WO2007128073A1 - Fonctionnement d'essieux autovireurs sur des semi-remorques - Google Patents

Fonctionnement d'essieux autovireurs sur des semi-remorques Download PDF

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Publication number
WO2007128073A1
WO2007128073A1 PCT/AU2007/000611 AU2007000611W WO2007128073A1 WO 2007128073 A1 WO2007128073 A1 WO 2007128073A1 AU 2007000611 W AU2007000611 W AU 2007000611W WO 2007128073 A1 WO2007128073 A1 WO 2007128073A1
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WO
WIPO (PCT)
Prior art keywords
wheels
semi
trailer
alignment
vehicle
Prior art date
Application number
PCT/AU2007/000611
Other languages
English (en)
Inventor
Hans Prem
Luan-Kinh Mai
Original Assignee
Mechanical System Dynamics Pty Ltd
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from AU2006902413A external-priority patent/AU2006902413A0/en
Application filed by Mechanical System Dynamics Pty Ltd filed Critical Mechanical System Dynamics Pty Ltd
Priority to AU2007247777A priority Critical patent/AU2007247777A1/en
Publication of WO2007128073A1 publication Critical patent/WO2007128073A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D13/00—Steering specially adapted for trailers
    • B62D13/005—Steering specially adapted for trailers operated from tractor steering system
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D13/00—Steering specially adapted for trailers
    • B62D13/02—Steering specially adapted for trailers for centrally-pivoted axles
    • B62D13/025—Steering specially adapted for trailers for centrally-pivoted axles the pivoted movement being initiated by the coupling means between tractor and trailer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D13/00—Steering specially adapted for trailers
    • B62D13/04—Steering specially adapted for trailers for individually-pivoted wheels

