EP3713822A1

EP3713822A1 - Vehicle having a tilting frame and spring-damper system

Info

Publication number: EP3713822A1
Application number: EP20701940.7A
Authority: EP
Inventors: Werner Krammel
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-02-12
Filing date: 2020-01-20
Publication date: 2020-09-30
Also published as: DE102019103438A1; CA3125395A1; WO2020164861A1; US11801892B2; CN113453979A; US20220135124A1

Abstract

The present invention relates to a vehicle having a main frame (1) to which at least two sprung suspension means (48, 49), in particular sprung wheel suspension means, which can be steered by means of an axle-pivot steering system and which are situated oppositely to both sides of the vehicle longitudinal direction each case transversely with respect to the direction of travel, for driven, non-driven, steerable or non-steerable contact elements (3a, 3b), for example wheels, • - a tilting frame (2) which is tiltable relative to the main frame (1) about a tilt axis (26), • - a steering tube (6) which is fastened to the tilting frame (2) rotatably about the steering axis (43) and which automatically tilts together with the tilting frame (2), • - at least one track rod (7) connected to the track rod actuating element (29), • - a linear or rotational track rod actuating element (29a, b) rotatable by means of a guide element (30).

Description

Vehicle with tilting frame and spring damper system

description

The invention relates to a vehicle with a base frame to which at least two contact elements, for example wheels, runners or caterpillars, are attached that can be steered by means of a stub axle steering and are located on both sides of the longitudinal direction of travel, each transverse to the longitudinal direction (transverse direction).

Preferably, the vehicle comprises at least one tie rod and at least one tie rod actuating element.

In connection with the invention disclosed in the present application, the term “tie rod” encompasses any configuration of a steering transmission element with which a movement of the tie rod actuation element is transmitted to the kingpin of the steerable contact element.

The term “stub axle steering” also includes wheel hub steering systems, such as those used occasionally on motorcycles, for example.

The tie rod actuation element is functionally arranged - in a steering gear - between the steering tube and the tie rod and transmits a steering and / or tilting movement caused by the vehicle driver to the tie rod (s), whereby the direction of travel of the vehicle is changed via the at least one steerable contact element. In particular, the tie rod actuation element is movably supported in a guide element in which the tie rod actuation element is axially displaceable or rotatably rotatable.

In addition, the vehicle includes a tilting frame that can be tilted relative to the base frame with a tilt axis, as well as a steering tube with a steering axis that runs obliquely or perpendicular to the tilt axis, the steering tube being mechanically connected to the tilting frame and the two contact elements being attached to the base frame in a resilient manner on both sides of a longitudinal direction of travel of the tilting frame.

With a vehicle configured in this way, the vehicle driver can lean into the curve together with the tilting frame while driving. For example, changes triggered by the

Steering movement during cornering, the fall of the steerable contact element or the steerable contact elements is not or not significantly. Slight camber changes due to the chassis kinematics are of course still possible.

Furthermore, the two contact elements are attached to the base frame on both sides of a longitudinal direction of travel of the tilting frame, for example via wheel carriers that spring in and out.

If the contact elements are set, for example, wheels and, for example, a Einzelradauf suspension on the base frame with a spread or by caster, that is, a not entirely vertical axis, there is an insignificant change in the camber when steering the wheels through the chassis kinematics.

Furthermore, the camber also changes, albeit insignificantly, as a result of the compression and rebound of the wheel suspension. For example, a geometric position and an angle of the upper and lower wheel suspension and the bearing of the pivot axis for the rotatable steering knuckle change.

The feature that the wheels and / or runners are fixed on the base frame in such a way that the camber does not change or only changes insignificantly when turning into the curve, a maximum contact area between the tire and the ground is achieved in tires with a substantially flat tread maintained even when cornering. Maintaining the maximum contact area between the tire and the ground when cornering increases safety, on the one hand, as more friction surface is available between the tire and the ground. On the other hand, the full tread is also available when cornering, so that the tread optimized by the tire manufacturer is also completely available for the drive and braking of the vehicle when cornering. Alternatively, it is conceivable that the camber changes only insignificantly or not at all in the two front Kontaktele elements (for example the front wheels) or in the two rear Kontaktelemen th (for example the rear wheels).

There is no significant change in the camber of the wheels and tires when turning into a curve, such as in the case of an inclined position when riding a motorcycle and an associated reduction in the tire contact area and the adhesion between the tires and the ground.

By constructing a tilting frame that can be tilted by a vehicle driver relative to a base frame on which the contact elements are fixed, it is achieved that the tilting frame can be tilted by the driver according to the curve radius and the curve speed and thus against the centrifugal force towards the inside of the curve .

An exemplary embodiment of a steering gear is shown in DE 10 2014 101 087 B4, here corresponding mechanical components are arranged between the steering tube and the tie rod element, whereby the targeted geometric arrangement to actuate the tie rods by tilting the tilting frame and / or rotating the rotary steering comes.

In one embodiment of the vehicle according to the invention, the vehicle has a stabilizer. This stabilizer is set up and provided to ensure improved driving stability on the sprung wheel suspensions of the vehicle while cornering. This stabilizer preferably also has an effect on the curve driving behavior of the vehicle, in that the stabilizer reduces the rolling of the chassis or base frame.

Such a stabilizing element could for example be installed in the area of the front axle or else in the area of the rear axle. A stabilizing element on both axes is also conceivable. The stabilization element can be arranged, for example, along an axis between two rotatable or steerable contact elements of a vehicle. In a further preferred embodiment, the vehicle has a drive unit which is set up and provided to supply the vehicle with a drive force or a drive torque. This drive unit can preferably be arranged in different ways or in different areas of a vehicle. It is possible, for example, for the drive unit to be firmly connected to a base frame. This base frame is distinguished, for example, by the fact that it does not move with respect to the tilting frame, for example inclines.

It is also possible to arrange the drive unit on the rear rocker arm of the drive axle. In this case, the drive unit does not tilt with the tilt frame.

Another possibility is to arrange the drive unit in or on a tilting frame, so that this drive unit moves along with or follows this tilt when the tilting frame is tilted. The tilting frame is characterized, for example, by the fact that it can tilt with respect to the base frame, for example to the right or left as seen in the direction of travel. By arranging the drive unit in the tilting frame, more mass is moved with the tilting frame, which reduces the tendency to tilt in the curve. Such an arrangement therefore offers additional security. To bridge a tilting movement between the tilting frame and the base frame and to transfer a drive torque from the drive unit in the tilting frame to a drive element, for example a drive wheel or drive pinion, a swivel gear can be provided in the base frame.

