• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a vehicle to be towed by an animal, in particular a horse, comprising: two front wheels mounted on a rigid front wheel axle; a chassis comprising a frame with a driver's seat, and a bogie, wherein the rigid front wheel axle is mounted on the bogie so that the rigid front wheel axle is able to pivot relative to the frame about a substantially vertical axis; -two rear wheels; -at least one driver-operated front brake applied between the rigid front wheel axle and one of the front wheels; and - a suspension for the rigid front wheel axle, which defines a front suspension stroke length of the rigid front wheel axle with respect to the chassis, characterized in that in at least a part of the front suspension stroke length, the suspension for the rigid front wheel axle is arranged as a passive kinematic anti- dive system.
    公开号:BE1020101A3
    申请号:E2010/0658
    申请日:2010-11-16
    公开日:2013-05-07
    发明作者:Gerardus Petrus Antonius Baggermans
    申请人:Baggermans Holding B V；
    IPC主号:
    专利说明:

    A VEHICLE TO BE PULLED BY AN ANIMAL
    The invention relates to the field of vehicles to be towed by an animal, in particular a horse. In particular, the invention can be applied to a four-wheel horse-drawn vehicle for competitions in equestrian sports, such as agility rides, wherein, for example, one, two or four horses are used at the front of the vehicle.
    The vehicle to be towed by a horse has two front wheels mounted on a rigid front wheel axle, and two rear wheels, which are preferably mounted on a rear wheel axle. The vehicle further comprises a chassis with a seat for a driver, possibly also for a navigator, and a suspension for a rigid front wheel axle that defines a front suspension stroke length of the rigid front wheel axle with respect to the chassis.
    In NL 1021655 a horse-drawn vehicle is shown with a suspension having a first rod hingedly connected to the chassis and the rigid front wheel axle, a second rod hingedly connected to the chassis and the rigid front wheel axle, and a spring element, such that the first rod, the second rod, the rigid front wheel axle and the chassis form a four-rod mechanism which is spring loaded by the spring element.
    A drawback of this known vehicle is that when a driver-operated front brake is provided between the rigid front wheel axle and one of the front wheels, the nose of the vehicle dives towards the ground during a braking action of the aforementioned brake. This dive action brings the chassis closer to the horses in front of the vehicle, so that sufficient space must be provided to prevent the chassis from hitting the horses.
    It is therefore an object of the invention to provide an improved vehicle to be towed by an animal, in particular a horse, which preferably has improved maneuverability.
    This object is achieved according to a first aspect of the invention by providing a vehicle to be towed by an animal, in particular a horse, according to the preamble of claim 1, characterized in that in at least a part of the front suspension stroke length the suspension for the rigid front wheel axle is designed as a passive kinematic anti-diving system.
    An advantage of this vehicle with a passive kinematic anti-diving system is that diving of the chassis relative to the ground or the rigid front wheel axle is minimized or prevented, thus allowing a smaller distance between the chassis and the horses for the vehicle. Due to the smaller distance, the total length of the combination of vehicle and horses can be reduced, thereby improving the maneuverability of the combination. The anti-dive system also provides better comfort for the driver and, if applicable, other people on the vehicle. In competitions, for example when performing an obstacle course, the driver is able to perform his task better, which increases his chances of winning.
    By providing a front suspension with a passive anti-dive system, the system becomes simple because it contains no active components, requires no energy, does not need to be operated by a motorized steering, and stays close to the character of this type of vehicle.
    Preferably, in the portion of the front suspension stroke length, the suspension is arranged to use a braking force, i.e. a braking action, applied by the front brake on the associated front wheel, to minimize the lowering of the chassis relative to the rigid front wheel axle. As a result, the braking action caused by diving, i.e., lowering of the chassis, is advantageously used to reduce the effect on the chassis.
    Preferably, the aforementioned part of the front suspension stroke length extends around an equilibrium position of the rigid front wheel axle, which is defined by the position of the rigid front wheel axle relative to the chassis in a ready-to-use position of the vehicle. In other words, the ready-to-use position is the position in which the vehicle, possibly including one or more drivers and / or load, is ready to start driving, ie the vehicle is in a rest position, for example at the start of an equestrian event, such as an agility ride .
    Since the braking action of the front brake will usually take place when the rigid front wheel axle is close to the equilibrium position, the anti-diving system preferably also functions properly in that position.
    In one embodiment, in the aforementioned part of the front suspension stroke length, the rigid front wheel axle is arranged such that the chassis moves in an upward direction relative to the rigid front wheel axle as a result of a braking action caused by the front brake. The movement of the chassis will give the driver in the seat a more comfortable feeling while braking and reduce the driver's feeling that the braking action wants to pull him off the vehicle. This more comfortable feeling can be enhanced by simultaneously lowering the rear of the chassis, so that the chassis, and therefore the driver's seat, is tilted backwards during braking. This can be done by a suitable design of the rear wheel suspension that causes such a reduction and tilt back.
