• 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:
    A towable motor vehicle (1) comprising two front wheels (3), a chassis comprising a front part (7) and a rear part (8), a hinge device (9), front (5) and rear ( 11). A wheel cylinder (15) is defined as the cylindrical geometric shape enveloping the two front wheels (3) when they are not steered. The front portion (7) of the chassis comprises a chassis beam (12) disposed behind the front wheels (3), out of the wheel cylinder (15). The front hitch (5) comprises a rigid yaw coupling module (18) mounted on the chassis beam (12) between the two front wheels (3). The vehicle (1) comprises, for each front wheel (3): a suspension arm mounted on the chassis beam (12) and bypassing the wheel cylinder (15) from above; and a control rod of the steering device located above the wheel cylinder (15).
    公开号:FR3071813A1
    申请号:FR1759236
    申请日:2017-10-03
    公开日:2019-04-05
    发明作者:Valery CERVANTES；Xavier Emmanuel Leblanc
    申请人:Commissariat a lEnergie Atomique CEA；Commissariat a lEnergie Atomique et aux Energies Alternatives CEA；
    IPC主号:
    专利说明:

    The invention relates to a towable road motor vehicle. The invention also relates to a road automobile convoy formed of several of these vehicles.
    Known articulated road motor vehicles capable of being attached to one another by couplings without degree of freedom in yaw rotation to form motor road convoys with a single track. Such a convoy is capable of being piloted by a single driver. Document EP2964512 describes an example of such vehicles for an urban mobility system.
    These vehicles typically include:
    • a front wheel set comprising two wheels and a rear wheel set comprising at least one wheel;
    • a chassis comprising a front part on which the front wheel train is mounted and a rear part on which the rear wheel train is mounted;
    • an articulation device, interposed between the front and rear parts of the chassis, and allowing the front part to pivot relative to the rear part around an axis of articulation normal to a running surface of the vehicle;
    • a steering device able to modify the steering angle of the two wheels of the front axle, this steering device being able to be actuated independently of the articulation device;
    • front and rear hitches, located respectively at the front and rear of the vehicle;
    the front hitch being alternately movable between:
    a hitched position, in which this front hitch cooperates with a rear hitch, identical to the rear hitch of this vehicle and located on another vehicle, for mechanically attaching, without degree of freedom in yaw rotation, these vehicles to one another, and align the front part of this vehicle with the rear part of the other vehicle, and
    - an uncoupled position, in which these vehicles are detached from one another, the rear hitch being movable, alternately, between:
    - a hitched position, in which this rear hitch cooperates with a front hitch, identical to the front hitch of this vehicle and located on another vehicle, for mechanically attaching, without degree of freedom in yaw rotation, these vehicles to each other and align the rear part of this vehicle with the front part of the other vehicle, and
    - an uncoupled position, in which these vehicles are detached from one another.
    In the present description and the claims, the terms "front" and "rear" refer to the normal direction of travel of the vehicle. The term "longitudinal direction" refers to the direction of travel of the vehicle and the term "transverse direction" refers to the direction perpendicular thereto and parallel to the ground.
    Compactness is a characteristic sought for this type of urban vehicle, because the more compact the vehicle, the more it is manageable in an urban environment, whether alone or in a hitch. However, when such a vehicle is provided with two wheels at the front, which is advantageous for its handling, this compactness during coupling is difficult to obtain.
    In this description, an “articulated vehicle” is a motor vehicle comprising the articulation device.
    By yaw rotation, here is meant a rotational movement only about an axis perpendicular to the running surface of the vehicle. The running surface of a vehicle is defined as the plane passing through the contact surfaces between the wheels of the vehicle and the road on which this vehicle travels.
    The coupling is said to be without degree of freedom if, when two front and rear couplings are coupled together, the maximum yaw rotation angle of these couplings relative to each other due to mechanical play is less than 10 ° or 5 ° or 3 ° or 2 °.
    The object of the invention is to improve the couplable vehicles of the prior art.
    To this end, the invention relates to a couplable road motor vehicle as described above in which a wheel cylinder is defined as being the cylindrical geometric shape enveloping the two front wheels when the latter are not turned and extending transversely. between the two front wheels, and in which:
    • the front part of the chassis comprises a chassis beam extending parallel to the axis of the wheel cylinder and disposed behind the front wheels, outside the wheel cylinder;
    • the front hitch comprises a rigid lace coupling module mounted on the chassis beam, between the two front wheels, this module having a coupling axis substantially coaxial with the wheel cylinder;
    • the vehicle includes, for each front wheel:
    - a suspension arm mounted on the chassis beam and bypassing the wheel cylinder from above;
    - a control rod (31) of the steering device controlling the pivoting of the wheel to modify the steering angle of the wheel, this rod being located above the wheel cylinder.
