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    • 专利摘要:
    vehicle with variable range comprising a front axle with a pair of front wheels (111, 112) having a range with adjustable width between a wide range and a narrow range, a rear drive axle with a rear wheel (121), steering means configured to control the folding of the rear wheel (121) when the front wheels (111, 112) are set to the narrow range and bandwidth control means configured to change the width of the front wheels (111, 112) and to change the wheel base between the front axle and the rear axle, such that for the wide range of the front wheels (111, 112) the wheel base is larger than for the narrow range of the front wheels (111, 112).
    公开号:BR112012029111B1
    申请号:R112012029111-4
    申请日:2011-05-16
    公开日:2020-12-15
    发明作者:Rafal Budweil
    申请人:Jaxa Networks；
    IPC主号:
    专利说明:

    Technological sector
    [001] The present invention relates to vehicles with a variable range. State of the art
    [002] There are ongoing attempts to improve the handling and stability of vehicles. For example, variable-range axles are known to facilitate vehicle use in different environments, adjust vehicle aerodynamics at different speeds or adjust vehicle stability under different driving conditions. Three-wheel vehicles with a tilting frame are also known to increase the vehicle's ability to drive at high speeds.
    [003] For example, US patent US6902022 discloses a tractor having a convertible front end and a variable bandwidth. The tractor has an exchangeable front wheel mount and an adjustable rear track width. The removable front wheel set allows easy conversion between a single wheel and a set of two-wheel front wheels. In combination with the interchangeable front wheel assembly, the adjustable rear wheel track width allows you to change the tractor's turning radius. The configuration is clearly aimed at large and heavy vehicles with a wide turning radius, the turning radius being adjustable by the width of the rear track.
    [004] PCT application no. W09950128 presents a narrow and short motor vehicle having a parallelogram connection on each side, to which the front and rear wheels are connected, allowing the wheels to move in a coordinated manner. The vehicle is driven by front wheels and the steering mechanism is configured to allow the front wheels to be driven regardless of the length of their travel, although in the stowed position the lap range is limited. The rear wheels are not steerable.
    [005] The US patent US4717164 features a road vehicle, consisting of a rotating chassis section in relation to a fixed chassis section, a steering mechanism and a ramp mechanism to automatically rotate the rotating chassis section on the horizontal axis whenever that the steering mechanism is activated to steer the vehicle. Such a vehicle can become unstable at low speed and have to turn sharp.
    [006] The US patent US5927424 presents a self-balancing vehicle with at least three wheels: one swiveling and two non-swiveling, 5 where at least one section of the vehicle is tilted on the longitudinal axis of the vehicle through an assisted tilt element. The tilt is produced as a function of a magnitude sensor measurement and / or the direction of a change in the direction of the steering wheel during travel. The vehicle has limited steering capabilities due to a single swiveling wheel.
    [007] The American patent application US20060170171 presents a vehicle with a tilting chassis and front wheels adapted to move transversely to its axes of rotation to tilt said chassis. The front wheels have variable bandwidth, configured to be set to wide range for low speeds and narrow range for high speeds, to allow tilting at high speeds. The vehicle can be tilted by tilting the entire chassis together with all the wheels.
    [008] The disadvantage of the vehicles mentioned above is that they occupy relatively much space when parked and / or have limited steering capacity at low speeds, due to the wide range or low bend range.
    [009] The purpose of the present invention is to provide a vehicle that can be driven in an easy and stable way at high speeds, allowing for high maneuverability at low speeds and requiring little parking space. Disclosure of the invention
    [010] The object of the invention is a vehicle consisting of a front axle with a pair of front wheels, having an adjustable lane width between a wide and a narrow lane, a rear axle of the car with a rear wheel, means of steering configured to control the turning of the rear wheel when the front wheels are set to narrow range, bandwidth control means configured to change the width of the front wheels and to change the wheel base between the front axle and rear axle , such that for the wide range of the front wheels the wheel base is longer than for the narrow range of the front wheels.
    [011] The steering means can be further configured to control the return of the front wheels around a substantially vertical axis and the rear wheel around a substantially vertical axis, depending on the width of the front wheels.
    [012] The steering means can also be configured to control the return of the front wheels when the front wheels are set to the wide range, while the front wheels are non-rotatable when the narrow range is set.
    [013] The rear wheel may be non-rotatable when the front wheels are set to wide range.
    [014] The bandwidth control means may include pairs of triangles connected to each of the front wheels, each pair of triangles 15 articulated at one point in a central frame and at another point at the end of a pull rod- compression, the other end of which is connected with a piston of a central linear actuator, such that the movement of the piston causes a change in the wheel base and the width of the front wheels.
    [015] Bandwidth control means can be configured to turn the front wheels to the vehicle's center axis, when switching from wide range to narrow range configuration, and rotate the front wheels away from the axle center of the vehicle when switching from narrowband to wideband configuration.
    [016] Bandwidth control means may include variable length steering rods attached to the front wheels.
    [017] Bandwidth control means may include pairs of triangles connected to each of the front wheels, each pair of triangles connected to a retractable arm hingedly mounted at one point on a central frame and at another point on the end of a rod, the other end of which is connected with a piston of a central linear actuator, such that the movement of the piston causes change of the wheel base and the width of the front wheels.
    [018] Bandwidth control means may include steering bars connected at one end to steering actuators and at the other end the front wheel steering bearing joint to direct the folding of the front wheels around their vertical axles individual, where the steering actuators are connected to the central frame and have a variable length.
