DE102015202927B4 - Vehicle with three wheels - Google Patents

Abstract

Vehicle (1) with a vehicle frame (2) and three wheels, as well as a front and a rear axle, wherein the front or the rear axle is a two-wheeled axle, wherein the wheels (6) of the two-wheel axle via separate suspensions on the vehicle frame (2) articulated are mounted and via a drive means for changing the track of the wheels (6) are in opposite directions deflectable, characterized in that each suspension comprises an upper and a lower trailing arm (12, 14), between the free ends of each one, a wheel (6) bearing the wheel carrier (8) is articulated, wherein the upper trailing arm (12) about an obliquely or transversely oriented to the direction of travel axis pivotally mounted on the vehicle frame (2), while the lower trailing arm (14) via a universal joint on the vehicle frame (2) supported each wheel carrier (8) comprises two Radträgerarme (10, 11), each having an angle joint (13, 15) with the upper and lower trailing arm (12, 14) are connected.

Description

The invention relates to a vehicle with a vehicle frame and three wheels, as well as a front and a rear axle, wherein the front or the rear axle is a two-wheeled axle.

Single-track vehicles are known, for example, in the form of bicycles or motorcycles. When driving slowly or at a standstill there is always the problem that the vehicle can tilt to the side, which is why the driver usually supports the vehicle with one foot. It is known in this context to use lateral support wheels, in particular, of course, in the bicycle field, which are either permanently unfolded or extended as needed. Permanently unfolded support wheels severely limit the radius of the turnable radius, folding support wheels are provided on both sides, which makes the construction very complex.

From the motorcycle sector, it is known to replace the front wheel by two front wheels with a small distance, which move when cornering in height against each other, as closely as possible to reproduce the driving experience of a single-track vehicle. However, this succeeds only partially due to the fixed track.

WO 2011/144 574 A1 discloses a vehicle with a vehicle frame and three wheels having the features of the preamble of claim 1.

WO 2014/060 238 A1 discloses a vehicle having adjustable axles of two wheels arranged side by side. The vehicle comprises a total of at least three wheels.

US Pat. No. 7,481,443 B2 shows a tricycle, which can be converted into a two-wheeler.

WO 2014/041 210 A2 shows a vehicle with four wheels, the wheels are adjustable on an axis with a mechanical control device.

The invention is thus based on the problem to provide a vehicle that corresponds to the driving feel of almost a single-track vehicle, but has a stabilization option at slow speed or at a standstill.

This object is solved by the features of claim 1. Advantageous embodiments are characterized in the subclaims. To solve this problem is provided according to the invention in a vehicle of the type mentioned above with three wheels, that the wheels of the bicycle axle via separate suspensions on the vehicle frame are articulated and are driven in opposite directions via a drive means for changing the track of the wheels.

In at least one wheel of the front or rear axle while the driving force is initiated. The articulated mounted and guided wheels of the two-wheel axle are each steerable about a Radschwenkachse. The suspension of the wheels of the bicycle axle has to generate an opposing steering movement for a change in the track width of the wheels on the vehicle frame supporting drive means. The gauge is automatically reduced by the drive means with increasing vehicle speed and can be increased with decreasing vehicle speed. Cumulatively or alternatively, the track is manually operable and / or triggered by the drive means reduced or increased.

The vehicle according to the invention has three wheels, wherein either the front wheels or the rear wheels are provided in duplicate. A third wheel is arranged in the direction of travel in front or behind centrally or laterally offset to the vehicle center. At least one of the wheels is drivable, whether by muscle power, be it by an electric or internal combustion engine or a combination thereof. The two wheels of the bicycle axle are at least approximately juxtaposed and a suspension, z. B. a multi-link suspension relative to the vehicle frame movable. About this suspension, in particular multi-link suspension, each wheel can be moved separately vertically, so may follow any bumps or cornering in which then inevitably one wheel to turn inside and the other is directed to the outside of the curve and consequently different Fahrradien are given a corresponding vertical Make adjusting movement. It is essential that the two wheels are adjustable in the track width upon actuation of the drive means, that is, they are laterally pivotable opposite directions. This allows the two wheels between a first position in which they z. B. parallel to each other and as close to each other as possible, and a second apart position in which they are swung apart and therefore the track, so the distance of Radauflagepunkte is significantly widened to adjust, ie the wheels of the bicycle axle can in their gauge be adjusted from a narrow gauge to a broad gauge and vice versa. This makes it possible, in normal, ie faster driving, to position the two wheels in the first position in which they are arranged parallel and as close together as possible, so that the vehicle is almost single track. At low driving speed can be widened by pivoting the wheels, the gauge so that a quasi-3-point support is given and the vehicle against tilting for Page, so a waver respectively tilt, is supported.