This swivel gear preferably has at least one ball drive joint. In order to increase the tilting mobility of the swivel gear, two ball drive joints can preferably also be provided in the swivel gear.

Preferably, a drive wheel or pinion can be provided on the gear in the tilt frame parallel to the tilt ble plane of the tilt frame and a swivel wheel or pinion on the ball drive joint of the swivel gear, which is connected to the drive wheel or pinion via a power transmission means.

A chain or a toothed belt is usually used as the power transmission medium. Also the power transmission means and the swivel wheel or pinion of the swivel gear are arranged in the same plane as the drive wheel or pinion. Thus, for example, the swivel wheel or pinion of the swivel gear and the drive wheel or pinion can be arranged one behind the other or offset one behind the other, however, for example, at the same height starting from the ground on which the contact elements rest. The design of the drive wheel or - Ritzeis parallel to the inclinable plane of the tilting frame, a power transmission from the inclined tilting frame via the pivoting gear to the wheels is made possible without a moment of erection of the drive wheel or drive wheel is generated on the tilting frame. The tiltable plane is spanned by a tilting range of the tilting frame.This is of crucial importance because, for example, if the transmission were connected to the rear drive axle via a cardan shaft aligned in the direction of travel, a moment would be generated on the tilting frame when accelerating and braking The vehicle driver would also have to check this when accelerating and braking. Due to the arrangement of the drive wheel or pinion in a plane parallel to the plane of the inclinable frame and the swivel gear, no erection torque acts on the inclination frame when accelerating and braking, so that it neither arises nor is depressed when accelerating and braking.

In another embodiment, the vehicle can, for example, have a rigid rear axle which can spring relative to a base frame, for example via a spring damper system. This can be the case, for example, with a so-called quad with a rigid rear axle.

For this purpose, for example, it can be connected to the rear axle via a swing arm with a swing axle provided on the base frame, around which the rear axle can move counter to the spring force in the spring damper system. The drive unit can preferably also be arranged on the rocker.

It should be noted that the drive unit mentioned above can be, for example, an internal combustion engine, but an electric motor or a simple pedal drive cannot be ruled out.

The vehicle mentioned above can preferably have various configurations. For example, it would be possible for the vehicle to have four contact elements, for example tires. For example, it would be possible for both a front axle and a rear axle to have two contact elements each. However, other configurations cannot be ruled out either. For example, it would also be possible for the vehicle to have only three contact elements, whereby these contact elements can also be tires. Furthermore, it would be entirely conceivable for the vehicle to have only three contact elements, with either two contact elements being arranged on a front axle and one contact element on a rear axle or vice versa.

In a further embodiment, the vehicle also has three contact elements, but here, for example, the front two contact elements are not designed as tires, but rather as runners, which are used for control. As a third contact element, the vehicle could have a drive caterpillar, as is the case, for example, with a snowmobile.

Furthermore, a watercraft with a drive turbine or propeller could be imagined by tilting a tilting frame / structure and / or turning the rotary steering, which is connected to a steerable drive turbine / drive nozzle or steering float, to change the direction of travel of the watercraft accordingly becomes.

In one embodiment according to the invention, the vehicle has, for example, a differential gear, in particular a differential gear, in a drive axle or between drive shafts of the vehicle. A vehicle is thus provided which enables improved driving stability, in particular when entering bends at very high speeds. These differential gears also include self-locking differentials, load-dependent or speed-dependent self-locking differentials, switchable and non-switchable differential gears.

The differential gear is preferably used to stabilize cornering of the vehicle and to compensate for speed differences and torque differences between the two contact elements arranged and driven on both sides of the base frame.

By using a differential gear, especially for rigid drive axles, the cornering speed can be kept as constant as possible during the transition to cornering. It is particularly advantageous that the cornering speed can be kept constant, especially during the transition from driving straight ahead to cornering, and there is no surprising reduction in cornering speed. With regard to such a differential gear, for example, the use of a differential gear is conceivable in which the, for example only the front contact elements are driven. This can also be done in that the drive unit is taken in the base frame at the front between the front contact elements with split drive shafts, which results in a vehicle with a front-wheel drive. Such a Ausgestal device on the rear axle, whereby a rear-wheel drive is achieved, is by no means excluded. In addition, the differential gears can be used in all-wheel drive vehicles between the driven front axles and rear axles.

Furthermore, depending on the configuration variant, the vehicle can preferably have a rigid front axle or also a rigid rear axle. For example, the rigid axle could also be designed as a drive axle.

In the exemplary embodiment shown above, in which the vehicle has wheels as contact elements, these can, for example, be fixed to the base frame via an independent wheel suspension. The vehicle can have, for example, an upper and a lower wheel suspension at the front. For example, the respective contact elements, for example wheels or runners, can be provided on the lower wheel suspension and the upper wheel suspension. Here, for example, the front wheels are rotatably arranged relative to a base frame on a steering knuckle each on the upper wheel suspension and the lower wheel suspension. More preferably, a spring-loaded individual wheel suspension can also be provided, which is composed for example of an upper and lower wheel suspension and a spring damper element.

A vehicle could be steered according to the present invention in different ways. Both when rotating a steering tube clockwise and when tilting the tilting frame clockwise (in each case viewed in the direction of travel), a tie rod actuating element is shifted linearly to the left transversely in the direction of travel, connected to a gear segment and its rotational movement in a guide element by rotating a steering column shaft, so that the front contact elements, for example wheels, are rotated clockwise about their stub axles and thus experience a steering movement to the right as seen in the direction of travel. When the steering tube is turned counterclockwise and when the tilting frame is inclined counterclockwise, the front contact elements experience a steering movement to the left in an analogous manner. The inclination of the tilting frame in the respective direction could be achieved, for example, by shifting the weight of the driver. In one embodiment according to the invention, the steering can be designed in such a way that the tie rod is arranged by means of ball joints on a linearly moved tie rod actuation element, the linearly moved tie rod actuation element via a gear segment, rotatably mounted on a steering column shaft in a guide element, via cardan joints with the steering column with a Handlebar is connected. When the handlebar is operated or the handlebar is turned clockwise (viewed in the direction of travel), the linear tie rod actuation element is operated via the steering column, which means that the contact elements, which are arranged on the tie rod, for example by means of steering levers via a ball joint, perform a rotary movement or Experience steering movement to the left. This is not only possible by turning the handlebar clockwise but also by tilting the tilting frame clockwise. This steering movement takes place in an analogous manner to the right when the handlebars or the tilting frame are rotated / tilted counterclockwise. Further details can be found in more detail on the basis of the attached drawings.