    In a preferred embodiment, the rear wheels are mounted on a rigid rear wheel axle, the vehicle further comprising a suspension for the rigid rear wheel axle which defines a rear suspension stroke length of the rigid rear wheel axle relative to the chassis. Furthermore, a driver-operated rear brake is preferably provided between the rigid rear wheel axle and one of the rear wheels.
    In a preferred embodiment, the suspension for the rigid rear wheel axle is arranged to lower the chassis relative to the rigid rear wheel axle during a braking action.
    In one embodiment, the suspension for the rigid front wheel axle comprises a spring element, a first and a second rod, wherein each of the first and second rod is pivotally connected to the bogie of the chassis and the rigid front wheel axle, and wherein the chassis, the first rod , the second rod, and the rigid front wheel axle form a four-rod mechanism which is spring loaded by the spring element. The spring element hereby counteracts, i.e. absorbs, the static and dynamic loads between the chassis and the rigid front wheel axle as a result of the weight of the chassis (and possible driver) and the driving of the vehicle.
    Preferably, the suspension for the front wheel axle also comprises a damper, e.g. a shock absorber, possibly combined with a spring element. A spring and a damper are also preferably provided for the rear wheels.
    In one embodiment, the four-rod mechanism is arranged such that in said portion of the front suspension stroke length a rotation of the rigid front wheel axle in the same direction as the front wheels when the vehicle moves forward causes both the first rod and the second rod to rotate downwards relative to the chassis.
    A braking force applied by the front brake on an associated front wheel will result in a moment around a longitudinal axis of the rigid front wheel axle in the same direction as the direction of rotation of the front wheels. This moment is then used to counter the tendency of the undercarriage to dive, because the tendency of the rigid front wheel axle to rotate in the aforementioned direction due to the moment results in a tendency of the undercarriage to move upwards. Thus, the moment due to the braking action is used to exert a vertical force on the chassis to reduce the lowering of the chassis due to the braking action. This is in contrast with the vehicle according to NL 1021655, the moment as a result of braking exacerbating the diving action, see fig. 1 of NL 1021655.
    Preferably, the first rod is pivotally connected to the chassis bogie by a first chassis pivot and pivotally connected to the rigid front wheel axle by a first axle hinge, the second rod is pivotally connected to the chassis bogie by a second chassis pivot and pivotally connected is with the rigid front wheel axle through a second axle hinge, wherein the four-rod mechanism is arranged such that in side view and in the aforementioned part of the front suspension stroke length one of the following conditions is met: - a line through the first chassis hinge and the first axle hinge and a line through the second chassis hinge and the second axis hinge intersect at the rear of a line through the first axis hinge and the second axis hinge when the first chassis hinge moves forward from the first axis hinge and at the front of the line through the first axis hinge and the second axis hinge is located, or when the first undercarriage hinge is located rearwardly of the first axle hinge and at the rear of the line through the first axle hinge and the second axle hinge, or that - the line through the first underframe hinge and the first axle hinge and the line through the second frame hinge and the second axle hinge intersect at the front of the line through the first axle hinge and the second axle hinge when the first frame hinge is located forward of the first axle hinge and at the rear of the line through the first axle hinge and the second axle hinge, or when the first undercarriage hinge is located rearwardly from the first axle hinge and at the front of the line through the first axle hinge and the second axle hinge.
    If one of the above conditions is met, it is guaranteed that the first rod and the second rod move downward relative to the chassis when the rigid front wheel axle rotates in the same direction as the front wheel when the vehicle moves forward.
    The placement of the axle and chassis hinges as well as the distance between the axle hinges and their associated chassis hinges significantly influence the behavior of the front wheel suspension and will be a compromise between the available space and the desired behavior of the front wheel suspension during braking.
    Preferably, the first rod and the second rod are oriented substantially horizontally to allow a relatively large vertical movement of the rigid front wheel axle with respect to the chassis.
    Preferably one or more of the following situations applies to the vehicle: - that in side view, in the equilibrium position, a line connecting the first and second axle hinges an angle of less than 60 degrees, preferably less than 45 degrees, with more preferably less than 30 degrees, and most preferably less than 15 degrees with the vertical; - that in side view, in the equilibrium position, a line connecting the first undercarriage hinge and the first axle hinge at an angle of less than 60 degrees, preferably less than 45 degrees, more preferably less than 30 degrees, and most preferably less than 15 degrees with the horizontal; - that in side view, in the equilibrium position, a line connecting the second frame hinge and the second axis hinge an angle of less than 60 degrees, preferably less than 45 degrees, more preferably less than 30 degrees, and most preferably less than 15 degrees with the horizontal.
