JPS59164211A - Trailing structure of trailer - Google Patents
Trailing structure of trailerInfo
- Publication number
- JPS59164211A JPS59164211A JP58035538A JP3553883A JPS59164211A JP S59164211 A JPS59164211 A JP S59164211A JP 58035538 A JP58035538 A JP 58035538A JP 3553883 A JP3553883 A JP 3553883A JP S59164211 A JPS59164211 A JP S59164211A
- Authority
- JP
- Japan
- Prior art keywords
- trailer
- links
- distance
- axle
- link
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60D—VEHICLE CONNECTIONS
- B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
- B60D1/14—Draw-gear or towing devices characterised by their type
- B60D1/173—Draw-gear or towing devices characterised by their type consisting of at least two bars which are not connected or articulated to each other
Landscapes
- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Agricultural Machines (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は自動車の後部に連結されるトレーラの牽引構造
の改良に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an improvement in a towing structure for a trailer connected to the rear of an automobile.
第３図に示されるように従来では、自動車３１の後部の
左右中央部にピッチグレート４１を後方に向けて固設し
、一方トレーラ３２の前部の左右中央部にも同じくピッ
チプレート４２を前方へ向けて固設し、両ピッチプレー
ト４１．４２’！ｒ鉛直軸４９にて相対的に回動自在に
枢支してヒツチ部４０を構成し、これにより自動車３１
の後部に鉛直軸４９をピボット点Ｐ。とじてトレーラ３
２を連結していた。As shown in FIG. 3, conventionally, a pitch plate 41 is fixedly fixed to the left and right center portions of the rear part of the automobile 31 facing rearward, and a pitch plate 42 is similarly fixed to the left and right center portions of the front part of the trailer 32. Fixedly installed towards, both pitch plates 41.42'! r It is relatively rotatably supported on a vertical shaft 49 to constitute a hit portion 40, and thereby the automobile 31
The vertical axis 49 is located at the rear of the pivot point P. Closed trailer 3
2 were connected.
尚図示では、トレーラ３２０車軸３３は１本であり、こ
の車軸３３の左右端に夫々車輪３４．３４が支承されて
いる。In the illustration, the trailer 320 has one axle 33, and wheels 34 and 34 are supported on the left and right ends of this axle 33, respectively.
斯かる従来のヒツチ部４０構造をもって自動車３１に牽
引される１本車軸３３タイプのトレーラ３２の運動は、
第４図に示す如く左右の車輪３４の影響を一つにまとめ
た一輪車としてモデル化することができる。The movement of a single axle 33 type trailer 32 towed by a car 31 with such a conventional hitch part 40 structure is as follows:
As shown in FIG. 4, it can be modeled as a unicycle in which the effects of the left and right wheels 34 are combined into one.
このモデルでは、トレーラ３２のロールの影響は無視し
であるが、高速走行においては、直進に近い走行でのト
レーラ３２０走行性が課題となるため、ロールの影響を
無視しても、以下に述べる考察の論拠は一般性を失うも
のではない。In this model, the effect of the roll of the trailer 32 is ignored, but at high speeds, the drivability of the trailer 320 in almost straight-line driving becomes an issue, so even if the effect of the roll is ignored, the following will be explained. The arguments in the discussion are without loss of generality.
従って自動車３１とトレーラ３２全回動自在に連結する
ピボット点Ｐｏが一定速度Ｖで直進しているという条件
下でのトレニ２３２の牽引走行性について以下に考察す
る。Therefore, the towing performance of the trailer 232 under the condition that the pivot point Po, which connects the automobile 31 and the trailer 32 in a fully rotatable manner, moves straight at a constant speed V will be discussed below.
先ず第５図に示すようにトレーラ３２が進行方向りに対
して姿勢角βがついたとすると、車輪３４にはすべり角
βが生じる。この場合、トレーラ３２の姿勢角βが変化
しつつある時には、車輪３４のすべり角は厳密にはβに
等しくはないが、車速■が姿勢角βの変化速度ｄβ／ｄ
ｔに比べて光分大きい時には車輪３４のすべり角は略々
βに等しいとみなすことができる。First, if the trailer 32 has an attitude angle β with respect to the traveling direction as shown in FIG. 5, the wheels 34 have a slip angle β. In this case, when the attitude angle β of the trailer 32 is changing, the slip angle of the wheels 34 is not strictly equal to β, but the vehicle speed ■ is the change rate dβ/d of the attitude angle β.