    The "wheel cylinder" is defined, in the present description and in the claims, as being a geometric shape enveloping the two front wheels, when they are not turned. The wheel cylinder is therefore a cylinder, the two bases of which are discs each tangent to the outer flank of a non-steered front wheel. The guiding curve of the wheel cylinder is the projection of the outline of a front wheel that is not turned onto a plane perpendicular to the axis connecting the axes of rotation of the front wheels. The wheel cylinder can therefore have different configurations depending on the mounting of the front wheels. For example, in the most common cases:
    - when the front wheels are parallel, that is to say when they have no camber, the wheel cylinder is a straight circular cylinder, each base of which is a disc delimiting the outer edge of a front wheel, of the same diameter that the wheel, whose directing curve is a circle of the same diameter as the wheels, and whose generatrices extend in the transverse direction, between the two wheels;
    - when the front wheels have a camber angle, the wheel cylinder is then a cylinder with an ellipsoidal guide curve, each base of which is a disc delimiting the outer edge of a front wheel, of the same diameter as the wheel, whose guide curve is an ellipse (the projection of the outline of a front wheel not turned onto a plane perpendicular to the axis connecting the axes of rotation of the front wheels), and whose generatrices extend in the transverse direction, between the two wheels.
    As a variant, the bases of the wheel cylinder are spaced 5 cm from the side of each front wheel.
    Bypassing the wheel cylinder for a suspension arm means that the suspension arm connects the chassis beam to the area above the wheel, without entering the wheel cylinder.
    The fact, for a steering rod, to pass over the cylinder of 20 wheels means that the rod passes in an area located:
    - above a plane parallel to the running surface of the vehicle and passing through the axis of the wheel cylinder;
    - outside the wheel cylinder.
    The vehicle according to the invention has an increased compactness, although it is equipped with two wheels at the front. When two of these vehicles are coupled, the rear wheels of the front vehicle are inserted in the middle and parallel to the front wheels of the rear vehicle. The invention allows this assembly to be kept as close as possible to the chassis, while allowing the front wheels to pivot to ensure the function of the steering device of the rear vehicle, even when they are coupled.
    According to another aspect, the invention also relates to an automobile road convoy comprising at least two attached road motor vehicles, as described above, these vehicles being attached two by two by means of the respective front and rear couplings of these vehicles.
    The vehicle according to the invention may include the following additional characteristics, alone or in combination:
    - The chassis beam has a dimension, in the transverse direction of the vehicle, greater than the dimension, in this transverse direction, of the rigid yaw coupling module;
    - the chassis beam extends, in the transverse direction, on either side of the rigid yaw coupling module until it comes opposite the tread of each front wheel;
    - Each suspension arm is arranged opposite the tread of the corresponding front wheel;
    the steering device comprises, for each front wheel, a steering lever secured to the pivoting of the wheel and connected by a ball joint to the control rod, the said ball joint being situated outside the wheel cylinder and on top of the cylinder wheels;
    - each suspension arm comprises, at its end opposite to the chassis beam, two jaw-shaped flanges, a pivot of the steering device extending between the two flanges, and the steering lever being disposed between the two flanges;
    - Each steering lever is arranged opposite the tread of the corresponding front wheel;
    - the rigid lace coupling module comprises two coupling points defining a coupling axis parallel to the chassis beam;
    - the coupling pin is contained in a cylinder with a diameter of 30 centimeters which is coaxial with the wheel cylinder;
    - the vehicle includes a stabilizer bar connecting the two suspension arms and extending parallel to the chassis beam;
    - the suspension arm is bent to bypass the wheel cylinder from above;
    - Each suspension arm is mounted so that it can rotate on the chassis beam along an axis parallel to the axis of the wheel cylinder;
    - each suspension arm has an extension extending from the top of the wheel cylinder towards the hub of the corresponding front wheel, along the side of the corresponding front wheel, in the direction of the wheel pivot;
    - each suspension arm is fixedly mounted on the chassis beam.
    The additional features set out above have the following advantages:
    - The relative dimensions, in the transverse direction, of the chassis beam and the rigid lace coupling module allow a most compact configuration;
    - The fact that the chassis beam comes opposite the tread of each front wheel makes it possible to provide a suspension device and a steering device freeing up space for the interlocking of the rear wheels of the front vehicle, when coupling between several vehicles, which is the case when the suspension arms and / or elements of the steering device are arranged opposite the tread of the corresponding wheel , and / or above the wheel cylinder, outside the wheel cylinder;
    - the jaw-shaped flanges of the suspension arms allow reliable and precise guiding of the elements ensuring the direction, and a reinforcement of the elements ensuring the suspension, all while guaranteeing minimal bulk;
    - The rigid yaw coupling module, when it has two coupling points 25, allows a compact interlocking of the front wheel set with the rear wheel set of another vehicle;
    - the stabilizer bar has a classic stabilization function by creating a link between the front suspensions, and its path parallel to the chassis beam frees up the space of the wheel cylinder;
    - the bent suspension arm allows a simple and effective realization of the bypass of the wheel cylinder from above;
    - the configuration where each suspension arm is mounted so that it can rotate on the chassis beam allows an efficient suspension to be produced, by connecting the suspension arm to the chassis beam, directly or indirectly, by the interposition of a spring-damper combination between these elements;
    - the extension of the suspension arm makes it possible to carry out the steering function by a pivot or a stub axle disposed as close as possible to the wheel hub;
    - Alternatively, a suspension arm fixedly mounted on the chassis beam 10 makes it possible to carry out the suspension and steering functions by a telescopic device;
    - the rear wheels are substantially the same diameter as the front wheels;
    - alternatively, the rear wheels can have a diameter between
    0.5 times and 1.5 times the diameter of the front wheels.