As a two-wheel axle is here a combination of two wheels referred to, which are optionally arranged only in exceptional cases precisely next to each other. The center lines or the wheel rotational axes of both wheels, which do not have to be aligned when driving, are in certain driving situations in perpendicular or obliquely aligned to the direction of planes. Depending on the vehicle situation, the levels can also be parallel or congruent. The distance between the levels can be between 0 and 10% of the maximum gauge.

The wheel adjustment can be initiated by the driver himself by pressing the drive means itself. This drive means may for example be a purely mechanical drive means, for example comprising a Bowden cable, via which a corresponding adjustment mechanism is actuated. The gauge change is thus manually via the drive means or triggered, both for enlargement and for reduction. Also, the drive means may be an electromotive drive means comprising an electric motor, which the driver can control by operating a switch button or the like, and which causes the Radverschwenkung via a corresponding mechanism. Alternatively, pneumatic or hydraulic cylinders that can be actuated by the driver via a corresponding actuating means can be used, these cylinders z. B. work twice, so work in both directions. A direction of action can also be operated via a spring element.

Alternatively to the driver-initiated adjustment, it is also conceivable to perform an automatic adjustment operation, then using an electric motor-operated drive means. This is then associated, for example, a control device which controls the wheel adjustment in particular speed-dependent. Here, therefore, a corresponding speed signal is given, which is detected by a corresponding sensor device. Depending on the actual speed, the wheel distance is automatically reduced with increasing speed until the position with minimum track width is given, while with decreasing speed the track width is automatically increased again until the maximum track width is reached.

As described, the wheels of the bicycle axle in addition to the lateral adjustment for the purpose of changing the track width can also be adjusted vertically, for which they are stored on the vehicle frame according to the wheel suspensions. Dier z. B. alternately stroke of the wheels of the bicycle axle may be several centimeters, for example, up to a maximum distance of z. B. 3 cm between the two Radaufstandspunkten. The wheels of the two-wheel axle can have a negative camber, that is to say an inwardly inclined inclination relative to the vertical of up to a maximum of 12 °.

The maximum track width of the wheels of the two-wheel axle may be 15-30% of the distance between the front and rear axles, while the minimum track gauge may be 0-5% of this distance.

Each suspension, in particular in the form of a multi-link suspension, according to the invention comprises an upper and a lower trailing arm, wherein the upper trailing arm, z. B. about a horizontal axis, is pivotally mounted on the vehicle frame, while the lower trailing arm is coupled via a universal joint connection to the vehicle frame. So there are two interfaces between multi-link suspension and vehicle frame given, namely a first interface in the region of the respective upper trailing arm, the z. B. about a horizontal axis, which is perpendicular to the vehicle longitudinal axis, is mounted vertically on the vehicle frame. The trailing arm, especially if the wheels are also vertically adjustable, only perform a vertical pivoting movement, but not a lateral pivoting movement. In contrast, in the second interface, the respective lower trailing arm both z. B. vertically as well as to the side pivotally, which is expediently via a universal joint o. The like. Realized. This universal joint allows on the one hand the up and down mobility, on the other hand, but also the Seitenverschwenkung. A corresponding mirror-image construction is realized on each suspension, in particular multi-link suspension.

Each wheel is connected via a wheel carrier to the respective wheel suspension or multi-link suspension. According to the invention, each wheel carrier has two wheel carrier arms, which are each connected to the upper and lower trailing arms via an angle joint. About the Radträgerarme so the corresponding connection to the vertically spaced upper and lower trailing arm can be done. About the angle joints a relative mobility of the wheel carrier is given to the respective trailing arm, which is required to allow a displacement of Raddrehachsen.

In order to make the lateral pivoting to change the track, preferably, each suspension or multi-link suspension on a pitman arm, which is connected to the respective wheel carrier, and about the drive means z. B. is movable transversely to the vehicle longitudinal axis. The respective steering column lever acts, for example, on a Radträgerarm the wheel carrier, preferably on the upper Radträgerarm. If the steering column lever is moved across the drive means transverse to the vehicle longitudinal axis, the wheel carrier is automatically pivoted. This also results in a corresponding pivotal movement of the lower trailing arm, which is also moved on a circular path around the upper trailing arm. The steering column lever is connected as described with the upper Radträgerarm, since then to make a corresponding pivoting a much lesser displacement of the pitman arm is sufficient.

To the two steering column lever z. B. according to move synchronously, so that the track width change is the same on both sides, preferably each steering column lever is coupled with a guide frame in a horizontally guided sliding member, for example, wherein the two sliding members are synchronously opposite movable upon actuation of the drive means. By moving the sliding components consequently the steering column lever are taken and z. B. moves horizontally, so that it comes depending on the length of the horizontal movement to a corresponding pivoting of the wheel and thus the wheels, either to increase or decrease the track.