    [019] Bandwidth control means may include pairs of upper and lower front suspension arms hingedly connected at one end to a drive arm and at the other end hingedly connected to a pair of upper and lower rear suspension arms, connected pivotally at one end to the center frame and at the other end to a front wheel steering bearing joint, the drive arm being pivotally mounted to the center frame and rotatable about a substantially vertical axis at the point of connection to the center frame, for check the vehicle's front wheel width and wheel base.
    [020] The vehicle may include an additional tip control mechanism consisting of positioning arms, to which steering rods are mounted to control the tip of the front wheels.
    [021] The tip control mechanism can be mounted on a base articulated to the vehicle chassis using a bearing, to allow the front wheels to be bent through steering bars rotating the base.
    [022] The front wheels can be swiveled around individual axles. The front wheels can be swiveled around a common axle. The front axle can be rotated by a linear actuator. The rear wheel can be rotatable about an axis displaced from the center of the rear wheel by a distance greater than the radius of the rear wheel. The rear axle can be rotated by a linear actuator.
    [023] The vehicle can also include a selector configured to control the operation of both the bandwidth control means and the steering means. The selector can be coupled with a gear lever.
    [024] The vehicle may also include a frame consisting of a tiltable part, which is tiltable on a tilt axis and attached to a rear axle of the car with a rear wheel, a non-tiltable part attached to a front axle with a pair front wheels, a main body part coupled to the tilting frame portion, means for tilting the tilting frame portion when the front wheels are adjusted to wide range.
    [025] The tilt axis can be within the vertical longitudinal plane of symmetry of the vehicle. The tilt means can be configured to tilt the tilt portion when the front wheels are in the narrow range to a lesser extent than when the front wheels are in the wide range. The tilting means can be configured to block the tilting of the tilting portion when the front wheels are in the narrow range. The tilt means can include a tilt actuator. The tilting means may include a self-tilting mechanism actuated around the rear wheel. The longitudinal tilt axis can be tilted in relation to the road surface.
    [026] The vehicle may include an elastic outer shell forming the vehicle cabin and having a width controlled by a linear actuator coupled with connections such that the width of the cabin is greater for the wide range of the front wheels than for the narrow range of the front wheels. front wheels.
    [027] Brief description of the drawings
    [028] The invention is shown through exemplary embodiments in design, in which:
    [029] Fig. 1A-1C show side views of different types of vehicles according to the invention in a wide lane configuration, corresponding to a high speed driving mode and in a narrow lane configuration, corresponding to a low speed parking.
    [030] Fig. 2A, 2B show frontal views of the vehicle in a wide and narrow lane configuration.
    [031] Fig. 3A, 3B show perspective views of the vehicle in a wide and narrow range configuration.
    [032] Fig. 4 shows a top view of a first embodiment of a vehicle chassis in a broadband configuration.
    [033] Fig. 5 shows a top view of a first embodiment
    [034] of a vehicle chassis in a wide range configuration with the front wheels rotated around individual axles.
    [035] Fig. 6 and 7 show a top view of a first embodiment of a vehicle chassis in a narrow lane configuration with the rear wheel turned.
    [036] Fig. 8 and 9 show a top view of a second embodiment of the chassis with swiveling front wheels around a common axle.
    [037] Fig. 10 shows a top view of a third embodiment of a vehicle chassis in a broadband configuration.
    [038] Fig. 11A-11B show a top view of the chassis of the vehicle of Fig. 10 in a wide range configuration when turning to the right and left, respectively.
    [039] Fig. 12A-12C shows a top view of a chassis of the vehicle of Fig. 10 during the transition from a broadband configuration to a narrowband configuration.
    [040] Fig. 13A-13C show a top view of a vehicle chassis during the transition from a narrow-band configuration to a wide-band configuration.
    [041] Fig. 14A-14 C shows a top view of a fourth embodiment of a vehicle chassis, in a wide range configuration, during the transition and in a narrow range configuration.
    [042] Fig. 15A, 15B show the fourth embodiment in a front view in a wide-band and narrow-band configuration
    [043] Fig. 16A-16F show the details of a tip control mechanism.
    [044] Fig. 17A-17 C show an embodiment of the direction of the front wheels.
    [045] Fig. 18 shows a flowchart of the selector's operation.
    [046] Fig. 19, 20 and 21 show a vehicle with a tilting frame in a side view, a front view and a perspective view, respectively.
    [047] Fig. 22 shows a flowchart of operation of the selector for a vehicle with a tilting frame.
    [048] Fig. 23A, 23B show a vehicle body with an elastic profile and a profile adjustment mechanism. Modes for carrying out the invention
    [049] The vehicle according to the invention is shown in side views in Figures 1A to 1C in a wide lane configuration, corresponding to a high speed driving mode and in a narrow lane configuration, corresponding to a parking mode low speed. Figures 2A and 2B show a front view of the vehicle in a wide and narrow lane configuration, respectively. Figures 3A and 3B show a perspective view of the vehicle in a wide and narrow lane configuration, respectively. Preferably, the vehicle is a passenger vehicle for one or two people, having a width of about 1 meter in the narrow lane configuration and a length of about 2-3 meters. Figure 1A shows a typical passenger transport vehicle with a closed trunk portion, Figure 1B shows a transport vehicle with a transparent trunk portion and Fig. 1C shows a recreational transportation vehicle with an opening roof. The vehicle is preferably a three-wheeled vehicle with a front axle with a pair of front wheels (111, 112) and a rear axle with a rear wheel (121). However, in certain embodiments, the vehicle may have more axles or wheels on each axle. The front wheels (111, 112) have an adjustable lane width between a wide lane,
    [050] 30 as shown in Figures 2A and 3A and a narrow band, as shown in Figures. 2B and 3B. For the wide range of the front wheels (111, 112), the wheel base, that is, the distance between the axle of the front wheels and the axle of the rear wheels, is greater than for the narrow range of the front wheels (111, 112), as seen in Fig. 3A, compared to Fig. 3B.