    A preferred embodiment of the invention will now be described with reference to the accompanying drawings in which:
    - Figure 1 shows in perspective a vehicle according to the invention;
    - Figure 2 is a schematic view, from above, of the structure of the vehicle 20 of Figure 1;
    - Figure 3 is a view similar to Figure 2 showing the possibilities of articulation and steering of the vehicle;
    - Figure 4 shows a motor vehicle convoy consisting of vehicles like that of Figure 1;
    - Figure 5 is a schematic view from above of the structure of the convoy of Figure 4;
    - Figure 6 illustrates a first embodiment of the invention;
    - Figure 7 illustrates a second embodiment of the invention;
    - Figure 8 illustrates a third embodiment of the invention;
    - Figure 9 illustrates a fourth embodiment of the invention;
    - Figures 10 and 11 illustrate a fifth embodiment of the invention;
    - Figure 12 illustrates a sixth embodiment of the invention;
    - Figure 13 illustrates a variant of the sixth embodiment.
    In these figures, the same references are used to designate the same elements.
    In the remainder of this description, the characteristics and functions well known to those skilled in the art are not described in detail.
    Figure 1 shows in perspective a road motor vehicle 1 couplable. This vehicle is similar to that described in application EP2964512. Thus, subsequently, only the technical details necessary for understanding the invention will be described in detail.
    The vehicle 1 comprises a passenger compartment 2, two front wheels 3 and two rear wheels 4. On the front of the vehicle 1, in the central position, is a front coupling 5 intended to couple this vehicle to the rear of a compatible vehicle . The vehicle 1 comprises for this purpose, on either side of the coupling 5, housings 6 intended to receive the rear wheels of the front vehicle in the event of coupling.
    In the present example, the two rear wheels 4 are non-steerable while the two front wheels 3 are steerable for steering the vehicle 1 when it is driving or for correcting its trajectory when it is part of a hitch. The steering wheels can be turned by pivoting around an axis. Non-steered wheels cannot be steered and are therefore permanently in an un-steered position.
    FIG. 2 schematically represents the structure of the vehicle 1 seen from above.
    In this example, this vehicle 1 comprises
    - a front wheel assembly comprising the two front wheels 3;
    - a rear wheel train comprising the two rear wheels 4;
    - a chassis, including a front part 7 and a rear part 8;
    - an articulation device 9;
    - a steering device 10 (shown diagrammatically in FIGS. 2 and 3);
    - a front coupling 5 and a rear coupling 11;
    - one or more motors, such as electric motors, capable of propelling the vehicle 1, and preferably housed in the hub of the front wheels 3 and / or rear 4 to optimize the size.
    The passenger compartment 2 is mounted on the front part 7 of the chassis.
    In the present description and the claims, the terms “front” and “rear” refer to vehicle 1 in its forward direction, according to arrow 51 in FIG. 2. The longitudinal direction of vehicle 1 is the direction of arrow 51 and the transverse direction of the vehicle 1, identified by arrow 52, is the horizontal direction which is perpendicular to the longitudinal direction.
    Relative expressions such as "below", "above", "below", "above", "horizontally", "vertically" refer to vehicle 1 when in normal position, placed on a horizontal road.
    A “wheel cylinder” 15 is further defined as being a geometric shape enveloping the two front wheels 3, when they are not turned. The wheel cylinder 15 is a cylinder whose base is a disc delimiting the outer edge of each front wheel 3, of the same diameter as these wheels 3, the guiding curve of which is the projection of the outline of the wheel on a plane perpendicular to the 'axis connecting the two axes of the front wheels 3, and whose generators extend in the transverse direction, between the two wheels. The present example described relates to the simplest case: the front wheels have no camber angle, and the wheel cylinder is a straight circular cylinder.
    The front coupling 5 and the steering device 10 are mounted on the front part 7 which also comprises a chassis beam 12. The chassis beam 12 extends in the transverse direction of the vehicle 1, therefore being parallel to the axis 16 of the wheel cylinder 15. The chassis beam 12 has a dimension, in the transverse direction, greater than the dimension, in the transverse direction, of the front hitch 5 and preferably extends until coming into screw -to the tread of each front wheel 3.
    The length (in the transverse direction) of the chassis beam 12 is, in the present example, substantially equal to the length (also in the transverse direction) of the wheel cylinder 15.
    The expression “facing the tread of the wheel” designates any zone situated outside the wheel and and inside a space delimited by two planes each tangent to a side of the wheel .
    The articulation device 9 secures the two front 7 and rear 8 parts in a non-detachable manner, allowing them to pivot one relative to the other about an axis, called an articulation, normal to a plane of bearing of vehicle 1 in order to modify a hinge angle Θ (figure 3) of vehicle 1.