Definitions

  • This invention concerns the use of self-steering axles on semi-trailers of heavy goods vehicles used for road transport. It is particularly applicable to vehicles such as prime mover and semi-trailer combinations, and to heavy goods vehicle applications that feature multiple semi-trailers, including medium- and long-combination vehicles; more commonly referred to as multi-combination vehicles or road trains.
  • a "semi-trailer” is a towed vehicle unit of a heavy goods combination vehicle whose means of attachment to the preceding vehicle unit (a prime mover, another semi-trailer, or a converter dolly) results in some of its vertical load being imposed on said preceding unit through a tow coupling and whose rear is supported by a single axle or multiple axle bogie (tandem, tri, quad, etc.) located towards the rear.
  • a “converter dolly” (also called a “dolly”) is a towed vehicle unit of a heavy goods combination vehicle whose tow coupling to the preceding vehicle unit (a rigid truck, a prime mover or another semi-trailer) results in little or none of its vertical load being imposed on said preceding vehicle unit through the tow coupling and whose rear is supported by a single axle or multiple axle bogie (tandem, tri, quad, etc.) located at or near to the centre of the main load carrying area.
  • a single axle or multiple axle bogie tandem, tri, quad, etc.
  • the main load bearing or carrying area of a converter dolly usually incorporates a tow coupling device so that the doEy may be mounted beneath the front of a semi-trailer body, thereby converting the semi-trailer into a trailer with two axle groups of which the front axle group is steered by connection to the preceding vehicle unit.
  • a converter dolly is also known as a pivoting bogie, a dolly track or a special truck.
  • a converter dolly may also be adapted to carry goods.
  • a "trailer" in a heavy goods combination vehicle is a towed vehicle unit that can be either a semi-trailer, or a combination, of a converter dolly plus a semi-trailer, or a converter dolly adapted to carry goods.
  • a "motor vehicle” in a heavy goods combination vehicle is a vehicle unit which is motorised for propulsion and is built to tow one or more trailers. One of the trailers may be a powered trailer.
  • a motor vehicle can be a prime mover or a rigid truck.
  • a "powered trailer" in a heavy goods combination vehicle is a trailer having a largely self-contained means of generating. propulsion through one or more of its wheels. Ih a combination vehicle one or more of the trailers may be a powered trailer.
  • a "prime mover” is a vehicle unit of a heavy goods combination vehicle built to tow a semi-trailer or a converter dolly. A prime mover may also carry a load.
  • a "rigid truck” is a non-articulated motor vehicle built to carry a load and, in a heavy goods combination vehicle, tow a trailer.
  • a "vehicle unit” is either a trailer, a semi-trailer, a converter dolly, a motor vehicle, or a powered trailer.
  • a combination vehicle has a plurality of such vehicle units connected by an articulated coupling between each adjacent vehicle unit.
  • a "heavy goods combination vehicle” is a heavy goods or road transport vehicle with at least one articulation point.
  • Self-tracking axles are well known for use on heavy goods vehicles, such as prime mover and semi-trailer combinations having semi-trailer design axle loads in the order of 10 to 27t
  • Self-tracking axles are also known as self-steering axles, self-steer axles and castor-steering axles. They operate by the wheels being allowed to alter their alignment, by means of a castor action, in response to a turning movement of the vehicle.
  • HEO High-Speed Offtracking
  • An aim of the present invention is to provide a controlled self-tracking system- whereby in a turning manoeuvre both the SRT and the HSO of a vehicle having one or more self-tracking axles maybe improved.
  • the invention provides a method of operating a semi-trailer being towed as part of a heavy goods vehicle by a motor vehicle, where the semi-trailer has at least one self-tracking axle which has road wheels and castor-steering ; , said method comprising:
  • Said first and second predetermined speeds may be the same, or said second predetermined speed may be greater than said first predetermined speed.
  • said restoring moment may be applied by holding or locking alignment of the wheels into a straight-ahead position.
  • Said application of the restoring moment may be achieved by applying a controlled force to the wheels to cause alignment of the wheels to he moved away from an alignment which would be adopted if the castor steering action was unrestrained.
  • a controlled force may be applied to cause the steer angle of the wheels (steer angle being taken to mean the alignment angle of the wheels measured relative to the alignment the wheels would take travelling along a straight path on a flat level surface) to be decreased below that steer angle, or taken or held over centre and the steer angle increased in the other steer direction, which would be adopted if the castor steering action were unrestrained, but such a controlled force application may be made dependent upon said lateral acceleration measurement falling within a predetermined range.