    [051] Preferably, in the wide band configuration, the bandwidth of the front wheels is equal to at least 150% of the bandwidth in the narrow band configuration, that is, it is substantially larger.
    [052] Preferably, in the wide range configuration, the wheel base is equal to at least 120% of the wheel base in the narrow range configuration, that is, it is substantially larger.
    [053] Such a structure allows to increase the vehicle's stability at high speeds, setting the front wheels to wide range and extending the wheel base, while maintaining narrow dimensions of the vehicle to allow parking in narrow spaces and increasing maneuverability at low speeds , setting the front wheels to a narrow lane and shortening the wheel base.
    [054] Fig. 4 shows a top view of a first embodiment of a vehicle chassis in a broadband configuration. The vehicle chassis comprises a front axle, which is a split axle with a pair of front wheels (111, 112) having an adjustable lane width between a wide lane, as shown in Figures 4 and 5 and a narrow lane, as shown in Fig. 6 and 7. In a simple embodiment, the front wheels can be adjusted to only one of the wide or narrow range configurations. In a more elaborate embodiment, the front wheels can be defined in a plurality of positions between the wide and narrow lanes, for example, depending on the desired speed or comfort. In one embodiment, the adjustable strips of the front wheels are non-rotatable and only the rear wheel is rotatable to allow the vehicle to steer. In another embodiment, when the front wheels (111, 112) are set to the wide range, the front wheels (111, 112) are rotatable around individual axles, defined by steering bearing joints (131, 132), as shown in Fig. 5, to allow the vehicle to steer at high speeds through the front wheels. When the front wheels are set to the narrow range, they are non-rotatable and the vehicle is driven by turning the rear wheel. The non-rotatable configuration of the front wheels (111, 112) can be activated electrically, for example, by the vehicle's central processing unit, or mechanically, by disconnecting or blocking the front wheel steering means (111, 112). Due to the fact that the front wheels (111, 112) are non-rotatable when defining the narrow range, the front wheels (111, 112) can be approached very close to the vehicle body, without the need to provide extra space for the vehicle. around the wheels on the body, thus achieving a particularly narrow vehicle width, as shown in Figures 2B and 3B.
    [055] The bandwidth of the front wheels (111, 112) is changed by means of bandwidth control that can be configured to change the wheel base between the front and rear axles, such that for the wide range of the front wheels (111, 112) the wheel base is longer than for the narrow range of the front wheels (111, 112).
    [056] In particular, the bandwidth control means may include pairs of triangles (113, 114) connected to the front wheels (111, 112), each 15 f: 'air of triangles (113, 114) hingedly connected to a point of the central frame (117) and at another point to an end of a tension-compression rod (115, 116), the other end of which is connected with a piston (118) of a central linear actuator (119), such that the movement of the piston (118) causes a change of the wheel base and the bandwidth of the front wheels (111, 112). The central linear actuator (119) is particularly useful for changing the lane width when the vehicle is moving at low speed.
    [057] Another embodiment of the bandwidth control means may include, instead of the central linear actuator (119,) variable length steering rods (141, 142), which change their effective length temporarily by the retraction or extension time the front wheel range (111, 112). Increasing the length of the steering rod (141, 142) causes both front wheels (111, 112) to be turned towards the vehicle's central axis, which during the vehicle's movement pushes the wheels towards the center of the vehicle, narrowing the track. Shorten the steering rods (141, 142)
    [058] 30 causes both front wheels (111, 112) to be turned away from the vehicle's central axis and the simultaneous movement of both front wheels (111, 112) outwards, thus expanding its range. The bandwidth control means may also include both the variable length steering rods (141, 142) and the central actuator (191).
    [059] As an alternative, in addition to the double triangle suspension described above, other types of suspension can be used, such as a swingarm suspension or a MacPherson suspension, providing individual axles of rotation for each wheel.
    [060] The vehicle chassis still comprises a rear axle with a rear wheel (121). As shown in Figures 6 and 7, the rear wheel (121) is rotatable, for example, by a linear actuator (124), about an axis defined by a bearing (123) displaced from the center of the rear wheel (121) by a greater distance than the radius of the rear wheel (121), which facilitates maneuvering the vehicle. If the front wheels are rotatable, the rear wheel (121) can be locked when the front wheels (111, 112) are adjusted to the wide lane, so as to drive the vehicle only via the front wheels (111, 112) when the vehicle is driven at higher speeds.
    [061] The rear axle is a vehicle's drive shaft, coupled to an otor (122). The front axle can be a dead axle. The vehicle further comprises steering means, for example, a steering wheel, not shown in the drawing for simplicity, configured to control the turn of the rear wheel (121). In the embodiment where the front wheels are rotatable, the same steering means can also be used to control the front wheels (111, 112), when the front wheels (111, 112) are adjusted to the wide range. In a particular embodiment, the steering means can be configured to control the turn of the front wheels (111, 112) when the front wheels (111, 112) are adjusted to the wide range and to control the turn of the rear wheel (121) when the front wheels (111, 112) are adjusted to the narrow range. The term "lap" should be understood as the rotation of the wheels around a non-horizontal axis, preferably around a substantially vertical axis. In another embodiment, the return of the front wheels (111, 112) and the rear wheel (121) can be controlled simultaneously, when the front wheels (111, 112) are not adjusted to the narrow range. In another embodiment, only the rear wheel (121) is controlled, regardless of the range of the front wheels (111, 112). Steering means can be coupled and decoupled from the front wheels (111, 112) and the rear wheel (121) in a conventional mechanical or electrical way. Figures 8 and 9 show a top view of a second embodiment of the chassis with swiveling front wheels about a common axle.