    Preferably, the first rod and the second rod, viewed in side view, extend in opposite directions.
    In one embodiment the suspension for the rigid rear wheel axle has a suspension rod which is pivotally connected to a front of the suspension rod on the chassis and which is fixedly connected to the rigid rear wheel axle, and a further spring element for resiliently suspending the suspension rod.
    According to a second aspect of the invention, a vehicle is provided according to the preamble of claim 15, characterized in that the four-rod mechanism is arranged such that the front suspension stroke length has at least a part with a horizontal range of movement of the rigid front wheel axle being at most 0.25, preferably 0.1, more preferably 0.05 times a vertical range of movement of the rigid front wheel axle.
    An advantage of the second aspect of the invention is that the horizontal range of movement is small, also when the chassis dives relative to the rigid front wheel axle, thereby allowing a small distance between the chassis and the horses for the vehicle, and the maneuverability of the combination of vehicle and horses.
    Another advantage of the second aspect of the invention is that the horizontal range of movement is not only small during braking, but also while the vehicle is running without braking, bumps causing the rigid front wheel axle to move relative to the chassis. It is thus guaranteed that the distance between the chassis and the horses for the vehicle remains above a predetermined value regardless of what the vehicle does.
    In one embodiment, said portion of the front suspension stroke length extends around an equilibrium position of the rigid front wheel axle, which is defined by the position of the rigid front wheel axle relative to the chassis in a ready-to-use position of the vehicle, similar to the first aspect of the invention .
    Preferably, the aforementioned portion of the front suspension stroke length is at least 20 mm long, more preferably at least 40 mm long, and most preferably at least 60 mm long.
    In one embodiment, the first rod is pivotally connected to the chassis by a first chassis hinge and pivotally connected to the rigid front wheel axle by a first axle hinge, the second rod is pivotally connected to the chassis by a second chassis hinge and pivotally connected to the rigid front wheel axle by a second axle hinge, and wherein in side view, in the aforementioned part of the front suspension stroke length, one of the frame hinges is higher than the associated axle hinge, and the other frame hinge is lower than the associated axle hinge in the case that both frame hinges are located on the same side of a line through the first and second axis hinge, and both frame hinges are located higher or lower than the associated axis hinges in case the frame hinges are located on either side of the line through the first and second axis hinge.
    The invention provides a third aspect of the invention in a vehicle according to claim 19, wherein the front wheel suspension and the rear wheel suspension are designed such that operation of the front brake and the rear brake causes the chassis of the vehicle to tilt backwards.
    The invention also relates to in combination a vehicle as described above and one or more horses attached to the front of the vehicle to tow the vehicle.
    The invention also relates to a method for using a vehicle as described above, wherein the vehicle is pulled by one or more horses.
    The invention also relates to a method for riding a horse race, e.g. a method for riding in an obstacle course, wherein the vehicle is pulled by one or more horses.
    It will be understood by those skilled in the art that the aspects of the invention may be applied in various combinations in a vehicle to be towed by an animal, an example of which is explained below.
    The aspects of the invention will now be described in a non-limiting manner with reference to the figures, wherein:
    FIG. 1 schematically shows a vehicle according to an embodiment of the invention;
    FIG. 2a-2c show schematically in more detail an embodiment of the suspension for the rigid front wheel axle of the vehicle of Figs. 1 in three respective situations;
    FIG. 3 shows a portion of a front suspension stroke length defined by the suspension for the rigid front wheel axle of FIG. 2;
    FIG. 4 schematically in more detail an embodiment of the suspension for the rigid rear wheel axle of the vehicle of FIG. 1;
    FIG. 5 schematically shows, in more detail, another embodiment of the suspension for the rigid front wheel axle of the vehicle of FIG. 1;
    FIG. 6 schematically in more detail yet another embodiment of the suspension for the rigid front wheel axle of the vehicle of FIG. 1; and
    FIG. 7 shows a preferred embodiment of a vehicle according to the invention from below.
    FIG. 1 shows schematically a vehicle V to be pulled by an animal, in particular a horse, according to an embodiment of the invention. The vehicle V comprises two front wheels FW mounted on a rigid front wheel axle RA1. Since the vehicle can be seen from the side, only one front wheel can be seen in FIG. 1.
    The vehicle V further comprises a chassis C having a frame FR with a driver's seat S, and a turntable TT, wherein the rigid front wheel axle RA1 is mounted on the turntable TT so that the rigid front wheel axle is able to turn around a substantially vertical axis PA with respect to the frame FR.
    In a preferred embodiment, the seat S is a double seat that makes it possible for an additional person, e.g., a referee, to sit next to the driver.
    In a preferred embodiment, the vehicle has one or more benches or seats behind the driver that are arranged on each side of the vehicle.
    In a preferred embodiment, the vehicle has a rear-end platform that preferably extends across the width of the vehicle for a person who offers a counterweight during a competition.