When the amount of light is larger than t, the slip angle of the wheel 34 can be considered to be approximately equal to β.
而して車輪３４にはこのすべり角βに応じた横力Ｆが発
生し、ピボット点ＰＯの廻りにトレーラ３２を直進状態
に戻そうとする復元モーメントとしてこの横力Ｆが作用
するため、トレーラ３２の姿勢角βは減少し始める。A lateral force F corresponding to this slip angle β is generated on the wheels 34, and this lateral force F acts as a restoring moment around the pivot point PO that attempts to return the trailer 32 to a straight traveling state. The attitude angle β of 32 begins to decrease.
以上において、車輪３４のすべり角βと横力Ｆが線形と
みなせる範囲では、車輪３４のコーナリングパワーの和
をＣとすると、
Ｆ＝Ｃβ ・・・・・・・・・・・・・・・・・・・・
・・・・・・・・・・・・・・・・・・・・・・・・（
１）と表せる。In the above, within the range where the slip angle β of the wheels 34 and the lateral force F can be considered linear, if the sum of the cornering power of the wheels 34 is C, then F=Cβ ・・・・・・・・・・・・・・・・・・・・・・・・
・・・・・・・・・・・・・・・・・・・・・・・・(
It can be expressed as 1).
又トＬ／−７３２のピボット点Ｐ。廻りの慣性モーメン
） Ｉｐは、トレーラ３２の車軸３３の軸線上に重心点
があると仮定すれば、トレーラ３２の質量ｆｍ、トレー
ラ３２の車軸３３とピボット点Ｐ。間の距離をｌとして
Ｉｐ ＝ ｍ Ａ！２ ・・・・・・・・・・・・・
・・・・・・・・・・・・・・・・・・・・・・・・・
・・・・・（１１）となる。Also, the pivot point P of L/-732. (moment of inertia) Ip is the mass fm of the trailer 32, the axle 33 of the trailer 32, and the pivot point P, assuming that the center of gravity is on the axis of the axle 33 of the trailer 32. Ip = m A!, where l is the distance between them. 2 ・・・・・・・・・・・・・・・
・・・・・・・・・・・・・・・・・・・・・・・・
...(11).
ところで厳密にはトレーラ３２の重心点は車軸３３より
若干前方に設定される。ことが多いが、トレーラ３２の
質量分布がトレーラのサイズによらず、略々同一とみな
せば、概略（１１）式は成立する。However, strictly speaking, the center of gravity of the trailer 32 is set slightly forward of the axle 33. Although this is often the case, if the mass distribution of the trailer 32 is considered to be substantially the same regardless of the size of the trailer, equation (11) generally holds true.
従ってトレーラ３２の姿勢角変化の運動方程式％式％（
この０１Ｄ式に前記（＋）、 （ｌｉ）式を代入すると
、ｍ１２１−−Ｃ１ｌβ ・・・・・・・・・・・・・
・−・・・・・・・・・・・・・・・・・・・・・・・
・（ＩＶ）となり、即ち
ｍｌλ−−Ｃβ ・・・・・・・・・・・・・・・・
・・・・・・・・・・・・・・・・・・・・（Ｖ）を得
る。Therefore, the equation of motion for the change in attitude angle of the trailer 32% formula%
・－・・・・・・・・・・・・・・・・・・・・・・・・
・(IV), that is, mlλ−−Cβ ・・・・・・・・・・・・・・・・・・
・・・・・・・・・・・・・・・・・・・・・(V) is obtained.
そして（Ｖ）式を変形すると、
ｆｉ＝−（Ｃ／ｍｌ）β ・・・・・・・・・・・・・
・・・・・・・・・・・・・・・・・・（Ｖ［）となる
。Then, when formula (V) is transformed, fi=-(C/ml)β ・・・・・・・・・・・・・・・
・・・・・・・・・・・・・・・(V[).
然るに０７ｍ ７３が大きい程同じ姿勢角βに対する復
元の角加速度７の絶対値が犬ぎくなるので、応答の遅れ
がより少なく復元することになる。However, the larger 07m73 is, the sharper the absolute value of the angular acceleration 7 will be for the same attitude angle β, so the response will be restored with less delay.
