

This has two advantages:

• 1. The control system needs less actuation energy because it is only the passive control supported.
• 2. In the event of a control system or power supply failure the control system can be decoupled from the compensation device will. The driving operation can be done without danger with the passive system to be continued. It is then no longer possible, for. B. by stops to limit the wheel stroke on the compensation device, because at one Failure of the control system with the vehicle fully tilted would no longer be controllable.

In the case of an arrangement according to claims 52 to 54, the control system acts on the leveling lever as a leveling device.

In the case of an arrangement according to claims 55 to 57, the control system acts in the lower tether or in the lower tether as Compensation device on a pulley or a sprocket.

In the case of an arrangement according to claims 58 to 60, the control system acts on a gear of the differential gear as a compensating device.

In the case of an arrangement according to claims 61 to 65, the control system acts to the compensating line between the pressure vessels or Hydraulic cylinders.

Fig. 1 illustrates the relationship of forces on a multi-lane vehicle without compensating device corresp claim 1 when cornering and a positive curve slope represents:. (See "Definitions and explanations for driving dynamics" at the end of the description:
G = weight of the vehicle,
R = resultant from vehicle weight and centrifugal force,
the direction of the resultant results in the false plumb line,
S = center of gravity of the vehicle when cornering.
S ′ = center of gravity of the vehicle without cornering,
Z = centrifugal force,
FH = vehicle vertical axis,
FQ = transverse vehicle axis,
MZ = momentary center,
RL = left wheel force,
RL = right wheel force,
b = track width of the vehicle,
h = height of the center of gravity above the carriageway without curve inclination,
k = angle of inclination of the vehicle,
v = lateral shift of the center of gravity when the curve is inclined,
df = difference in the "deflection" of the wheels when cornering,
1 = chassis I,
2 = left wheel guide,
3 = right wheel guide,
4 = spring element,
5 = spring element.

Fig. 2 illustrates the relationship of forces on a multi-track vehicle with a compensating lever as a compensating device corresp claim 6 when cornering and a positive curve slope which: FIG.
(see also "Definitions and explanations for driving dynamics" at the end of the description:
6 = leveling lever,
7 = Movable stops for elastic locking.

Fig. 3 illustrates a possible embodiment of an axle corresp claim 6 with a compensating lever (6) as a compensation device which: FIG.
The wheel guides are designed as longitudinal swing arms ( 2 , 3 ) with the swing axle (SA), the compensating lever ( 6 ) is mounted in a horizontally aligned axis of rotation (DK). The stops ( 7 ) of the elastic lock sit on the bearing tube ( 10 ) and are pivoted about the axis (AA) with the hand lever ( 9 ). The elastic stops ( 7 ) hit the compensating lever off-center when the lock is inserted. If the compensating lever is rotated out of its rest position, the pressure force of the stops on the compensating lever generates a restoring torque which acts on the vehicle as a righting moment. The stops can be pivoted by the manual control ( 9 ) so that they no longer touch the compensating lever. This releases the elastic lock.
AA = axis of rotation of the elastic locking,
BL = fastening point of the spring element on the left wheel guide,
BR = fastening point of the spring element on the right wheel guide,
DK = axis of rotation of the compensation lever,
SA = swing arm axis,
9 = hand lever for actuating the elastic locking,
10 = bearing tube of the elastic locking.

Fig. 4 represents a possible embodiment of an axle corresp claim 4 or 5 with a compensating lever (6) as a compensation device which: FIG.
The wheel guides are designed as longitudinal swing arms ( 2 , 3 ) with the swing axle (SA), the compensating lever ( 6 ) is mounted in an axis of rotation (DK) inclined by the angle (s). This axis of rotation (DK) of this bearing is oriented essentially perpendicular to the plane which is tangent (TB) to the trajectory (BK) of the fastening points (BL, BR) of the spring elements ( 4 , 5 ) on the wheel guides ( 2 , 3 ) is clamped when the wheel guides shift by small amounts around their rest position. Since the wheel guide is represented by a longitudinal rocker in this embodiment, the tangent (TB) to the trajectory (BK) is perpendicular to the shortest connecting line (VB) of the attachment point with the swing arm axis (= the solder that is dropped from the attachment point to the swing arm axis ). Since the plane spanned by the right and left tangents is perpendicular to the axis (DK), this means that the axis of rotation (DK) is aligned parallel to the connecting line (VB), both enclose the angle (n) with the horizontal.
BK = trajectory of the attachment point (BL) when the swing arm ( 2 ) moves,
TB = tangent to the trajectory when the swing arm is at rest,
VL = shortest connecting line of the attachment point (BL) with the swing arm axis (SA),
n = angle that the connecting line (VL) or the axis of rotation (DK) enclose with the horizontal.

Fig. 5 illustrates a particular embodiment of the axle construction according to claim 16 is:
The compensating lever is connected by the two rubber buffers ( 11 ) to the wheel guides ( 2 , 3 ) designed as longitudinal rockers. The compensating lever is supported on the chassis by a spring element ( 12 ) and the elastic stops ( 13 ) and ( 14 ).