    The vehicle 1 is provided with the mechanical devices and actuators necessary to control the pivoting of the front 7 and rear 8 parts around the articulation axis, and also to block them at a determined angular position.
    In the configuration of FIG. 2, the front 7 and rear 8 parts are aligned along the longitudinal axis, and the front wheels 3 are not turned. The vehicle 1 in this configuration is capable of driving in a straight line.
    The wheels of the vehicle 1 are said to be not turned when they are aligned with one another in a position such as a motor vehicle, identical to the vehicle but in which the articulation device 9 is replaced by a rigid link preventing any movement of the front parts. 7 and rear 8 relative to each other, is able to move in a straight line.
    FIG. 3 represents the vehicle 1 according to the same schematic view as FIG. 2 and shows:
    - The front 7 and rear 8 parts forming an articulation angle Θ thanks to the articulation device 9;
    - The front wheels 3 respectively forming a turning angle φ 1 and an angle φ2.
    The front 5 and rear 11 couplings are located, respectively, at the front and at the rear of the vehicle 1. Here, these couplings 5, 11 are anchored respectively to the front 7 and rear 8 of the chassis, without degree of freedom in yaw rotation.
    The front linkage 5 is movable, alternately, between a coupled position and a uncoupled position. In its hitched position, the hitch 5 cooperates with the rear hitch of another vehicle, identical or compatible, to mechanically attach the vehicles. In the coupled position, the front part 7 of the vehicle 1 is mechanically connected, without any degree of freedom in yaw rotation, to the rear part of the chassis of the other vehicle.
    The front coupling 5 comprises for this purpose a rigid lace coupling module 18 mounted on the chassis beam 12. The rigid lace coupling module 18 has two fasteners 19 to cooperate with the rear coupling 11 of a other vehicle. The two fasteners 19 form two coupling points which are spaced along the transverse axis and guarantee that the coupling is done without degree of yaw freedom. The module 18 must in fact have at least two of these coupling points which can be produced in various ways, such as for example a single vertical bearing surface and extending in the transverse direction, two flanges of an arm d coupling or, as in the present example, by two fasteners 19 associated with a bearing surface 20. The module 18 can advantageously consist of a coupling known in the railway industry under the name of "Scharfenberg coupling" . The coupling points, formed in this example by the fasteners 19, are aligned along a coupling axis 21 which is substantially coaxial with the wheel cylinder 15.
    The coupling pin 21 is here considered to be coaxial with the wheel cylinder 15 when it is contained in a cylinder coaxial with the wheel cylinder 15 and with a diameter of 30 centimeters.
    In the uncoupled position, the two vehicles are detached from one another, and are free to move independently of one another.
    Similarly, the rear hitch 11 can be moved alternately between a coupled position and a uncoupled position. In its hitched position, the rear hitch 11 cooperates with the front hitch of another vehicle, identical or compatible, to mechanically attach these vehicles. To this end, the front 5 and rear 11 couplings are compatible.
    FIG. 4 represents an automobile road convoy 53 formed by three vehicles 1 coupled using their respective front 5 and rear 11 couplings. This convoy 53 is also shown in Figure 5, seen from above in a schematic view where the chassis structure is visible and showing the possible work of the articulation devices 9 and the steering devices. The front wheels 3 are shown not turned on the first vehicle 1A of the convoy, while the front wheels 3 of the other two vehicles 1B, 1C are shown turned, which is possible during driving or maneuvering, by the driver or by a servo device. Whether a vehicle is at the head, in the center, or at the end of the convoy, it can turn its front wheels, or on the contrary, keep them not turned, all combinations being possible.
    In the present example, the front wheels 3 and the rear wheels 4 of the vehicles have substantially the same diameter. When two vehicles are fitted, the rear wheels 4 of the front vehicle come to take place substantially in the wheel cylinder 15 of the rear vehicle.
    The vehicle 1 also includes a suspension device.
    Different embodiments of the suspension device and of the steering device will now be described with reference to FIGS. 6 to 13. In these figures, the elements of the same function bear the same number from one embodiment to another.
    FIG. 6 illustrates a first embodiment. This view represents the left front wheel 3 of the vehicle 1 and shows its connection to the front part 7 of the chassis. The right front wheel of the vehicle symmetrically uses the same elements.
    According to this first embodiment, the vehicle 1 comprises a chassis beam 12, extending in the transverse direction as far as the tread of the wheel 3, as well as a suspension arm 22 mounted movable in rotation along a transverse axis on the chassis beam 12.
    The suspension arm 22 is here produced by a folded and perforated sheet forming a rigid beam supporting the suspension forces. It is connected to the beam by two bearings 23 allowing it the vertical clearance necessary for the work of the suspension.
    The chassis beam 12 is integral with a chassis structure 24 comprising additional beams 25 parallel to the chassis beam and connected together by an upright 26 located at the transverse end of the beams 24, 25, that is to say facing the tread of the wheel 3.
    The suspension arm 22 is also connected to the upright 26 by a conventional spring-shock absorber 26.