The sliding components are preferably coupled to a control disk which rotates with the entrainment of the sliding components upon actuation of the drive means. If the drive means as described by way of example, a mechanical Bowden cable, which is moved over a lever, for example, provided on the handlebar side, this Bowden cable is coupled to the control disk and rotates it. Depending on the direction of rotation, there is a corresponding displacement of the sliding components opposite to each other. It is also conceivable, of course, to provide two separate Bowden cables that move the control disk in different directions. The one Bowden cable is to operate when the gauge is to be increased, while the other Bowden cable is operated when the track is to be reduced in size. Optionally, the respective control disk rotation can also be spring-assisted, that is to say that corresponding spring elements are provided which move the control disk in a correspondingly supportive manner upon actuation of the Bowden cable. If, for example, an electric motor is provided as drive means, then this is correspondingly coupled to the control disk. This sits, for example, on the output shaft of the engine, so that a rotation of the engine output shaft automatically results in a corresponding rotation of the control disk.

The control disk is preferably coupled to the sliding components via a slotted guide. For example, two pins are provided on the control disk, which engage in corresponding, defining the slot longitudinal slots on the sliding components. Alternatively, of course, corresponding pins may be provided on the sliding components, which engage in corresponding, the slot defining longitudinal slots on the control disk.

The sliding components, which are preferably designed as sliding plates are preferably connected to the steering column lever via a slotted guide. For this purpose, the sliding components, in particular in the form of the sliding plates, each have a corresponding slot in which engages a driving pin of the steering column lever. Such a slotted guide is to the effect appropriate as described as a vertical movement of the wheels is possible. Of course, this results in a relative movement of the multi-link suspension and thus also the steering column lever relative to the vehicle frame. Since the sliding components remain stationary relative to the vehicle frame in this case, the slide guide can compensate for the respective steering column movement accordingly.

As described in the introduction, the two lower trailing arms are coupled to the vehicle frame via a respective universal joint connection. For this purpose, the vehicle frame expediently in the area below the bottom bracket tube in a vehicle, a corresponding attachment portion, for example, a support arm on, or in which the universal joint connection is arranged. To the pivoting movement for track change in the lower region of the lower trailing arm z. B. synchronously, the two lower trailing arms are preferably coupled together via a lever mechanism with each other, so as to ensure that the angle that occupy the two lower side members relative to each other, at least when driving straight without rolling motion is at least approximately equal. For this purpose, preferably, each of the two lower trailing arm on each of a trailing arm lever, which is connected via an angle joint with a coupling rod which is connected via a further angle joint on a pivotally arranged on the vehicle frame about a horizontal axis guide lever on. The trailing arm lever, which is preferably arranged in extension of the universal joint, is connected via the angle joint movable with a coupling rod, which in turn is movably arranged on a guide lever via another angle joint. This guide lever is in turn pivotally mounted on the vehicle frame. As a result, both lower trailing arms are consequently connected to one and the same component, namely the guide lever. As in a pivoting movement of a lower Trailing arm inevitably changed the relative position of the angle joint, via which the connection to the pivotable guide lever, both in the vehicle longitudinal direction and transversely thereto, there is inevitably a corresponding movement of the guide lever, this position change inevitably on the other side, so the coupling to the other lower Trailing arm transmits. Thus, therefore, a motion coupling or positive guidance is given, which ensures that both lower trailing arms are always pivoted synchronously by the same Winkelinkrement to the side.

As described, the two wheels are vertically movable separately from each other. To synchronize, for example, this vertical movement, but at the same time also initiate the payload in the upper trailing arm, the two upper trailing arms are preferably connected to each other via a vehicle frame side supported lever gear. This lever mechanism preferably has a rocker which can be pivoted about the vehicle longitudinal axis on a frame-side mounting device and two coupling rods which connect the rocker to the trailing links. On the vehicle frame usually sits at least one person who represents the payload. Since the upper trailing arm z. B. are pivotable about the horizontal axis, and the lever mechanism coupled to the trailing arm corresponding to the vehicle frame, the payload can be transmitted to the trailing arm in this way. At the same time, the two trailing arms via the lever gear respectively the coupling rods and the rocker are motion-coupled with each other. An up and Abschwenkbewegung of a trailing arm thus inevitably leads to a corresponding up and Abschwenkbewegung of the other trailing arm in the opposite direction. This makes it possible when cornering the two trailing arms and thus the two multi-link suspensions respectively the two wheels to move vertically gegengleich, so always have both wheels ground contact.