The following vehicle properties can thus be achieved:

• - When the driver has left the vehicle, the compensating lever ( 8 ) is pulled down by the spring element ( 12 ) and rests on the two rigid, off-center stops ( 14 ). As a result, the vehicle no longer tips over.
• - If the driver gets on the vehicle, the leveling lever comes to rest on the elastic stop ( 13 ) in the middle. It can be swiveled around this stop, so that driving behavior is possible without a righting moment. Thanks to an elastic locking device that acts on the compensating lever, the pivotable elastic stops ( 7 ), driving behavior with and without a righting moment can also be made possible.
  8 = compensating lever,
  11 = rubber buffer with vulcanized fastening elements,
  12 = spring element with low spring stiffness and high preload,
  13 = central elastic stop at the top,
  14 = off-center, rigid elastic stops at the bottom.

Fig. 6 represents a possible embodiment of an axle construction acc claim 24 which: FIG.
The wheel guide consists of a swing arm ( 2 , 3 ). The cable consists of the lower tether ( 15 ) and the upper tether ( 19 ). The ropes are guided through the pulleys ( 16 ) and ( 20 ), which are attached to the chassis at points (RU) and (RO). The spring element ( 17 ) is supported on the wheel guide by an auxiliary rocker ( 18 ) so that the cable is held in a defined position. The pretension in the cable can be adjusted using a movable deflection roller ( 22 ). Since the distance between the attachment point (B) of the cable on the wheel guide is relatively far from the swing arm axis (SA), the pulleys ( 16 , 20 , 21 , 22 ) and their attachments to the vehicle frame ( 1 ) act only relatively small Forces. This makes these components easier to carry out.
B = attachment point for lower tether and upper tether HA = axis of rotation for auxiliary swing arm,
RU = attachment point for pulley for lower tether,
RO = attachment point for pulley for upper tether,
15 = lower tether,
16 = deflection roller for lower tether,
17 = spring element,
18 = auxiliary swing arm,
19 = upper tether,
20 = deflection roller for upper tether,
21 = deflection roller for upper tether,
22 = tension pulley.

Fig. 7 illustrates a possible embodiment of an axle construction acc claim 36 which: FIG.
The compensating line ( 24 ) connects the pressure vessels ( 25 , 26 ), it can be interrupted by the compensating check valve. Fig. 7 also shows a possible embodiment of an elastic locking device that engages the wheel guide, according to claim 3, 10 or 47: With the hand lever ( 29 ) can be attached to the bearing tube ( 30 ) via the toggle joint ( 31 ) elastic stops ( 28 ) are pivoted about the axis (AA) so that they no longer influence the wheel guidance. The manual actuation is self-holding by the toggle joint ( 31 )) in at least two positions ("lock inserted" and "lock not inserted"). If the lock is inserted, the compressive force of the elastic stop ( 28 ) increases on the wheel guide, which is further "deflected" when the vehicle is in an inclined position. This results in a righting moment for the vehicle.
AA = axis of rotation of the elastic locking,
24 = compensating line,
25 = pressure vessel,
26 = pressure vessel,
27 = equalization check valve,
28 = elastic stops of the elastic locking,
29 = operating lever,
30 = bearing tube,
31 = toggle joint,
47 = fill and drain valve.

Fig. 6 represents a possible embodiment of an axle construction acc claim 46.:
The compensating line ( 32 ) connects the hydraulic cylinders ( 33 , 34 ) to one another and to the compressed air tanks ( 35 ). This connection can be interrupted by the suspension check valves ( 36 ). The compressed air tanks are divided by a membrane ( 37 ). A certain volume of air is located in the second compartment as a spring element. The compensation line ( 32 ) can be completely interrupted by the three-way valve ( 40 ) or diverted into the differential pressure generator ( 43 ). There, the piston ( 44 ) is displaced in accordance with the difference between the quantities of liquid displaced from the two hydraulic cylinders. The pressure force of the springs ( 45 ) creates a counter pressure, which results in a righting moment. With the pressure pump ( 42 ) and / or the filling and emptying valve ( 41 ), the amount of fluid in the hydraulic system and thus the ground clearance of the vehicle can be changed. The amount of air in the compressed air tanks and thus the spring stiffness can be changed by the filling and emptying valves ( 38 ).
32 = compensating line,
33 = hydraulic cylinder,
34 = hydraulic cylinder,
35 = compressed air tank,
36 = suspension lock valve,
37 = membrane,
38 = filling and emptying valve (air),
40 = three-way valve with function also as a compensating check valve,
41 = filling and emptying valve (hydraulic),
42 = pressure pump,
43 = differential pressure generator,
44 = piston,
45 = feathers.

Fig. 9 shows a possible embodiment of an axle construction acc claim 62.:
An inclination sensor ( 48 ) is attached to the vehicle, which detects the angular deviation of the vertical axis of the vehicle from the false solder and transmits a signal, the actual value signal, to a controller ( 49 ), which uses this to generate an actuating signal which is passed on to an actuator ( 51 ). The actuator is e.g. B. a hydraulic pump that can deliver in both directions and is connected in the equalization line parallel to the equalization check valve. The compensating shut-off valve is replaced by a three-way valve with an electric actuator ( 51 ),
48 = inclination sensor,
49 = controller,
50 = actuator,
51 = electric actuator for three-way valve.