Further alternatively, in an embodiment according to the invention, the steering can also be designed in such a way that it does not have a linearly moved tie rod element, but a rotatively moved tie rod actuation element that is rotatably mounted in a guide element via a steering column shaft. The guide element is firmly connected to the base frame. In such a configuration, the steering has two tie rods, which can each receive a contact element via steering knuckles arranged thereon by means of wheel carriers. The tie rods are each connected to the rotatably movable tie rod actuation element, for example by means of ball heads or the like. Here, too, the steering, ie the rotation of the contact elements, can be followed either by rotating the handlebar and / or by inclining the tilting frame. A rotation of the handlebar and an inclination of the tilting frame can also be carried out at the same time. Here, too, further details can be found on the basis of the attached drawings.

In a preferred embodiment, a steering system has a hydraulic steering damper so that, for example, possible unevenness in the road surface when cornering can be damped and these do not have a direct effect on the steering elements.

In addition, in a further embodiment, vehicles can be equipped with legally compliant electronic systems, such as ABS (anti-lock braking systems) or ESP (electronic stabilization program), wheel speed sensors, gyro sensors, anti-slip regulation and other control systems that may aid the safety of the vehicle and the driver.

However, the inventor realized that such a chassis construction when driving straight ahead at high speeds, a swinging of the frame around the vertical zero position out of the chassis and is generated by the driver himself, which affects the driver's subjective feeling of driving safety.

Different vehicle types are known from the prior art.

From US 7 946 371, for example, a snowmobile is known in which the Karos series including the motor and drive, can lean into the curve with respect to the front chassis, in which a rotatively we kende torsion spring is used between the tiltable structure and the chassis.

US 7 722 063 shows a vehicle with a tilting technique in which the body is tilted by a drive unit.

FR 2 946 944 also describes a vehicle with inclination technology and a very complex steering mechanism with several cables.

US 7,249,647 describes a steering mechanism for a snowmobile which is suitable for exerting a higher pressure on the outer ski than on the inner ski when cornering. The steering mechanism is adapted in such a way that it includes the suspension in the steering movement of the snowmobile.

No. 6,234,262 shows a steering and suspension system for snowmobiles with a Lenkge linkage which connects a steering handle to a steering spindle on a ski and causes an outer ski to move outwards from the snowmobile and the inner ski to move inwards to the snowmobile during a turn .

The invention is therefore based on the object of providing a vehicle which improves the driving stability of the vehicle while driving straight ahead with high

Speed allows to improve the driver's subjective feeling of driving safety. This object is achieved by the subject matter of the independent Claim 1 solved. Advantageous embodiments and developments are the subject of the dependent claims.

In order to specify a vehicle which enables improved driving stability of the vehicle, especially when driving straight ahead at very high speeds, the present invention makes use, inter alia, of the idea of linearly acting

Spring damper systems between the base frame and the tilt frame in the

To be installed in the vehicle.

In particular, the present invention is therefore based, inter alia, on the consideration that the vehicle has at least one linearly acting spring damper system which is mounted between the tilting frame and the base frame in order to reduce the pendulum oscillations of the tilting frame around the vertical zero position of the tilting frame.

According to one embodiment of the invention, the vehicle accordingly comprises a base frame on which at least two spring-loaded suspensions, in particular spring-loaded wheel suspensions, for contact elements, for example wheels, are attached, which can be steered by means of a stub axle steering and are located on both sides of the longitudinal direction of travel across the direction of travel. In addition, the inventive vehicle described here comprises a tilting frame that can be tilted in a tilting axis relative to the base frame, a steering tube which is rotatably attached to the tilting frame in a steering axis, the steering tube automatically tilting with the tilting frame.

In addition, the vehicle according to the invention comprises at least one tie rod, which is connected to the tie rod actuation element, the tie rod actuation element being linearly or rotationally movable and the steering torque transmission takes place via a rotary connection in a guide element, the tie rod actuation element by tilting the tilting frame about the tilt axis and independently of this, by rotating the steering tube about the steering axis, it is moved linearly or rotationally in such a way that the steerable contact element generates a steering movement through the tie rod actuating element by means of the at least one tie rod and there is no significant change in the camber of the contact elements and in particular the wheels when cornering.

According to the invention, the vehicle comprises at least one spring damper system which is suitable and intended to reduce the tendency of the tilt frame to oscillate about the vertical zero load ge when driving straight ahead and at high speed and improve the driver's subjective feeling of safety.

According to at least one preferred embodiment, the spring damper system is arranged between tween the tilting frame and the base frame, the tilting frame tilting about a tilting axis. This inclination is preferably triggered by an inclination or movement of the driver. The tilting frame and the driver preferably tilt together about this tilting axis.

The spring damper system preferably comprises at least two vertically (can also be inclined inward) and at a horizontal distance symmetrically arranged spring damper units, which preferably have springs and / or hydraulically acting damper systems. The springs or hydraulically acting

Damper elements are preferably also arranged vertically and at a horizontal distance from one another. The spring damper system is also preferably arranged between a base frame and a tilting frame and acts on both sides and simultaneously, in particular in every tilting direction.

Each spring damper unit is preferably arranged in each case by means of a first mounting point on the tilting frame and by means of a second mounting point on the

Base frame. When the vehicle is traveling straight ahead, the first pickup point and the second pickup point are arranged in a linear axis to one another, which, when traveling straight ahead, runs in particular vertically (need not be) through the tilting frame and / or the base frame.

The horizontal and symmetrical distances between the mounting points on the tilt frame and the distances between the mounting points on the base frame can be different in the vertical zero position of the tilt frame, but are mostly on a common horizontal line.

Furthermore, each spring damper unit at the upper mounting point has a distance to the tilt axis in a horizontal direction, which distance virtually runs through the tilt frame.

Furthermore, each spring damper unit at the lower mounting point is at a distance from the tilt axis in a horizontal direction, which is virtually through the base frame runs. The tilt axis is particularly preferred in the middle between the

Arranged spring damper units so that the distance of the left spring damper unit to the tilt axis and the distance of the right spring damper unit to the tilt axis are the same.