    [062] The chassis has a front axle with a pair of front wheels
    [063] (111, 112) having an adjustable bandwidth between a wide band and a narrow band in a manner similar to the first embodiment shown in Figures 4-7. Therefore, the numerical references in figures 8 and 9 refer to elements identical or similar to those in Figures 4-7. However, in the second configuration, the front wheels (111, 112) are rotatable about a common axis, for example, around a bearing (151) around which the entire front axle is rotatable by means of a linear actuator (152). Extension of the linear actuator (152) causes the axis to rotate from the front to the right, as shown in Fig.9, while contraction of the linear actuator (152) causes the axis to rotate from the front to the left. Such a configuration simplifies the wheel turning mechanism.
    [064] The rear axle in the second configuration can have the same construction and operating principles as described in relation to the first configuration and shown in Fig. 6 and 7.
    [065] Fig. 10 shows a top view of a third embodiment of a vehicle chassis, in a broadband configuration. It differs from the first embodiment shown in Fig. 4 in the configuration of the bandwidth control means. As shown in Figure 10, the bandwidth control means includes pairs of triangles (113, 141) connected to the front wheels (111, 112) and mounted on retractable arms (143, 144). Each retractable arm (143, 144) is hingedly connected at one point of the central frame (117) and at another point to one end of a tension-compression rod (115, 116), the other end of which is connected with a piston (118) of a central linear actuator (191), such that the movement of the piston (118) causes the change of the wheel base and the bandwidth of the front wheels (111, 112).
    [066] Bandwidth control means may also include, instead of or in addition to the central linear actuator (119), steering rods (145, 146) connected at one end to steering actuators (147, 148) and on the other end to steering bearing joints (131, 132) to drive the 5 wheels around their individual axles. The steering actuators (147, 148) are connected at the other end to the central frame (117) and change their effective length to control the return of the front wheels, as shown in detail in the following figures.
    [067] Figures 11A-11B show a top view of the chassis of the vehicle of Fig. 10 in a wide range configuration while turning to the right and left, respectively. When the vehicle must be turned to the right, as shown in Fig. 11A, the left steering actuator (147) is extended and the right steering actuator (148) is retracted, which causes the tension-compression rod to move left (145) to the left and the 15 right-hand pull-compression rod (146) to the right and respective turns of both wheels (111, 112), on their vertical axes of rotation, to the right. On the other hand, when the vehicle must be turned to the left, as shown in figure 11B, the left steering actuator (147) is retracted and the right steering actuator (148) is extended, which causes the left stem to move traction-compression (1 45) to the right and the right traction-compression rod (146) to the left and respective turns of both wheels (111, 112) on their vertical axes of rotation to the left.
    [068] Fig. 12A-12c shows a top view of a chassis of the vehicle of Fig. 10 during the transition from a broadband configuration to a narrowband configuration, that is, the transition from a high speed mode to driving to a low speed parking mode while the vehicle is moving. First, as shown in Fig. 12A, both steering actuators (147, 148) extend, which causes both front wheels (111, 112) to turn towards the vehicle's longitudinal central axis. As the wheels (111, 112) are turned and the vehicle is moving, traction of the vehicle and the extension of the piston (118) of the central actuator (119) causes the range of front wheels (111, 112) to narrow. As shown in Fig. 12B, the front wheels (111, 112) move towards the rear wheel (121), thereby simultaneously shortening the track width of the front wheels (111, 112) and the wheel base between the front wheels (11, 112) and the rear wheel (121). In the final phase of the transition, as shown in Fig. 12, after the piston (118) of the central actuator (119) reaches its fully extended position, the steering actuators (147, 148) retract to turn the front wheels (111, 112) to a straight position, parallel to the longitudinal axis of the vehicle.
    [069] The mechanism described above performs the change from the wide range configuration to the narrow range configuration as the vehicle moves, through the control of the steering actuators (147, 148), which requires relatively little power. It is also possible to change the setting from wide to narrow and vice versa while the vehicle is stationary - the central actuator (1 19) can be activated in order to force the wheels to change their position, which requires more power, but improves the level of control over the movement and position of the wheels.
    [070] Figures 13A-13 C show a top view of a vehicle chassis during the transition from a narrow lane to a wide lane configuration, that is, the transition from a low speed parking mode to a driving speed while the vehicle is in motion. First, as shown in Fig. 13A, both steering actuators (147, 148) retract, which causes both front wheels (111, 112) to turn away from the vehicle's longitudinal center axis. As the wheels (111, 112) are turned and the vehicle is moving, the vehicle's traction and contraction of the piston (118) of the central actuator (119) causes the front wheel range (111, 112) to widen. As shown in Fig.1,3B, the front wheels (111, 112) move away from the rear wheel (121), thus simultaneously extending the track width of the front wheels (111, 112) and the wheel base between the front wheels (11, 112) and the rear wheel (121). In the final phase of the transition, as shown in Fig. 13, after the piston (118) of the central actuator (119) reaches its fully contracted position, the steering actuators (147, 148) extend to turn the front wheels (111 , 112) to a straight position, parallel to the longitudinal axis of the vehicle.