    The vehicle V also has two rear wheels RW. In this example, as preferred, they are mounted on a rigid rear wheel axle RA2. In FIG. 1, only one rear wheel RW can be seen.
    Both the rigid front wheel axle RA1 and the rigid rear wheel axle RA2 extend in a transverse direction of the vehicle.
    Between the rigid front wheel axle RA1 and the chassis, in this case the turntable TT of the chassis C, a suspension FS is provided for the rigid front wheel axle. Between the rigid rear wheel axle RA2 and the chassis, a suspension RS is provided for the rigid rear wheel axle.
    The suspension for the rigid front wheel axle defines a front suspension stroke length of the rigid front wheel axle relative to the chassis C.
    The suspension for the rigid rear wheel axle defines a rear suspension stroke length of the rigid rear wheel axle relative to the chassis C.
    For competition use of the vehicle - with the vehicle at rest - the distance between the front and the rear axle is preferably at most 1.50 meters, more preferably between 0.9 and 1.2 meters.
    Arranged on the turntable, as a preferred embodiment of an animal fastening device for attaching one or more horses to the vehicle, is a pole PO which is adapted to connect one or more animals, in particular horses, to the vehicle. The animal or horse is then able to pull the vehicle V as indicated by arrow FD.
    Not shown in FIG. 1 is that the vehicle preferably has at least one driver-operated front brake which is arranged between the rigid front wheel axle and one of the front wheels FW, e.g. one or more disc brakes, which are e.g. hydraulically driven. One or more brake pedals may be mounted on the chassis to be operated by the driver's foot.
    In this example, the suspension for the rigid front wheel axle is arranged in at least a part of the front suspension stroke length as a passive kinematic anti-diving system. The advantage is that when the driver applies the front brake and brakes the vehicle, the suspension of the chassis relative to the suspension for the rigid front wheel axle is prevented or minimized as a result of the braking action. The suspension for the rigid front wheel axle is preferably adapted to push the chassis upwards during braking. More preferably, the chassis tilts backwards during braking.
    An advantage is that the distance between the chassis and the horses for the vehicle can become smaller than in the case that an anti-diving system is missing, which increases maneuverability. This is very advantageous when the vehicle is used in competitions. Furthermore, when the chassis tilts back during braking, the driver's sense of being thrown from the vehicle is reduced by the braking action or eliminated altogether.
    Preferably, the suspension for the rigid front wheel axle in the portion of the front suspension stroke length is adapted to use the braking force applied to the associated front wheel by the front brake to minimize the lowering of the chassis relative to the rigid front wheel axle.
    FIG. 2a shows schematically in more detail the suspension FS for the rigid front wheel axle of the vehicle V of FIG. 1.
    The suspension FS for the rigid front wheel axle comprises a spring element SE, a first rod LI1 pivotally connected to the turntable of the chassis and the rigid front wheel axle RA1, and a second rod LI2 pivotally connected to the turntable of the chassis and the rigid front wheel axle, wherein the chassis, the first rod L1, the second rod L1, and the rigid front wheel axle RA1 form a four-rod mechanism which is spring loaded by the spring element SE.
    The chassis in FIG. 2a is schematically represented by chassis parts C1, C2, and C3.
    The front wheel FW can rotate about a horizontal axis with respect to the rigid front wheel axle RA1 and rests on the ground G. The rigid front wheel axle, and thereby the front wheel and the suspension for the rigid front wheel axle, are shown in an equilibrium position, which is defined by the position of the rigid front wheel axle with respect to the chassis in a ready-to-use position of the vehicle, ie the rest position. The weight of the chassis and possibly one or more drivers will push the spring element until its reaction force can compensate for the weight. It is this position that is called the equilibrium position. The equilibrium position is therefore determined by the weight of the vehicle and a spring constant of the spring element.
    The first rod L1 is pivotally connected to the turntable of the chassis by a first chassis hinge CH1 and is pivotally connected to the rigid front wheel axle by a first axle hinge AH1. The second rod L2 is pivotally connected to the turntable of the chassis by a second chassis hinge CH2 and is pivotally connected to the rigid front wheel axle by a second axle hinge AH2.
    A front brake (not shown) is provided between the rigid front wheel axle and one of the front wheels FW. When the vehicle moves in the forward direction FD and the front brake is operated, it will apply a braking force that tends to slow down the rotation speed of the front wheel relative to the rigid front wheel axle RA1. This braking action is indicated by arrow BA. As a result of the braking action, a reaction moment is applied to the rigid front wheel axle RA1 in a direction indicated by arrow RM.
    In this embodiment, the reaction moment RM is used to prevent or minimize the lowering of the chassis due to the braking action.
