阅读说明：本技术 用于摩托车的侧向行李容器的支撑装置 (Support device for a lateral luggage container of a motorcycle ) 是由 A·哥林 M·米尔曼 于 2018-06-15 设计创作，主要内容包括：本发明涉及一种用于将侧向的行李容器(7、8)固定在机动车、尤其是摩托车或类似摩托车的车辆上的连接装置,其包括后车架区段(21)和支撑元件(22),支撑元件横向于车架区段(21)的纵向方向延伸并且在侧向的左端部(22a)上构造用于与左行李容器(7)连接并且在侧向的右端部(22b)上构造用于与右行李容器(8)连接,所述支撑元件(22)可相对于车架区段(21)相对运动地与该车架区段连接。此外,本发明还提出一种具有相应连接装置的车辆。(The invention relates to a connecting device for fastening a lateral luggage container (7, 8) to a motor vehicle, in particular a motorcycle or a motorcycle-like vehicle, comprising a rear frame section (21) and a support element (22) which extends transversely to the longitudinal direction of the frame section (21) and is designed on a lateral left end (22a) for connection to a left luggage container (7) and on a lateral right end (22b) for connection to a right luggage container (8), the support element (22) being connected to the frame section (21) so as to be movable relative thereto. The invention further relates to a vehicle having a corresponding connecting device.)

1. Connecting device (20) for fastening a lateral luggage container (7, 8) to a motor vehicle (1), in particular a motorcycle or a motorcycle-like vehicle, comprising a rear frame section (21) and a support element (22) which is designed to extend transversely to the longitudinal direction (L') of the frame section (21) and which is designed on a lateral left end (22a) for connection to a left luggage container (7) and on a lateral right end (22b) for connection to a right luggage container (8), characterized in that the support element (22) is connected to the frame section (21) so as to be movable relative to the latter.

2. Connecting device (20) according to claim 1, characterized in that the support element (22) has in the region of the left end (22a) and the right end (22b) in each case one lateral support arm (23a, 23b) and at least one transverse beam (24) which connects the lateral support arms (23a, 23b) to one another, the two lateral support arms (23a, 23b) in each case being designed for connection to a corresponding associated lateral luggage container (7, 8).

3. Connecting device (20) according to claim 2, characterized in that the supporting element (22) is configured as a frame element, in particular a rectangular or trapezoidal frame element, the lateral supporting arms (23a, 23b) being connected to one another at their ends by a respective cross beam (24).

4. The connecting device (20) according to any one of claims 1 to 3, characterised in that the relative movement is by means of a translational movement (B) transverse to the longitudinal direction (L') of the frame section (21)_T) And (4) limiting.

5. Connecting device (20) according to claim 4, characterized in that the supporting element (22) is connected translatably to a frame section (21) by a number of bearing points (30), the bearing points (30) each having a respective connecting element for the translational movement (B)_T) A guiding section (31) for guiding.

6. The connecting device (20) according to claim 4 or 5, characterized in that the connecting device (20) comprises at least two rail elements (40) oriented transversely to the longitudinal direction (L') of the frame section (21), the support element (22) being connected with the rail elements (40) in a translationally slidable manner by means of slide bearings (43).

7. Connecting device (20) according to one of claims 1 to 3, characterized in that the relative movement is effected by a rotational movement (B) of the support element (22) relative to the frame section (21) about a defined rotational axis (D)_D) And (4) limiting.

8. The connecting device (20) according to claim 7, characterized in that the axis of rotation (D) is oriented substantially in the vertical direction of the frame section (21).

9. Connecting device (20) according to claim 7 or 8, characterized in that the rotational axis (D) is a real rotational axis defined by a rotational bearing (51) or a virtual rotational axis (D)_V)。

10. Connecting device (20) according to one of claims 7 to 9, characterized in that the supporting element (20) is connected to the frame section (21) so as to be relatively movable via a number of bearing points (50), the bearing points (50) each having a respective bearing point for a counter-rotational movement (B)_D) A guiding section (51) for guiding.

