EP2547573A1 - Véhicule pourvu d'un système de direction par freinage pour essieu traîné - Google Patents

Véhicule pourvu d'un système de direction par freinage pour essieu traîné

Info

Publication number
EP2547573A1
EP2547573A1 EP11712039A EP11712039A EP2547573A1 EP 2547573 A1 EP2547573 A1 EP 2547573A1 EP 11712039 A EP11712039 A EP 11712039A EP 11712039 A EP11712039 A EP 11712039A EP 2547573 A1 EP2547573 A1 EP 2547573A1
Authority
EP
European Patent Office
Prior art keywords
axle
vehicle
brake
tag axle
wheel
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.)
Withdrawn
Application number
EP11712039A
Other languages
German (de)
English (en)
Inventor
Elibart Dirk Folmer
Gerrit Van Vlastuin
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Vlastuin Group BV
Original Assignee
Vlastuin Group BV
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
Application filed by Vlastuin Group BV filed Critical Vlastuin Group BV
Publication of EP2547573A1 publication Critical patent/EP2547573A1/fr
Withdrawn legal-status Critical Current

Links

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
    • B62D13/06—Steering specially adapted for trailers for backing a normally drawn trailer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D7/00—Steering linkage; Stub axles or their mountings
    • B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
    • B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
    • B62D7/142—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering specially adapted for particular vehicles, e.g. tractors, carts, earth-moving vehicles, trucks
    • B62D7/144—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering specially adapted for particular vehicles, e.g. tractors, carts, earth-moving vehicles, trucks for vehicles with more than two axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/08—Driving in reverse

