Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60D—VEHICLE CONNECTIONS
  • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
  • B60D1/48—Traction couplings; Hitches; Draw-gear; Towing devices characterised by the mounting
  • B60D1/481—Traction couplings; Hitches; Draw-gear; Towing devices characterised by the mounting adapted for being mounted to the front and back of trailers, carts, trolleys, or the like to form a train
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60D—VEHICLE CONNECTIONS
  • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
  • B60D1/24—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions
  • B60D1/36—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions for facilitating connection, e.g. hitch catchers, visual guide means, signalling aids
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60D—VEHICLE CONNECTIONS
  • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
  • B60D1/58—Auxiliary devices
  • B60D1/62—Auxiliary devices involving supply lines, electric circuits, or the like
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D47/00—Motor vehicles or trailers predominantly for carrying passengers
  • B62D47/006—Vehicles which can be divided in sub-vehicles; nestable vehicles
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
  • B62D—MOTOR VEHICLES; TRAILERS
  • B62D47/00—Motor vehicles or trailers predominantly for carrying passengers

Definitions

• the present invention relates to a coupling device provided for coupling two road vehicles each comprising at least two axles.
• This coupling device comprises a coupling yoke integral with a vehicle and a drawbar integral with the other vehicle, this drawbar comprising a coupling piece provided to be locked in the coupling yoke in order to harness the two vehicles.
• the invention more particularly relates to a coupling device comprising travel devices each allowing a degree of freedom of movement for vehicles, this movement being preferably damped, but without introducing a risk of failure of the hitch.
• a coupling device comprising a drawbar which is fixed at each of its ends to a vehicle.
• One of these vehicles is usually a towing vehicle, which is motorized and which drives behind the second vehicle to which it is coupled, the second vehicle being designated as a follower vehicle.
• this type of coupling device usually comprises deflection means generally allowing the follower vehicle to pivot in a horizontal plane relative to the towing vehicle. This is called yaw rate of a vehicle relative to the other.
• the coupling device comprises deflection means generally allowing the two vehicles to pivot forwards and backwards relative to each other. to each other in a vertical plane. This is called pitch travel of one vehicle relative to the other.
• the two coupled vehicles circulate for example on a road with potholes, they are likely to tilt laterally.
• the coupling device comprises means of travel generally allowing the two vehicles to pivot laterally relative to each other in a vertical plane. This is called roll travel of one vehicle relative to the other.
• Document WO 2007/132121 discloses an autonomous vehicle that can be coupled to another identical vehicle by means of a coupling device which comprises a plurality of separate deflection devices.
• document EP 2875971 discloses a towing vehicle that can be coupled with carriages by means of a coupling device which comprises several separate deflection devices.
• these hitching devices do not allow to dampen or stiffen the deflections they allow when several types of deflections are combined at the same joint.
• a joint does not generally have sufficient space to equip it with damping or stiffening means for the different deflections which are satisfactory, particularly from the point of view of their reliability, passenger comfort and safety, both vehicles, hitch and passengers.
• the lack of satisfactory damping means of the deflections in particular yaw can cause dangerous behavior for the follower vehicle.
• the yawing movements of the follower vehicle can in particular be amplified by resonance effect, have the following vehicle track and cause the deterioration of the coupling device, or even the reversal of the follower vehicle.
• the known coupling devices generally provide only one pitch travel of one vehicle relative to the other.
• the pitch of a vehicle causes the pitch of the vehicle to which it is coupled, generally very uncomfortable.
• the object of the present invention is therefore to overcome the drawbacks of the prior art by proposing a new coupling device comprising separate travel devices and spaced from each other, which makes it easier to equip each of deflection devices with a damping and / or braking device of said deflection so that each of these damping and / or braking devices has a satisfactory level of damping and / or braking of the deflections, in particular the comfort, reliability and safety, and adapted for example in the case where each of the coupled vehicles transports people.
• Another object of the present invention is also to provide a coupling device comprising two pitch deflection devices distinct from each other, the two pitch axes advantageously allowing a height shift of the two vehicles.
• a coupling device provided between a first and a second road vehicle for coupling these two vehicles, these two vehicles each comprising at least two axles