11. Connecting device (20) according to one of claims 7 to 10, characterized in thatSaid defined axis of rotation (D, D)_V) Is arranged in front of the geometric center of gravity (S) of the support element (22) in the longitudinal direction (L') of the frame section (21).

12. Connection device (20) according to any of claims 7 to 11, characterized in that said defined rotation axis (D, D)_V) Is arranged in the support element (22).

13. The connecting device (20) according to any one of claims 2 to 12, characterised in that each lateral supporting arm (23a, 23b) has at least one suspension section (25) for detachably suspending the respective luggage container (7, 8).

14. Vehicle (1), in particular a motorcycle or a motorcycle-like vehicle, comprising a connecting device (20) for fastening a lateral luggage container (7, 8) to the motor vehicle (1), characterized in that the connecting device (20) is constructed according to one of claims 1 to 13.

15. Vehicle (1) according to claim 14, characterised in that the vehicle (1) has on the vehicle side a rigid fixing projection connected to the vehicle frame, which is configured for detachable connection with the respective lateral luggage container (7, 8), preferably for connection in the lower region of the luggage container (7, 8).

Technical Field

The invention relates to a connecting device for fastening a lateral luggage container to a motor vehicle, in particular a motorcycle or a motorcycle-like vehicle, according to the preamble of claim 1, and to a correspondingly equipped motor vehicle according to the preamble of claim 14.

Background

Side bags or side boxes are known from the prior art and are luggage containers which are usually fastened to the side of the rear region of the motorcycle and can be removed when required. Similar devices can also be used for vehicles like motorcycles, such as scooters or pedal motorcycles, in particular two-, three-or four-wheeled scooters, and four-or three-wheeled motorcycles. Such a device is known, for example, from EP 2783955B 1.

These lateral luggage containers have been shown to promote or enhance the tendency of the motorcycle to swing, particularly in the luggage-loaded condition. Therefore, considerable efforts are often made in vehicles to reduce this tendency to sway, for example by making complex adjustments to the chassis or by complex roof rack support systems. The latter may, for example, according to US 9,010,598B 2 comprise a parallelogram-shaped substructure to which the lateral luggage containers are fastened.

By means of such a movable bearing, a movement decoupling is achieved, which reduces the transmission of forces acting on the vehicle (in particular under rapid load changes) to the lateral luggage container, thereby contributing to the stability of the entire vehicle.

However, it has been shown that a movable mounting relative to the entire vehicle constitutes a structural challenge, in particular with regard to the coordination between the desired damping effect and sufficient strength for achieving a stable and high-load-bearing connection.

Disclosure of Invention

The object of the invention is therefore to provide a vehicle with a lateral luggage receptacle, which vehicle achieves a damping effect and at the same time is simple in construction and easy to handle.

This object is achieved by a connecting device for fastening a lateral luggage container to a motor vehicle according to the solution of claim 1 and a motor vehicle having the features of claim 14.

Accordingly, a connecting device for fastening a lateral luggage receptacle to a motor vehicle, in particular a motorcycle or a motorcycle-like vehicle, is proposed, comprising a rear frame section and a support element, which extends transversely to the longitudinal direction of the frame section and is designed on the lateral left end for connection to a left luggage receptacle and on the lateral right end for connection to a right luggage receptacle, the support element being connected to the frame section so as to be movable relative to the frame section.

The connecting device therefore defines a frame section which, in the mounted state on the vehicle, is usually connected to the structure or the frame (the rest) of the motor vehicle. The frame section may form a rear section of the frame, for example in the rear wheel region, and define a generally horizontally oriented section. The frame section may be disposed below the seat or bench in the vehicle vertical direction. The frame section may also be configured to support at least a portion of a seat or bench, for example.

The support element is connected to the frame section in such a way that the support element extends at least in the transverse direction thereof and, furthermore, the support element can be moved relative to the frame section. The transverse direction is oriented transversely to the longitudinal direction of the frame section, i.e. in the width direction of the frame section. In addition, the support element is connected at its two ends to one of the two luggage containers. The luggage receptacle can be arranged, for example, on the left or right side of the frame section. In the installed state, the longitudinal direction of the frame section preferably corresponds to the longitudinal direction of the motor vehicle itself.