    The suspension device further comprises a fork 28 connected by a pivot 29 to the suspension arm 22, at its end opposite to the bearings 23. The pivot 29 is in the present example substantially vertical. This pivot allows the steering of the wheel 3 and contributes to the function of the steering device. The fork 28 is, at its other end, connected to the hub of the wheel 3. To simplify the figure, the rim of the wheel 3 has not been shown.
    Optionally, an electric motor can be placed in the wheel 3, and / or, as shown in FIG. 6, a braking device 30 can also be placed in the wheel 3.
    The steering device further comprises a control rod 31 connected, by a ball joint 33, to a steering lever 32 which is integral with the fork 28. The control rod 31 is connected, by its end opposite to the ball joint, to a conventional steering rack (not shown) which meshes with the steering wheel of the vehicle and / or another control device, such as an actuator. The displacement in the transverse direction of the control rod 31, caused by the driver of the vehicle or by an assistance device, therefore controls the turning of the wheel 3.
    Figure 7 illustrates a second embodiment of the invention. As before, this figure shows the left front wheel of vehicle 1.
    According to this second embodiment, the chassis beam 12 is in a lower position than in the previous embodiment, it extends substantially in the same horizontal plane as the hub of the wheel 3. This chassis beam 12 s 'extends in the transverse direction, until it comes in front of the tread of the wheel 3. In this zone in front of the tread of the wheel 3, the chassis beam comprises bearings 23 allowing the mounting of a suspension arm 22 by allowing it a vertical clearance. In the present example, the bearings 23 have a substantially transverse hinge axis.
    The suspension arm 22 here has an angled shape. By its portion forming an angle, it is attached to an additional beam 25 of the chassis structure 24.
    By its end opposite to the bearings 23, the suspension arm 22 is connected, by a pivot 29, to a single-arm fork 34 which extends on one side of the wheel 3 in the direction of the hub of the wheel 3. On the example of FIG. 7, the single-arm fork 34 extends over the internal flank of the wheel 3. Alternatively, it can extend over the external flank of the wheel, thus completely freeing the wheel cylinder from all suspension and steering element.
    The monobrush fork 34 comprises, near the pivot 29, a steering lever 32 attached by a ball joint 33 to a control rod 31 for the steering device, as in the previous embodiment.
    The suspension device further comprises a stabilizer bar 35 fixed, at one of its ends, to the suspension arm 22. The stabilizer bar extends in the transverse direction, along the chassis beam, and is fixed , by its other end, on the suspension arm on the other side of the vehicle, that which cooperates with the right front wheel (not shown in Figure 7).
    FIG. 8 illustrates a third embodiment of the invention. This embodiment is similar to the second embodiment. A bent suspension arm 22 bypasses the wheel cylinder 15 with, at one of its ends, pivots 29 for its attachment to the chassis beam 12, and at the other of its ends, a pivot 29 for its attachment to a monobrush fork 34. A stabilizer bar 35 and a steering control rod 31 are also present.
    According to this third embodiment, the suspension arm 22 has two flanges 36 in the form of a jaw at the level of the pivot 29 so that the latter extends between the two flanges 36.
    The space between the two flanges 36 is used to accommodate and protect the steering lever 32. The substantially vertical pivot 29, of greater length, also allows long guidance of the rotation of the monobrush fork 34 , more reliable and more precise.
    The suspension arm 22 is stiffened by the presence of the flanges 36, in particular at the level of its attachment to the combined spring-damper 27.
    In the first, second, and third embodiment, the suspension arm 22 bypasses the wheel cylinder 15 (shown in dashed lines in FIG. 6), while the control rod 31 is located above the wheel cylinder
    15. More specifically in these embodiments, the suspension arm 22 bypasses the front wheel 3 while remaining vis-à-vis the tread of the wheel 3, when it is not turned. Furthermore, in these embodiments, the ball joint 33 connecting the link 31 and the lever 32 is also opposite the tread of the wheel 3.
    Figure 9 illustrates a fourth embodiment of the invention. Figure 9 is an exploded view of the right front wheel of a vehicle 1, its suspension device, and its steering device.
    In this embodiment, a suspension arm 22 is arranged opposite the tread of the wheel 3 and bypasses the wheel cylinder 15 from above. The suspension arm 22 is mounted mobile in rotation on the chassis beam
    12. A spring-shock absorber combination (not shown in FIG. 9) fulfills its function between the suspension arm 22 and the chassis beam 12.
    According to this embodiment, the suspension arm 22 has an extension 37 aligned with the axis of the pivot 29, and which is here substantially vertical, and extending in the direction of the hub of the wheel 3. The extension 37 s' extends laterally to the body of the suspension arm 22, from its internal edge 38, so as to follow the wheel 3 by its internal flank.
    The extension 37 of the suspension arm 22 carries, near the hub of the wheel 3, bearings 39 to ensure a pivot connection with a stub axle 40. The hub of the wheel 3 is mounted for rotation in the stub axle 40 to allow rotation of the wheel 3.