For this purpose, the spring damper units can also be at a distance from the tilt axis in the vertical direction, which distance runs virtually through the base frame.

When the tilting frame oscillates to the left, the distance between the first and the second mounting point of the left compression spring element is reduced, thereby increasing the distance

Compression spring force arises and in connection with the effective distance of the left

Spring damping unit to the tilt axis an increased to the right acting or positive moment is created depending on the tilt angle on the tilt frame towards the vertical zero position. At the same time, the distance between the first and second receiving points of the right compression spring element is lengthened, which in turn results in a reduced compression spring force and, in conjunction with the distance between the right spring damper unit, a

reduced left-acting or negative moment depending on the tilt angle on the tilt frame towards the vertical zero position. As a result, the sum of the moments acting to the right and left results in a moment acting to the right on the tilt frame inclined to the left towards the vertical zero position.

Through the arrangement shown, by the pick-up points below the

Spring damper unit are arranged at a distance g below the tilt axis, an increasing left effective distance and a decreasing right effective distance arise with an increasing inclination of the tilting frame to the left, which in connection with the reduced left distance for the left spring damper unit and the extended right distance for the right Spring damper unit, a moment generating to the right, which is reinforced by the increasing tilt angle of the tilt frame towards the vertical zero position. This kinematic arrangement thus creates a reinforcing one

Right-hand moment to the vertical zero position for compression springs and damper units. In the vertical zero position, the effective distances are the same.

If the distance g lies above the tilting axis, a decreasing effective distance and an increasing effective distance arise with increasing inclination of the tilting frame to the left.

If tension springs are used instead of the linearly acting compression springs, the effect can be reversed. By using different spring rates for the compression springs and damper rates for the damper elements and the corresponding arrangement of the lower mounting points on the base frame, the torque curve of the left and right spring damper unit and the resulting torque curve can be significantly influenced depending on the tilting angle of the tilting frame or on the requirement of the driver.

This arrangement creates a moment acting to the left and acting to the right on the tilting frame as soon as the tilting frame is tilted from the vertical zero position to the left or right.

This compression of the left compression spring and the rebound of the right compression spring and their difference creates a positive moment to the right in the direction of the vertical zero position and vice versa when the tilting frame oscillates to the right.

When using a hydraulic damper element instead of a Druckfederele element, when the tilting frame oscillates to the left or right, there is no compression spring force, but a damping force.

According to at least one embodiment, the spring damper units are preferably rotatably or vertically symmetrically fastened in a corresponding bearing. With advantageous direct connection of the spring damper system via, for example, bolts arranged above and below, the spring damper system or both Federdämpfereinhei act counteracting the vertical alignment of the tilting frame and generate a counteracting moment. "Above" means the arrangement of the spring damper system or a spring damper unit on the tilting frame, and "below" means the arrangement of the spring damper system or a spring damper unit on the base frame. In this arrangement, the spring elements, in particular the compression spring and the damper element, act on the same side and in parallel.

In the vertical zero position of the tilt frame, the pressure springs arranged on both sides can have no or increasing bias.

If the compression springs have a pretensioning force on both sides, the compression springs and thus the spring damper system act on both sides. If the compression springs do not have any pre-tensioning force on either side, the compression spring and thus the spring damper system act on one side.

With an advantageous indirect connection of the spring damper system, for example via bolts below and via an elongated hole or an idle stroke above, only one of the Federdämpferein units acts when tilting the tilting frame in connection with the distance f on the tilting frame. This has the advantage that a centering effect is generated on the vertical position of the Nei frame in the vertical zero position. This centering effect can be adjusted by changing the bias of the spring, which is preferably designed as a compression spring or as a tension spring. In this arrangement, the spring elements, in particular compression springs, and the damper elements act on one side.

In addition, two or more compression springs with different spring rates, basic lengths and idle strokes can be installed in the spring damper units. This means that non-linear compression spring characteristics can be generated depending on the angle of inclination. For this purpose, the damper element can also be fastened with an idle stroke in the upper mounting point and thus acts on one side. Due to the one-sided effect of the damper element, it is possible to adjust the compression stage and the rebound stage variably, for example by setting the compression stage higher than the rebound stage in the hydraulic damper element. Due to this arrangement, the spring damper characteristic can be made variable.

This makes it possible to produce a unilateral and / or equilateral spring damper system consisting of two different spring units with variable torque characteristics when the tilt frame is tilted or pendulum in order to minimize the tendency to pendulum around the vertical zero line.

The springs of the spring damper units are therefore preferably compression springs, tension springs, gas compression springs, gas tension springs or the like. The characteristics of the spring designs can be linear, progressive or degressive.

The spring elements or damper elements of the spring damper units can preferably be connected or arranged either in series or in parallel, depending on which spring or damper characteristic or counteracting spring force or damper force by inclination of the tilting frame depending on the tilt angle and the Neigewinkelge speed around the vertical Zero position of the tilt frame is to be generated. As mentioned above, the spring elements can be mechanical compression springs or tension springs or else gas compression springs or gas tension springs. In addition, rubber elements or combinations of the types of springs listed would also be conceivable. Compression springs and tension springs can advantageously be designed with different spring rates in N / mm, with the special feature that tension springs have a pretensioning force in the zero position, but compression springs generally do not. The preload of the compression spring can be continuously adjusted using a linear adjustment unit. The adjustment of the preload of the compression spring can be carried out by the driver using an electrical and / or hydraulic and / or mechanical adjustment unit.

The damper elements acting via a hydraulic fluid preferably have adjustable rebound stages or adjustable pressure stages in a separating piston of the damper element. These are preferably effective when the hydraulic fluid in the

The damper element is subjected to tensile or compressive stress, and the hydraulic medium flows through spring-loaded valves in the separating piston from an upper to a lower chamber, depending on whether there is tensile or compressive stress.

The flow of the hydraulic medium through the separating piston of the hydraulic damping element can be set in a range from 0 to 100% by manual / electrical / hydraulic adjustment. This makes it possible to block the spring damper unit even when the hydraulic medium is flowing through the separating piston at 0% and thus to fix the inclination of the tilting frame in any position.

The use of two hydraulic damper elements that work independently of one another is particularly advantageous, i.e. that there is no hydraulic connection between the left and the right damper element.

It is also conceivable, however, that only one spring element on the left and right or only one damper element on the left or right is used in order to reduce the tendency to oscillate around the vertical zero position.