Definitions

  • the present invention relates to a vehicle comprising a chassis extending in a longitudinal direction, at least one tag axle extending substantially transversely to said longitudinal direction, which is provided with at least one wheel or on either side thereof, a braking system designed to brake the wheels of said at least one tag axle, and a brake steering system, by means of which the brake system is controlled in use.
  • tag axle is a well-known term, which is used herein to indicate a wheel axle that is mounted for pivoting movement under a chassis, i.e.
  • a tag axle may be configured in various ways, for example as a stub axle, a central axle portion of which remains oriented transversely to the longitudinal direction of the chassis whilst two axle portions, which are pivotally connected to said central axle portion on either side of said central portion, are capable of pivoting movement, is covered by this definition.
  • Semi-trailers and trailers that are towed by a towing vehicle are known, they differ from each other by the manner in which the semitrailer or the trailer is coupled to the towing vehicle. In those cases where this distinction is not or at least not very relevant for the present invention, semitrailer and trailers will also be indicated by the collective term "trailers" herein.
  • Known trailers are known to have several variants of wheel axles. An important distinction for wheel axles at the rear of a trailer is that between forced-steering axles and tag axles.
  • the pivoting of the axle is controlled by means of a direct actuator, such as a steering rod or a steering cylinder, on the basis of a sensor- measured value or by operating the steering wheel in the cabin of the towing vehicle.
  • the sensor-measured value may for example relate to the position of the wheels of the towing vehicle, the angle between the towing vehicle and the trailer or the angle between the chassis and a front wheel axle of a trailer.
  • the required extent of pivoting of the forced-steering axle is determined and set on the basis of said registered value. Said setting can be realised in various ways known to those skilled in the art. Forced-steering wheel axles for trailers are relatively costly and trouble- prone.
  • a tag axle on the other hand, can freely pivot and consequently is therefore also called a self-tracking axle, which adjusts itself to follow the direction of the towing vehicle, at least when moving in forward direction, i.e. when the trailer supported by the tag axle is being towed while a friction force is acting thereon.
  • Tag axles are relatively inexpensive in comparison with forced-steering axles, and they are less trouble-prone. When reversing in a straight line, the tag axles of a combination comprising a trailer fitted with tag axles tend to pivot, however, and upon reversing through a bend, tag axles tend to pivot in the direction opposite the direction required for passing through the bend.
  • the brake steering system is designed to set the extent of pivoting of said at least one tag axle by braking the at least one wheel on one side of said at least one tag axle and the at least one wheel on the other side of said at least one tag axle independently of each other.
  • US 2005/0209763 describes a method and apparatus for controlling a brake steering system of a car. Said document describes several variants of the manner in which wheels of a forced-steering axle and/or of a rigid axle of the towing vehicle can be jointly or individually braked so as to improve the steerability of a vehicle. US 2005/0209763 does not describe, however, the individual braking of wheels on either side of a tag axle of the vehicle when driving forward or reversing for the purpose of causing the tag axle to pivot in the required direction.
  • Swiss patent CH 443 012 describes a multi-axle trailer, one of which axles comprises a vertical pivot pin, which can be locked in position. Said axle is an axle which must be locked when driving forward in a position perpendicular to the draw bar by means of which the shaft is thus force-steered when driving forward.
  • Belgian patent BE 518303 describes a trailer, an axle of which is fixed in position relative to the A-frame when driving forward, so that said axle is force-steered by the A-frame
  • Belgian patent BE 524032 describes a two-wheel trailer comprising an axle with king pins, wherein rotation of the king pins is only used when reversing. Said document also describes a four-wheel trailer comprising an axle with rotary king pins. Also in this case the axle is an axle that is force-steered via the draw bar.
  • the at least one tag axle is a rear axle, i.e. seen in the forward driving direction of the vehicle, the at least one tag axle is behind the middle of the vehicle.
  • the then (seen in the driving direction) front axle can be set by the brake system to drive the curve well.
  • the vehicle may comprise at least one further rigid or force-steered wheel axle extending substantially transversely to the longitudinal direction.
  • Said further wheel axle may for example be the front axle of a trailer hitched to a towing vehicle by means of a pivotable draw bar.
  • the vehicle may comprise two or more tag axles, the extent of pivoting of which can be set by braking at least one wheel on one side of said at least one tag axle and at least one wheel on the other side of said at least one tag axle independently of each other by means of the brake steering system.
  • the brake means on one side of the vehicle may be interconnected, so that they can be jointly controlled, for example if the pivot angles of the wheels are linked.
  • the vehicle is a vehicle which is or at least is to be towed by a towing vehicle.
  • a sensor is provided for registering a state or a value on the basis of which, in use, the extent of pivoting of said at least one tag axle is set by means of the brake steering system.
  • the value or state measured by the sensor can be communicated to the brake steering system, so that the vehicle's brake steering system can be actuated without interference of a driver.
  • the senor comprises an angle sensor at the coupling pin of the vehicle to be towed.
  • a sensor is already known, for example for vehicles having a force-steered wheel axle.
  • the output from such a sensor can be used as an input value for the brake steering system.
  • an embodiment comprising a sensor wherein the towed vehicle is a trailer having a pivoting front axle and wherein the sensor senses the pivot angle of the front axle relative to the chassis can be derived from a known trailer having a force-steered wheel axle.
  • a sensor can sense a value or a state that can be used as an input value for calculating the manner in which the brake steering system could be controlled for causing said at least one tag axle to pivot.