Explanations and definitions of driving dynamics

In a first approximation and assuming a linear spring detection, a chassis with independent independent wheel suspension under the influence of a lateral force behaves as if it were tilted about an axis of rotation that lies approximately on the road surface in the middle between the tire contact points and is aligned parallel to the vehicle's longitudinal axis. This axis of rotation is called "momentary center" in the following. In a two-wheel-like driving operation, the centrifugal forces occurring when cornering are compensated for by the fact that the vehicle tilts to the inside of the curve. A multi-lane vehicle is tilted around the momentary center to the inside of the curve until the vertical axis of the vehicle is aligned parallel (with small deviations) to the resultant force of gravity and centrifugal force (iF called "false solder"). This inclined position of the vehicle is called iF "positive curve inclination". In this quasi-stationary driving state, when the vehicle is inclined by the angle of inclination (k), the moments listed below must be in balance around the momentary center (MZ): (see FIG. 1)

• 1. The "weight moment", which is caused by the weight acting on the center of gravity (G). The weight moment depends on
  • - the weight (G) of the vehicle,
  • - the displacement (v) of the center of gravity (S) away from its rest position (S ′) vertically above the momentary center (MZ), the displacement (v) in turn depending on
    • - the height (h ′) of the center of gravity (S ′) above the road when the vehicle is at rest,
    • - The angle of inclination (k) as a measure of the inclined position of the vehicle.

The moment of weight tilts the vehicle to the inside of the curve.

• 2. The "centrifugal torque" caused by the centrifugal force (F) acting in the center of gravity. The centrifugal moment depends on
  • - the centrifugal force (F), which in turn depends on
  • - the weight (G) of the vehicle,
  • - the curve radius and driving speed,
  • - the height (h) of the center of gravity (S) above the carriageway, which in turn depends on
    • - the height (h ′) of the center of gravity (S ′) above the road when the vehicle is at rest,
    • - The angle of inclination (k) as a measure of the inclined position of the vehicle.

The "centrifugal torque" tilts the vehicle to the outside of the curve.

• 3. The "righting moment" which is generated by the fact that when the vehicle is tilted, the wheel forces on the side of the vehicle after which the vehicle is tipped are greater than on the other side. "Wheel force" is to be understood as the reaction force (support force) acting on the vehicle, which is generated by the force with which the wheel is pressed onto the road by the wheel guide. The righting moment depends
  • - the gauge (b) of the vehicle,
  • - the difference between the left wheel force (RL) and the right wheel force (RR), which in turn depends on
    • - the spring stiffness of the wheel suspension,
    • - from the difference (df) of the deflection of the wheel on the right-hand side of the vehicle to the deflection of the wheel on the left-hand side of the vehicle, which in turn depends on
      • - the gauge (b),
      • - the angle of inclination (k).

The righting moment tilts the vehicle towards its rest position, d. H. with a positive curve inclination to the outside of the curve.

The sum of these three moments must be zero, i. H. the moment of weight must be as large as the centrifugal moment and the righting moment together. One designates the difference (weight moment minus righting moment) as "Inclination moment", the inclination moment must be as large as that Centrifugal moment.  

If the righting moment is greater than the weight moment at every incline, then driving with a positive curve inclination is not possible. The vehicle does not tip over at a standstill. Such a chassis design is referred to below as "standstill stable".

Claims (66)

1. Steerable, multi-lane vehicle with three or four wheels, in which those wheels which are arranged off-center are movably connected to the vehicle frame by devices (hereinafter referred to as "wheel guides") and are guided on a clearly defined trajectory, whereby

• - The wheel guides of one wheel on the left and one on the right side of the vehicle (these two wheels are called iF "pair of wheels") are arranged in such a way that the connecting line of corresponding curve points of the two track curves determined by the wheel guides (e.g. upper End point of the left and right trajectory) are aligned essentially parallel to the transverse axis of the vehicle,
• - the distance between the trajectory curves, which are determined by the wheel guides of a pair of wheels and on which the wheels "move" during "compression" and "rebound", always remain essentially the same,
• - There is no mechanical or other force-transmitting connection between the moving parts of the wheel guides of the wheels on the right-hand side of the vehicle with the moving parts of the wheel guides of the wheels on the left-hand side of the vehicle, except for the attachment of the bearing of the wheel guides to the vehicle frame and the support of the wheel guides on Vehicle frame by elastic spring elements or other devices, (in the following such a wheel guide is referred to as "independent independent wheel suspension").
• in the case of the non-steerable wheels, the alignment of the wheel axles during "deflection and rebound" essentially always remains parallel to the vehicle transverse axis
• - In the case of steerable wheels, the orientation of the steering axis in the coordinate system spanned by the vehicle axles remains essentially the same during "deflection and rebound", characterized by the following features: (see FIG. 1)
• - In the case of the wheels arranged off-center, the vertical freedom of movement of the wheels (called iF "wheel stroke") made possible by the wheel guides is at least as large as the lateral distance of the wheels of a pair of wheels from the center of the tire to the middle of the tire (called iF "track width" (b)). As a result, the vehicle can assume an inclined position of more than 45 degrees when a wheel is fully "sprung" and a wheel is "fully sprung";
• - The track width (b) of the off-center wheel pairs, the rigidity of the elastic spring elements ( 4 , 5 ) on which the wheel guide ( 2 , 3 ) is supported against the vehicle frame ( 1 ) and the height (h) of the center of gravity (S) Above the road when the vehicle is fully loaded, are selected so that the inclination torque also increases when the vehicle is at a standstill with increasing inclination. (In the following, such a chassis design is referred to as "standstill unstable"). The "inclined position" is to be understood as a rotation of the vehicle around the instantaneous center (MZ), the instantaneous center representing a virtual axis of rotation which is aligned parallel to the longitudinal axis of the vehicle and lies approximately on the road surface in the middle between the off-center wheels. If the transverse vehicle axis (FQ) is horizontal or the vertical vehicle axis (FH) is vertical, there is no inclined position. "Tilt moment" is to be understood as the difference: "weight moment" minus "righting moment", the "weight moment" being the torque around the moment center (MZ) that is generated by the vehicle weight (G) acting in the center of gravity (S), if the center of gravity is shifted vertically above the instantaneous center from its rest position (S ′) by the inclined position, while "righting moment" is to be understood as the torque around the instantaneous center, which is generated by the wheel forces on the vehicle side after the the vehicle is tipped are larger than on the other side.
• "Wheel force" is to be understood as the reaction force (support force) acting on the vehicle, which is generated by the force with which the wheel is pressed onto the road by the wheel guide.
• If the inclination torque is positive, the cornering torque (Z) generated by the centrifugal force (Z) can be compensated for by the inclination torque when cornering and at a sufficiently large incline.