  • the semi-trailer may be towed with the castor-steering action of said at least one self-tracking axle enabled and unrestrained.
  • said restoring moment may be applied to an extent sufficient to cause the alignment of the wheels of said at least one self-tracking axle to be aligned at a steer angle which is greater than the alignment which would be adopted if the castor steering action were unrestrained.
  • Said measurement of lateral acceleration may be made on the semi-trailer, but is preferably made on said motor vehicle, hi multi-combination vehicles said measurement of lateral acceleration may be made on the vehicle unit immediately preceding the semi-trailer on which the self-tracking axle to be controlled is installed.
  • Said restoring moment may be controlled in order to achieve a predetermined size of the moment, or may be controlled in order to achieve a predetermined wheel alignment or amount of steer angle.
  • the magnitude of said restoring moment, or steer angle directly may be controlled in response to a yaw rate measurement being made on said semi-trailer, and/or on other preceding vehicle units.
  • the magnitude of said restoring moment, or steer angle directly may be controlled in response-to measurements being made of wheel speeds on said semi-trailer and/or said motor vehicle and/or preceding vehicle unit.
  • the magnitude of said restoring moment, or steer angle directly may be controlled in response to a measurement of a lateral force being applied at a towing coupling between the semi-trailer and the preceding vehicle unit, and/or between other preceding vehicle units.
  • a greater braking force may be applied to at least some of the wheels on said semitrailer which are on that side of the semi-trailer towards which the heavy goods vehicle is travelling.
  • Figure 1 is a view of a prime mover coupled to a semi-trailer to which one embodiment of the present invention is applied;
  • Figure 2 is a rear view of the vehicle in Figure 1 shown in (he process of rounding a curve in a road at relatively high speed;
  • Figure 3 is a plan view showing the vehicle further into the curve than the position shown in Figure 2;
  • Figure 4 is a layout schematic of the quad axle group at the rear of the semitrailer in Figure 1;
  • Figure 5 is a view of the quad axle group in Figure 4 but shown with the wheels on the self-tracking axles being steered towards the right;
  • Figure 6 is a view of a triple axle group incorporating a further embodiment of the present invention.
  • Figure 7 is a view of a quad axle group incorporating a further embodiment of the present invention
  • Figures 8, 9 and 10 are diagrams illustrating forces acting during certain manoeuvres on a semi-trailer incorporating the quad axle group shown in Figure
  • Figure 11 is a plan view of a self-steer wheel shown (in dotted lines) on the left- hand side of the vehicle rounding a right-hand curve in a road at relatively high speed as in Figure 2, superimposed on a view (in solid lines) of the wheel in its straight-ahead position
  • Figure 12 is a plan view of a self-steer wheel on the left-hand side of the vehicle rounding a curve in a road at relatively high speed as for the wheel in Figure 11, but this time with the wheel (in dotted lines) steered in the direction of the turn in accordance with an embodiment of the invention, and again superimposed on a view (in solid hues) of the wheel in its straight-ahead position.
  • the heavy goods vehicle 10 shown in Figures 1 to 3 has a prime mover 12 towing a semi-trailer 14.
  • the prime mover forms a motor vehicle for the combination.
  • the prime mover is connected to the semi-trailer by means of a turntable 16 which forms a towing coupling.
  • the semi-trailer 14 has a quad axle group 18 at its rear.
  • the leading two axles 20 and 22 are of conventional non-steered design and incorporate road wheels 34 to 37. But the rear two axles 24 and 26 in the quad set are self- tracking axles. These incorporate road wheels 38 to 41.
  • the quad axle group shown has a wide single tyre on each end of each axle set 20, 22, 24 and 26 but the invention is also applicable to configurations having multiple wheels on the ends of axles and other sequences of fixed and self-steer axles.
  • the prime mover providing the driving means in this example has two steering axles 28 and 29 towards its front, and two non-steering driving axles 30 and 31 towards the rear.
  • the semi-trailer 14 has its front supported, via the turntable 16, by the rear of the prime mover 12.
  • Axle 26 includes a pair of steering arms 50 connected together by a tie rod 52.
  • the wheels 40 and 41 thus turn in either direction in unison and adopt a steer angle ⁇ .
  • a hydraulic linear actuator 54 has its body 53 attached to the axle 26 and its actuating arm 55 attached to the tie rod 52 whereby the tie rod may be pushed in either direction relative to the axle 26 which is left or right to the direction of travel.
  • the wheels 40 and 41 have a natural castor tendency due to the geometry of the self-steering axle assembly, but the actuator 54 provides a means whereby the castoring can be counteracted by a controlled moment.