  • a few examples in this connection are measuring an acceleration at the front side of the vehicle or the difference in velocity between the left-hand side and the right-hand side of the vehicle, measuring the lateral force exerted on the front side of the vehicle, measuring the pressure on the left and on the right in the steering cylinder, etc.
  • a monitoring sensor may be provided, for example in the form of a further angle sensor by means of which the pivoting of a wheel is monitored, or a position sensor by means of which the displacement of a point on the pivotable part of a tag axle relative to a static point on the vehicle, for example on the tag axle is measured, by means of which sensor it can be verified whether the required steering angle is reached. It stands to reason that also other suitable sensors may be used for this purpose.
  • the vehicle may be a motor-driven vehicle.
  • the motor-driven vehicle may be an independent vehicle, but alternatively it may also be a towing vehicle.
  • operating means are provided by means of which the extent of pivoting of said at least one tag axle is set via the brake steering system. This makes it possible for an operator to set the brake steering system. If a sensor is provided as well, the steering by the sensor can be overruled by an operator via said operating means, if required.
  • the vehicle may be provided with locking means for locking said at least one tag axle against pivoting beyond a required pivot angle. It is possible in that regard to lock the axle against pivoting in one pivoting direction or in both pivoting directions. This is advantageous, for example, if the effect of external influences, such as an uneven ground surface, the presence of kerbstones or speed ramps is to be eliminated. It may also be advantageous if the axle can be locked in a straight-ahead position, for example when the vehicle must be reversed in a straight line. Furthermore it may be advantageous if, when driving forward, the steering angle is limited, using the locking means, in dependence on the vehicle speed.
  • a steering angle sensor is provided on said at least one tag axle for measuring the steering angle of said at least one tag axle relative to the vehicle chassis.
  • Figure 1a is a schematic top plan view of an embodiment of a tractor with a semitrailer according to the present invention
  • Figure 1b is a schematic top plan view of an alternative embodiment of a tractor with a semitrailer according to the present invention
  • Figure 1c is a schematic top plan view of another alternative embodiment of a tractor with a semitrailer according to the present invention.
  • Figure 1d is a schematic top plan view of a tractor with a trailer according to the present invention.
  • Figure 1e is a schematic top plan view of a motor-driven vehicle according to the present invention
  • Figure 2 is a schematic circuit for controlling the brake steering system of a vehicle according to the present invention
  • Figure 3a schematically shows the behaviour of a tag axle with a deactivated brake steering system while reversing
  • Figure 3b schematically shows the behaviour of a tag axle with an activated brake steering system while reversing
  • Figure 4 is a schematic side view of a wheel and a pivotable axle part.
  • FIG. 1a there is shown a schematic top plan view of a trailer truck consisting of a tractor 1 and a semitrailer 2.
  • the tractor 1 has two wheel axles, viz. a front steering axle (not shown) and a rear axle 3.
  • the semitrailer 2 is conventionally coupled to the tractor 1 by means of a kingpin 4 and a turntable 5.
  • the semitrailer 2 has a rigid wheel axle 6 and a standard tag axle 7.
  • the tag axle 7 comprises a central axle part 9 connected to the chassis 8 of the semitrailer 2, which axle part essentially does not pivot and which is provided with pivoting parts 10, cylinders 11 and a stabilisation rod 12 at both ends.
  • the cylinders 11 function to dampen reactions of the pivoting parts 10 and the wheels 13. Because the central axis that passes through the pivot point 2 of a wheel 13 (see figure 4) intersects the road surface in front of the contact point of the wheel 13 in question (which is characteristic for a tag axle), at least seen in the driving direction, the wheel 13, and consequently the tag axle 7, will pivot in the required direction when driving forward.
  • the trailer truck is provided with a brake steering system, which is not shown in this figure, but which will be separately discussed with reference to figure 2.
  • FIG. 1b shows an alternative embodiment of a tractor 101 and a semitrailer 102.
  • the tractor 101 has a steering axle (not shown) and a rear axle 103.
  • the trailer 102 is conventionally coupled to the tractor 101 by means of a kingpin 104 and a turntable 1055.
  • the semitrailer 102 has a rigid wheel axle 106 and a standard tag axle 107, which is embodied as a stub axle in this embodiment.
  • the central axle part 109 is essentially non-pivotally connected to the chassis 108 and is provided with a pivoting part 110 at both ends, by means of which the wheels 113 can be pivoted under the chassis 108.
  • Figure 1c shows another alternative embodiment of a trailer truck made up of a tractor 201 and a semitrailer 202.
  • the semitrailer 202 has a rigid axle 206 and a tag axle 207, which is pivotally connected to the chassis 208 via a turntable 210. Because the central axis through the pivot point Z of a wheel 13 intersects the road surface in front of the contact point of the wheel 13 in question, at least seen in the driving direction, in this embodiment as well, the wheel 13, and consequently the tag axle 7, will pivot in the required direction in this embodiment as well.
  • This trailer truck too, is provided with a brake steering system, which is not shown in this figure, but which will be separately described with reference to figure 2.
  • Figure 1d is a schematic top plan view of a trailer truck made up of a tractor 301 and a trailer 302.
  • the trailer 302 is connected to the tractor 301 by means of a draw bar 304.
  • the trailer 302 has a front axle 303 and at the rear side it has a rigid axle 306 of the standard type, which has been explained in combination with a semitrailer with reference to figure 1a.
  • Tag axle 307 may also be of a different type, for instance of the type described with reference to figures 1b or 1c, but it will behave in the same manner.
  • This trailer truck too, is provided with a brake steering system, which is not shown in this figure, but which will be separately described with reference to figure 2.