According to one embodiment, the support element can be arranged on the upper side of the frame section and can be fixed so as to be movable relative to one another. This means that the support element is located above the frame section in the vertical direction of the vehicle. If a seat or bench is present in this area, the support element can also be arranged below the seat or bench, i.e. in the vertical direction between the frame section and the seat/bench.

Alternatively, the support element can also be arranged below the frame section, so that the support element is arranged on the underside of the frame section and is fixed to the frame section so as to be movable relative to it. As an alternative, the support element can also be arranged within the frame section and extend through the frame section.

The luggage container can be understood, for example, as a side box or side bag, which is connected to the respective end of the support element. The respective connection is preferably designed as a detachable connection, if necessary, in order to remove the respective luggage container from the motor vehicle, as will be described in more detail below.

For example, the support element can have lateral support arms in the region of the left and right ends, respectively, and at least one transverse strut connecting the lateral support arms to one another, which lateral support arms are each designed for connection to a corresponding associated lateral luggage container.

Thus, the lateral support arm may be oriented parallel and laterally spaced apart from a central axis oriented in the longitudinal direction or substantially parallel spaced apart from a side face of the frame section, for example. Instead, the cross member can be oriented in the transverse direction of the frame section in order to connect the two lateral support arms to one another. According to an exemplary embodiment, a U-shaped or double T-shaped support element (seen in top view) can thus be produced when one single cross beam is used.

Of course, more than one cross member, in particular two cross members, may be provided. According to a further embodiment, this provides the possibility of configuring the support element as a frame element, in particular a rectangular or trapezoidal frame element, the lateral support arms being connected to one another at their ends by one of the transverse beams in each case. Configuring the support element as a frame element can in this way provide a self-closing frame with an advantageously increased stiffness, in particular an increased torsional stiffness.

In any case, the support element may optionally be constructed as a one-piece member. This can be done by one-piece production or by connecting a plurality of separately produced individual parts in a material-locking manner, for example by welding the lateral support arms to the cross member or cross members.

The relative movement can be defined, for example, by a translational movement transverse to the longitudinal direction of the frame section. This means that the support element can be moved longitudinally in the transverse direction relative to the frame section and thus also transversely to the entire motor vehicle. Based on the motion decoupling achieved, this offers the possibility of mitigating lateral movements, such as swinging of the motor vehicle, due to the inertia of the luggage container.

For the translational movement, for example, a movement range y in the range-20 mm. ltoreq. y.ltoreq.20 mm, preferably 10 mm. ltoreq. y.ltoreq.10 mm, particularly preferably-7 mm. ltoreq. y.ltoreq.7 mm can be specified. This means that the support element connected to the frame section can be selectively displaced from a central neutral position by a maximum of 20mm or a maximum of 10mm or a maximum of 7mm in the left-hand direction or in the right-hand direction. In this way, an effective decoupling of the movement is provided, so that the rolling of the vehicle can be reduced.

The support element can be connected to the frame section such that it can be moved in a translatory manner via a number of bearing points, each having a guide section for guiding the translatory movement. For example, the bearing points can have oblong holes or guide grooves which serve as guide sections for corresponding connecting pins which connect the support element to the frame section. Preferably, the connecting pin is fixedly connected to the frame section and the guide section is assigned to the support element or is formed therein. Of course, the reverse arrangement is also possible.

In any case, the slot preferably extends transversely to the longitudinal direction of the frame section and thus in the transverse direction described, in order to guide the correspondingly oriented relative movement. The respective length of the guide section is adapted to the intended range of movement, so that the guide section has at least the respective length or is selected to be longer. If the guide sections are of the same length, the respective ends of the guide sections can serve as stops for limiting the range of motion. Alternatively, the respective length can also be selected to be longer, so that the end does not act as a stop, in which case further stops can be provided to limit the range of movement.