  • the actuator 54 is fed by a servo valve 56 which draws its pressurised fluid from a power source (hydraulic pump) 58 via a feed line 60. Fluid exiting the servo valve 56 flows via a check valve 62 to a sink 64 comprising a fluid reservoir which feeds the pump 58.
  • a power source hydroaulic pump
  • the servo valve 56 is controlled by means of an electronic signal sent by an electronic controller 70 via a connection 66 to a solenoid 68 on the servo valve 56.
  • the controller 70 takes inputs from a sensor 75 measuring lateral acceleration, a sensor 76 measuring the yaw rate, a sensor 77 measuring the road speed of the vehicle, and sensors 78 measuring individual wheel speeds of the wheels 34 to 41 on the axle group 18.
  • the controller 70 uses these inputs to determine the direction and magnitude of the force or displacement desired to be applied by the arm 55 of the actuator 54 to the tie rod 52, and sends an appropriate signal to the solenoid 68.
  • a sensor on the actuator 54 measures the position of the actuator arm 55 (and thus indicates the turning angle or steer angle ⁇ adopted by the wheels 40 and 41) and provides a position feedback signal, via connection 72, to the solenoid 68. Ia other words, the hydraulic system would provide the required restoring moment to position . the 'self-tracking' wheels at the required steer angle as determined by controller 70.
  • the restoring moment or command steer angle signal from the controller 70 to the servo valve 56 responds to lateral acceleration and yaw rate through a simple gain (multiplier) such that a lateral acceleration and yaw rate response associated with a turn to the right would cause the wheels to be steered to the right.
  • a simple gain multiplier
  • the gain multipliers are set to be sensitive to speed.
  • the lateral acceleration sensor 75 may conveniently be placed on the semi-trailer 14. " While a measurable improvement of HSO can be achieved in this way, a much greater improvement can be achieved by positioning the sensor 75 on the prime mover 12, and in particular at the prime mover's front steer axle 28. It is thought mat the improvement is because when entering a curve, the prime mover experiences the lateral acceleration before the semi-trailer, so measuring it at the prime mover allows the restoring moment, or steer angle directly, to be applied to the axles 24 and 26 earlier than otherwise.
  • This strategy works better than one where the restoring moment, or steer angle directly, applied to the axles 24 and 26 responds to lateral acceleration of the semitrailer centre of gravity because the preferred strategy provides the semi-trailer with a degree of preview, setting it up for the turn in advance. Performance may be improved if the applied steer torque restoring moment is controlled in response to the measured lateral acceleration. Further improvement may be achieved if the controller 70 determines and causes " the separate restoring moments or steer angles to be different for wheel pairs on different axles.
  • An advantage of the present invention relates to improvements in rollover stability- Rollover stability is sensitive to the ratio of the height of the sprung mass centre of gravity to the offset distance between the vehicle centre line and the centre of the tyre contact patch.
  • the plan view in Figure 11 shows (in dotted lines) a steer rotation of a left-side castoring wheel 40 on a self-steer axle in the right hand turn under a normal castor steer, as depicted in Figure 2.
  • the forward location of the self-steer axis 84 and, to a lesser extent, the inboard location of that axis leads to a nett inward migration of the tyre contact patch from 86a to 86b when the wheel steers.
  • the inward displacement is shown as "A" in Figure 11.
  • the system described above may be incorporated into a multi-combination vehicle (ie one having multiple semi-trailers).
  • sensors accelerelerometers
  • each sensor feeding signals to a controller of each respective trailer.
  • FIG. 6 The embodiment of the invention shown in Figure 6 utilises only a single self- tracking axle 124 at the rear of a triple axle group 118.
  • the arrangement of hydraulic actuator 54, servo valve 56, pump 58, and connection lines therebetween are the same as described in relation to Figures 4 and 5, but the input sensors are reduced to only a lateral acceleration sensor 75 and a road speed sensor 77, both mounted in the prime mover.
  • This simplified system of controlling wheel alignment provides most of the dynamic improvement available from the more complex system described above with reference to Figures 4 and 5.
  • the quad axle group 218 shown in Figure 7 is the same as the quad axle group 18 shown in Figure 5 except that quad axle group 218 includes three additional features.
  • the electronic controller 270 also receives, and takes account of, a signal from a sensor 279 which measures the lateral force being applied at the time to the towing coupling at the hitch point (turntable 16) of the semi-trailer.