2. Vehicle according to claim 1, characterized by the following features:

• - Detachable locks are attached to the wheel guides of a pair of wheels, preferably in the form of movable elastic or rigid stops, which are arranged and dimensioned in such a way that their rigidity is such that, when inserted, the vehicle can no longer tip over at full load when stationary .

3. Vehicle according to claim 2, characterized by the following features:

• - The stops ( 28 ) (see Fig. 7), which act as a lock on the wheel guides, are pivotally mounted on a shaft ( 30 ) by a hand lever ( 29 ) via a known toggle joint ( 31 ) in two positions , which can be fixed in two positions:
• - In one position, the stops do not touch the wheel guide, so it can move freely.
• - In the other position, the stops press a certain distance from the bearing of the wheel guide on the wheel guide so that a restoring moment is generated when it moves away from the rest position. The "rest position" of a wheel axle or wheel guide is the position of the wheel axle or wheel guide in the vehicle-fixed coordinate system, which it assumes when the vehicle is fully loaded without an inclined position.

4. Vehicle according to one of claims 1 to 3 (see Fig. 2, 3, 4) characterized by the following features:

• - The spring elements ( 4 , 5 ), on which the wheel guides ( 2 , 3 ) of a pair of wheels are supported, are each supported on one leg of a symmetrical double lever known per se (usually called "compensating lever" ( 6 )) from, which is rotatably connected to the vehicle frame ( 1 ) in its center. The axis of rotation (DK) of this bearing is aligned essentially perpendicular to the plane which is tangent (TB) to the trajectory (BK) of the fastening points (BL, BR) of the spring elements ( 4 , 5 ) on the wheel guides ( 2 , 3 ) is clamped when the wheel guides shift by small amounts around their rest position. The axis of rotation of the bearing of the compensating lever also lies in the vertical plane of symmetry of the vehicle, which is stretched by the vehicle's vertical and longitudinal axes.
• - The compensating lever can be locked in its rotational movement about the axis of rotation (DK). This locking mechanism is referred to as "rigid locking mechanism" in the following.

5. Vehicle according to the preamble of claim 1, (see Fig. 4) characterized by the following features:

• - With the wheels arranged off-center, the wheel stroke is greater than the track width (b) of the wheel pair.
• - The spring elements ( 4 , 5 ), on which the wheel guides ( 2 , 3 ) of a pair of wheels are supported, are each supported on one leg of a symmetrical, known double lever (iF "leveling lever" ( 6 )), which is rotatably connected in the middle to the vehicle frame ( 1 ). The axis of rotation (DK) of this bearing is oriented essentially perpendicular to the plane which is tangent (TB) to the trajectory (BK) of the fastening points (BL, BR) of the spring elements ( 4 , 5 ) on the wheel guides ( 2 , 3 ) is clamped when the wheel guides shift by small amounts around their rest position. It also lies in the vertical plane of symmetry, which is spanned by the vehicle's vertical and longitudinal axes. The compensating lever can be locked in its rotational movement about the axis of rotation (DK) (rigid locking).
• - The track width (b) of the off-center wheel pairs, the rigidity of the elastic spring elements ( 4 , 5 ) on which the wheel guides ( 2 , 3 ) are supported against the compensating lever ( 6 ) and the height (h) of the center of gravity above the road when the vehicle is fully loaded, are selected such that the uprighting torque is greater than the weighted torque at every inclined position when the vehicle is at full load and the compensating lever is locked; the inclination moment is then by definition negative, so the vehicle straightens up automatically from the banked position. In the following, such a chassis design is referred to as "standstill stable".

6. Vehicle according to claim 5, characterized by the following features:

• - The compensating lever can be connected to an elastic component by an actuating device in such a way that when the compensating lever is rotated, a restoring torque acting on the compensating lever is generated from its central position.
• - The spring stiffness of the elastic locking of the coupling lever is selected so that the vehicle is "standstill-unstable" when the elastic locking is engaged and driving with a righting moment is possible. In the following, such a device is referred to as "elastic locking".

7. Vehicle according to claim 6, (see FIG. 3) characterized by the following features:

• - The elastic locking of the leveling lever is represented by elastic stops, which can be firmly positioned in two positions:
• - In one position, they do not touch the leveling lever, so it can move freely.
• - In the other position, the stops press on the compensating lever at a certain distance from its axis of rotation so that a restoring torque is generated.

8. Vehicle according to claim 7, characterized by the following features:

• - The stops of the elastic locking of the leveling lever are pivotally mounted about a frame-fixed axis of rotation, which is aligned parallel to the connecting line of the fastening points of the spring elements on the leveling lever when the vehicle is at rest.