According to a further embodiment, the connecting device can comprise at least two guide rail elements oriented transversely to the longitudinal direction of the frame section, with which the support element is connected in a translatory slidable manner, for example by means of a slide bearing. The guide rail element can thus be fixedly connected with the frame section such that the support element can be moved slidably relative thereto. The guide rail element can preferably be designed as an extruded profile, which can be produced particularly cost-effectively and provides reliable guidance, which has the feature of particularly low friction and which directly influences the efficiency of the movement decoupling. In this embodiment, corresponding stops may also be provided to limit the range of the translational movement. The slide bearing is preferably designed as a plastic slide bearing and is provided in an easily replaceable manner.

Instead of a purely translatory relative movement, the relative movement can be defined by a rotational movement of the support element relative to the frame section about a defined rotational axis. This means that the support element cannot move translationally in the transverse direction of the frame section. Alternatively, the support element can be connected to the frame section in such a way that the support element is arranged rotatably about an axis of rotation relative thereto.

The pivot axis is preferably oriented for this purpose substantially in the vertical direction of the frame section. Accordingly, the support element moves in a plane of movement perpendicular thereto. In other words, the axis of rotation forms the normal to the plane of motion. For example, the plane of movement is arranged approximately parallel to the upper side of the frame section. "orientation substantially in the vertical direction" is to be understood not only as an orientation in which the axis of rotation is absolutely parallel to the vertical direction of the frame section (and therefore of the entire vehicle), but also as an orientation in which the axis of rotation is slightly inclined to the vertical up to approximately +/-10 °. Accordingly, even if the movement plane of the support element and thus the support element itself is inclined at this angle, the axis of rotation is still oriented as a normal to the movement plane. In any case, the pivot axis is preferably arranged on a central axis of the frame section oriented in the longitudinal direction.

The range of motion of the relative movement can, for example, include a maximum angle α of between-10 ° ≦ α ≦ 10 °, preferably between-5 ° ≦ α ≦ 5 °, particularly preferably between-3 ° ≦ a ≦ 3 ° about the axis of rotation, which means that the support element connected to the frame section can be rotated from the central neutral position by an angle α of up to a maximum of +10 ° or up to-10 ° (preferably up to +5 ° and-5 °, particularly preferably up to +3 ° and-3 °) in the defined plane of motion.

The rotational axis may be, for example, a real or virtual rotational axis defined by a rotational bearing. In the first case, the support element is rotatably connected to the frame section by means of a rotary bearing in order to provide said relative movement.

Instead of a defined rotary bearing, however, a guide groove can also be provided which guides the rotary movement of the support element, so that the rotary shaft is not defined by a real rotary shaft, but is provided only in a virtual manner, i.e. as a resulting rotary shaft.

For this purpose, the support element can be connected to the frame section, for example, so as to be movable relative to one another via a number of bearing points, each of which has a guide section for guiding the rotary movement. For this purpose, the bearing points can also have guide grooves or elongated holes which serve as guide sections for corresponding connecting pins which connect the support element to the frame section. Preferably, the connecting pin is fixedly connected to the frame section and the guide section is assigned to the support element or is formed therein. Of course, the reverse arrangement is also possible.

The guide sections are preferably oriented in such a way that they are straight or curved and are arranged tangentially to or on the circular path of the rotary movement, respectively. The respective minimum length of the guide section should be adapted to the set range of motion.

In each of the embodiments mentioned, the defined axis of rotation may be arranged in the longitudinal direction of the frame section in front of the geometric center of gravity of the support element. In this way, an eccentric arrangement is provided, by which the leverage for rotating the support element can be influenced depending on the selected distance. The spatial arrangement in front of the geometric center of gravity is therefore a particularly advantageous arrangement.

Furthermore, the defined axis of rotation may be arranged within the support element. This can be understood in that the axis of rotation intersects the surface defined by the support element. This optional condition also advantageously influences the rotational movement in order to achieve a simple coordination and a particularly efficient vibration damping of the motor vehicle. Particularly preferred is a combination with a simultaneous arrangement in front of the geometric center of gravity.