• said coupling device comprising a coupling yoke integral with the first road vehicle and a drawbar integral with the second road vehicle, the drawbar and the coupling clevis each having a proximal end intended to be fixed to its respective vehicle and one end distal, these distal ends being provided to be mutually secured during the coupling of the two vehicles
• said coupling device being characterized in that it comprises:
• the coupling device of the invention is characterized in that:
• the roll deflection device is provided in the drawbar to allow a roll travel of the second road vehicle in the longitudinal axis of the drawbar;
• the yaw deflection device is provided in the drawbar to allow a yaw clearance of the second road vehicle along a vertical axis passing through the drawbar;
• the first pitch deflection device is provided integral with the coupling yoke to allow pitch travel of the first road vehicle along a first horizontal axis transverse to the longitudinal axis of the drawbar;
• the second pitch deflection device is provided in the drawbar to allow pitch travel of the second road vehicle along a second horizontal axis transverse to the longitudinal axis of the drawbar.
• the drawbar comprises at least two movable parts relative to each other and between which is interposed the roll deflection device, this travel device in roll comprising a horizontal shaft provided at the end of one of the parts of the drawbar according to the longitudinal axis of the drawbar, this horizontal shaft being received in a receiving part provided at the end of another part of the drawbar of coupling, this receiving part being equipped with bearings receiving the horizontal shaft rotatable about said longitudinal axis.
• the roll deflection device further comprises a stiffening device which tends to bring the two moving parts of the drawbar in a position corresponding to a lack of roll.
• the lace deflection device comprises a vertical pivot provided on the second vehicle and rotatably received in a horizontal plane in a receiving housing provided in the drawbar.
• the receiving housing is provided at the proximal end of the drawbar.
• the vertical pivot is provided substantially at the axle of the second vehicle located closest to the coupling device, the vertical pivot being shifted forward or towards the rear relative to said axle by a distance less than 30 cm, preferably less than 20 cm and more preferably less than 10 cm.
• the lace deflection device comprises a yaw damping device.
• the yaw damping device comprises a horizontal track attached to the second road vehicle and a yoke attached to the drawbar, said yoke sliding frictionally on the horizontal track.
• the first road vehicle comprises a cross member comprising the coupling yoke, this cross member being pivotally mounted on the first road vehicle along a first horizontal axis transverse to the longitudinal axis of the tongue coupling by at least one hinge forming a first pitch deflection device.
• the first pitch deflection device further comprises a stiffening device which tends to bring the cross member to a horizontal position.
• the stiffening device comprises a rubber block which is compressed and interposed between the bearing and the sleeve forming each articulation of the first pitch deflection device.
• two vehicles are coupled by said coupling device, the distal end of the cross member of the first road vehicle and the distal end of the drawbar of the second road vehicle are in contact and mutually locked so that these two distal ends are immobile with respect to each other.
• the drawbar comprises at least two movable parts relative to each other and between which is interposed the second pitch deflection device, the second device of pitch deflection comprising a fork provided at the end of one of the parts of the drawbar in a horizontal plane, the free end of each arm of said fork being rotatably mounted on a horizontal shaft transverse to the longitudinal axis of the drawbar and provided on two opposite side flanks of another part of the drawbar.
• the second pitch deflection device further comprises a stiffening device that tends to bring the two moving parts of the drawbar in the same axis longitudinal.
• the stiffening device of the roll deflection device and / or the second pitch deflection device comprises horizontal leaf springs fixed at one end to one of the parts of the drawbar. , the free end of each leaf springs being slidably received in a guide piece provided on another part of the drawbar.
• the second pitch deflection device is provided in the proximal half of the drawbar.
• the first and second pitch deflection devices each allow pitch travel of the road vehicle to which they are associated along a first horizontal axis and a second horizontal axis transverse to the longitudinal axis.
• the drawbar these two axes being parallel and located in the same horizontal plane when the two coupled vehicles circulate themselves on the same horizontal plane.
• the first road vehicle is a towing vehicle and in that the second road vehicle is a follower vehicle.
• each vehicle of said road assembly comprises a coupling yoke at a front or rear end and a drawbar at the other opposite end.
• said road vehicle comprises a drawbar at the front and a clevis hitch at the rear.