The invention will be explained below with reference to an embodiment with reference to the drawings. The drawings are schematic representations and show:

1 a perspective view of a vehicle according to the invention in a partial view,

2 a rear view of the vehicle 1 .

3 an enlarged view of the movement coupling of the steering column lever to a drive means,

4 an enlarged view of the universal joint connection for movement bearing a lower trailing arm on the vehicle frame,

5 an exploded view of the universal joint 4 .

6 a perspective view of the vehicle according to the invention 1 with vertically offset wheels,

7 a rear view of the vehicle 6 .

8th a perspective view of the vehicle according to the invention 1 with laterally swung out wheels,

9 a rear view of the vehicle 8th .

10 a perspective view of the vehicle according to the invention 1 with vertically offset and laterally swung out wheels, and

11 a rear view of the vehicle 10 ,

1 shows in the form of a perspective view of an inventive vehicle 1 , here exemplarily in the form of a bicycle. Of the bicycle, only the relevant components according to the invention are shown. The vehicle may be powered by muscular power, electric or combustion engine or a combination thereof.

The vehicle 1 includes a vehicle frame 2 , on which a front wheel in the area of the front Rahmenrohes over a fork 3 is arranged in a known manner. In the area of the rear frame bottom 4 , the seat tube, is located in a known manner a saddle, at the bottom of the Rahmenrohes 4 is a bottom bracket tube 5 arranged in which, in a known manner, the bottom bracket, over which the two pedals are mounted, which are also not shown here.

There are also two rear wheels 6 provided in the example shown in each case via a suspension in the form of a multi-link arrangement on the vehicle frame 3 are movably arranged. In terms of 1 becomes the multi-link suspension shown in all details 7 explained in more detail, the description is identical in the embodiment shown for the mirror image located on the other side multi-link suspension 7 ,

The two wheels 6 are each about a wheel carrier 8th each with a multi-link suspension 7 connected. The wheel carrier 8th includes on the one hand the Wheel carrier pin or Radträgerflansch 9 at which the respective wheel 6 , which is shown here as a disc wheel, is rotatably mounted. At the wheel carrier flange 9 are two wheel arms 10 . 11 arranged over which the connection of the wheel carrier 8th for multi-link suspension 7 he follows.

The multi-link suspension 7 includes an upper trailing arm 12 , with the upper wheel arm 10 via an angle joint 13 pivotally connected. Furthermore, the multi-link suspension includes 7 a lower trailing arm 14 , which also has an angle joint 15 with the lower wheel arm 11 movably connected. The angle joints 13 and 15 correspond z. DIN 71802-1992.

Each upper trailing arm 12 is with the vehicle frame z. B. around a horizontal axis 16 pivotally connected, wherein the horizontal axis 16 vertical to the vehicle's longitudinal axis. For this example, the upper trailing arm 12 be connected end to a bearing tube, which is mounted on a frame side arranged axle. This means that each trailing arm can perform a vertical pivoting movement. Of course, it is also possible that the pivot axis of the trailing arm 12 can be pivoted about 0-30 ° relative to the horizontal axis.

In contrast, each lower trailing arm 14 in the example shown on a universal joint 17 with the vehicle frame 2 movably coupled, this universal joint 17 both a Vertikalverschwenkung and a Seitenverschwenkung the lower trailing arm 14 allows. On this universal joint connection is below with respect to the 4 and 5 discussed in more detail. The universal joint 17 is on a support arm 18 of the vehicle frame 2 arranged to provide the corresponding pivoting degrees of freedom. Instead of Vertikalverschwenkung can also occur by 0-30 ° from the vertical axis deviating pivoting.

The universal joint 17 Downstream is a trailing arm lever 19 that's about an angle joint 20 with a coupling rod 21 connected, in turn, via an angle joint 22 with one on the vehicle frame 2 , here in the area of the bottom bracket tube 5 to a horizontal axis 23 swiveling guide lever 24 connected is. Each lower trailing arm 14 respectively each universal joint 17 is about such a trailing arm coupling rod connection together with the angle joints with the guide lever 24 connected. This is a forced coupling of the two lower trailing arm 14 , which serves to obtain a synchronous lateral pivoting movement for adjusting the track width, and consequently the pivoting angle which both wheels point sideways when the gage adjustment takes place is always the same. This will be discussed below. However, this forced coupling is optional.