9. Vehicle according to claim 8, characterized by the following features:

• - The positioning of the elastic stops is done by a known toggle joint.

10. Vehicle according to claim 5, characterized by the following features:

• - An elastic locking device in the form of a detachable additional support for the wheel guide is attached to the vehicle frame by an elastic spring element on the two wheel guides of a pair of wheels.
• - Attachment points, rigidity and deformability of the spring elements are designed so
• - That with a vertical displacement of the wheel axle from its rest position ("compression or rebound") a restoring force acting on the wheel guide is generated. These restoring forces cause a righting moment for the vehicle.
• - The deformability ("Tederweg-") of the spring element of the elastic lock must be so great that the wheel guide can travel the entire wheel stroke.
• - The stiffness of the spring element of the elastic lock is chosen so that the vehicle, when this lock is effective and the compensating lever is freely movable, behaves like a vehicle with a standstill-unstable chassis design, as described in claim 1. (The rigid locking of the leveling lever is therefore not inserted).

11. Vehicle according to claim 5, characterized by the following features:

• - The compensating lever is not connected to the vehicle frame by a centrally mounted axis of rotation, rather the compensating lever and the connecting elements of the compensating lever with the wheel guides are designed so that the position of the compensating lever changes only slightly to the extent of the movement in relation to the movement of the wheel . The position of the compensating lever in the coordinate system fixed to the vehicle is thus essentially determined by the position of the two wheel guides connected to it,
• - The compensating lever is supported against the chassis by elastic components that are attached symmetrically to the compensating lever in the middle or off-center and allow suspension behavior.

12. Vehicle according to claim 11, characterized by the following features:

• - The compensation lever to the vehicle frame is supported by elastic or rigid stops, which are attached so that they attack symmetrically on the balance lever in the middle or off-center.
• - The stops are attached to or replace the spring elements that are firmly connected to the compensating lever.

13. Vehicle according to claim 11 or 12 characterized by the following features:

• - The compensation lever is additionally supported by an elastic locking device, as described in claims 7 to 9.

14. Vehicle according to claim 13, characterized by the following features:

• - The wheel guides are designed as swing arms that can rotate about a frame-fixed swing axis that is aligned essentially parallel to the wheel axes.
• - The compensating lever is designed as a tube-like, rigid component, which is connected at both ends to a swing arm near the swing arm axis via an elastic component.

15. Vehicle according to claim 14, characterized by the following features:

• - The elastic component that connects the swing arm to the compensating lever is a rubber buffer with vulcanized fastening elements.
• - The rubber buffer is attached in such a way that it is subjected to pressure under normal load (= supporting the vehicle weight).

16. Vehicle according to claim 15, (see FIG. 5) characterized by the following features:

• - The compensating lever is supported against the frame by a spring element ( 12 ) which engages in the center and has a low spring constant and a high preload.
• - Eccentric elastic stops with high spring stiffness are attached under the compensating lever.
• - An elastic stop ( 13 ) is mounted in the middle above the compensating lever, the spring stiffness of which is dimensioned such that the vehicle has the desired suspension behavior.
• - The preload of the spring element ( 12 ) is so great that when the driver has left the vehicle, the compensating lever rests on the stops ( 14 ) even when the vehicle is fully loaded. The rigidity of the stops ( 14 ) is so large that under these circumstances the vehicle is "stable at standstill", ie it does not tip over.
• - The free movement of the compensating lever between the lower stops ( 14 ) and the upper stop ( 13 ) is so large that the compensating lever ( 6 ) can freely take the positions that result from the various inclinations of the vehicle.
• - The spring stiffness of the spring element ( 12 ) is so low that, when the driver gets on the vehicle, the compensating lever can "deflect" up until it rests against the elastic stop ( 13 ).

17. Vehicle according to claim 16, characterized by the following features:

• - The bias of the spring element ( 12 ) is adjustable by a device known per se.

18. Vehicle according to the preamble of claim 1 (see FIG. 6) characterized by the following features:

• - With the wheels arranged off-center, the wheel stroke is greater than the track width of the pair of wheels.
• - The support of the right or left wheel guide of a pair of wheels on the vehicle frame consists of a flexible and tensile component, preferably a thin steel cable (iF "lower tether" ( 15 ) called), which is attached at one end to the wheel guide.
• - The lower tether is guided over rotatable pulleys, which are fixed to the vehicle frame, pivoted and / or elastic. The attachment point (B) of the "lower tether" on the wheel guide and the attachment point (RU) of the pulley on the vehicle frame are placed so that
• - The direction of pull of the "lower tether" is oriented substantially tangentially to the trajectory of the attachment point (B) of the tether when the wheel guide is at the bottom, ie the wheel is "fully rebounded";
• - The "lower tether" is tensioned when the wheel guide moves upwards relative to the vehicle frame ("deflects").
• - The "lower tether" of the left wheel guide is connected to the "lower tether" of the right wheel guide between the right and left pulley ( 16 , 17 ), or the right and left "lower tether" form one piece ( 15 ).

19. Vehicle according to claim 18, characterized by the following features:

• - The lower tether is attached to the wheel guide with the interposition of a component that acts as a spring element and can absorb road impacts through elastic deformation.

20. Vehicle according to claim 19, characterized by the following features:

• - The relative movements of the attachment point (B) of the lower tether relative to the wheel guide, which he executes when the spring element ( 16 , 17 ) is deformed, are guided by a device so that they occur essentially in the direction of the trajectory that the attachment point (B) passes through when the wheel guide moves.