    The steering movement of the wheel 3 is allowed by the pivot link between the stub axle 40 and the extension 37. This movement is controlled by a steering lever 32 secured to the stub axle 40 by one of its ends. At the other end, the steering lever 32 has a ball joint 33 for its connection with a rod for controlling the steering device (not shown in FIG. 9) which passes over the wheel cylinder 15.
    Figures 10 and 11 illustrate a fifth embodiment of the invention. According to this embodiment, the suspension arm 22 is made from a Y-shaped tubular material which makes it possible to bypass the wheel cylinder 15 from above. The suspension arm 22 also comprises, similarly to the previous embodiment, an extension 37, also tubular, which extends substantially vertically along the internal flank of the wheel 3 up to the hub of the wheel 3.
    The extension 37 is, at its end, in pivot connection along a substantially vertical axis with a stub axle 40 which is connected to the hub of the wheel 3 (see FIG. 11 which is a vertical section passing through the extension 37).
    A steering lever 32 is integral with the stub axle 40 and passes through the extension tube 37 to lead to its upper part where it can be connected by a ball joint 33 to a control rod 31 of the steering device (not shown in Figures 10 and 11). The steering lever 32 and the extension 37 are in pivot connection so that the lever 32 can pivot in the extension 37.
    At its end opposite to the hub of the wheel 3, the suspension arm 22 is in pivot connection, according to a substantially transverse pivot, with the chassis beam (not shown) as in the previous embodiments.
    FIG. 12 illustrates a sixth embodiment of the invention in which the suspension arm 22 is fixedly mounted on the chassis beam 12. The suspension arm 22 is in fact fixed by its base on the chassis beam 12 and bypasses the wheel cylinder 15, while two stiffening crosspieces 41 ensure the holding of the assembly by being fixed on an additional beam 25 of the chassis structure 24.
    The suspension arm 22 includes a sliding bearing 42 consisting of a through hole provided with a ring allowing the sliding and the pivoting, through the suspension arm 22, of a fork 34 with cylindrical single-arm. The single-arm fork 34 is, by one of its ends, in pivot connection with the wheel 3 to allow it to turn and, by the other of its ends, in pivot connection with a rocker arm 43.
    The rocker arm 43 is mounted on the suspension arm 22, on which it pivots, and is in pivot connection, on one side with the single-arm fork 34 and on the other with a combined spring-shock absorber 27 connected to the chassis beam 12. Thus, the vertical movements of the wheel 3, allowed by the sliding of the single-fork 34 in the sliding bearing 42, are transmitted by the rocker arm 43 to the combined spring-damper 27 to ensure the functions of the suspension device.
    The single-arm fork 34 is secured on its upper part to a steering lever 32 connected by a ball joint 33 to a control rod 31.
    FIG. 13 illustrates a variant of the sixth embodiment. According to this variant, the telescopic assembly 50 shown in FIG. 13 replaces the single-arm fork 34 of the previous embodiment.
    FIG. 13 represents a sheath 44 in which is mounted a rod 45 which can slide longitudinally in the sheath 44. The ends of the rod 45, of the rod of a damper 46, and of a spring 47 are mounted on a bearing of wheel 48 receiving the wheel 3 in rotation. The other end of the shock absorber 46 and of the spring 47 are mounted on the sheath 44. The function of the suspension device is thus ensured, by the sliding of the rod 45 in the sheath 44 , movement to which the spring 47 and the damper 46 are opposed.
    This telescopic assembly 50 is mounted on the suspension arm 22 of Figure 12 by the bearing 49 which allows the sleeve 44, and therefore the telescopic assembly 50, to rotate relative to the suspension arm 22, along a substantially vertical axis , so as to allow the steering of the wheel 3. This steering movement is controlled by the steering lever 32 connected to the control rod 31 (not shown in FIG. 13) by the ball joint 33.
    Other alternative embodiments of the can be implemented without departing from the scope of the invention. For example, the embodiments can be combined, and in particular each front wheel can have a different suspension and steering device.
    In addition, the rear wheels can also be steered and implement the same suspension and steering devices.
    As a variant, each suspension arm is mounted so that it can rotate on the chassis beam along an axis which is not parallel to the axis of the wheel cylinder, but which has an angle relative to the axis of the wheel cylinder .
    Furthermore, although the examples described refer to a single suspension arm 22 for each front wheel, it is possible, as a variant, to provide several suspension arms for a front wheel.
    The examples described refer to vehicles whose diameter of the front wheels 4 is substantially the same as the diameter of the rear wheels 5. As a variant, the diameter of the front and rear wheels may be different.
    In the case of rear wheels larger than the front wheels, the suspension arms 22 advantageously bypass not only the wheel cylinder 15 from above, but also the rear wheels of the front vehicle in a convoy. Similarly, the control rods 31 are advantageously located not only above the wheel cylinder 15, but also above the rear wheels of the front vehicle in a convoy.
    According to an alternative, in the case of rear wheels smaller than the front wheels, the suspension arms 22 can no longer bypass the wheel cylinder 15 from above, but a wheel cylinder relative this time to the rear wheels.
    Likewise, according to this alternative, the control rods 31 can be located above not the wheel cylinder 15, but a wheel cylinder relative this time to the rear wheels.