According to at least one embodiment, the hydraulic damper elements are preferably arranged left and right at a central distance d from the plateau of the tilt axis parallel or symmetrically starting from a lower rotatable fastening point at an angle inward. Furthermore, the spring damper system can preferably also be formed by at least two spring-cylinder units, in which case no spring-pressure-loaded valves are provided for the rebound and compression stages in the mentioned separating piston.

According to at least one further preferred embodiment, the hydraulic spring cylinder units are connected to one another via a hydraulic directional control valve and a hydraulic line, which preferably creates a hydraulic volume flow between the left and right spring cylinder units.

Flydraulic directional control valves can regulate, release, block or even change the flow direction of the hydraulic media. Directional control valves can preferably be adjusted manually, electrically or hydraulically or by combinations thereof, in which case the volume flow between the damper elements and thus the damping force can preferably be adjusted. Furthermore, a pressure generation unit, such as a hydraulic tank pump unit, a gas pressure acted upon gas cylinder or the like, and corresponding control valves in connection with actuators, such as switches, cylinders, electrical actuators, magnetic actuators or the like, or sensors, which for example a Detect steering angle, a Ge speed or the like and an electrical control unit, the lower chamber of the spring damper system can be used as a hydraulic cylinder. As a result, it is preferably possible to control or regulate the inclination of the tilting frame as a function of a curve radius and / or a curve speed if the driver desires active assistance.

Due to the preferred use of the directional control valves as an electrically controllable shut-off valve for the hydraulic volume flow between the spring cylinder units, the hydraulic volume flow between the left and right hydraulic cylinders is blocked as well as the inclination of the tilting frame is blocked.

In addition, hydraulic tilt damping of the pendulum movement can preferably be achieved via a rotary damper that acts in a rotational manner. The hydraulic rotary damper can advantageously be connected directly or indirectly via a lever linkage to the tilt axis in the base frame. The adjustment of the rotation angle damping is done by turning the tilting frame to the left or right.

The elements listed can preferably be combined with one another in any geometric and / or functional arrangement. This preferably also includes volume flow valves or pressure equalization tanks, which in closed hydraulic systems maintain a system pressure or are used for pressure equalization.

In addition, friction elements in the tilt axis can preferably also have a positive effect on the pendulum oscillations of the tilt frame around the vertical zero position.

According to at least one embodiment, the tie rod actuation element is movably supported via a guide element fastened to the base frame and is preferably mounted so that it can move linearly or rotatively. Preferably, the tie rod actuation element can be moved in the guide element by tilting the tilt frame and independently thereof by rotating the steering tube to actuate the at least one tie rod in such a way that the track rod actuation element preferably performs a linear or rotary movement within the guide element.

According to at least one embodiment, a drive unit for driving the vehicle is mechanically attached to the tilting frame and / or to the base frame and / or to a rocker arm of the drive axle.

According to at least one embodiment, the drive unit is preferably designed in the form of a pedal drive, an electric drive or an internal combustion engine drive or one of their other drive forms.

According to at least one embodiment, the drive unit is advantageously accommodated in the tilt frame and a swivel gear is provided to bridge the swivel movement between the tilt frame and the base frame, the swivel gear preferably having at least one ball drive joint.

Incidentally, the complete disclosure content of the

Documents DE102014101087 A1, DE102012107154 A1, DE 10 2017 001 556 A1 and DE 10 2017 001 557 A1 are included in this application. That is to say that each of the features disclosed in these publications also belongs to the disclosure content of this application.

The invention described above is explained in more detail below with reference to exemplary embodiments and the associated figures. Show in it:

Fig. 1 shows a front view of a vehicle according to the invention in a perspective view from the front;

2 shows a schematic representation of a steering gear with a linearly moved tie rod actuation element;

3 shows a schematic representation of a steering gear with a rotatably moved tie rod actuating element;

Fig. 4 shows a first embodiment of the invention of a spring damper system;

FIG. 5 shows a sectional view of the inventive shown in FIG

Spring damper system;

Fig. 6 shows a further embodiment according to the invention of a spring damper system;

Fig. 7 shows a further embodiment according to the invention of a spring damper system;

Fig. 8 shows a further embodiment of the invention of a spring damper system;

Fig. 9 shows a further embodiment of the invention of a spring damper system; and

Fig. 10 shows a supplementary embodiment as a snowmobile.

FIG. 1 shows a front view of a vehicle according to the invention described here in a perspective view from the front. A vehicle according to the invention with a base frame 1 and with a tilting frame 2, which is tiltably mounted in the tilting axis 26 in the base frame 1 and by shifting weight by the driver at a Cornering can be inclined. On the lower wheel suspension 49 and the upper wheel suspension 48 of the base frame 1, the respective wheels or runners are provided as contact elements 3a, 3b, the front wheels 3a, 3b relative to the base frame 1 on each one stub axle 4 on the upper wheel suspension 48 and the lower

Wheel suspension 49 are rotatably arranged and are used to change the direction of travel of the vehicle.

The front wheels 3a are superimposed on the steering knuckles 4 about the pivot axis 16 steerable, with a camber angle or camber 54 remains almost unchanged when cornering.

It can also be seen that the vehicle has a base frame 1 and a tilting frame 2 is arranged thereon, which is suitable and intended to be inclined with respect to the base frame 1. According to the figure shown, this is possible for example by means of the tilt axis 26. The vehicle also has a handlebar 5 and a steering tube 6 connected to it. The front axle is designed as a steering axle and has an upper wheel suspension 48 and a lower wheel suspension 49. These wheel suspensions 48, 49 carry a wheel carrier 33 on both sides via a pivot axis 16, which wheel carrier 33 can accommodate the contact elements 3a, 3b, the contact elements here being designed as wheels. The front wheels 3a, 3b are fixed on the base frame 1, for example via an independent wheel suspension, which

Spring damper elements 51 and one or more wishbones of different designs can include.

In order to achieve better stability while driving, the steering device also has a stabilizer 12, which extends here for example between the upper and lower suspension 48, 49 from one contact element 3a to the other contact element 3b.