For example, the distance between the axis of rotation and the front side of the support element may be less than 1/2, preferably less than 1/3, of the total length of the support element oriented in the longitudinal direction of the frame section. In other words, the pivot axis is therefore arranged in the front half, preferably in the front third, of the total length of the support element extending in the longitudinal direction of the frame section, in order to achieve the best possible eccentric arrangement.

As an alternative, the arrangement of the defined pivot axis in the longitudinal direction of the frame section in front of the geometric center of gravity of the support element can also be realized in such a way that the pivot axis is not arranged in the support element. Alternatively, the defined axis of rotation may be arranged in front of the support element in the longitudinal direction and thus outside the surface defined by the support element.

In any case, optionally the lateral support arms may each have at least one suspension section for detachably suspending the respective luggage container. This offers the possibility of a simple and reliable fixing of the luggage container on the support element. Preferably, the luggage container has a respective suspension section in the middle or upper region (in the vertical direction) of the side facing the frame section.

Furthermore, a vehicle, in particular a motorcycle or a motorcycle-like vehicle, is provided, which has a connecting device for fastening a lateral luggage container to a motor vehicle, which connecting device is designed according to the present description.

Within the scope of the present description, a motorcycle-like vehicle is to be understood as meaning in particular all single-track vehicles, but also multi-track vehicles (each with a corresponding saddle bench for the user), particularly preferably two-, three-or four-wheeled scooters or scooter motorcycles, or motor tricycles and four-wheeled motorcycles.

In addition and optionally, the vehicle can have a rigid fastening projection on the vehicle side, which is connected to the vehicle frame and is designed for detachable connection to a respective lateral luggage container, preferably for connection in the lower region of the luggage container. In this way, the luggage receptacle is fixed in this region on the vehicle, but preferably is still rotatably fixed on the vehicle, so that the luggage receptacle can be rotated about the connection point, which is fixed on the vehicle by means of the fixing projection, on account of the connection to the supporting element.

The described coupling device offers the possibility of an effective decoupling of the movement and of reducing the tendency of the vehicle to roll by means of a support element which is movably arranged transversely to the frame section. The possibility of connecting the luggage container with the support element and the support element with the frame section provides a particularly simple kinematic structure which is inexpensive to maintain and can dispense with problematical joints or other movable additional components. As a result of the support element as a core component, a very rigid and particularly compact and stable structure is achieved, which can be integrated unobtrusively into the vehicle and is therefore easy to "hide". Furthermore, this configuration of the connecting device significantly reduces play of the moving parts and improves the force transmission of the luggage compartment load into the connecting device and thus into the rear frame section of the vehicle and improves the dimensional stability of the luggage compartment suspension.

Drawings

The invention is explained in detail below with reference to the drawings by way of example. The attached drawings are as follows:

figure 1 shows a top view of a motorcycle with a lateral luggage container;

FIG. 2 shows a top view of a connection device according to the description;

FIG. 3 shows a top view of a first embodiment of a connection device;

FIG. 4 shows a top view of a second embodiment of a connection device;

FIG. 5 shows a side view of the second embodiment of FIG. 4;

FIG. 6 shows a top view of a third embodiment of the connecting device; and

fig. 7 shows a top view of a fourth embodiment of the connecting device.

Detailed Description

Fig. 1 shows a motor vehicle designed as a motorcycle 1 in a plan view, with lateral luggage containers 7, 8. For the sake of clarity, the motorcycle 1 is only partly schematically shown and has a front wheel 2 in the longitudinal direction L, which can be steered by means of a handlebar 3. Behind the vehicle fuel tank 4 is a bench 5 for the driver or additionally for the passenger sitting behind it. Below the bench 5, in the rear part of the motorcycle 1, i.e. in the region of the rear wheel (not visible), there is provided a connecting device 20, which is described in more detail in fig. 2 to 7.

The connecting device 20 is designed to fasten the lateral luggage containers 7, 8 to the motorcycle 1. Accordingly, the left luggage container 7 is provided on the left side of the motorcycle 1 and the right luggage container 8 is provided on the right side of the motorcycle 1 by means of the connecting device 20.

Fig. 2 shows a top view of the connecting device 20 in fig. 1 after at least the bench 5 has been removed.