21. Vehicle according to claim 20, characterized by the following features:

• - The device for guiding the relative movements of the attachment point (B) of the lower tether with respect to the wheel guide consists of a swing arm (hereinafter referred to as "auxiliary swing arm" ( 18 )), the swing axis (HA) of which is aligned parallel to the wheel axis (R).

22. Vehicle according to one of claims 18, 19, 20 or 21, characterized by the following features:

• - At the attachment point (B) of the lower tether, a second tether (iF "upper tether" ( 19 ) called) is attached, which is also guided via rotatable, fixed or pivotable, preferably elastically attached to the vehicle frame pulleys ( 20 , 21 ).
• - The fastening point (RO) of the deflection roller on the vehicle frame is placed in such a way that
• - The direction of pull of the upper tether is substantially tangential to the trajectory of the attachment point (B) of the tether when the wheel guide is at the top, ie the wheel is "worn".
• - The upper tether is tensioned when the wheel guide moves downwards relative to the vehicle frame ("rebound").
• - The length of the upper tether is set so that it is slightly braced against the "lower tether", the tension of this pretension should correspond approximately to the weight of the wheels and wheel guides of a pair of wheels.

23. Vehicle according to claim 22, characterized by the following features:

• - The length of the upper or lower tether or the path length of these tethers, which is determined by the position of the deflection rollers, can be changed by an adjusting device.

24. Vehicle according to claim 23, characterized by the following features:

• - The adjustment device for changing the pretension in the cable is represented by a pivotable pulley ( 22 ) that can be locked in any position.

25. Vehicle according to one of claims 22, 23 or 24, characterized by the following features:

• - In the cable, at its fastening points and / or on the deflection rollers, elastic members are provided which are attached in such a way that they allow small changes in the cable length or in the path length of the cable.

26. Vehicle according to one of claims 18, 19, 20 or 21, characterized by the following features:

• - The wheel guide or the end of the "lower tether", which is connected to the wheel guide via the suspension element, is connected to the vehicle frame by an elastic component.
• - Elasticity, rigidity and the fastening points are chosen for this component
• - That the entire wheel stroke can be traversed and
• - That it can hold the wheels in their rest position when the vehicle is raised, so that the "lower tether" remains taut.
• - Suitable rope guides ensure that the "lower tether" does not fall off the pulleys.

27. Vehicle according to claim 18 to 26, characterized by the following features:

• - A rigid and / or an elastic locking device is attached to the "lower tether" or, if there is a sufficient coefficient of friction and wrap angle, to the guide pulley or pulleys or to a pulley specially attached for this purpose or to the wheel guides. An elastic lock is useful if the vehicle is "stable at standstill" when the rigid lock is inserted.

28. Vehicle according to claim 27, characterized by the following features:

• - A rigid lock on a deflection roller is shown in the form of a known disc brake or a known friction disc clutch.

29. Vehicle according to claim 27, characterized by the following features:

• - A rigid lock on a deflection roller is shown in the form of a claw coupling known per se.

30. Vehicle according to one of claims 27, 28 or 29, characterized by the following features:

• - An elastic locking is shown in that a suitable deflection roller is separably connected by a coupling device, preferably a claw coupling known per se, to a spring element which is subjected to torsion and has the appropriate rigidity and rotatability.
• - The coupling device is designed so that it can only be inserted or released in the rest position of the vehicle.

31. Vehicle according to one of claims 22 to 30, characterized by the following features:

• The "lower tether" is replaced by a link chain, preferably a bicycle or motorcycle drive chain (iF called "lower tether"),
• - The deflection rollers for the "lower tether" are replaced by suitable, rotatably mounted sprockets, the storage of which is fixed to the vehicle frame, pivotally or elastically.

32. Vehicle according to the preamble of claim 1, characterized by the following features:

• - The wheel guides are designed as swing arms that can rotate about a frame-fixed swing axis, which is aligned essentially parallel to the wheel axes.
• - With the wheels arranged off-center, the wheel stroke is greater than the track width of the pair of wheels.
• - On the left and right swing arm is concentric to the "swing axis", preferably with the interposition of an elastic spring element, for. B. a torsion bar, a gear or a segment of a gear with bevel gear teeth.
• - These two bevel gears engage in a third bevel gear, the axis of rotation of which is aligned perpendicular to the "swing arm axis" and is firmly connected to the vehicle frame, so that these three bevel gears form a bevel gear differential.

33. Vehicle according to claim 32, characterized by the following features:

• - The swing-fixed gears or toothed segments are designed as spur gears and each engage a reduction gear, which increases the angle of rotation and reduces the peripheral forces and thus the tooth forces. The output of the two reduction gears then accesses a differential gear known per se, e.g. B. a bevel gear differential.

34. Vehicle according to claim 32 to 33, characterized by the following features:

• - One of the gears is provided with a rigid and / or an elastic lock, as described in the deflection rollers in claims 27 to 30.

35. Vehicle according to the preamble of claim 1, (see FIG. 7) characterized by the following features:

• - With the wheels arranged off-center, the wheel stroke is greater than the track width of the pair of wheels.
• - A pressure vessel ( 25 , 26 ) is attached to the right and left wheel guide ( 2 , 3 ) of a pair of wheels so that it supports the wheel guide to the vehicle frame ( 1 ). We refer to a "pressure vessel" as a pressure-resistant vessel that changes in volume and is filled with a liquid or gaseous medium.
• - The attachment points and the deformability of a pressure vessel are selected so that the wheel guide can travel through the entire necessary wheel stroke.
• - The container is mounted in such a way that when the wheel guide "deflects", the container and the liquid or gaseous medium contained therein are compressed.
• - The right and left pressure vessels are connected to each other hydraulically or pneumatically by a connecting line (iF "equalizing line").
• - The two pressure vessels ( 25 , 26 ) are the same.
• - The effective cross-section of a container does not change significantly if the container is compressed or stretched by the wheel guide.
• - A filling and emptying valve known per se is attached to the pressure vessels or the compensation line.