According to this figure, a tilting frame spring damper system 75, which is composed of two spring damper units 70, is arranged approximately in the middle of the vehicle. This tilting frame spring damper unit 70 connects the base frame 1 to the tilting frame 2 and ensures that this tilting frame 2 can be tilted with respect to the base frame 1 in a damped manner. Likewise this Fe

The damper unit for the restoring force, which is required to "push" the tilting frame back into its starting position. The reduction of the tendency to pendulum around the vertical zero position is primarily important. In the tilt frame 2, an energy storage device 21, a drive unit 14 and a

Swivel gear 19 may be provided. The drive unit 14 is, for example, a

Internal combustion engine and the energy store 21 is, for example, a fuel tank that supplies the internal combustion engine with the necessary fuel.

Furthermore, the drive unit 14 has a swivel gear drive pinion 47 and swivel wheel pinion 23 arranged thereon. A force transmission means 22, for example in the form of a toothed belt, is arranged on this pinion 47, 23. By rotating the pinion, a swivel gear 19 can be driven according to the figure, which has gel drive joint 20 Ku.

The use of the swivel gear 19 with the integrated ball drive joints 20 allows power to be transmitted from the drive unit 14 via the power transmission means 22, the swivel wheel 23 from the tilting frame 2 to the base frame 1 via the drive wheel 47, the power transmission means 22 to the contact element 3a, 3b to be driven.

The flinter axle 45 is connected to the vehicle via a rocker 18; the flinter axle 45 is also designed as a drive axle 58 and therefore has a drive shaft 59 and a differential gear 57.

Since the vehicle shown here is, for example, a kind of quad, the vehicle has, for example, a footrest 109 on both sides which is connected to the tilting frame, which a driver can put his feet down while driving.

A coupling rod 53 mechanically couples the stabilization element to the lower wheel suspension 49.

FIG. 2 shows, in a schematic perspective view, a steering gear with a linearly moved tie rod actuating element 29a. Here, handlebars 5 can be seen, which is connected via a steering tube 6 and a linearly acting pivot bearing 106 with a tilting frame 2. The link 5 can be rotated about a steering axis 43 into positive rotary steering 35 and negative rotary steering 36. The steering tube 6 is connected to a steering column 102 via an upper universal joint 100. The steering column 102 has an angle steering column 103, about which the steering column 102 is inclined with respect to a vertical zero position 52. At its lower end, the steering column 103 opens into a lower universal joint 100, which is arranged at a distance c 104 from the tilt axis 26. The lower Universal joint 100 connected to the steering column shaft 98, rotating about a vertical axis, mounted in a guide element 30 and is connected to the steering column 102 at an angle steering column 103. On the steering column shaft 98 itself, the rotary gear segment 108 is connected to the tie rod actuating element 29a with an integrated rack, which is linearly displaceable transversely to the direction of travel. The guide element 30 is firmly connected to the base frame.

The tilting frame can be tilted along a tilting axis 26 with respect to the base frame 1 into a positive inclination 37 and a negative inclination 38.

The steering movement of the driver in the rotary steering 27 can also be supported by an electric or electrohydraulic servomotor 107.

The steering has a linearly moved tie rod actuation element 29a, wel Ches is rotatably mounted in a guide element 30 via a steering column shaft 98 with the rotatable gear segment 108 and rotatively. Ball heads 42 are arranged on both sides of the linearly moved tie rod actuating element 29 a, on which track rods 7 are arranged. The tie rod 7 opens into a further ball head 42, this being connected to a steering knuckle 4 via a steering lever 31. This stub axle 4 is about a pivot axis 16 in positive rotation 55 and negative Dre hung 56 rotatable. Here, a positive rotation 55 corresponds to a steering in the direction of travel of the vehicle to the right and a negative rotation 56 to a steering in the direction of travel of the vehicle to the left. Due to the respective steering, there may be a positive displacement 39 or a negative displacement 40 of the tie rod. This changes the steering angle 10 of the contact elements.

Due to the variable dimensioning of the distance c 104 in connection with the angle of the steering column 103 in connection with the universal joints 100, the positive displacement 39 and negative displacement 40 of the tie rod drive element 29a, b can be influenced by the inclination of the tilting frame 2.

FIG. 3 shows, in a schematic perspective view, a steering gear with a rotatably moved tie rod actuating element. This embodiment differs from the embodiment shown in FIG. 2 in that the tie rods 7 are connected to a rotatively actuated tie rod actuation element 29b. The tie rods 7 again have ball heads 42 with which they are attached to a rotatably moved track Rod actuating element 29b are arranged in that the rotatively moved tie rod drive element 29b is rotatably supported in the guide element 30 via a steering column shaft 98.

The remaining reference symbols coincide with the features from FIG. 2, in order to avoid redundancies, these are not mentioned again here.

FIG. 4 shows a first embodiment of a spring damper system 75 according to the invention. The spring damper system 75 has at least two spring damper units 70, each of which has a linearly acting spring 63 or linearly acting compression spring 89. The spring damper unit 70 is in each case via a receiving point above 91 b directly on the tilting frame 2 and via the receiving point below 91 a directly the base frame.

The spring damper unit 70 is connected to the tilting frame 2 and the base frame 1 via the mounting points below 91 a and the distance d 1 1 1 or the mounting points above 91 b and the distance f 1 15. The spring damper units 70 are in this embodiment in a direct connection, such as bolts via the mounting points above 91 b with the tilting frame and via the mounting points below 91 a with the base frame 1.

Figure 4 shows in particular an inclination of the tilting frame 2 to the left, the tilting frame 2 inclining by the tilt angle 28 from the zero position 52, which the spring damper system 75 has when cornering the vehicle or when swinging the Nei frame to the left. The reference numeral 11 denotes a vertical distance g between the tilt axis 26 and the receiving points 91 a.

It can be seen that with a tilt to the left, on the left spring damper unit 70, the effective distance xL 60b increases and the distance eL 1 14 of the receiving points 91 a, b decreases and accordingly on the right spring damper unit 70, the active distance xR 60a is reduced and the distance eR 1 14 of the receiving points 91 a, b is increased.

As a result, when the tilting frame 2 oscillates to the left, a moment acting to the right is created towards the vertical zero position 52.

The linearly acting dampers 61 or linearly acting springs 63 are arranged in a parallel circuit 65 in this embodiment. The springs 63 are preferably to linear acting tension springs or linear acting compression springs. Each spring damper unit 70 also preferably has a pressure compensation element 118 against the foaming of the hydraulic medium.

The reference numeral 26 identifies the tilt axis 26 of the tilt frame 2, which here runs through the base frame 1. The reference numeral 66 further identifies a manual and / or electrical and / or hydraulic adjustment of the springs 63, with the pretensioning force of the compression springs being adjustable in particular.