即ちＣ／ｍｌｌが大きい程トレーラ３２は安定して走行
できると言える。In other words, it can be said that the larger C/ml, the more stable the trailer 32 can travel.
斯かる０７ｍ ｌのうち、車輪３４のコーナリングパワ
ーＣは大きい程望ましく、又トレーラ３２の質量ｍ及び
トレーラ３２の車軸３３と回転中心点ＰＯとの距離ｌは
小さい程望ましい。Of these 07ml, the larger the cornering power C of the wheels 34 is, the more desirable it is, and the smaller the mass m of the trailer 32 and the distance l between the axle 33 of the trailer 32 and the center of rotation PO, the smaller it is.
ところでトレーラ３２の車軸３３は該トレーラ３２の重
心に近い所に設定されている。即ちトレーラ３２の重心
近傍に車軸３３′ｆｆ：設定しておかないと、トレーラ
牽引時におけるピッチ部４ｏの上下荷重が大きくなるか
らである。By the way, the axle 33 of the trailer 32 is set close to the center of gravity of the trailer 32. That is, unless the axle 33'ff is set near the center of gravity of the trailer 32, the vertical load on the pitch portion 4o will increase when the trailer is towed.
しかしながら第３図に示した従来のトレーラの牽引構造
では、トレーラ３２の回転中心点Ｐａと車軸３３との距
離ｌを小さくするには限界があった。However, in the conventional trailer towing structure shown in FIG. 3, there is a limit to reducing the distance l between the rotation center point Pa of the trailer 32 and the axle 33.
本発明は以上の考察に基づいて成されたもので、その目
的とする処は、牽引時におけるトレーラの回転中心とそ
の車軸間距離Ｊｌｉ−小さくし、以ってトレーラの牽引
走行性を向上させ得る新規なる牽引構造を提供するにあ
る。The present invention has been made based on the above considerations, and its purpose is to reduce the distance Jli between the center of rotation of a trailer and its axle during towing, thereby improving the towing performance of the trailer. The aim is to provide a new traction structure.
斯かる目的を達成すべく本発明は、自動車とトレーラを
２本のリンクにて連結し、この２本のリンクの自動車側
枢着部である前端間距離をトレーラ側枢着部である後端
間距離よりも犬とし、トレーラの瞬間回転中心をヒツチ
部より後方に偏位させ、該トレーラの車軸方向に近寄ら
せたことをその要旨とする。In order to achieve such an object, the present invention connects a car and a trailer with two links, and the distance between the front ends of the two links, which are the pivot points on the car side, is the distance between the front ends, which are the pivot points on the trailer side, and the rear ends, which are the pivot points on the trailer side. The gist of this is that the instantaneous center of rotation of the trailer is shifted rearward from the hitch part and brought closer to the axle direction of the trailer.
以下に本発明の実施例を第１図及び第２図に基づいて詳
述する。第１図は自動車とトレーラの連結状態の平面図
で、第１実施例を示し、第２図は同第２実施例の図であ
る。Embodiments of the present invention will be described in detail below with reference to FIGS. 1 and 2. FIG. 1 is a plan view of a state in which an automobile and a trailer are connected, showing the first embodiment, and FIG. 2 is a diagram of the second embodiment.
本発明では、自動車１の後部に左右方向に長い幅広のピ
ッチプレート１１を後方に向けて固設するとともに、ト
レーラ２の前部にも左右方向に長いヒツチプレート１２
を前方に向けて固設する。In the present invention, a wide pitch plate 11 that is long in the left-right direction is fixed to the rear of the automobile 1 facing backward, and a hitch plate 12 that is long in the left-right direction is also fixed to the front of the trailer 2.
Fix it facing forward.
自動車１側のピッチプレート１１はトレーラ２側のピッ
チグレート１２よりも充分に幅広であり、車体幅よりも
若干幅狭であって、該ヒッチプレート１１は車体の左右
中心線に対して左右の端部ｉｉａ、’１ｉａｉ夫々等距
離をもって振り分けている。The pitch plate 11 on the vehicle 1 side is sufficiently wider than the pitch plate 12 on the trailer 2 side, and is slightly narrower than the width of the vehicle body. Parts IIA and '1IAI are distributed at equal distances.