    Ignoring other loads and forces, the reaction moment RM will cause a rotation of the rigid front wheel axle RA1, possibly to the position as shown in FIG. 2b. In FIG. 2b, the rigid front wheel axle RA1 is rotated in the direction of the arrow RM in FIG. 2a, i.e. in the same direction as the front wheels when the vehicle moves forward. The rotation of the rigid front wheel axle causes a downward rotation with respect to the chassis of both the first rod and the second rod. Since the front wheel is supported by the ground, rotation of the first and second rod downwards causes a movement of the chassis upwards relative to the rigid front wheel axle or the ground.
    The reaction moment RM will therefore provide vertical forces in the first and second chassis hinges CH1, CH2 that prevent or minimize the lowering of the chassis. Depending on variables such as length of the first and second rod, weight of the vehicle, orientation of the first and second rod, etc., the skilled person can find the desired behavior of the suspension.
    Whether the four-rod mechanism of the suspension for the rigid front wheel axle behaves in the desired manner, ie that a rotation of the rigid front wheel axle in the same direction as the front wheels when the vehicle moves in a forward direction causes a downward rotation of both the first and the first second rod with respect to the chassis, can be verified by looking or in side view, ie the views of FIG. 2a and 2b, in the position of FIG. 2a, one of the following conditions is met: - that a line L1 through the first chassis hinge CH1 and the first axle hinge AH1 and a line L2 through the second chassis hinge CH2 and the second axle hinge AH2 intersect at the rear RL3 of a line L3 by the first axis hinge AH1 and the second axis hinge AH2 when the first chassis hinge CH1 is located forward of the first axis hinge AH 1 and at the front FL3 of the line L3 through the first axis hinge AH1 and the second axis hinge AH2, or when the first chassis hinge CH1 rearward of the first axle hinge AH 1 and at the rear RL3 of the line L3 through the first axle hinge AH1 and the second axle hinge AH2, or that the line L1 through the first chassis hinge CH1 and the first axle hinge AH 1 and the line L2 through the second chassis hinge CH2 and the second axis hinge AH2 intersect at the front FL3 of the line L3 through the first axis hinge AH1 e n the second axis hinge Ah2 when the first chassis hinge CH1 is located forward of the first axis hinge AH1 and at the rear RL3 of the line L3 through the first axis hinge AH 1 and the second axis hinge AH2, or when the first chassis hinge CH1 is rearward of the first axis hinge AH 1 and at the front FL3 of the line L3 through the first axle hinge AH1 and the second axle hinge AH2.
    Since in the embodiments of FIG. 2a and 2b the first undercarriage hinge CH1 is located forward of the first axis hinge AH1 and at the front FL3 of the line L3, the above conditions are met if the lines L1 and L2 intersect at the rear RL3 of the line L3. The lines L1 and L2 intersect at the point S1 and this point S1 is located at the rear RL3 of the line L3, so that one of the conditions is met.
    In FIG. 2b, the conditions are still met, so that the first aspect of the invention also applies to this part of the front suspension stroke length.
    FIG. 2c shows the suspension for the rigid front wheel axle FS of FIG. 2a in a third position, in which the rigid front wheel axle is rotated in a direction opposite to the arrow RM in FIG. 2a. Since the lines L1 and L2 still intersect at the rear RL3, the condition is still met for this part of the front suspension stroke length, so that the part in which the suspension is arranged as a passive kinematic anti-diving system extends around the equilibrium position of the rigid front wheel axle.
    The vehicle can be in the position of FIG. 2c are due to a bump in the ground G. Operating the front brake will then still result in a minimal reduction of the chassis.
    The suspension for the rigid front wheel axle is preferably arranged as a passive anti-diving system for the entire front suspension stroke length.
    In Figs. 2a-2c it can also be seen that the line L1 connecting the first chassis hinge CH1 and the first axle hinge AH1 makes an angle of less than 45 degrees with the horizontal, that the line L2 connecting the second chassis hinge CH2 and the second axis hinge AH2 connects an angle of less than 45 degrees to the horizontal, and the line L3 connecting the first and second axis hinges makes an angle of less than 45 degrees to the vertical, at least in the equilibrium position (Fig. 2a), but preferably also in a position around the equilibrium position (Fig. 2b, 2c).
    The spring element SE is pivotally connected to the chassis and pivotally connected to the rigid front wheel axle via first axle hinge AH1. However, this is not essential. The spring element can be hingedly connected to both the chassis and the rigid front wheel axle at different positions, or is not hingedly connected, but fixedly connected to the chassis and / or the rigid front wheel axle.
    The four-rod mechanism formed by the chassis, the first rod, the second rod, and the rigid front wheel axle is also arranged in this embodiment such that the front suspension stroke length has at least a part in which a range of movement of the rigid front wheel axis in the horizontal direction is at most 0.05 times the range of movement in the vertical direction. A portion P1 of a possible front suspension stroke length of the rigid front wheel axle is shown as a continuous line in FIG. 3, the rigid front wheel axle being shown in dotted lines for the positions corresponding to FIG. 2b and 2c.