  • the second feature is that, through electronic controller 270 and connections 273, the braking force applied to each wheel may be controlled independently in response to the output detected from the wheel speed sensors 278 on each of the wheels 34 to 41.
  • the third feature is that sensors 280 are provided to measure either the steer angle of the prime mover 12, which forms the motor vehicle in this embodiment, or the articulation angle between the respective trailer and the adjacent vehicle unit in ftont. This feature would be used during low speed operation. During low speed turns the signals from the lateral acceleration sensor 275 would be inadequate to accurately sense the motion of the vehicle so signals from the steer angle and/or articulation angle sensors 280 would instead be used during low speed turns to control the restoring moment, or steer angle directly, applied to the self-steer axles 24 and 26.
  • Figure 8 is a free-body diagram (schematic and not to scale) which shows the forces Fl to F6 and moment Ml acting on the semi-trailer 214 if the brakes are applied on the wheels 35, 37, 39 and 41 on one side of the serai-trailer by an amount significantly more than along the other side. Alternatively the brakes could be applied along one side only. Forces Fl and F2 shown are the resultant tyre braking forces acting on each respective row of tyres. The braking at individual wheel positions is controlled with an anti-lock brake system (ABS). A suitable ABS system may be chosen from a range of such systems available commercially. Inertia forces F5 and F6 and a moment Ml act at the centre of gravity 286 of the semi-trailer.
  • ABS anti-lock brake system
  • a nett result of this unequally distributed braking is a yaw inertia moment Ml that will resist the tendency to swing ⁇ e semi-trailer to the right and a longitudinal force (the resultant of forces Fl and F2) that will try to slow the vehicle (the nett braking effect).
  • the reaction forces at the tow coupling 217 between the prime mover and the semi-trailer 214 resolve to a braking force F3 and a lateral reaction force F4 that will try to push the tail of the prime mover out to one side. This is undesirable.
  • Figure 9 is a free-body diagram that shows the forces (again not to scale) acting on the semi-trailer 214 when the wheels 38 to 41 on the self-tracking axles 24 and 26 are actively steered according to the present invention and without braking.
  • Force F7 is the resultant of tyre forces at the steered axles 24 and 26 due to the steered tyres 38- 41.
  • Inertia force F9 and moment M2 act at the centre of gravity 286..
  • Figure 9 shows that the lateral reaction force F8 at the tow coupling is opposite in direction to the lateral reaction force F4 in Figure 8 for the pure braking case.
  • Force FS is also undesirable but may be small enough in most circumstances to not cause major instability of a vehicle turning at high speed.
  • Figure 10 is a combination of the situations shown in Figures 8 and 9. It shows the front and centre-front wheels 35 and 37 on the right side braked (creating a braking force FlO), and the centre-rear and rear axles 24 and 26 respectively steered (creating a lateral force FIl).
  • Force F12 is the reaction force at the semi trailer hitch point.
  • Inertia force F13 and moment M3 act at the centre of gravity 286 of the semi-trailer.
  • the braking force produces a clockwise moment about the centre of gravity 286 which counters the anti-clockwise moment about the centre of gravity resulting from the side force
  • the brakes may be applied on both the steered and the non-steered wheels but, for simplicity, in the Figure 10 example, the brakes are shown applied on the right side front and centre-front wheels causing the semi-trailer to follow the prime mover without exerting any significant lateral forces at the tow coupling that may otherwise destabilise the prime mover or adversely affect its handling.
  • the embodiment described above with reference to Figures 7 to 10 may be simplified by deleting the lateral force sensor 279 and the motor vehicle steer or articulation angle sensor 280.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un procédé de fonctionnement d'une semi-remorque tractée par un poids lourd, ladite semi-remorque comprenant au moins un essieu autovireur. Lorsque le poids lourd roule à des vitesses de route supérieures à une première vitesse prédéterminée, un moment redresseur est appliqué à l'action de pivotement d'un ou de plusieurs des essieux autovireurs. L'application du moment redresseur entraîne un changement d'alignement des roues par rapport à un alignement qui serait adopté si l'action de pivotement était illimitée. Lorsque le poids lourd roule à des vitesses de route supérieures à une deuxième vitesse prédéterminée, l'amplitude du moment redresseur est commandée de manière active de sorte que ledit alignement des roues dépende de la vitesse de route et d'une mesure d'accélération latérale relevée sur le poids lourd.
PCT/AU2007/000611 2006-05-08 2007-05-08 Fonctionnement d'essieux autovireurs sur des semi-remorques WO2007128073A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU2007247777A AU2007247777A1 (en) 2006-05-08 2007-05-08 Operation of self-steering axles on semi-trailers