To this pivoting of the respective wheel carrier 8th and thus the respective wheel 6 to obtain, assigns each wheel carrier 8th a steering column lever 25 on, fixed to the upper Radträgerarm 10 connected is. The other end of the pitman arm 25 is with an adjustment mechanism 26 related to below 3 is explained in more detail. About this adjustment mechanism 26 is in connection with a drive means, which may be a purely mechanical drive means such as one or two Bowden cables or an electric motor drive means such as an electric motor with or without associated gear, a lateral pivoting of the respective pitman arm 25 possible, using the adjustment mechanism 26 the Lenkstockverschwenkung is synchronized on both sides. The respective steering column lever 25 is moved laterally, it comes to a pivoting of the wheel 8th and thus the wheel attached to it 6 around those of the trailing arms 12 and 14 defined wheel steering axle 57 This pivoting is possible because the wheel carrier 8th and over this the lower trailing arm 14 over the angle joint 13 relative to the upper trailing arm 12 is pivotable.

Finally, in the embodiment shown, but in principle optional, one on the vehicle frame 2 supported lever mechanism 27 provided, comprising a rocker 28 attached to a bracket provided on the frame 29 to a running in the vehicle longitudinal direction, z. B. horizontal axis is arranged pivotably. On the rocker is about a first angle joint 30 a coupling rod 32 Tailed over a second angle joint 33 with the upper trailing arm 12 connected is. Of course, on the other rocker side a corresponding coupling rod 32 intended.

About this lever mechanism 27 on the one hand, the payload that acts on the vehicle frame, on the two trailing arms 12 and thus given the entire rear wheel assembly. On the other hand, this lever mechanism allows synchronization of the vertical adjustment movement of the two wheels 6 relative to each other, which ensures that when cornering, so if the vehicle has an inclination relative to the ground, always both wheels are in contact with the road, whether the wheels 6 in narrow or broad gauge. To z. B. in Breitspur to keep the rolling for stability reasons small, a spring and / or damper system z. B. the pivoting movement of the rocker 28 restrict or complicate. In this case, the damping constant and / or the spring rate can be influenced electrically by means of a controller, depending on the driving situation or mechanically via a manual setting. Alternatively, instead of the lever mechanism 27 per wheel 6 a spring or spring damper system can be used. The systems are based directly on the vehicle frame 2 from. Furthermore, the upper trailing arm can also 12 rigidly on the vehicle frame 2 be attached in the form of stiff cantilevers. In this case, omitted lever mechanism or spring or FederDämpfersysteme.

2 shows a rear view of the vehicle 1 out 1 , You can see the two wheels 6 parallel to each other and are minimally spaced from each other. They are neither vertically nor laterally offset from each other, that is, that an extremely narrow track is given with a gauge S, so that in conjunction with the one front wheel is almost a one-lane handling is given. Accordingly, the double-sided multi-link suspensions are also apparent 7 as well as the wheel carriers 8th positioned parallel to each other.

3 shows in an enlarged perspective view of the adjustment mechanism 26 , Shown in the perspective view of the two steering column lever 25 , the subsequent in its coupling to the adjustment mechanism 26 will be described in more detail. The design respectively coupling of the other pitman arm 25 on the other side is identical.

The adjustment mechanism 26 In the embodiment shown, a pivot axis extending horizontally in the vehicle longitudinal direction 34 rotatable control disk 35 on, on the two backdrop pins 36 are provided in relation to 3 extend to the rear. Behind the control disc 35 are two sliding components 37 in the form of two sliding plates 38 Arranged in a guide frame 39 , the frame side via corresponding frame support 40 is fixed, for example, are guided horizontally displaceable. Every sliding plate 38 has a slot 41 on, in which the respective pin of the control disk 35 intervenes. Every slot 41 forms a guide slot, it is according to the radius, along which the respective pin upon rotation of the control disc 35 running, guided. Will consequently the control disc 35 rotated upon actuation of the drive means, it inevitably leads to a lateral displacement of the two sliding plates 38 , Whose movement is opposite to each other, but positively coupled.

Every sliding plate 38 also has a slot 42 in, in each case an end-side pin of each pitman arm 25 intervenes. Will therefore be the two sliding plates 38 moved laterally, it is due to the pin engagement, so here the link guide, inevitably also the respective steering column lever 25 moved laterally. As the steering column lever 25 with the wheel carrier 8th is firmly connected, and this movable with the trailing arms 12 and 14 is connected, it comes with the lateral movement of the pitman arm 25 inevitably to a pivoting of the wheel carrier 8th velvet wheel 6 , The respective steering column lever 25 is located z. B. vertically offset below the upper trailing arm 12 , About this slot gate is also a small vertical movement of the respective pitman arm 25 with a vertical adjustment of one of the wheels 6 possible.

The control disc 35 is as described rotatable about the associated drive means. This drive means may be, for example, a Bowden cable, with the control disc 35 connected is. This Bowden cable, for example, in the range of the handlebar of the vehicle, not shown here 1 is operated by the user accordingly and pulled or pushed. Each of these movements leads to a rotation of the control disk 35 in the appropriate direction, causing it to slide the sliding plates apart 38 and thus to a swinging up of the wheels 6 , So a widening comes, or to a pushing together of the sliding plates 38 and thus to a swinging of the wheels 6 in the in 1 and 2 shown parallel position, and thus to a track reduction.