一方トレーラ２＆ツチプレート１２も車体の左右中心線
に対して左右の端部１２ａ、１２ａを夫々等距離をもっ
て振り分けている。On the other hand, the trailer 2 and the foot plate 12 also have left and right end portions 12a, 12a separated at equal distances from the left and right center line of the vehicle body.
そして自動車１需のピッチプレート１１の左右両端部１
１ａ、１１ａに夫々等長なるリンク１３゜１４の前端部
１３ａ、ｉ４ａを各鉛直軸１５．１６匝て相対的に回動
自在に枢着し、斯かる２本のリンク１３．１４の後端部
１３ｂ、１４ｂをトレーラ２側のピッチプレート１２の
夫々左右両端部゛１２ａ、１２ａに各鉛直軸１７．１８
にて同じく相対的に回動自在に枢着している。And both left and right ends 1 of the pitch plate 11 for one automobile
The front ends 13a and i4a of links 13 and 14 having the same length are respectively pivoted to the vertical shafts 1a and 11a so as to be relatively rotatable, and the rear ends of the two links 13 and 14 are The sections 13b and 14b are attached to the left and right ends 12a and 12a of the pitch plate 12 on the trailer 2 side, respectively, to the vertical shafts 17 and 18.
Similarly, they are pivotably connected to each other so as to be relatively rotatable.
斯くして自動車１並びにトレーラ２の直進状態において
、平面視で２本のリンク１３．１４及び両ヒツチプレー
）１１．１２は等脚台形を成す台形リンクを構成してい
る。即ちリンク１３．１４は脚部を、自動車１側のヒツ
チプレート１１は下底を及びトレーラ２側のピッチプレ
ート１２は上底を夫々構成することとなる。In this way, when the automobile 1 and the trailer 2 are traveling straight, the two links 13, 14 and both hitches 11, 12 form a trapezoidal link forming an isosceles trapezoid in plan view. That is, the links 13 and 14 constitute the legs, the hitch plate 11 on the vehicle 1 side constitutes the lower sole, and the pitch plate 12 on the trailer 2 side constitutes the upper sole.
尚トレーラ２の車軸３は１本であり、この車軸３の左右
端に夫々車輪４，４が支承されている。The trailer 2 has one axle 3, and wheels 4, 4 are supported on the left and right ends of this axle 3, respectively.
而して第１図に示した第１実施例では、トレーラ２側の
ヒツチプレート１２とリンク１３．１４とを左右で夫々
枢着する鉛直軸１７．１８間距離を比較的太に設定し、
２本のリンク１３．１４の中心線が交わる点Ｐ１に直進
状態において、トレーラ２の車軸３の軸線上に一致せし
めている。In the first embodiment shown in FIG. 1, the distance between the vertical shafts 17 and 18 that pivotally connect the hitch plate 12 and links 13 and 14 on the left and right sides of the trailer 2, respectively, is set relatively thick.
The point P1 where the center lines of the two links 13 and 14 intersect is aligned with the axis of the axle 3 of the trailer 2 in a straight forward state.
この点Ｐ１はトレーラ２の瞬間回転中心であるため、車
軸３と瞬間回転中心点ＰＩの直進状態における距離ｌは
零であることがわかる。Since this point P1 is the instantaneous rotation center of the trailer 2, it can be seen that the distance l between the axle 3 and the instantaneous rotation center point PI in the straight-ahead state is zero.
又第２図に示した第２実施例では、同じくトレーラ２側
のピッチプレート１２とリンク１３．１４と全左右で夫
々枢着する鉛直軸１７．１８間距離全前記第１実施例よ
りも小とし、直進状態における２本のリンク１３．１４
の中心線が又わる点Ｐ２をヒツチ部１０より後方に偏位
させ、トレーラ２の車軸３方回に近寄らせている。Also, in the second embodiment shown in FIG. 2, the distance between the pitch plate 12 on the trailer 2 side and the vertical shafts 17 and 18 pivoted on the left and right sides, respectively, is smaller than that in the first embodiment. 13.14 Two links in a straight-ahead state
A point P2 where the center lines of the two intersect is shifted rearward from the hitch portion 10 and is brought closer to three directions of the axle of the trailer 2.
従ってトレーラ２の車軸３と瞬間回転中心点Ｐ２の直進
状態における距離ｌは従来のそれよりも大幅に小さくな
ったことがわかる。Therefore, it can be seen that the distance l between the axle 3 of the trailer 2 and the instantaneous rotation center point P2 in the straight-ahead state is significantly smaller than that in the conventional case.