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU2006902413 2006-05-08
AU2006902413A AU2006902413A0 (en) 2006-05-08 Operation of Self-Steering Axles on Semi-Trailers

Publications (1)

Publication Number Publication Date
WO2007128073A1 true WO2007128073A1 (fr) 2007-11-15

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20140379220A1 (en) * 2010-11-02 2014-12-25 Snu R&Db Foundation Vehicle with independently driven multiple axes, and controller which independently drives multiple axles
US9315211B2 (en) 2011-08-24 2016-04-19 The Smart Wagon Corporation Saddle type self-steer axle system

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB651473A (en) * 1945-02-16 1951-04-04 Saurer Ag Adolph Improvements in and relating to steering arrangements for multi-axle trailers
US3860257A (en) * 1974-05-29 1975-01-14 Xavier Mesly Self-tracking bogie assembly for a tractor or trailer vehicle
DE3143917A1 (de) * 1981-11-05 1983-05-11 Daimler-Benz Ag, 7000 Stuttgart Lastzug
DE3506915A1 (de) * 1985-02-27 1986-08-28 Ernst Trück, Fahrzeugbau, 8949 Oberrieden Vorrichtung zum geradestellen der sich selbst einstellenden lenkraeder einer tandemachse von anhaengerfahrzeugen
GB2239225A (en) * 1989-12-15 1991-06-26 York Trailer Co Ltd Self-tracking trailer axle with speed-dependent locking.
DE4134501A1 (de) * 1990-11-02 1992-05-07 Karl Greiner Lastwagen, insbesondere sattelauflieger
US5246242A (en) * 1990-10-05 1993-09-21 Paccar Inc. Passively steered tandem axle group
US6131691A (en) * 1996-09-13 2000-10-17 Morch & Sonner A/S System for guided steering of at least one set of wheels of a semi-trailer or a trailer
US20050273209A1 (en) * 2002-03-13 2005-12-08 Daimlerchrysler Ag Device for making available parameters

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB651473A (en) * 1945-02-16 1951-04-04 Saurer Ag Adolph Improvements in and relating to steering arrangements for multi-axle trailers
US3860257A (en) * 1974-05-29 1975-01-14 Xavier Mesly Self-tracking bogie assembly for a tractor or trailer vehicle
DE3143917A1 (de) * 1981-11-05 1983-05-11 Daimler-Benz Ag, 7000 Stuttgart Lastzug
DE3506915A1 (de) * 1985-02-27 1986-08-28 Ernst Trück, Fahrzeugbau, 8949 Oberrieden Vorrichtung zum geradestellen der sich selbst einstellenden lenkraeder einer tandemachse von anhaengerfahrzeugen
GB2239225A (en) * 1989-12-15 1991-06-26 York Trailer Co Ltd Self-tracking trailer axle with speed-dependent locking.
US5246242A (en) * 1990-10-05 1993-09-21 Paccar Inc. Passively steered tandem axle group
DE4134501A1 (de) * 1990-11-02 1992-05-07 Karl Greiner Lastwagen, insbesondere sattelauflieger
US6131691A (en) * 1996-09-13 2000-10-17 Morch & Sonner A/S System for guided steering of at least one set of wheels of a semi-trailer or a trailer
US20050273209A1 (en) * 2002-03-13 2005-12-08 Daimlerchrysler Ag Device for making available parameters

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20140379220A1 (en) * 2010-11-02 2014-12-25 Snu R&Db Foundation Vehicle with independently driven multiple axes, and controller which independently drives multiple axles
US9950703B2 (en) * 2010-11-02 2018-04-24 Hanwha Land Systems Co., Ltd. Vehicle with independently driven multiple axes, and controller which independently drives multiple axles
US9315211B2 (en) 2011-08-24 2016-04-19 The Smart Wagon Corporation Saddle type self-steer axle system

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