    [071] Fig. 14A-14 C shows a top view of a fourth embodiment of a vehicle chassis, considered as the best mode for carrying out the invention, in a broadband configuration, during the transition and in a configuration of narrow range. Figs 15A, 15B show the fourth embodiment in a front view in a wide-band and narrow-band configuration. The chassis comprises a front suspension consisting of 5 four suspension arms (171174) for each of the front wheels (111, 112). There are two upper arms (171, 172) and two lower arms (173, 174). Each pair of lower arms (173, 174) and upper arms (171, 172) consists of a front arm (171, 173) and a rear arm (172, 174). The arms of the front suspension (171, 173) are pivotally connected to a driving arm (175) at one end and - also pivotally - to a certain point in the rear arm (172, 174) at the other end. The rear arms (172, 174) are hingedly connected to the vehicle frame (117) at one end and - also hingedly - to steering bearing joints (132) at the other. The driving arm (175) is connected to the vehicle frame (117) via an articulation (176) having a substantially vertical turning axis. The driving arm (175) is rotatable around the articulation (176) such that it can assume a plurality of positions between its most anterior position corresponding to the wide range configuration of the vehicle's front suspension, as shown in Fig. 14A and 15A, and its rearmost position, corresponding to the narrow range configuration of the vehicle suspension, as shown in Fig. 14C and 15B. The movement and position of the driving arms (175) are controlled by the vehicle's central processing unit and a set of electromechanical connections. Figs 14A-14C and 15A 15B show an exemplary embodiment of such a system. It consists of a central linear actuator (181) and tension-compression connection rods (182), each connected to one end of a "T" shaped element (183) at the end of the central linear actuator (181) and at a certain point of the driving arm (175) at the other end. In such an embodiment, the position of the driving arms (175) is controlled by the position of the linear actuator (181) along its longitudinal axis. If the linear actuator (181) assumes its longest position, as shown in 15A and Fig. 14A, the driving arms (175) assume their most advanced position, corresponding to the vehicle's broadband configuration, corresponding to a driving mode high speed. If the linear actuator (181) assumes its most contracted position, the driving arms (175) assume its most rearward position, corresponding to the vehicle's narrow lane configuration, corresponding to a low speed parking mode. The transition between the end positions of the linear actuator (181), as shown in Fig. 148, corresponds to the transition between the narrow and wide range configurations of the vehicle.
    [072] The rear suspension and the direction of the rear wheel in this embodiment are equivalent to that described in relation to the previous embodiments. The front wheels (111, 112) in this embodiment can be rotatable along a substantially vertical axis to aid the transition between narrow and wide lane configurations and for vehicle steering purposes in a manner equivalent to that described in relation to previous embodiments .
    [073] In the specific embodiment, directional control of the vehicle's front wheels (111, 112) can be implemented by means of a tip control mechanism (only the base 190 of which was indicated by reference 190 in Fig. 14A-14 C for simplicity of design) and as shown in detail in Fig. 16A-16F indicating a top view and a front view. The mechanism comprises steering rods (191), which are connected to steering joint arms (192) at one end and positioning arms (193) at the other. The positioning arms (193) are connected via tension-compression rods (194) with a linear actuator (195). The base (190) of the tip control mechanism can be connected to the vehicle's chassis by a bearing (196).
    [074] As shown in Fig. 16A-16F, to turn the front wheels towards the center of the vehicle (positive tip), for a transition from the wide-band to the narrow-band configuration, the linear actuator (195 ) extends, moving the ends of the positioning arms (193) out and back. The resulting displacement of the steering rods (191) pushes the steering joint arms (192) and the front wheels (111, 112) are turned towards the center of the vehicle, that is, its tip becomes positive, as shown in Fig. 16A. The wheels (111, 112) are then pushed to the center and to the rear of the vehicle, as shown in Fig. 16B. Importantly, the "inward" position, or positive tip, is maintained in every movement of the wheels from their most extracted front position to their most retracted posterior position. After reaching the extended position, the linear actuator (195) retracts, moving the positioning arms (193) back to their neutral position and, subsequently, the wheels (111, 112) return to their normal tip position substantially parallel to the axis longitudinal of the vehicle, dome shown in Fig. 16C. Similarly, in order to carry out the transition from the narrow-band to the wide-band configuration, the linear actuator (195) contracts, moving the ends of the positioning arms (193) towards the center of the vehicle and forward, as shown in Fig. 16D. The resulting displacement of the steering rods (191) pulls the steering joint arms (192) and the front wheels (111, 112) are rotated out of the vehicle's center, as shown in Fig. 16E. The wheels (111, 112) are then pulled out of the center and towards the front of the vehicle. The "out" position, or negative tip, is maintained throughout the course of the wheels from their rearmost retracted position to their most expanded anterior position. After the wheels reach their extracted position, the linear actuator (195) is extended, moving the positioning arms (193) back to their neutral position and, subsequently, the wheels (111, 112) return to their normal tip position substantially parallel to the longitudinal axis of the vehicle, as shown in Fig. 16F.
    [075] There are other possible embodiments of the cutting-edge control system, such as one including a Roman screw, driven by an electric motor.
    [076] In one embodiment, shown in Fig. 17A - 17C the front wheels are used for steering while in wide lane configuration. In this case, steering can be obtained by turning the front wheels (111, 112) in the same direction, depending on the desired direction of the vehicle curve. Such a turn can be obtained by rotating the base (190) of the tip control mechanism about an axis defined by the bearing (196). If the assembly is rotated clockwise, as shown in Fig. 17B, the wheels (111, 112) are also turned to the right through the movement of the steering rods (191) and the vehicle turns to the right. The counterclockwise rotation of the tip control assembly has corresponding opposite effects, as shown in Fig. 17C. The steering set loop can be initiated by a standard steering mechanism such as a rack or a recirculation ball.