以上の説明から明らかな如く本発明によれば、ピンチ部
を２本のリンクで構成し、両リンクの自動車側に枢着さ
れる前端間距離を下底とし、トレーラ側に枢着される後
端間距離を上底とするとともに、当該２本のリンクを脚
部とした等脚台形を成す台形リンク構造によりトレーラ
を連結したため、牽引時であって、直進状態におけるト
レーラの瞬間回転中心をピッチ部より後方に偏位させて
該トレーラの車軸に一致、若しくは近寄らせることがで
き、従ってトレーラの車軸と瞬間回転中心との距離を・
零、若しくは従来のそれよりも大幅に小さくすることが
でき、以って特に高速走行時におけるトレーラの牽引走
行性を向上させることがAs is clear from the above description, according to the present invention, the pinch portion is composed of two links, the distance between the front ends of both links which are pivoted to the vehicle side is taken as the bottom base, and the bottom end of the pinch part which is pivoted to the trailer side is Since the trailers are connected by a trapezoidal link structure forming an isosceles trapezoid with the distance between the ends as the upper base and the two links as the legs, the instantaneous center of rotation of the trailer when towing and traveling straight is the pitch. It can be deflected rearward from the rear to match or approach the axle of the trailer, thus reducing the distance between the axle of the trailer and the instantaneous center of rotation.
It can be made zero or significantly smaller than the conventional one, thereby improving the towing performance of the trailer especially when traveling at high speeds.
第１図及び第２図は本発明の実施例を示すもので、第１
図は第１実施例を示す自動車とトレーラの連結状態の平
面図、第２図は同第２実施例の図、第３図は従来の牽引
構造の平面図、第４図は同モデル図、第５図はその作用
を示す図である。
尚図面中１は自動車、２はトレーラ、３はその車軸、１
０はピッチ部、１３．１４はリンク、Ｐ１＋Ｐ２はトレ
ーラの瞬間回転中心である。
特許出願人 本田技研工業株式会社1 and 2 show embodiments of the present invention.
The figure is a plan view of the connected state of a car and a trailer showing the first embodiment, FIG. 2 is a diagram of the second embodiment, FIG. 3 is a plan view of a conventional traction structure, and FIG. 4 is a model diagram of the same. FIG. 5 is a diagram showing the effect. In addition, in the drawing, 1 is a car, 2 is a trailer, 3 is its axle, 1
0 is the pitch portion, 13.14 is the link, and P1+P2 is the instantaneous rotation center of the trailer. Patent applicant Honda Motor Co., Ltd.
Claims (1)
により連結するとともに、両り／りの自動車の後部に枢
着される前端間距離をトレーラの前部に枢着される後端
間距離よりも犬とし、トレーラの瞬間回転中心を該トレ
ーラの車軸方向に近寄らせたことを特徴とするトレーラ
の牽引構造。The rear of the vehicle and the front of the trailer are connected by two links on the left and right, and the distance between the front ends pivoted to the rear of both vehicles is equal to the distance between the rear ends pivoted to the front of the trailer. A trailer towing structure characterized in that the instantaneous rotation center of the trailer is moved closer to the axle direction of the trailer, with the distance being set closer to the axle direction of the trailer.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58035538A JPS59164211A (en) | 1983-03-04 | 1983-03-04 | Trailing structure of trailer |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58035538A JPS59164211A (en) | 1983-03-04 | 1983-03-04 | Trailing structure of trailer |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS59164211A true JPS59164211A (en) | 1984-09-17 |
Family
ID=12444506
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58035538A Pending JPS59164211A (en) | 1983-03-04 | 1983-03-04 | Trailing structure of trailer |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59164211A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2006129284A1 (en) * | 2005-05-31 | 2006-12-07 | John Walton Abel | Trailer towing-control apparatus |
-
1983
- 1983-03-04 JP JP58035538A patent/JPS59164211A/en active Pending
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2006129284A1 (en) * | 2005-05-31 | 2006-12-07 | John Walton Abel | Trailer towing-control apparatus |
| US8011684B2 (en) | 2005-05-31 | 2011-09-06 | John Walton Abel | Trailer towing-control apparatus |
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