• FIG. 1 is a perspective view from below three-quarter rear of two road vehicles equipped with a coupling device according to the invention, these two road vehicles not being coupled;
• FIG. 2 is a perspective view similar to that of Figure 1, wherein the two road vehicles are coupled by means of a coupling device according to the invention;
• FIG. 3 is a perspective view from above coupling device according to the invention, on which are shown the different deflection axes;
• FIG. 4 is a vertical sectional view of the drawbar shown in Figure 3;
• FIG. 5 is a perspective view from above of a cross member comprising a coupling yoke according to the invention
• FIG. 6 is a horizontal sectional view of the cross member shown in Figure 5;
• FIG. 7 is a detailed perspective view from above of the drawbar according to the invention at its deflection devices
• Figure 8 is a vertical sectional view which corresponds to Figure 7;
• FIG. 9 is a perspective view from below of three-quarters front of a road vehicle equipped with a drawbar according to the invention in zero displacement position in pitch, roll and yaw;
• FIG. 10 is a perspective view illustrating the amplitude of the lace deflection device
• FIGS. 11 and 12 are perspective views illustrating the amplitude of the first pitch deflection device
• FIGS. 13 and 14 are perspective views illustrating the amplitude of the first roll deflection device
• FIG. 15 is a rear perspective view of three-quarter rear of a road vehicle equipped with a coupling yoke according to the invention in pitch zero displacement position;
• FIGS. 16 and 17 are perspective views illustrating the amplitude of the second pitch deflection device.
• the coupling device (1) is intended to be positioned between a first road vehicle (2) and a second road vehicle (3) adjacent to couple these two vehicles (2, 3).
• first vehicle and second vehicle do not translate any relative positioning or role for these vehicles, but only to distinguish them from each other.
• the first road vehicle (2) is a tractor-driven motor vehicle which is positioned in front of the second road vehicle (3), which is a follower vehicle.
• the coupling device (1) according to the invention is intended to equip vehicles (2, 3) each comprising at least two axles (4). It is preferentially vehicles for the transport of people.
• the coupling device (1) comprises a coupling yoke (5) integral with the first road vehicle (2) and a drawbar (6) integral with the second road vehicle (3), the drawbar (6) and the coupling clevis (5) each having a proximal end (7, 8) adapted to be attached to its respective vehicle and a distal end (9, 10); ), these distal ends (9, 10) being provided to be mutually secured when coupling the two vehicles (2, 3).
• the first and second road vehicles (2, 3) are identical, and intended to form couplings of at least two road vehicles (2, 3) following each other to form a road train.
• the invention also relates to a unit road vehicle (2, 3) comprising a coupling device (1) according to the invention, namely a drawbar (6) provided at one end, for example at the front end of said vehicle and a coupling yoke (5) provided at the opposite end, for example at the rear end of said vehicle.
• the coupling device (1) comprises four degrees of freedom represented in FIG. 3, namely a degree of freedom in yaw, a degree of freedom in roll and two a degree of freedom in pitching. These four degrees of freedom are achieved through the following means:
• These four deflection devices are preferably separate and spaced from each other.
• the roll deflection device (11) and the first pitch deflection device (13) are close to each other and form an articulated hitch recovery.
• the roll deflection device (11) is provided in the drawbar (6) to allow a roll travel of the second road vehicle (3) in the longitudinal axis ( 15) of the drawbar (6).
• the lace deflection device (12) is provided in the drawbar (6) to allow a yaw clearance of the second road vehicle (3) along a vertical axis (16). ) passing through the drawbar (6).
• the first pitch deflection device (13) is provided integral with the coupling yoke (5) to allow a pitch travel of the first road vehicle (2) along a first horizontal axis (17) transverse to the longitudinal axis (15) of the drawbar (6).
• the second pitch deflection device (14) is provided in the drawbar (6) to allow a pitch travel of the second road vehicle (3) along a second horizontal axis (18) transverse to the longitudinal axis (15) of the drawbar (6).
• the drawbar (6) comprises at least two movable parts (19, 20) relative to one another and between which is interposed the roll deflection device (11).
• the roll deflection device (11) comprises a horizontal shaft (21) provided at the end a movable part (19) of the drawbar (6) along the longitudinal axis (15) of the drawbar (6), this horizontal shaft (21) being rotatably received in a receiving part (22) provided at the end of the other movable part (20) of the drawbar (6).
• the receiving part (22) is preferably equipped with bronze bearings (23) receiving the horizontal shaft (21) rotated about the longitudinal axis (15) of the drawbar (6), the horizontal shaft (21). ) being held at the end by the mounting of a screw (24).