    [077] The specific angles shown in Figs. 14-17 were exaggerated for the sake of presentation and clarity. In realistic conditions, transition from tip control between specific driving modes as well as curves in high speed driving mode requires only small movements of specific elements of the suspension, usually within varying degrees. The vehicle according to the above embodiments can be used as follows. When the vehicle is driven at high speed, the front wheels can be set to the wide lane and the vehicle can be controlled using the steering means configured to control the return of the front wheels and / or the rear wheel. Such a "driving" mode offers good stability for the vehicle. When the vehicle is parked in a narrow space or driven slowly in space constrained conditions, the front wheels can be adjusted to the narrow lane and the vehicle can be controlled using the steering means configured to control the turn of the rear wheel. Such a "parking" mode provides narrow vehicle dimensions and good maneuverability. Therefore, the vehicle can easily park in narrow parking spaces. When the wheel base decreases to a narrower front lane width, the turning radius decreases and the maneuverability is further increased.
    [078] The operation of both the bandwidth control means and the steering means can be controlled by a common selector that can be activated by the driver of the vehicle. The selector can be set to "parking" or "driving mode". The selector can be a dedicated key on the vehicle panel. Optionally, the selector can be coupled with a gear lever, where the "parking" mode can be coupled to a dedicated position on the gear lever or the reverse gear and the "driving mode" can be coupled with the position that indicates a forward gear.
    [079] Fig. 18 shows a flowchart of the selector's operation. The operation can be controlled mechanically or electrically by a central processing unit of the vehicle. When in step (201) a change from selector mode to "parking" mode is detected, the bandwidth control means are activated in step (202) to adjust the narrow range of the front wheels (111, 112) and then in step (203), the steering means are configured to control the turning of the rear wheel (121). In turn, when in step (201) a change in the selector mode to "driving mode" is detected, the bandwidth control means are activated in step (204) to define the wide range of the front wheels ( 111, 112) and then in step (205) the steering means are configured to control the return of the front wheels (111, 112) and / or the rear wheel (121).
    [080] All embodiments of the vehicle chassis as described above can be coupled to a tiltable frame, comprising a tiltable part (163) that leans over a tilt axis (164), which lies within the longitudinal vertical plane of symmetry of the vehicle, coupled with a rear drive axle with a rear wheel (121) and a non-tilting part (162) coupled with a front axle with a pair of front wheels (111, 112). Figs. 19, 20 and 21 show a vehicle with a tilting frame in a side view, a front view and a perspective view, respectively. The tilting part (163) is coupled with the non-tilting part (162) through a pivot joint (161). The longitudinal axis (164) is preferably inclined with respect to the conduction surface by a certain degree. For example, it can pass the junction of the pivot (161) and the contact point of the rear wheel (121) with the driving surface, which facilitates the tilting of the vehicle body, the main part (165) of which it is coupled with the tilting frame portion (163). Regardless of the width of the front wheel range (111, 112) and from the position of the tilting frame part (163), the front wheels (111, 112) are always perpendicular to the driving surface, which provides good traction and capacity braking at all times.
    [081] When the front wheels (111, 112) are in a wide lane, the vehicle is in a high speed driving mode. In such a configuration, the wide range of front wheels provides good stability to the vehicle. In the high-speed driving mode, while driving in curves, the part of the tilting frame (163) is tilted towards the center of the curve and the subsequent displacement of the center of gravity of the whole vehicle towards the center of the curve neutralizes all or a part of the lateral centrifugal forces and therefore helps to maintain lateral stability in curves.
    [082] In high speed driving mode, the vehicle can be driven by tilting the tilt frame (163) or turning the front wheels (111, 112), or a combination of both.
    [083] When the front wheels (111, 112) are in a narrow lane, the vehicle is in a low speed parking mode, useful for low speed maneuvers and parking in tight parking spaces. In low-speed parking mode, the vehicle can be driven mainly by turning the rear wheel. Cylinder the inclination of the frame portion (163) is at least limited or blocked.
    [084] The tilt is preferably controlled by a tilt actuator (166), which is controlled depending on the width of the front wheel range (111, 112). A self-tilting mechanism can also be employed, actuated around the rear wheel (121), in which the vehicle tilts due to the gyroscopic moment resulting from the turning of the rear wheel when driving at higher driving speeds.
    [085] Turning the front wheels is optional, as the vehicle is able to turn by tilting and turning the rear wheel only. Therefore, the front wheels can be configured to be rotatable, for example, only for sharp turns or only for slight changes of direction.
    [086] The vehicle as described above can be operated as follows. When the vehicle is driven at high speed, the front wheels can be set to wide range, tilt means (166) cause the main body part (165) to tilt together with the tilt frame portion (163), and the The vehicle can optionally be further controlled using the steering means configured to control the return of the front wheels and / or the rear wheel. Such a high speed driving mode offers good stability for the vehicle. When the vehicle is driven at low speeds in little space or parked in a narrow space, the front wheels can be set to the narrow lane and the vehicle can be controlled via the steering means configured to control the turn of the rear wheel, where the degree of inclination is limited or possibility of inclination is blocked. Such "low speed parking mode" gives the vehicle narrow dimensions and good maneuverability. Therefore, the vehicle can easily park in the narrow parking lot. When the wheel base decreases to a narrower front lane width, the turning radius decreases and the maneuverability is further increased. When the wheel base increases to a wider front lane width, stability at high speeds increases.
    [087] The operation of both the bandwidth control means and the steering means can be controlled by a common selector activated by the vehicle driver. The selector can be set to "low speed parking mode" "or" high speed driving mode ". The selector can be a dedicated key on the vehicle panel. The selector can also be coupled to a vehicle speed detector , allowing automatic transition between low speed parking mode and high speed driving mode depending on the vehicle speed, according to a predefined algorithm and a set of parameters, such as vehicle speed and the vehicle's current bandwidth. followed by the selector, it can also take into account a set of other parameters such as the current weight of the vehicle, or lateral inclination of the surface on which the vehicle operates, detected by sensors
    [088] 25 appropriate, in order to avoid turning the vehicle as a result of selecting an excessively narrow wheel range for a given surface inclination.