    The horizontal range of movement is indicated by HR, and the vertical range of movement is indicated by VR. As can be seen, the horizontal movement range HR is much smaller than the vertical movement range VR. Preferably the vertical range is at least 20 mm, more preferably at least 40 mm.
    As can be seen in FIG. 2a-2c, the frame hinges CH1, CH2 are located on opposite sides of their associated axis hinges, respectively AH 1 and AH2, and both frame hinges are higher than their associated axis hinges, kinematically ensuring that the horizontal range of movement is limited with respect to the vertical range of movement and also allowing the rigid front wheel axle to rotate in the desired direction during braking.
    It is explicitly mentioned here that the embodiments according to Figs. 2a-2c and 3 both show the first and second aspect of the invention combined in a single embodiment.
    FIG. 4 shows schematically in more detail an embodiment of the suspension RS for the rigid rear wheel axle of the vehicle of FIG. 1. A rear brake that can be operated by the driver is fitted between the rigid rear wheel axle RA2 and one of the rear wheels RW. A braking action of the rear brake will lower the chassis relative to the rear wheel axle since the torque is due to the braking action in the same direction as the rotation of the wheels when the vehicle moves in the forward direction, indicated by arrow RM2.
    To achieve this effect, the rigid rear wheel axle suspension in this embodiment comprises a suspension rod LI3 pivotally connected to the chassis (indicated by chassis member C4) with a front end of the suspension rod LI3 via a third chassis hinge CH3, and a spring element SE2 around the suspension suspension spring. The spring element is therefore arranged between the chassis (indicated by chassis part C5) and the rigid rear wheel axle RA2.
    Lowering the chassis at the suspension for the rigid rear wheel axle in combination with an upward movement of the chassis at the suspension for the rigid front wheel axle will tilt the chassis backwards and the driver's feeling that the braking action tends to put him off the vehicle reduce throwing.
    FIG. 5 shows schematically in more detail another embodiment of the suspension for the rigid front wheel axle of the vehicle of FIG. 1. This embodiment shows only the first aspect of the invention and not the second aspect of the invention. The reference numerals refer to similar elements as in the previous embodiments and will not be described in further detail.
    The four-rod mechanism in FIG. 5 still has the property that the lines L1 and L2 intersect at the rear RL3 of the line L3, so that rotation of the rigid front wheel axle in the same direction as the front wheels when the vehicle moves forward causes both the first rod and the turn the second rod downwards with respect to the chassis.
    FIG. 6 shows schematically in more detail another embodiment of the suspension for the rigid front wheel axle of the vehicle of FIG. 1. This embodiment only shows the second aspect of the invention and not the first aspect of the invention. The reference numerals refer to corresponding elements of the previous embodiments and will therefore not be discussed in further detail.
    The embodiment is not in accordance with the first aspect of the invention, since the lines L1 and L2 now intersect at the front FL3 of the L3 and therefore rotate the first and the second rod upwards relative to the chassis when the rigid front wheel axle is in the same direction as the front wheels as the vehicle moves forward.
    However, since the frame hinges CH1 and CH2 are located on the same side of the line L3, one of the frame hinges (CH1) is higher than the associated axle hinge (AH1), and the other of the frame hinges (CH2) is higher than the associated axle hinge (AH2), the horizontal range of movement of the rigid front wheel axle can be limited with respect to the vertical range of movement.
    FIG. 7 shows from below a preferred embodiment of a four-wheel horse-driven vehicle, or cart, according to the invention. Elements already described above with reference to Figs. 1-6 are designated here with the same reference numerals.
    The vehicle comprises a platform 100 at the rear of the chassis on which a person can stand to move from one side of the vehicle to the other to provide a counterweight with which the vehicle can be balanced.
    Also shown in this figure are the front brake FBR and the rear brake RBR which are respectively arranged between the rigid front wheel axle RA1 and one of the front wheels FW, and between the rigid rear wheel axle RA2 and one of the rear wheels RW. Although not all brakes are indicated by reference numerals, the vehicle in this embodiment is equipped with a front brake FBR and rear brake RBR for each front or rear wheel.
    权利要求:
    Claims (22)
    [1]
    A vehicle to be towed by an animal, in particular a horse, comprising: - two front wheels mounted on a rigid front wheel axle; - a chassis comprising a frame with a driver's seat, and a bogie, wherein the rigid front wheel axle is arranged on the bogie so that the rigid front wheel axle is able to pivot relative to the frame about a substantially vertical axis; - two rear wheels; - at least one driver-operated front brake applied between the rigid front wheel axle and one of the front wheels; and - a suspension for the rigid front wheel axle, which defines a front suspension stroke length of the rigid front wheel axle with respect to the chassis, characterized in that in at least a part of the front suspension stroke length the suspension for the rigid front wheel axle is arranged as a passive kinematic anti- dive system.