• the roll deflection device (11) is preferably equipped with a stiffening device (25) which tends to bring the two moving parts (19, 20) of the drawbar (6) back to a position corresponding to an absence of roll.
• the stiffening device (25) of the roll deflection device (11) comprises horizontal leaf springs (26) fixed at one end
• each of the leaf springs (26) being slidably received in a guide piece (29) provided on the other of the movable parts (20, 19) of the drawbar
• This guide piece (29) may be in the form of a vertical plate provided with a slot through which slides freely slides (26).
• these leaf springs ( 26) come into contact with the edges of the slot of the vertical plate and deform in elastic flexion, this elastic flexion forming an elastic return means which tends to reposition the two movable parts (19, 20) of the drawbar ( 6) in a position where the two movable parts (19, 20) of the drawbar (6) are not pivoted relative to each other, this position being usually referred to as zero roll deflection.
• the lace deflection device (12) comprises a vertical pivot (30) fixed on the second road vehicle (3), for example under the chassis of said second road vehicle (3), and received rotatably in a horizontal plane in a receiving housing (31) provided in the drawbar (6).
• the receiving housing (31) is preferably provided at the proximal end (8) of the drawbar (6) and comprises bronze bearings that allow pivoting of the vertical pivot (30), these bronze bearings (32) being mounted on a spacer (33) fixed relative to the chassis of the second road vehicle (3). Said spacer (33) is therefore placed between the vertical pivot (30) and the bronze bearings (32).
• the vertical pivot (30) is preferably provided substantially at the axle (34) of the second road vehicle (3) located closest to the coupling device (1), that is to say at the level of the axle (34) front of the second road vehicle (3) as shown in the figures.
• the vertical pivot (30) can be shifted forwards or backwards, preferably towards the rear, relative to said axle (34) by a distance of less than 30 cm, preferably less than 20 cm and more preferably less than 30 cm. at 10 cm.
• This position of the lace deflection device (12) advantageously allows to have a footprint as monotrace as possible for the road vehicles (2, 3) hitched, that is to say in order to reduce the footprint in the turn of the assembly formed by the road vehicles (2, 3) hitched.
• the vertical pivot (30) of the lace deflection device (12) passes through the front part of the chassis of the second road vehicle (3) also known as a cradle.
• the lace deflection device (12) preferably comprises a yaw damping device (35) provided for braking the yaw movements of one vehicle relative to the other.
• the yaw damping device (35) comprises a horizontal track (36) fixed to the second road vehicle (3) and a yoke (37) fixed to the drawbar (6). ), said yoke (37) sliding frictionally on the horizontal track (36).
• the stirrup may comprise an upper jaw and a lower jaw each tightening respectively on the upper face and on the lower face of the horizontal track (36), this friction of the stirrup (37) on the horizontal track (36).
• This adjustment device of the yaw damping device (35) can be controlled by the speed of movement of the vehicles (2, 3) coupled, for example in a progressive and proportional manner, so as to harden the braking in yaw when move at high speed.
• the first road vehicle (2) comprises a crossmember (38) comprising the coupling yoke (5), this crossmember (38) being pivotally mounted on the first road vehicle (2). along a first horizontal axis (17) transverse to the longitudinal axis (15) of the drawbar (6) by at least one hinge (39), preferably two, forming a first pitch deflection device (13).
• the coupling yoke (5) is pivotable relative to the first road vehicle (2) along said first horizontal axis (17) transverse to the longitudinal axis (15) of the drawbar (6), providing a means pitching the first road vehicle (2) relative to the coupling yoke.
• each articulation (39) preferably comprises at least one bearing (40) rotatably mounted on a transverse shaft (41) provided along said first horizontal axis (17).
• Each hinge (39) also includes a sleeve (42) tightly fitted to each bearing (40), said sleeve (42) being attached to the first road vehicle (2).
• the transverse shaft (41) is rotatably mounted on the crossmember (38) via bearings (43).
• the drawbar (6) comprises a coupling piece (44) intended to be locked in the coupling yoke (5) in order to couple the two road vehicles (2). , 3).
• the coupling piece (44) is in the form of a vertical ring intended to be locked by the penetration of a horizontal shaft into its central orifice when it is engaged in the towing yoke (5).
• the coupling piece (44) is mounted on the movable rod of a jack (45) housed in the drawbar (6), and this assembly is done by retraction. said movable rod, so as to mutually bring the cross member (38) and the drawbar (6) until they are in abutment. The pressure in the cylinder is maintained so that it tends constantly to bring the crossbar (38) and the drawbar (6) closer.
• the crossbar (38) and the drawbar (6) are firmly anchored against each other, and the only pivoting in a vertical plane between the crossbar (38) and the drawbar (6) which is allowed by the coupling device (1) of the invention can be performed at each articulation (39) forming the first pitch deflection device (13).