As already mentioned, the connecting device 20 is designed for fastening the lateral luggage containers 7, 8 to the motorcycle 1 and for this purpose comprises a support element 22 and at least one rear frame section 21, which is defined for example by the rear frame of the motorcycle and is rigidly connected to the main frame (not shown) of the motorcycle 1. The frame section 21 comprises, for example, a left-hand side rail and a right-hand side rail, which extend substantially in the longitudinal direction L' and are connected to one another at their respective rear ends by a connecting section. It should be understood that the frame section 21 may also have other components and/or different geometries.

In any case, the support element 22 is arranged on the upper side of the frame section 21 and extends transversely to the longitudinal direction L' of the frame section 21. This also means that the support element 22 is located in the installed state in the vertical direction of the vehicle between the upper side of the frame section 21 and the bench which may be arranged above it. The longitudinal direction L' of the frame section 21 is here the same as the longitudinal direction L of the motorcycle 1.

As an alternative and therefore not shown, the device can also be arranged below or in the frame section.

The support element 22 is designed on a lateral left end 22a for connection to the left luggage container 7 and on a lateral right end 22b for connection to the right luggage container 8. The connection between the support element 22 and the frame section 21 arranged therebelow (in the vertical direction of the vehicle) is designed such that the support element 22 is connected to the frame section 21 so as to be movable relative thereto.

The support element 22 has in the region of the left end 22a and the right end 22b in each case one lateral support arm 23a, 23b and two transverse beams 24 which connect the respective lateral support arms 23a, 23b to one another. Furthermore, the two lateral support arms 23a, 23b are each designed for connection to a corresponding lateral luggage container 7, 8. For this purpose, as can be seen from fig. 3 to 7, the support arms 23a, 23b have on their respective outer ends two suspension sections 25 which project in the transverse direction Q (i.e. in the direction of the luggage containers 7, 8) and which each have a recess or recess into which the respective luggage container 7, 8 can be inserted in an engagement manner with two respective projections 26, in particular two hook-shaped projections or hook-shaped undercuts, and can be removed if required. Of course, instead of two projections, only one or more than two projections 26 can also be provided for each luggage container 7, 8.

The support element 22 is configured as a frame element having a substantially rectangular or at least trapezoidal shape in such a way that: the lateral support arms 23a, 23b are connected at their ends to one another by one of the two transverse beams 24.

Fig. 3 shows a top view of the first embodiment of the connecting device 20 already described in fig. 1 and 2.

According to this first embodiment, the relative movement of the support element 22 with respect to the frame section 21 arranged therebelow is effected by a translational movement B of the support element 22 transversely to the longitudinal direction L' of the frame section 21, i.e. in the transverse direction Q_TAnd (4) limiting.

For this purpose, the support element 22 is connected to the frame section 21 in a translatorily movable manner via a number of bearing points 30 (four bearing points 30 are shown), the bearing points 30 each having a coupling for a translatory movement B_T A guiding section 31 for guiding. For example, a range of motion of-20 mm. ltoreq. y.ltoreq.20 mm, preferably-10 mm. ltoreq. y.ltoreq.10 mm, particularly preferably-7 mm. ltoreq. y.ltoreq.7 mm, can be specified for the translational motion. This means that the support element 22 connected to the frame section 21 can be moved from the central neutral position shown selectively in the left direction or respectively in the right direction up to 20mm, preferably up to 10mm, particularly preferably up to 7 mm. In this way, an effective decoupling of the movement is provided, so that an effective reduction of the oscillations of the vehicle 1 can be achieved.

Fig. 4 shows a plan view of a second embodiment of a connecting device 20, which is a component for a motor vehicleThe support element 22 also moves transversely to the longitudinal direction L' of the frame section 21, i.e. in a transverse direction, in a translatory manner B_TA relative movement of the support element 22 relative to the frame section 21 arranged therebelow is provided.