    [2]
    A vehicle according to claim 1, wherein in said portion of the front suspension stroke length, the suspension is adapted to use a braking force applied by the front brake on the associated front wheel to minimize the lowering of the chassis relative to the rigid front wheel axle.
    [3]
    A vehicle according to claim 1 or 2, wherein said portion of the front suspension stroke length extends around an equilibrium position of the rigid front wheel axle, which is defined by the position of the rigid front wheel axle relative to the chassis in a ready-to-use position of the vehicle.
    [4]
    A vehicle according to any one of claims 1-3, wherein in said portion of the front suspension stroke length the rigid front wheel axle is arranged such that the chassis moves in an upward direction relative to the rigid front wheel axle as a result of a braking action caused by the front brake.
    [5]
    A vehicle according to any one of claims 1-4, wherein the suspension for the rigid front wheel axle comprises: - a spring element; - a first rod hingedly connected to the bogie of the chassis and the rigid front wheel axle; and - a second rod hingedly connected to the bogie of the chassis and the rigid front wheel axle; wherein the chassis, the first rod, the second rod, and the rigid front wheel axle form a four-rod mechanism which is spring loaded by the spring element.
    [6]
    A vehicle according to claim 5, wherein the four-rod mechanism is arranged such that in said portion of the front suspension stroke length a rotation of the rigid front wheel axle in the same direction as the front wheels when the vehicle moves forward causes both the first rod and the second rod to turn down with respect to the chassis.
    [7]
    A vehicle according to claim 5 or 6, wherein the first rod is pivotally connected to the bogie of the chassis by a first chassis hinge and is pivotally connected to the rigid front wheel axle by a first axle hinge, and wherein the second rod is pivotally connected to the bogie of the chassis by a second chassis hinge and is pivotally connected to the rigid front wheel axle by a second axle hinge, the four-rod mechanism being arranged such that in side view and in the aforementioned part of the front suspension stroke length one of the following conditions is met: - a line through the first chassis hinge and the first axle hinge and a line through the second chassis hinge and the second axle hinge intersect at the rear of a line through the first axle hinge and the second axle hinge when the first chassis hinge is forward of the first axle hinge and at the front of the line through hey the first axis hinge and the second axis hinge are located, or when the first undercarriage hinge is located rearwardly of the first axis hinge and at the rear of the line through the first axis hinge and the second axis hinge, or that - the line through the first underframe hinge and the first the axis hinge and the line through the second chassis hinge and the second axis hinge intersect at the front of the line through the first axis hinge and the second axis hinge when the first chassis hinge moves forward from the first axis hinge and at the rear of the line through the first axis hinge and the second axis hinge, or when the first undercarriage hinge is rearward of the first axis hinge and at the front of the line through the first axis hinge and the second axis hinge.
    [8]
    A vehicle according to claim 3 and one of claims 5-7, wherein the first rod is pivotally connected to the bogie of the chassis by a first chassis hinge and is pivotally connected to the rigid front wheel axle by a first axle hinge, and wherein the second rod is pivotally connected to the bogie of the chassis by a second chassis hinge and is pivotally connected to the rigid front wheel axle by a second axle hinge, and wherein in side view, in the equilibrium position, a line connecting the first and second axle hinges an angle of less than 45 degrees with the vertical.
    [9]
    A vehicle according to claim 3 and one of claims 5-8, wherein the first rod is pivotally connected to the bogie of the chassis by a first chassis hinge and is pivotally connected to the rigid front wheel axle by a first axle hinge, and wherein the second rod is pivotally connected to the bogie of the chassis by a second chassis hinge and is pivotally connected to the rigid front wheel axle by a second axle hinge, and wherein in side view, in the equilibrium position, a line connecting the first chassis hinge and the first axle hinge makes less than 45 degrees with the horizontal.
    [10]
    A vehicle according to claim 3 and one of claims 5-9, wherein the first rod is pivotally connected to the bogie of the chassis by a first chassis hinge and is pivotally connected to the rigid front wheel axle by a first axle hinge, and wherein the second rod is pivotally connected to the bogie of the chassis by a second chassis hinge and is pivotally connected to the rigid front wheel axle by a second axle hinge, and wherein in side view, in the equilibrium position, a line connecting the second chassis hinge to the second axle hinge makes less than 45 degrees with the horizontal.
    [11]
    A vehicle according to any of claims 5-10, wherein the first rod and the second rod, viewed in side view, extend substantially in opposite directions.
    [12]
    A vehicle according to any of the preceding claims, wherein the two rear wheels are mounted on a rigid rear wheel axle, and wherein the vehicle further comprises a suspension for a rigid rear wheel axle which defines a rear suspension stroke length relative to the chassis, and a driver-operable rear brake applied between the rigid rear wheel axle and one of the rear wheels.