    [089] The tilt mechanism is configured such that in high speed steering mode the position of the vehicle's tilting frame (163) is controlled by the actuator (166) according to an algorithm taking into account
    [090] 30 mainly vehicle speed and turning radius. The algorithm followed by the tilt mechanism can also take into account a set of other parameters, such as the vehicle's current weight, lateral inclination of the surface on which the vehicle moves, or the quality of traction provided by that surface.
    [091] Fig. 22 shows a flowchart of selector operation for a vehicle with a tilting frame, as shown in Figs. 15-17. The operation can be controlled mechanically or electrically by a central processing unit of the vehicle. When in step (211) a change in the selector mode to "low speed parking mode" is detected, the bandwidth control means are activated in step (212) to define the narrow range of the front wheels (111, 112) and then, in step (213), the tilt means are configured to limit or block the tilt and in step (214) the steering means are configured to control the turn of the rear wheel (121). In turn, when in step (211) a change in the selector mode is detected to "high speed driving mode, the bandwidth control means are activated in step (215) to adjust the wide range of the front wheels ( 111, 112), then in step (216) the tilt means are activated and optionally in step (217) the steering means are configured to control the return of the front wheels (111, 112) and / or the rear wheel (121).
    [092] In order to further improve the vehicle's handling in tight areas, providing an adequate level of comfort for the driver, the vehicle body may have an elastic profile, as shown in Figs. 23A and 23B, indicating the front view of the vehicle and a schematic view of the profile adjustment mechanism. For high speed driving mode, the width of the passenger cabin increases, providing more space, as shown in Fig. 23A, while in low speed parking mode, the width of the cabin decreases to the minimum allowable, allowing operation in spaces even narrower, as shown in Fig. 23B.
    [093] In one embodiment of the vehicle, the vehicle body consists of an internal frame (301) and an external shell (302). The outer shell consists of panels and windows made of elastic synthetic materials. The inner frame (301) includes a set of mechanical connections (303) arranged in a J; Jlano substantially perpendicular to the vehicle axis and a linear actuator (304). If the linear actuator (304) pulls out, the connections (303) push the side panels of the outer shell (302) outward. The panels deform to increase the width of the cabin. Similarly, to reduce the width of the cabin, the linear actuator thus contracts, pulling the side panels inside the outer shell (302).
    [094] Embodiments presented above are exemplary embodiments of the invention. Various modifications can be made without departing from the scope of the invention, which is defined by the appended claims. For example, the rear axle may include more than one wheel, as long as the width of the rear wheels is not wider than the narrow range of the front wheels. The vehicle can also include more than two axles.
    权利要求:
    Claims (27)
    [0001]
    1. Vehicle comprising: - a front axle with a pair of front wheels (111, 112) having an adjustable track width between a wide and a narrow track, - a rear drive axle with a rear wheel (121), - bandwidth control means configured to change the bandwidth of the front wheels (111, 112) and to change the wheel base between the front axle and rear axle, such that for the wide track of the front wheels (111, 112) the wheel base is larger than for the narrow range of the front wheels (111, 112), characterized by further comprising - steering means configured to control the turn of the rear wheel (121), when the front wheels (111, 112 ) are defined with the narrow range, where the front wheels (111, 112) are not rotatable when the front wheels (111, 112) are set to the narrow range.
    [0002]
    Vehicle according to claim 1, characterized in that the steering means are further configured to control the return of the front wheels (111, 112) around a substantially vertical axis and the rear wheel (121) around an axis substantially vertical depending on the width of the front wheels (111, 112).
    [0003]
    Vehicle according to claim 1, characterized in that the steering means are further configured to control the turn of the front wheels (111, 112) when the front wheels (111, 112) are set to the wide lane.
    [0004]
    4. Vehicle according to claim 3, characterized in that the rear wheel (121) is not rotatable when the front wheels (111, 112) are set to wide range.
    [0005]
    5. Vehicle according to claim 1, characterized in that the means for controlling the width of the track comprise pairs of triangles (113, 114) connected to each of the front wheels (111, 112), each pair of triangles (113, 114) ) hingedly connected at one point of a central frame (117) and at another point at one end of a compression-tension rod (115, 116), the other end of which is connected with a piston (118) of a linear actuator center (119), such that the movement of the piston (118) causes a change in the wheel base and the width of the front wheels (111, 112).
    [0006]
    6. Vehicle according to claim 1, characterized in that the lane control means are further configured to rotate the front wheels (111, 112) in the direction of the vehicle's central axis when changing the lane vehicle's lane width. wide to the narrow lane and turn the front wheels (111, 112) away from the vehicle's center axis when changing the vehicle's lane width from the narrow lane to the wide lane.
    [0007]
    Vehicle according to claim 6, characterized in that the means for controlling the width of the track comprise variable length steering rods (141, 142) connected to the front wheels (111, 112).
    [0008]
    8. Vehicle according to claim 1, characterized in that the means for controlling the width of the track comprise pairs of triangles (113, 114) connected to each of the front wheels (111, 112), each pair of triangles (113, 114) ) connected to a retraction arm (143, 144) hingedly mounted at one point on a central frame (117) and at another point at the end of a compression pull rod (115, 116), the other end of which is hingedly connected with a piston (118) of a central linear actuator (119), such that the movement of the piston (118) causes a change of the wheel base and the bandwidth of the front wheels (111, 112).
    [0009]
    9. Vehicle according to claim 1, characterized in that the bandwidth control means comprise steering rods (145, 146) connected at one end to steering actuators (147, 148) and at the other end to the bearing joint steering wheel (131, 132) of the front wheels (111, 112) to steer the front wheels (111, 112) around their individual vertical axles, where the steering actuators (147, 148) are attached to the frame (117) and have a variable length.