36. Vehicle according to claim 35, characterized by the following features:

• - The compensating line is provided with a shut-off valve known per se (iF "equalizing shut-off valve").

37. Vehicle according to claim 36, characterized by the following features:

• - The pressure vessel is designed as a flexible, pressure-resistant and elastic vessel, which also increases its volume in accordance with its elasticity when the pressure is increased.
• - The pressure vessel is filled with a liquid medium.

38. Vehicle according to claim 37, characterized by the following features:

• The filling and emptying valve is connected to a reservoir for hydraulic fluid via a pressure pump known per se.

39. Vehicle according to one of claims 37 or 36. (see Fig. 8) characterized by the following features:

• - The two pressure vessels on a pair of wheels are replaced by two hydraulic cylinders ( 33 , 34 ) known per se.
• - The attachment points and the stroke of a hydraulic cylinder are selected so that the wheel guide can travel through the entire necessary wheel stroke.
• - The hydraulic cylinder is mounted in such a way that the volume of the working space of the hydraulic cylinder is reduced when the wheel guide is deflected.
• - Each hydraulic cylinder ( 33 , 34 ) is hydraulically connected to a further pressure-resistant container known per se (hereinafter referred to as "compressed air container" ( 35 , 36 )). Separated from the hydraulic fluid by a membrane ( 37 , 38 ) or another suitable device, there is a certain amount of a gaseous medium, preferably air, in the compressed air container, which, due to its compressibility, enables the vehicle to have a suspension behavior.

40. Vehicle according to claim 39, characterized by the following features:

• - The through-air tank forms a structural unit with the hydraulic cylinder.

41. Vehicle according to claim 39 or 40, characterized by the following features:

• - The gas-filled space of the compressed air tank is pneumatically connected to a filling and emptying valve ( 39 , 40 ) known per se.

42. Vehicle according to one of claims 39 to 41, characterized by the following features:

• - The hydraulic connection between the hydraulic cylinder and the compressed air tank can be interrupted by a shut-off valve (iF "suspension lock valve" ( 41 , 42 )).

43. Vehicle according to claim 42, characterized by the following features:

• - The actuators of the two suspension check valves of a pair of wheels are coupled together so that they can be operated together.

44. Vehicle according to one of claims 39 to 43, characterized by the following features:

• - The height of the center of gravity when the vehicle is fully loaded, the track width and the stiffness of the suspension of the wheel guide are selected so that the vehicle is "stable at a standstill" when the compensating lock valve is closed. The spring stiffness of the wheel guide is determined by the active cross-sectional area of the hydraulic cylinders and the amount of air in the compressed air tanks.
• - In the equalization line, a device (iF "differential pressure generator") is connected in parallel to the equalization shut-off valve, which generates a pressure difference between the right and left hydraulic cylinders, which is proportional to the difference in the fluid volume that is pushed out or sucked in by the left and right hydraulic cylinders will. The differential pressure generator is connected in such a way that an overpressure is created in the hydraulic cylinder, in which more liquid is pressed out, the wheel guidance of which therefore therefore "deflects" further.
• - The differential pressure generator is designed so that the vehicle is "standstill unstable" when the compensating shut-off valve is closed and driving with a righting moment is possible.

45. Vehicle according to claim 44, characterized by the following features:

• - The differential pressure generator consists of a hydraulic cylinder ( 43 ) in which there is a freely movable piston ( 44 ). The piston divides the cylinder into two chambers, each of which is connected to one of the two wheel hydraulic cylinders ( 33 , 34 ).
• - Springs ( 45 ) act on the piston, which hold the piston in the cylinder in its central position and generate a restoring force when the piston is displaced away from the central position. This restoring force creates a pressure difference that depends on the piston area.

46. Vehicle according to claim 44 or 45, characterized by the following features:

• - The compensating shut-off valve is replaced by a three-way valve ( 46 ) with the three switching positions:
• - compensation line open,
• - compensation line and differential pressure generator blocked,
• - Compensation line runs via differential pressure generator.

47. Vehicle according to one of claims 39 to 43, characterized by the following features:

• - The chassis design is selected so that the vehicle is "stable at standstill" when the compensating lock valve is closed.
• - On the vehicle frame, an elastic locking device that engages the wheel guides of a pair of wheels is attached, as described in claim 10.
• - The spring stiffness of the elastic locking is selected so that the vehicle is "standstill unstable" when the compensating line is open and driving with a righting moment is possible.

48. Vehicle according to the preamble of claim 1 (see FIG. 9) characterized by the following features:

• - A control system acts on the wheel guides of a wheel pair of the vehicle, which has the task of aligning the vertical axis of the vehicle according to the false solder.
• - A known inclination sensor ( 48 ) is attached to the vehicle, which detects the angular deviation of the vertical axis of the vehicle from the false solder and can output a signal (iF "actual value signal") which is signed and proportional to the angular deviation of the vertical axis from the false solder in the plane, which is stretched from the vehicle's transverse and vertical axis.
• - The actual value signal is passed to a controller ( 49 ) known per se, which uses it to generate an actuating signal which is passed on to an actuator ( 51 ).
• - The actuator acts on the wheel guides of a pair of wheels so that the vehicle is rotated ("tilted") about its longitudinal axis. The actuator is designed so that the deviation of the vehicle vertical axis from the false solder is reduced by the tilting of the vehicle.