• the first pitch deflection device (13) further comprises a stiffening device (42) which tends to return the cross member (38) to a position where the coupling yoke (5) ) is not rotated relative to the first road vehicle (2), which position is usually referred to as zero pitch travel.
• the cross member (38) is preferably horizontal.
• the stiffening device (46) may comprise a rubber block
• stiffener which is compressed on the shaft (41) and interposed between the bearings (40) and the sleeve (42) of each hinge (39) of the first pitch deflection device (13).
• This type of stiffener is also known as "silentbloc". It is the temporary and elastic deformation of the rubber block (47) which slows down the pitch deflection, this deformation tending to bring the cross member (38) back to the position of zero pitch deflection.
• the drawbar (6) comprises at least two movable parts (19, 20) relative to each other and between which is interposed the second deflection device in pitching (14).
• the second pitch deflection device (14) may comprise a fork (48) provided at the end of a movable part (20) of the drawbar (6), preferably in the proximal portion (20) of the drawbar (6), and lying in a horizontal plane when the drawbar (6) is in zero pitching position, ie when the moving parts ( 19, 20) of said drawbar (6) are not pivoted relative to each other in a vertical plane.
• each of the arms of the fork (48) is rotatably mounted on a horizontal shaft (50) which is transverse to the longitudinal axis (15) of the drawbar (6) and which is provided on two side flanks opposed (51) of the other part (19) of the drawbar (6), preferably in the distal portion (19) of the drawbar (6).
• the second pitch deflection device (14) further comprises a stiffening device (52) which tends to bring back the two moving parts (19, 20) of the drawbar (6). ) in the same longitudinal axis, namely the longitudinal axis (15) of the drawbar (6).
• the stiffening device (52) of the second pitch deflection device (14) and the stiffening device (25) of the roll deflection device (11) are preferably constituted by the same spring leaf stiffener device (26). Refer to the stiffener device (25) of the roll deflection device (11) described above.
• the second pitch deflection device (14) is preferably provided in the proximal portion (20) of the drawbar (6) to provide room for the cylinder (45) in the distal portion (19) of the drawbar coupling (6).
• the first and second pitch deflection devices (13, 14) each allow a pitch travel of the road vehicle (2, 3) with which they are associated, these deflections being respectively authorized along a first horizontal axis (17) and a second axis horizontal (18) transverse to the longitudinal axis (15) of the drawbar (6), these two axes (17, 18) being parallel and located in the same horizontal plane when the two vehicles (2, 3) coupled circulate themselves on the same horizontal plane, which corresponds to a pitch zero displacement position for the two pitch deflection devices (13, 14).
• Figure 9 is shown a drawbar (6) according to the invention in zero displacement position in pitch, roll and yaw.
• the drawbar (6) is shown in its extreme positions of deflection yaw.
• the yaw clearance device (12) allows lateral movement of the drawbar (6) relative to the second road vehicle (3) by approximately 35 degrees to one side and to the other, for a total amplitude of yaw rate of about 70 degrees.
• the drawbar (6) is shown in its extreme positions of pitch travel.
• the first pitch deflection device (13) allows a vertical movement of the movable part (19) of the drawbar (6) relative to the other movable part (20) of the drawbar hitch (6) about 9 degrees upward and about 12 degrees down, for a total range of pitch travel of about 21 degrees.
• the drawbar (6) is shown in its extreme positions of roll deflection.
• the roll deflection device (11) allows a displacement in rotation of the movable portion (19) of the drawbar (6) relative to the other movable part (20) of the drawbar hitch (6) of about 6 degrees in one direction and the other, for a total amplitude of travel in roll of about 12 degrees.
• Figure 15 is shown a coupling yoke (5) according to the invention in pitch zero displacement position.
• the coupling yoke (5) is shown in its extreme pitch deflection positions.
• the second pitch deflection device (14) allows a vertical travel of the coupling yoke (5) relative to the first road vehicle (2) of about 12 degrees upwards and towards the low, for a total range of pitch travel of approximately 24 degrees.

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Vehicle Body Suspensions (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=59811524

Family Applications (1)

Country Status (5)

Cited By (1)

Families Citing this family (4)

Family Cites Families (2)

• 2017
  • 2017-06-16 FR FR1755522A patent/FR3067656B1/fr not_active Expired - Fee Related
• 2018
  • 2018-06-08 WO PCT/EP2018/065196 patent/WO2018228945A1/fr active Application Filing
  • 2018-06-08 CN CN201880035209.8A patent/CN110740883A/zh active Pending
  • 2018-06-08 US US16/614,553 patent/US20200171899A1/en not_active Abandoned
  • 2018-06-08 EP EP18728424.5A patent/EP3638521A1/de not_active Withdrawn

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