It is conceivable to provide a separate Bowden cable for each direction of rotation of the control disk. That is, the one Bowden cable is to be operated when the track is to be increased while the other Bowden cable is to be operated when the track is to be reduced in size. The two Bowden cables can be guided, for example, to different ends of the vehicle driver. Optionally, the respective movement of the control disk 35 be additionally supported by a spring element or one of the movements done exclusively by spring action.

Alternatively, for example, an electric motor may be provided as the drive means, which, for example via a transmission, with the control disk 35 is coupled. Depending on the switch operation, the rotation of the control disk in one or the other direction takes place via the electric motor, which the user can control via a switch arranged on the handlebar side, so that the desired adjustment movement of the wheels takes place. As a gear, for example, a crank or eccentric or even a gear or the like may be provided. It is also conceivable to provide a pneumatic or hydraulic cylinder as drive means. Suitable is any drive means, which is a rotation of the control disc 35 can obtain. Of course, the electric motor can also be controlled via an electronic control or regulation, wherein the pivot angle of the control disk 35 is not linearly changed over time. For example, if a particularly narrow track to be realized constructively, to a collision of the wheels 6 to avoid, at the transition of the narrow gauge to the broad gauge of the steering angle or steering angle of the wheels 6 initially only be increased slowly. As soon as there is a greater distance between the wheels 6 has set, a large steering angle can be adjusted.

When pivoting a wheel, it inevitably leads to a movement of the lower trailing arm 14 whose free ends z. B. approximately on a circular path around the upper trailing arm 12 pivot. As a rule, the handlebar end, for example, describes a three-dimensional space curve instead of a circular path movement. As described the wheels 6 Can also be offset vertically relative to each other, for example, when driving over a bump or cornering, the lower trailing arm must also be a z. B. horizontal axis to be pivotable. To enable these degrees of freedom with respect to the trailing arm movement, as described in the embodiment shown is a universal joint 17 provided over which each trailing arm 14 on the frame respectively the support arm 18 is arranged. 4 shows a perspective view of such a universal joint 17 , The universal joint 17 sits in a center piece 44 , with which the respective trailing arm 14 is rigidly connected. This is exemplified at the middle piece 44 a mounting pin 45 arranged on the tubular trailing arm 14 put on and welded to it. The middle piece 44 has a receiving opening 46 on, in which the actual universal joint arrangement 47 is included. This comprises a first joint part 48 , the two aligned axle bolts 49 having, in corresponding pin bores 50 at the centerpiece 44 intervention. These two stub axles form the vertical pivot axis 51 that the Seitenverschwenkung the respective side member 14 allows for adjustment of the track.

At the joint part 48 is a pipe section 52 arranged like the hinge part 48 z. B. on a horizontal axis, on the support arm 18 is provided is arranged. For this purpose, a corresponding axle hole 53 provided by the corresponding support arm axis fixed to the support arm 18 is arranged, attacks. This is the horizontal pivot axis 54 realized that allows each lower trailing arm 14 a vertical movement of the wheel 6 can follow, then he pivots about this example horizontal axis. This horizontal pivot axis is optionally parallel to the horizontal axis 16 to the respective upper trailing arm 12 is pivotable.

At the centerpiece 44 is as already described in each case a trailing arm lever 19 arranged, at the end a ball pin 55 , the part of the angle joint 20 is, is arranged. Referring to 1 follow this angle joint 20 the coupling rod 21 , in turn, via the angle joint 22 on the guide lever 24 is arranged.

The universal joint 17 on the other side of the vehicle 1 is identical, but z. B. constructed in mirror image, so that the statements apply accordingly.

6 shows the vehicle 1 out 1 Here, as by the here with different levels provided background 56 is shown, which is a wheel 6 is higher than the other wheel 6 , Both are only vertically offset from each other, as the back view in accordance with 7 shows. The two trailing arms 12 are around the respective horizontal axis 16 pivoted. The same applies to the two lower trailing arm 14 around the horizontal pivot axis 54 are pivoted. The wheels 6 however, they are still parallel to each other. The gauge here is still minimal.

As the back view according to 7 it can be seen, is also the lever mechanism 27 deflected from zero position, that is, the rocker 28 something is pivoted about its pivot axis.

The 8th and 9 show the vehicle according to the invention 1 in a situation where the two wheels 6 are pivoted to the side, hence the track 58 is widened, but they are not vertically offset. A comparison of 8th With 1 shows that the two sliding plates 38 in the position according to 8th pushed apart to the side, that is, the control disc 35 was filmed.