FIG. 5 shows a sectional view of the spring damping system 75 shown in FIG. 4. The reference numerals 67 and 68 relate to the damping of the tension and compression stage already mentioned above, which can be adjusted via the adjustment 66. In this embodiment, a linear damper 61 is shown in particular.

The reference numeral 101 further designates a separating piston, which, in this embodiment, when tilted to the left, is shifted downwards in the left spring damper unit 70 and upwards in the right spring damper unit 70, here by the hydraulic fluid 112 either upwards displaced (left Fe

the damper unit) or is displaced downwards (right spring damper unit).

Furthermore, the positive restoring force 1 16 and the negative restoring force 1 17 of the spring damper units 70 and the positive inclination 37 and the negative inclination 38 of the tilting frame 2 are shown in this illustration.

The element 76 denotes an adjusting element for setting a preload of the compression spring.

Figure 6 shows a spring damper system 75 with hydraulic connection 113 and a valve unit 97. The spring damper system 75 has in this embodiment two Federzylin dereinheit 1 10, which are connected in a corresponding manner to the base frame 1 and the tilting frame 2 and each one linear have acting spring 63. In contrast to the embodiment shown in FIGS. 4 and 5, however, the spring cylinder units 110 are arranged in a series circuit 64 here. The arrangement of the spring cylinder units 110 on the tilting frame 2 or the base frame 1 takes place here again via a direct connection via the mounting points 91 a and 91 b. The valve unit 97 controls the flow, the flow rate and the flow direction of the hydraulic fluid 1 12 between the spring cylinder units 1 10. The valve units 97 are connected to the spring cylinder units 1 10 via a hydraulic line 1 13. The functions of the valve unit 97 can be set via manual and / or electrical and / or hydraulic adjustment.

Figure 7 shows a further illustration of the spring damper system 75 with two Federzylin dereinheit 1 10. The spring damper system 75 in this illustration has the above-mentioned pressure generating unit 93, which via the valve unit 97 in connection with an actuator 95, a sensor 94 and an electrical control unit 96, controls or regulates the inclination of the tilting frame 2 as a function of a curve radius and / or a curve speed, if the driver desires active assistance. The reference numeral 1 13 further identifies the hydraulic line and the reference numeral 99 the electrical connection.

FIG. 8 shows a further embodiment of a spring damper system 75 according to the invention, this embodiment having a rotary damper 62. The spring damper system 75 has two linearly acting Druckfe countries 89 in this illustration. The rotary damper 62 is preferably arranged in the tilt axis 26.

FIG. 9 shows another representation of an embodiment of a spring damper system 75 according to the invention. In this arrangement, the spring damper units are connected directly to the base frame 1 at the receiving point below 91 a and indirectly via an elongated hole to the tilting frame 2 at the receiving point above 92 b. In this embodiment, however, the linearly acting damper 61 has been assigned an idle stroke h3, 77, the inner compression spring 89 an idle stroke h1, 77 and the outer compression spring 89 an idle stroke h2, 77.

Figure 10 shows a supplementary embodiment of a vehicle as a snowmobile. Here, too, the base frame 1 and the tilting frame 2 which can be inclined relative to it can be seen again. This tilting frame is also damped here by means of the tilting frame spring damper units 70 against the inclination with respect to the base frame 1. Likewise, the steering device, which here also has an upper and lower wheel suspension 48, 49, can be seen, this steering device being actuated here again by means of the Len kers 5 or by inclining the tilting frame. Instead of the wheels shown in FIG. 1 as a contact element, the snowmobile here has at least one snow runner 24 on, with two snow runners at the front. The runner (s) 24 is / are again held via steering knuckles 4.

An energy store 21, a drive unit 14 and a drive pinion 41 can be provided in the tilting frame 2. The drive unit 14 is, for example, an internal combustion engine and the energy store 21 is, for example, a fuel tank that supplies the internal combustion engine with the necessary fuel. The drive pinion can be a

Drive a force transmission element, for example a drive chain 46, which transmits the force to a snow drive caterpillar 25. The snow drive caterpillar 25 is arranged on the snowmobile via a rocker 18, this rocker 18 also being damped by a spring damper element 51.

Here, too, the driver can again place his feet on a footrest 109 while driving. In the embodiment shown, however, the footrest 109 was firmly connected to the base frame 1.

The invention is not restricted on the basis of the description and the exemplary embodiments. Rather, the invention encompasses every new feature and every combination of features, which also includes, in particular, every combination of the claims, even if this feature or this combination of features is not itself explicitly specified in the claims or the exemplary embodiments.

List of reference symbols

1 base frame

2 tilt frames

3a, 3b contact element (wheel, runner, caterpillar,)

4 steering knuckles

5 handlebars

6 steering tube

7 tie rod

10 steering angle l

12 stabilization element

14 Drive unit

(Pedal drive, combustion engine, electric motor)

16 swivel axis

18 swing arm

19 swing gear

20 ball drive joint

21 Energy storage

22 Power trans mission

23 swivel wheel or pinion

24 snow skids

25 snow-driven crawler

26 tilt axis NO

27 Steering angle rotary steering a

28 Tilt angle tilt frame ß

29a linearly moved tie rod actuating element 29b rotationally moved tie rod actuating element

30 guide element

31 steering levers

33 wheel carriers

35 positive turn steering

36 negative turn steering

37 positive inclination of the tilting frame 2

38 negative inclination of the tilt frame 2

39 positive displacement tie rod 40 negative displacement tie rod

41 Drive-drive pinion

42 ball joint

43 steering axle

44 front axle

45 rear axle

46 Power transmission means

47 Swing gear - drive pinion

48 Upper suspension

49 Lower suspension

51 Suspension spring damper element

52 vertical zero position Z

53 coupling rod

54 fall

55 positive rotation steering knuckle - direction of travel to the right

56 negative rotation steering knuckle - direction of travel to the left

57 Compensating element, differential gear, differential gear

58 drive axle

59 drive shaft

60a, xR effective distance on the right

60b, xL effective distance left

61 linear acting damper

62 rotary damper

63 linear acting spring

64 Series connection

65 Parallel connection

66 manual and / or electrical and / or hydraulic adjustment

67 rebound damper

68 Compression damper

70 spring damper unit

75 spring damper system

76 Adjustment of preload compression spring

77, h1, h2, h3 idle stroke, clearance

89 Linear acting compression spring

91 a Direct mounting point below - bolt connection 91 b Direct mounting point above - bolt connection