    [0010]
    10. Vehicle according to claim 1, characterized in that the means for controlling the width of the track comprise pairs of upper and lower front suspension arms (171, 173) hingedly connected at one end to a driving arm (175) and at the other end pivoted to a pair of upper and lower rear suspension arms (172, 174) connected pivotally at one end to the central frame (117) and at the other end the front wheel steering bearing joint (111, 112), the arm (175) being articulated to the central frame (117) and rotating around a substantially vertical axis at the point of connection to the central frame (117) in order to control the track width of the front wheels and the wheel base of the vehicle.
    [0011]
    Vehicle according to claim 10, characterized in that it further comprises a tip control mechanism comprising positioning arms (193), for which the steering rods (191) are mounted to control the tip of the front wheels (111, 112).
    [0012]
    Vehicle, according to claim 11, characterized in that the tip control mechanism is mounted on a base (190) articulated to the central frame (117) of the vehicle through a bearing (196), to allow the direction of rotation the front wheels (111, 112) through the steering rods (191), rotating the base (190).
    [0013]
    13. Vehicle according to claims 1 to 12, characterized in that the front wheels (111, 112) are rotatable about individual axles (131, 132).
    [0014]
    Vehicle according to claims 1 to 12, characterized in that the front wheels (111, 112) are rotatable about a common axis (151).
    [0015]
    15. Vehicle according to claim 14, characterized in that the front axle is rotatable by a linear actuator (152).
    [0016]
    Vehicle according to one of the preceding claims, characterized in that the rear wheel (121) is rotatable about an axis (123) displaced from the center of the rear wheel (121) by a distance greater than the radius of the rear wheel ( 121).
    [0017]
    17. Vehicle according to any of the preceding claims, characterized in that the rear axle is rotatable by a linear actuator (124).
    [0018]
    18. Vehicle, according to any of the preceding claims, characterized by further comprising a selector configured to control the operation of the bandwidth control means and the steering means.
    [0019]
    19. Vehicle according to claim 18, characterized in that the selector is coupled to a travel lever.
    [0020]
    20. Vehicle according to any one of the preceding claims, further comprising: - a frame comprising: • a tilting portion (163) that tilts on a tilt axis (164) coupled to the rear drive axle with a rear wheel (121), • a non-tilting portion (162) coupled to the front axle with a pair of front wheels (111, 112); - a main body portion (165) coupled to a tilting frame portion (163), - tilting means (166) for tilting the tilting frame portion (163) when the front wheels (111, 112) are set to the broadband.
    [0021]
    21. Vehicle according to claim 20, characterized in that the tilting axis (164) remains within the vertical longitudinal plane of symmetry of the vehicle.
    [0022]
    22. Vehicle according to claim 20, characterized in that the tilting means (166) are configured to tilt the tilting frame portion (163) when the front wheels (111, 112) are in the narrow range to a lesser extent than when the front wheels (111, 112) are in the wide range.
    [0023]
    23. Vehicle according to claim 20, characterized in that the tilting means (166) are configured to block the tilting of the tilting frame portion (163) when the front wheels (111, 112) are in the narrow lane.
    [0024]
    24. The vehicle of claim 20, characterized in that the tilt means (166) comprise a tilt actuator (166).
    [0025]
    The vehicle according to claim 20, characterized in that the tilting means (166) comprise a self-tilting mechanism actuated around the rear wheel (121).
    [0026]
    26. Vehicle according to claim 20, characterized in that the longitudinal tilting axis (164) is inclined in relation to the road surface.
    [0027]
    27. Vehicle according to any of the preceding claims, characterized in that it comprises an elastic outer shell (302), forming the vehicle cabin and having a width controlled by a linear actuator (304) coupled to connections (303), such that the width of the cab is greater for the wide range of the front wheels than for the narrow range of the front wheels.
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    同族专利:
    公开号 | 公开日
    EP2388153B1|2012-08-22|
    CN103124668A|2013-05-29|
    ES2393907T3|2012-12-28|
    RU2570184C2|2015-12-10|
    PL2388153T3|2013-02-28|
    US20130062133A1|2013-03-14|
    CA2799898A1|2011-11-24|
    AU2011254665A1|2012-11-29|
    EP2388179B1|2014-06-25|
    WO2011144574A1|2011-11-24|
    RU2012154241A|2014-06-27|
    JP5849363B2|2016-01-27|
    BR112012029377A2|2019-09-24|
    US8746388B2|2014-06-10|
    JP2013530079A|2013-07-25|
    KR20130124455A|2013-11-14|
    PL2388179T3|2014-11-28|
    ES2523755T3|2014-12-01|
    CN103124668B|2015-12-02|
    BR112012029111A2|2018-07-24|
    EP2388179A1|2011-11-23|
    KR101835901B1|2018-03-07|
    EP2388153A1|2011-11-23|
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    2018-07-31| B08F| Application fees: application dismissed [chapter 8.6 patent gazette]|
    2018-11-13| B08G| Application fees: restoration [chapter 8.7 patent gazette]|
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    优先权:
    申请号 | 申请日 | 专利标题
    EP10461516.6|2010-05-17|
    EP10461516A|EP2388153B1|2010-05-17|2010-05-17|A vehicle having variable track|
    EP10460056.4A|EP2388179B1|2010-05-17|2010-12-31|A vehicle with a tiltable frame|
    EP10460056.4|2010-12-31|
    PCT/EP2011/057895|WO2011144574A1|2010-05-17|2011-05-16|A vehicle having variable track|
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