At the same time there is a pivoting about the vertical pivot axes in the area of the two universal joints 51 and the horizontal pivot axes 54 , The movement is synchronous after the two lower trailing arms 14 over the lower coupling mechanism consisting of the trailing arm lever 19 , the angle joints 20 , the coupling rods 21 , the angle joints 22 and the guide lever 24 coupled together and thus are motion synchronized.

9 shows the back view. You can see the two wheels 6 placed obliquely to each other. The gauge S is here maximum, that is, the two wheels 6 have been swiveled as far as possible. The gauge S is seen a multiple greater than the gauge S in the other extreme position according to 2 in which the two wheels 6 lie in parallel position adjacent to each other.

The 10 and 11 finally show the vehicle 1 in a situation where the bikes 6 both vertically offset and swung apart. This is especially true in the back view according to 11 clear. The underground 56 is stepped, which leads to the vertical offset. This one is especially in 11 clearly. The lever mechanism 27 with the seesaw 28 is active again, the rocker 28 is tilted, what about the vertical movement of the wheels 6 is synchronized again. Also visible are the two lower trailing arms 14 Vertically, slightly pivoted to each other, in 11 Lower trailing arm shown on the right is slightly higher than the trailing arm shown on the left.

At the same time, the two lower trailing arms 14 also pivoted outwards relative to each other, which in turn through the two universal joints 17 respectively the z. B. vertical pivot axis 51 is possible.

With the in the 1 to 10 shown suspension, it is possible to change the track width of the rear axle steplessly with minimal effort between a minimum track and a maximum gauge. Slows a z. B. with greater speed in narrow gauge driver driving his pace below a threshold of 5 km / h, the current gauge of z. B. 44 mm on z. B. 250 mm can be increased continuously. For this purpose, a track width control energizes the control disk 35 driving engine. The energization is z. B. triggered by a raddrehzahlabhängen sensor of the wheels 6 , The sliding plates 38 drive apart at most. About the steering column lever 25 become the wheel carriers 8th so to their Raddrehache 57 steered that wheels 6 go in toe. The first z. B. parallel to the direction of travel steering column lever 25 close now with the direction of travel an angle of z. B. 1.3 °. The toe-in angle is z. B. also 1.3 °.

During the steering movement, each wheel turns 6 z. B. in the center of his Aufstandsspunktes. This minimizes the steering effort.

As a result of the steering movement, the track increasingly increases, because the lower links 14 swing outward. Meanwhile, the pins of the pitman arm 25 still in the slots 42 guided, without the control discs 35 move. By the disassembly of the lower trailing arm 14 are the steering column lever 25 more and more parallel to the direction of travel. As soon as they are parallel to the direction of travel, the wheels point 6 no toe-in anymore. The tracks run in broad gauge again parallel to each other. The wheels 6 run for free and stable straight. In the example shown, this state is reached after 1.5 to 3 wheel revolutions. The wheels 6 physically have no reason to change the achieved track width.

If the driver now increases the speed again, the motor turns the control disc back under sensor control. The wheels 6 if necessary go together with the steering column levers 25 in toe. The traces 58 run towards each other. As a result, the lower trailing arms pivot 14 towards each other again. Here are the Raddrehachsen 57 steeper again. The pivoting movement of the trailing arm 14 is finished as soon as the wheels 6 go straight again. The wheels 6 Now run in Schalgespur.

The straight running of the wheels 6 is also at every intermediate position of the control discs 35 achieved when the restoring forces of the lower handlebar with those of the pitman arm 25 be in balance. It is also possible to integrate the drive means in a control, so that at certain speeds adjustable gauges are adjusted.

The vehicle is, for example, a pedelec, ie a bicycle with an electrically driven auxiliary engine. The auxiliary engine is powered by an accumulator or a battery. As a rule, the gauge change is automatically caused by the control or regulation. The stabilization of the bicycle by its three-wheeled character but should possibly get bleached even after the exhaustion of the energy storage. For this case, comparable to an emergency driving program, the drive means z. B. operated via a cable or other mechanical, hydraulic or pneumatic aids. Here, the driver passes z. B. to stop, the gauge change each hand or foot operated individually.