In contrast to the first embodiment shown in fig. 3, the connecting device 20 comprises two guide rail elements 40 which are oriented transversely to the longitudinal direction L' of the frame section 21. The guide elements are arranged parallel at a distance from one another in the longitudinal direction L', so that the support element 22 is connected to the guide element 40 in a translatory sliding manner by means of a sliding bearing 43 shown in detail in fig. 5.

As shown in the side view of the second embodiment shown in fig. 5, the support element 22 in the embodiment shown has a projection 41 which extends in the direction of the guide element 40 and which has a recess 42, which recess 42 partially surrounds the guide element 40 and in which a slide bearing 43 is arranged. As shown, the rail element 40 can be configured, for example, as an extruded profile.

Fig. 6 shows a top view of a third embodiment of the connecting device 20. This embodiment essentially corresponds to the other embodiments, so that the same reference numerals are used for identical or at least functionally identical components and reference is made to the description of fig. 1 to 5.

The third embodiment shown differs in that the relative movement is caused by a rotational movement B of the support element 22 relative to the frame section 21 about a defined rotational axis D_DTo be defined. The axis of rotation D is oriented in the vertical direction of the frame section 21 or the entire motorcycle 1 (i.e. perpendicular to the drawing plane of fig. 6). The rotation axis D is formed by a real rotation axis D defined by the rotation bearing 51. In the embodiment shown, the axis of rotation D is arranged in the center, i.e. in the longitudinal direction L' of the frame section 21, as seen in the transverse direction. For this purpose, the pivot bearing D is connected to a frame cross member 21a which connects the two longitudinal members of the frame section 21.

The relative movement, i.e. the rotational movement B_DThe range of motion of (A) can include, for example, a maximum angle α of between-10 DEG and α DEG and +10 DEG, preferably between-5 DEG and α DEG and +5 DEG, particularly preferably between-3 DEG and a and +3 DEG, about the axis of rotation D, which means that the support connected to the frame section 21 is supportedThe element 22 can be rotated within the defined movement plane from a central neutral position (i.e. starting from an orientation in the longitudinal direction L') by an angle α of up to a maximum of +10 ° or up to-10 ° (preferably a maximum of +5 ° and-5 °, particularly preferably a maximum of +3 ° and-3 °).

In order to reliably correct the rotational movement B around the rotational axis D_DThe guide, in addition to the pivot bearing D, optionally the support element 22 is connected to the frame section 21 so as to be movable relative thereto via a number of bearing points 50, the bearing points 50 each having a respective bearing point for a relative pivoting movement B_DA guiding section 51 for guiding. Four support points 50 are shown, but only two or more than four support points may be provided.

The guide sections 51 are preferably each designed as an elongated hole or as a curved guide groove, which is arranged tangentially to the respective circular path K1, K2 or with its curvature along the respective circular path K1, K2. The centers of all circular tracks K1, K2 are arranged coaxially with the axis of rotation D.

Fig. 7 shows a top view of a fourth embodiment of the connecting device 20. This embodiment essentially corresponds to the third embodiment according to fig. 6, so that the same reference numerals are used for identical or at least functionally identical components and reference is made to the description of fig. 6.

The fourth embodiment shown also provides for a relative movement via the support element 22 about a defined axis of rotation D_VA rotational movement B relative to the frame section 21_DAnd (4) limiting.

However, unlike the third embodiment, the actual rotary shaft or the rotary bearing 51 defining the rotary shaft D is dispensed with. Instead, a virtual rotation axis D is set_V。

This is achieved by: the support element 22 is connected to the frame section 21 so as to be relatively movable only via the number of bearing points 50, which bearing points 50 each have a guide section 51 for guiding a rotary movement. Selecting a rotary motion B according to the third embodiment_DThe range of motion of (a).

For both embodiments with a rotatably movable support element 22, i.e. the third and fourth embodiments, the defined axis of rotation D is arranged in front of the geometric center of gravity S of the support element 22 in the longitudinal direction L' of the frame section 21. In addition, a defined axis of rotation D is disposed within the support member 22 and intersects the surface defined and bounded by the support member 22.

As an alternative and therefore not shown, a defined real or virtual axis of rotation D is provided_VMay be disposed in front of the support element 22 in the longitudinal direction L.