    权利要求:
    Claims (15)
    [1" id="c-fr-0001]
    1. Towable road motor vehicle (1) comprising:
    • a front wheel train comprising two wheels (3) and a rear wheel train comprising at least one wheel (4);
    • a chassis comprising a front part (7) on which the front wheel set is mounted and a rear part (8) on which the rear wheel set is mounted;
    • an articulation device (9), interposed between the front (7) and rear (8) parts of the chassis, and allowing the front part (7) to pivot relative to the rear part (8) around a articulation axis normal to a running surface of the vehicle (1);
    • a steering device able to modify the steering angle of the two wheels (3) of the front axle, this steering device being able to be actuated independently of the articulation device (9);
    • front (5) and rear (11) hitches, located respectively at the front and rear of the vehicle (1);
    the front hitch (5) being alternately movable between:
    - a hitched position, in which this front hitch cooperates with a rear hitch, identical to the rear hitch (11) of this vehicle (1) and located on another vehicle, for mechanically fastening, without degree of freedom in yaw rotation , these vehicles together, and align the front part of this vehicle with the rear part of the other vehicle, and
    - an uncoupled position, in which these vehicles are detached from one another, the rear coupling (11) being movable, alternately, between:
    - a hitched position, in which this rear hitch cooperates with a front hitch, identical to the front hitch (5) of this vehicle (1) and located on another vehicle, for mechanically fastening, without degree of freedom in yaw rotation , these vehicles together and align the rear part of this vehicle with the front part of the other vehicle, and
    - an uncoupled position, in which these vehicles are detached from one another, characterized in that a wheel cylinder (15) is defined as being the cylindrical geometric shape enveloping the two front wheels (3) when these- these are not turned and extending transversely between the two front wheels (3), and in that:
    • the front part (7) of the chassis comprises a chassis beam (12) extending parallel to the axis (16) of the wheel cylinder (15) and disposed behind the front wheels (3), outside the wheel cylinder (15);
    • the front hitch (5) comprises a rigid lace coupling module (18) mounted on the chassis beam (12), between the two front wheels (3), this module (18) having a coupling axis (21) substantially coaxial with the wheel cylinder (15);
    • the vehicle (1) comprises, for each front wheel (3):
    - a suspension arm (22) mounted on the chassis beam (12) and bypassing the wheel cylinder (15) from above;
    - a control rod (31) of the steering device controlling the pivoting of the wheel to modify the steering angle of the wheel, this rod (31) being located above the wheel cylinder (15).
    [2" id="c-fr-0002]
    2. Vehicle according to claim 1, characterized in that the chassis beam (12) has a dimension, in the transverse direction (52) of the vehicle (1), greater than the dimension, in this transverse direction (52), of rigid lace coupling module (18).
    [3" id="c-fr-0003]
    3. Vehicle according to claim 2, characterized in that the chassis beam (12) extends, in the transverse direction (52), on either side of the rigid yaw coupling module (18) up to to come opposite the tread of each front wheel (3).
    [4" id="c-fr-0004]
    4. Vehicle according to one of the preceding claims, characterized in that each suspension arm (22) is arranged opposite the tread of the corresponding front wheel (3).
    [5" id="c-fr-0005]
    5. Vehicle according to one of the preceding claims, characterized in that the steering device comprises, for each front wheel (3), a steering lever (32) integral with the pivoting of the wheel (3) and connected by a ball joint (33) to the control rod (31), said ball joint (33) being located outside the wheel cylinder (15) and on top of the wheel cylinder (15).
    [6" id="c-fr-0006]
    6. Vehicle according to claim 5, characterized in that each suspension arm (22) comprises, at its end opposite to the chassis beam (12), two flanges (36) in the form of a jaw, a pivot (29) of the steering device extending between the two flanges (36), and the steering lever (32) being disposed between the two flanges (36).
    [7" id="c-fr-0007]
    7. Vehicle according to claim 5 or 6, characterized in that each steering lever (32) is disposed vis-à-vis the tread of the corresponding front wheel (3).
    [8" id="c-fr-0008]
    8. Vehicle according to one of the preceding claims, characterized in that the rigid lace-up coupling module (18) comprises two coupling points (19) defining a coupling axis (21) parallel to the beam of
    20 chassis (12).
    [9" id="c-fr-0009]
    9. Vehicle according to claim 8, characterized in that the coupling pin (21) is contained in a cylinder with a diameter of 30 centimeters which is coaxial with the wheel cylinder (15).
    [10" id="c-fr-0010]
    10. Vehicle according to one of the preceding claims, characterized in that it comprises a stabilizer bar (35) connecting the two suspension arms (22) and extending parallel to the chassis beam (12).
    [11" id="c-fr-0011]
    11. Vehicle according to one of the preceding claims, characterized in that the suspension arm (22) is bent to circumvent the wheel cylinder (15) from above.
    [12" id="c-fr-0012]
    12. Vehicle according to one of the preceding claims, characterized in that each suspension arm (22) is mounted mobile in rotation on the chassis beam (12) along an axis parallel to the axis (16) of the wheel cylinder (15).