    [13]
    A vehicle according to claim 12, wherein the suspension for the rigid rear wheel axle is adapted to lower the chassis relative to the rigid rear wheel axle during a braking action of the rear brake.
    [14]
    A vehicle according to claim 12 or 13, wherein the suspension for the rigid rear wheel axle has a suspension rod pivotally connected to the chassis with a front side and rigidly connected to the rigid rear wheel axle, and has a further spring element for resiliently loading the suspension rod.
    [15]
    A vehicle to be towed by an animal, in particular a horse, possibly according to one of the claims 1-14, comprising: - a chassis with a driver's seat; - two front wheels mounted on a rigid front wheel axle; - two rear wheels; and - a suspension for the rigid front wheel axle defining a front suspension stroke length of the rigid front wheel axle relative to the chassis, the suspension for the rigid front wheel axle comprising: - a spring element; - a first rod hingedly connected to the chassis and the rigid front wheel axle; and - a second rod pivotally connected to the chassis and the rigid front wheel axle, the chassis, the first rod, the second rod, and the rigid front wheel axle forming a four-rod mechanism that is spring-loaded by the spring element, characterized in that it four-rod mechanism is arranged such that the front suspension stroke length has at least a part with a horizontal range of movement of the rigid front wheel axle being at most 0.25, preferably 0.1, more preferably 0.05 times a vertical range of movement of the rigid front wheel axle.
    [16]
    A vehicle according to claim 15, wherein said portion of the front suspension stroke length extends around an equilibrium position of the rigid front wheel axle, which is defined by the position of the rigid front wheel axle relative to the chassis in a ready-to-use position of the vehicle.
    [17]
    A vehicle according to claim 15 or 16, wherein said portion of the front suspension stroke length is at least 20 mm long, preferably at least 40 mm long, and more preferably at least 60 mm long.
    [18]
    A vehicle according to any of claims 15-17, wherein the first rod is pivotally connected to the chassis by a first chassis hinge and is pivotally connected to the rigid front wheel axle by a first axle hinge, and wherein the second rod is pivotally connected to the undercarriage by a second undercarriage hinge and is pivotally connected to the rigid front wheel axle by a second axle hinge, wherein in side view, in said part of the front suspension stroke length, one of the undercarriage hinges is higher than the associated axle hinge, and the other undercarriage hinge is lower than the associated axle hinge in the case that both frame hinges are located on the same side of a line through the first and second axle hinge, and both frame hinges are located higher or lower than the corresponding axle hinges in case the frame hinges are located on either side of the line through the first and second ass charnier.
    [19]
    19. A vehicle to be towed by an animal, in particular by pulling a horse, comprising: - two front wheels; - a chassis comprising a frame with a driver's seat, and a bogie, wherein the front wheels are arranged on the bogie to steer the vehicle; - two rear wheels; - at least one driver-operated front brake for at least one front wheel; - at least one driver-operated rear brake for at least one rear brake; - a front wheel suspension defining a front suspension stroke length of the front wheels relative to the chassis, - a rear wheel suspension defining a rear suspension stroke length of the rear wheels relative to the chassis, characterized in that the front wheel suspension and the rear wheel suspension are designed such that operation of the front brake and the rear brake causes the chassis of the vehicle to tilt backwards.
    [20]
    20. In combination a vehicle according to one or more of the preceding claims and one or more horses attached to the front of the vehicle to tow the vehicle.
    [21]
    A method of using a vehicle according to one or more of the preceding claims, wherein the vehicle is pulled by one or more horses.
    [22]
    A method for competitive horse riding, for example a method for riding in an obstacle course, wherein use is made of a vehicle according to one or more of the preceding claims and wherein the vehicle is pulled by one or more horses.
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    同族专利:
    公开号 | 公开日
    NL2003789C2|2011-05-12|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB142272A|1919-04-14|1920-05-06|Charles Hosking|Improvements relating to two-wheeled draft vehicles|
    US1467499A|1922-09-23|1923-09-11|Armie Lange|Automatic wagon brake|
    NL1021655C2|2002-10-15|2004-04-16|Petrus Antonius Adrianus Laat|Cart, especially for pulling by horses, has fixed axle suspension formed by four bar mechanism|
    NL1028614C2|2004-12-16|2006-06-19|Godefridus Johanne Verdonschot|Horse drawn carriage, has axle connected to chassis via length and cross direction arms|
    法律状态:
    2014-05-31| RE| Patent lapsed|Effective date: 20131130 |
    优先权:
    申请号 | 申请日 | 专利标题
    NL2003789|2009-11-11|
    NL2003789A|NL2003789C2|2009-11-11|2009-11-11|An animal-drawn vehicle.|
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