The preceding figures are merely schematic representations in which the essential, according to the invention relevant parts of the vehicle, here an example of a bicycle, are shown. As drive for the rear wheels any drive is possible. It may be a chain drive, with only one chain is provided, via which a wheel is driven directly via a corresponding sprocket, while the second wheel is coupled via a corresponding coupling mechanism and also, then indirectly, is driven. Alternatively, two chains can be provided, that is, each wheel is driven by a separate chain drive. Alternatively, of course, a belt drive can be provided. Finally, between the two wheels 6 also be arranged a differential. Also, a wheel drive via a vertical shaft is conceivable, wherein between the drive and the driven side bevel gear, the drive shaft has two universal joints. Alternatively or in addition to a mechanical drive and an electric motor drive may be provided which acts directly on the individual wheels, and is arranged for example on the wheel, z. B. in the form of a hub motor. Each wheel may have its own engine, as well as a common electric motor may be provided, in which case the wheels 6 are coupled according drivingly.

Of course, in a bicycle other components are provided, such as brakes and gear shift, which are not shown here.

LIST OF REFERENCE NUMBERS

1

vehicle

2

vehicle frame

3

frame tube

4

frame tube

5

bottom bracket

6

wheel

7

Multi-link suspension

8th

wheel carrier

9

wheel carrier flange

10

wheel carrier arm

11

wheel carrier arm

12

Trailing arm

13

angle joint

14

Trailing arm

15

angle joint

16

Horizontal axis

17

Universal joint

18

support arm

19

Trailing arm lever

20

angle joint

21

coupling rod

22

angle joint

23

Horizontal axis

24

pivoting lever

25

Pitman arm

26

adjustment mechanism

27

lever mechanism

28

seesaw

29

bracket

30

angle joint

31

32

coupling rod

33

angle joint

34

swivel axis

35

control disc

36

link pin

37

pushing member

38

sliding plate

39

guide frame

40

frame support

41

Long hole

42

Long hole

43

driver pin

44

centerpiece

45

fastening pins

46

receiving opening

47

Gimbal assembly

48

joint part

49

axle

50

pin hole

51

vertical pivot axis

52

joint component

53

axle bore

54

horizontal swivel axis

55

ball pin

56

underground

57

Radlenkachse

58

track

 S

gauge

Claims (8)

Vehicle ( 1 ) with a vehicle frame ( 2 ) and three wheels, and a front and a rear axle, wherein the front or the rear axle is a two-wheeled axle, wherein the wheels ( 6 ) of the two-wheel axle via separate wheel suspensions on the vehicle frame ( 2 ) are articulated and via a drive means for changing the track width of the wheels ( 6 ) are deflectable in opposite directions, characterized in that each wheel suspension an upper and a lower trailing arm ( 12 . 14 ), between the free ends of each one, a wheel ( 6 ) carrying wheel carrier ( 8th ) is articulated, wherein the upper trailing arm ( 12 ) about an obliquely or transversely to the direction of travel oriented axis pivotally mounted on the vehicle frame ( 2 ), while the lower trailing arm ( 14 ) via a universal joint connection on the vehicle frame ( 2 ) supporting each wheel carrier ( 8th ) two wheel carrier arms ( 10 . 11 ), which in each case via an angle joint ( 13 . 15 ) with the upper and the lower trailing arm ( 12 . 14 ) are connected. Vehicle ( 1 ) according to claim 1, characterized in that each wheel carrier ( 8th ) a steering column lever ( 25 ), which is movable across the drive means transverse to the vehicle longitudinal axis. Vehicle ( 1 ) according to claim 2, characterized in that each steering column lever ( 25 ) with one in a guide frame ( 39 ) obliquely or transversely to the direction of guided sliding member ( 37 ), wherein the two sliding components ( 37 ) are synchronously opposite movable upon actuation of the drive means. Vehicle ( 1 ) according to claim 3, characterized in that the sliding components ( 37 ) with a control disk ( 35 ) coupled with the sliding components ( 37 ) rotates upon actuation of the drive means. Vehicle ( 1 ) according to claim 3 or 4, characterized in that each sliding member ( 37 ) as a sliding plate ( 38 ), which is a slot ( 42 ), in which a driving pin ( 43 ) of the pitman arm ( 25 ) intervenes. Vehicle ( 1 ) according to one of claims 1 to 5, characterized in that each of the two lower trailing arms ( 14 ) each a trailing arm lever ( 19 ), which via an angle joint ( 20 ) with a coupling rod ( 21 ), which via another angle joint ( 22 ) on one of the vehicle frame ( 2 ) about a horizontal axis ( 23 ) pivotally arranged guide lever ( 24 ) is attached. Vehicle ( 1 ) according to one of claims 1 to 6, characterized in that the two upper trailing arms ( 12 ) via a vehicle frame side supported lever gear ( 27 ) are interconnected. Vehicle ( 1 ) according to claim 7, characterized in that the lever mechanism ( 27 ) one on a frame-side mount ( 29 ) pivotable about the vehicle longitudinal axis rocker ( 28 ) and two the rocker ( 28 ) with the trailing arms ( 12 ) connecting coupling rods ( 32 ) having.

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