49. Vehicle according to claim 48, characterized by the following features:

• - The actuator of the control system acts on the wheel guide with the interposition of an elastic member that allows the wheel guide to perform a suspension behavior.

50. Vehicle according to claim 49, characterized by the following features:

• - The elastic member that transmits the movement of the actuator to the wheel guide is guided by a guide device.
• - The storage of the guide device is either connected to the vehicle frame or to the wheel guide.
• - The guide device and / or the actuator have elastic or fixed stops that limit the movement of the guide device or the actuator.

51. Vehicle according to claim 48, 49 or 50, characterized by the following features:

• - The control system also detects the movements of the two wheel guides relative to the vehicle frame or the movements of the guide devices for the spring element relative to the vehicle frame by sensors.
• - The wheel guides can then be positioned in a cascade control by means of a position control, the setpoint of the position control being determined from the measured deviation of the vehicle vertical axis from the false perpendicular, taking into account the preferably adjustable final values (= upper and lower limits of the range of motion of the wheel stroke).

52. Vehicle according to claim 48 or 51 and one of claims 5 to 10, characterized by the following features:

• - The actuator of the control system does not act on the wheel guides or guide devices for the spring element, but on the compensating lever.
• - The compensating lever is rotated by the actuator so that the deviation of the vehicle vertical axis from the false solder is reduced.

53. Vehicle according to claim 52, characterized by the following features:

• - The actuator is an electric motor that can be switched in the direction of rotation, which acts on the compensating lever via a transmission gear and an intermediate separating clutch in such a way that it is rotated about its axis of rotation.

54. Vehicle according to claim 55, characterized by the following features:

• - The disconnect clutch is operated electrically.
• - The disconnect clutch is not engaged when de-energized.
• - The disconnect clutch is powered by the power supply to the control system.
• - The power supply to the disconnect clutch can be interrupted manually.

55. Vehicle according to claim 48 or 51 and one of claims 18 to 31, characterized by the following features:

• - The actuator of the control system does not act on the wheel guides, but on one of the deflection pulleys of the lower tether or on a chain wheel of the lower tether.
• - If the wrap angle, friction coefficient and rope tension required for the function of the lower tether as a compensating device are not sufficient to transmit the required torque, another guide roller is attached so that the wrap angle is sufficiently large for a guide roller. The actuator then acts on this deflection roller.
• - The guide roller connected to the actuator is rotated by the actuator so that the deviation of the vehicle vertical axis from the false solder is reduced.
• - The vehicle is designed so that it is "standstill stable" when the compensation device is locked.

56. Vehicle according to claim 55, characterized by the following features:

• - The actuator is an electric motor that can be switched in the direction of rotation, which acts on the deflection roller via a transmission gear and an interposed separating clutch so that it is rotated.

57. Vehicle according to claim 56, characterized by the following features:

• - The disconnect clutch is constructed and connected as described in claim 52.

58. Vehicle according to claim 48 or 51 and one of claims 32 to 34, characterized by the following features:

• - The actuator of the control system does not act on the wheel guides, but on one of the gears in the differential gear or reduction gear.
• - The gear connected to the actuator is rotated by the actuator so that the deviation of the vehicle vertical axis from the false solder is reduced.
• - The vehicle is designed so that it is "standstill stable" when the compensation device is locked.

59. Vehicle according to claim 58, characterized by the following features:

• - The actuator is an electric motor that can be switched in the direction of rotation, which acts on the gearwheel via a transmission gear and an interposed separating clutch so that the gearwheel is turned.

60. Vehicle according to claim 59, characterized by the following features:

• - The disconnect clutch is constructed and connected as described in claim 52.

61. Vehicle according to claim 48 or 51 and one of claims 37 to 43, characterized by the following features:

• - The control system actuator does not act on the wheel guides, but acts on the pressure vessels or hydraulic cylinders.
• - The actuator increases or decreases the amount of liquid in the pressure vessels or hydraulic cylinders so that the deviation of the vehicle vertical axis from the false solder is reduced.
• - The vehicle is designed so that it is "standstill stable" when the compensating line is blocked.

62. Vehicle according to claim 61 (see FIG. 9) characterized by the following features:

• - The actuator is a hydraulic pump that can deliver in both directions.
• - The actuator is connected in the equalization line parallel to the equalization check valve.

63. Vehicle according to claim 61, characterized by the following features:

• - The actuator is a hydraulic pump that can only deliver in one direction, connected to a known hydraulic control valve.

64. Vehicle according to claim 62 or 63, characterized by the following features:

• - The actuator is switched in the compensation line parallel to the compensation check valve.

65. Vehicle according to claim 64, characterized by the following features:

• - An electrically operated, normally closed shut-off valve is connected in series with the actuator.
• - The equalization check valve is an electrically operated, normally open valve.
• - Both valves are powered by the control system.
• - The power supply to the two valves can be interrupted by hand.

66. Vehicle according to claim 65, characterized by the following features:

• - The function of the two valves is taken over by a suitable three-way valve with an electric actuator ( 51 ).