92b Mounting point - above indirect - elongated hole connection

93 Pressure generation unit

94 sensor

95 actuator

96 electrical control unit

97 valve unit

98 steering column shaft

99 electrical connection

100 universal joint

101 separating piston

102 steering column

103 Steering column angle g

104 Distance c (tilt axis - center cardan joint)

106 Linear pivot bearing for steering column

107 Servomotor (electric and / or hydraulic) steering

108 gear segment

109 footrest

1 10 spring cylinder unit

1 1 1 Distance d of the mounting points 91 a on the base frame 1

1 12 hydraulic fluid

1 13 hydraulic line

1 14 Distance eL, eR each of a mounting point 91 a on the base frame 1 and a mounting point 91 b on the tilting frame 2

1 15 distance f (of the mounting points 91b, 92b on the tilting frame 2)

1 16 positive restoring force / damping

1 17 negative restoring force / damping

1 18 pressure compensation element

1 19 vertical distance g between the tilt axis 26 and the recording points 91 a

Claims

1. A vehicle with a base frame (1) on which at least two spring-loaded suspensions (48, 49), in particular spring-loaded wheel suspensions, for driven, non-driven, steerable or driven, non-driven, steerable, and opposite each other transversely to the driving direction on both sides of the longitudinal direction of travel, are located on the base frame (1) non-steerable contact elements (3a, 3b) such as wheels are attached,

- a tilting frame (2), in a tilting axis (26) relative to the base frame (1) tilting frame (2)

- A steering tube (6) which is rotatably attached in the steering axis (43) to the tilting frame (2) and automatically tilts with the tilting frame (2)

- At least one tie rod (7) connected to the tie rod actuation element (29)

- a linear or rotary tie rod actuation element (29a, b) which can be rotated rotatably via a guide element (30),

wherein the tie rod actuating element (29a, b) is displaced by tilting the tilting frame (2) about the tilting axis (26) and independently thereof by rotating the steering tube (6) about the steering axis (43) in such a way that the steerable contact element (3a, 3b) through the tie rod actuating element (29) by means of the at least one tie rod (7) a steering movement and no significant change in the camber (54) of the contact elements (3a, 3b) when cornering

characterized in that

the vehicle comprises at least one spring damper system (75) which is suitable and provided for reducing the tendency of a tilting frame to oscillate about the vertical zero position.

2. Vehicle according to claim 1,

characterized in that

the spring damper system (75) from at least two preferably symmetrically vertical and at a horizontal distance (d 111) from each other arranged Fe- the damper units (70).

3. Vehicle according to at least one of the preceding claims,

characterized in that

each spring damper unit (70) by means of a first mounting point (91 a) on the tilting frame (2) and by means of a second mounting point (91 b) on the base frame (1) is arranged.

4. Vehicle according to at least one of the preceding claims,

characterized in that

the tilt axis (26) is arranged centrally between the spring damper units (70), so that the distance (d 111) of the left spring damper unit (70) to the tilt axis (26) and the distance (d 111) of the right spring damper unit (70) to the Tilt axis (26) are the same.

5. Vehicle according to at least one of the preceding claims,

characterized in that

the spring damper system (70) between a base frame (1) and a Neigerah men (2) is arranged and acts on both sides and at the same time.

6. Vehicle according to at least one of the preceding claims,

characterized in that

the spring damper units (70) rotatably or vertically parallel in a corre sponding receiving points (91a, b) and (92b) are attached.

7. Vehicle according to at least one of the preceding claims,

characterized in that

the spring damper units (70) have compression and / or tension springs (63) and linearly acting damper elements (61).

8. Vehicle with a base frame (1) on which at least two spring-loaded suspensions (48, 49), in particular spring-loaded wheel suspensions, for driven and non-driven ones, which can be steered by means of an axle pivot steering (4) and are located on both sides of the longitudinal direction of travel, each transverse to the direction of travel are opposite steerable or non-steerable contact elements (3a, 3b), for example wheels, are attached,

a tilting frame (2), in a tilting axis (26) relative to the base frame (1) tilting frame (2)

a steering tube (6), which rotatably in the steering axis (43) attached to the tilting frame (2) and automatically tilts with the tilting frame 82) with at least one tie rod (7) connected to the

Tie rod actuator (29)

a linear or rotative tie rod actuation element (29a, b) rotatably rotatable via a guide element (30),

wherein the tie rod actuating element (29a, b) is displaced by tilting the tilting frame (2) about the tilting axis (26) and independently thereof by rotating the steering tube (6) about the steering axis (43) in such a way that the steerable contact element (3a, 3b) the tie rod actuation element (29) by means of the at least one tie rod (7) results in a steering movement and no significant change in the camber (54) of the contact elements (3a, 3b) when cornering

characterized in that

both when a steering tube (6) is rotated clockwise, for example, and when the tilting frame (2) is inclined, for example clockwise, a track rod actuation element (29a, b) is linearly shifted to the left transversely in the direction of travel and connected to a gear segment by rotating a steering column shaft (98) (108) and their rotative movement in a guide element (30), so that the front of their contact elements (3a, b), for example wheels, are rotated clockwise about their stub axles (4) and thus experience a steering movement to the right as seen in the direction of travel With a counterclockwise rotation or inclination, a steering movement occurs to the left as seen in the direction of travel.

9. Vehicle according to the preceding claim,

characterized in that

the tie rod (7) is arranged by means of ball joints (42) on the rotationally or linearly moved tie rod actuating element (29a), this being rotative or linear moving tie rod actuating element (29a), in particular via a Zahnradseg (108), rotatably mounted on a steering column shaft (98) in a guide element (30), verbun via universal joints (100) with the steering column (102) with a link (5) .

10. Vehicle according to one of claims 8 - 9,

characterized in that

a steering column (6) opens at its lower end in a universal joint (100), wel che at a distance (c 104) to the tilt axis (26) is arranged.

11. Vehicle according to one of claims 1 - 10,

characterized in that

the vehicle has a stabilizer (12) which is set up and provided to ensure improved driving stability on the sprung wheel suspensions (48, 49) of the vehicle during cornering by causing the chassis or base frame (1) to roll. reduced.

12. Vehicle according to one of the preceding claims,

characterized in that

the vehicle has a differential gear (57), in particular a differential gear, in a drive axle (58) or between drive shafts (59) of the vehicle.