    [13" id="c-fr-0013]
    13. Vehicle according to claim 12, characterized in that each suspension arm (22) has an extension (37) extending from above the wheel cylinder (15) towards the hub of the front wheel (3) corresponding, along the side of the corresponding front wheel (3), in the direction of the wheel pivot.
    [14" id="c-fr-0014]
    14. Vehicle according to one of claims 1 to 11, characterized in that each suspension arm (22) is fixedly mounted on the chassis beam (12).
    10
    [0015]
    15. Motor road convoy (53), comprising at least two attached road motor vehicles, characterized in that each of these vehicles (1) conforms to any one of the preceding claims, these vehicles being attached two by two by means of respective front (5) and rear (11) hitches of these vehicles.
    类似技术:
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    FR2536345A1|1984-05-25|SUSPENSION WITH SUPERIMPOSED TRIANGLES AND VARIABLE HUNTING ANGLE FOR VEHICLES
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    FR2517604A1|1983-06-10|Vehicle towing linkage for e.g. caravan or tailer - comprises two diagonal bars extending between opposite sides of towing vehicle and trailer
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    同族专利:
    公开号 | 公开日
    EP3691959B1|2021-11-03|
    CN111163998A|2020-05-15|
    FR3071813B1|2019-11-01|
    JP2020536008A|2020-12-10|
    EP3691959A1|2020-08-12|
    US11235803B2|2022-02-01|
    US20200290673A1|2020-09-17|
    WO2019068997A1|2019-04-11|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR1372546A|1963-07-30|1964-09-18|Economic motor vehicle with a small footprint|
    US4217970A|1974-01-28|1980-08-19|Chika John J|Configuration and construction of four wheeled motor vehicles|
    EP1046574A1|1999-04-19|2000-10-25|William M. C. Rendall|Nestable vehicles|
    EP2964512A1|2013-03-08|2016-01-13|Commissariat à l'Energie Atomique et aux Energies Alternatives|Towable road motor vehicle|
    FR3040360A1|2015-09-01|2017-03-03|Commissariat Energie Atomique|METHOD FOR CONTROLLING A ROAD AUTOMOTIVE CONVEY AND ROAD AUTOMOTIVE CONVEY|FR3101602A1|2019-10-07|2021-04-09|Commissariat à l'Energie Atomique et aux Energies Alternatives|Road car convoy with improved handling, made up of towable vehicles|
    FR3101575A1|2019-10-07|2021-04-09|Commissariat à l'Energie Atomique et aux Energies Alternatives|Coupled road motor vehicle and road motor convoy made up of vehicles with improved handling|BE617372A|1961-05-10|
    US5947385A|1996-04-19|1999-09-07|Graco Inc.|Vehicle towed apparatus for striping of roads|
    FR2836419B1|2002-02-28|2005-02-18|Techni Matal Entpr|INDEPENDENT WHEEL MODULE AND VEHICLE USING THE SAME|
    ES2393907T3|2010-05-17|2012-12-28|Jaxa Networks|Vehicle that has variable track width|
    DE102012205641A1|2012-04-05|2013-10-10|Goldhofer Ag|Heavy duty trailer with MacPherson independent suspension|
    FR3017823B1|2014-02-27|2016-03-11|Commissariat Energie Atomique|ATTELABLE MOTOR VEHICLE HAVING IMPROVED HITCH|FR3096646B1|2019-05-28|2021-06-18|Commissariat Energie Atomique|ATTACHABLE ROAD VEHICLE INCLUDING FRONT AND REAR ARTICULATION DEVICES|
    法律状态:
    2018-10-30| PLFP| Fee payment|Year of fee payment: 2 |
    2019-04-05| PLSC| Publication of the preliminary search report|Effective date: 20190405 |
    2019-10-31| PLFP| Fee payment|Year of fee payment: 3 |
    2020-10-30| PLFP| Fee payment|Year of fee payment: 4 |
    2021-10-29| PLFP| Fee payment|Year of fee payment: 5 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1759236|2017-10-03|
    FR1759236A|FR3071813B1|2017-10-03|2017-10-03|ATTELABLE ROAD MOTOR VEHICLE HAS SUSPENSION AND COMPACT DIRECTION|FR1759236A| FR3071813B1|2017-10-03|2017-10-03|ATTELABLE ROAD MOTOR VEHICLE HAS SUSPENSION AND COMPACT DIRECTION|
    JP2020518793A| JP2020536008A|2017-10-03|2018-09-28|Connectable car street vehicle with small steering and suspension|
    PCT/FR2018/052400| WO2019068997A1|2017-10-03|2018-09-28|Couplable automotive road vehicle with compact steering and suspension|
    US16/652,337| US11235803B2|2017-10-03|2018-09-28|Couplable automotive road vehicle with compact steering and suspension|
    CN201880064312.5A| CN111163998A|2017-10-03|2018-09-28|Hitchable road motor vehicle with compact steering and suspension|
    EP18811057.1A| EP3691959B1|2017-10-03|2018-09-28|Couplable automotive road vehicle with compact steering and suspension|
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