  • Figure 1e shows a motor-driven vehicle 401 having a front steering axle (not shown) and, at the rear side, a rigid axle 406 and a tag axle 407 of the type comprising a stub axle as described above with reference to the trailer truck.
  • This motor-driven vehicle 401 is provided with a brake steering system, which is not shown in this figure, but which will be separately described with reference to figure 2.
  • the motor-driven vehicle may be provided with a loading platform, of course.
  • FIG. 2 is a schematic circuit diagram showing the brake steering system of vehicles according to the present invention, for example as described with reference to figures 1a-1e, and will be explained in relation to a semitrailer 2 as shown in figure 1.
  • the semitrailer 1 is schematically represented as a chassis 8, a kingpin 4, a rigid axle 4 and a tag axle 7.
  • An arithmetic module 20 receives input from a kingpin sensor 21 , a left-hand brake sensor 22, a right-hand brake sensor 23, an angle sensor 24 and a bellows pressure sensor 25. On the basis of the aforesaid input data, the arithmetic module 20 determines the required output to a left-hand locking device 26 for locking the tag axle against pivoting to the right, a right-hand locking device 27 for locking the tag axle 7 against pivoting to the left, a valve 28 for reducing the brake force on the right-hand wheel 13r, a valve 29 for increasing the brake force on the right-hand wheel 13r, a valve 30 for reducing the brake force on the left-hand wheel 131, and a valve 31 for increasing the brake force on the left- hand wheel 131.
  • brake cylinders 14 are conventional parking brake cylinders, and a parking brake chamber 15 is used for influencing the brake force.
  • a parking brake chamber 15 is used for influencing the brake force.
  • One of the features of said parking brake chamber 15 is that the air pressure in the parking brake chamber 15 must be reduced for increasing the brake force on a wheel.
  • the required steering angle of the tag axle 7 is determined by means of the kingpin sensor 21 , which measures the angle of the tractor (not shown in figure 2) relative to the trailer 2.
  • the required extent of pivoting of the tag axle 7 is a function of a reference steering angle that is determined by a reference sensor. Said function depends on the geometry of the vehicle and will vary with each vehicle.
  • the angle sensor 24 for example of the Hall effect sensor type, on the pivoting part of the tag axle 7, the actual extent of pivoting relative to the non-pivoting central part of the tag axle 7 or relative to the chassis 8 is measured.
  • the brake force of one of the brake cylinders 14 is increased to such an extent that the deviation from the required extent of pivoting will decrease. For example: if the wheels 13 pivot too much to the right, the brake force on the left-hand brake cylinder 14 will be increased, causing the wheels 13 to pivot to the left again (when reversing).
  • the pressure sensors 22, 23 are used to check whether the required brake pressure is reached. When the required brake pressure is reached, air is no longer supplied from the parking brake chamber 15 to a brake cylinder 14 or discharged therefrom. The supply and discharge of air to/from the brake cylinder 14 is effected by actuating air valves 28-31. Once the deviation has been reduced to the required level, the brake force will be reduced again.
  • a spring bellows 16 Disposed behind the right-hand wheel 13r is a spring bellows 16.
  • the pressure in the spring bellows 16 is measured by means of the bellows pressure sensor 25 so as to realise a more precise determination of the required brake force for a specific deviation from the pivoting angle.
  • the required brake force will vary in dependence on the load. A fully loaded vehicle will require more brake force.
  • Figure 3a is a schematic top plan view of the combination of a tractor 1 and a semitrailer 2 shown in figure 1a reversing round a bend with the brake steering system deactivated.
  • the wheels 13 of the tag axle 7 pivot in the wrong direction.
  • the pivot points 2, whose axes are located in front of the contact points of the wheels 13 with a ground surface upon when driving forward, so that the tag axle 7 is pulled ahead, are located behind the contact points in question, at least seen in the driving direction, upon reversing.
  • the wheels 13 are pushed sideways when reversing.
  • the tag axle 7 no longer behaves as such in that case. Because of the resistance that is encountered upon reversing, the tag axle 7 tends to steer the wheels 13 against the direction required for passing through the bend. This is not conducive to realising a a smooth passage through a bend.
  • Figure 3b is a schematic top plan view of the combination of a tractor 1 and a semitrailer 2 of figure 1a reversing through a bend with the brake steering system deactivated.
  • the brake steering system brakes the right-hand wheel 13r of the tag axle 7, in the manner described above with reference to figure 2, whereas the left-hand wheel 131 is not braked.
  • the left-hand wheel 131 thus moves at a higher speed than the right-hand wheel 13r, as a result of which the tag axle 7, which after all is a self-tracking axle, will pivot in the required direction shown in figure 3b.
  • the angle sensor 24 senses the angle of the wheel 13r and the central 2). When the wheels 13 are in the required position, the brake steering system releases the brake of the right-hand wheel 13r again and the arithmetic module can activate the blocking device (see figure 2).
  • FIG 4 is a schematic side view of the inner side of a wheel 113 and an associated pivotable part 110 of a stub axie.
  • the pivotable part 1 10 has an axis h which extends diagonally through the pivot point Z and which, seen in the Iongttudinal direction, intersects the road surface 114 at point S in front of the contact point C of the tyre 115 with the road surface.
  • the forward driving direction of the wheel 113 is indicated by an arrow in figure 4.
  • Aligning means may be provided in that case, which align the tag axle in the straight- ahead position in the raised, unloaded condition thereof.
  • the figures and the description are in all cases based on the use of a separate brake steering system for effecting pivoting movement of a tag axle. It is conceivable, however, to adapt a conventional brake system for a vehicle such that said brake system can be extended with a brake steering system for effecting pivoting movement of a tag axle according to the invention.

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

Abstract

La présente invention se rapporte à un véhicule comprenant un châssis s'étendant dans une direction longitudinale, au moins un essieu traîné s'étendant de manière sensiblement transversale à ladite direction longitudinale, comportant au moins une roue ou une roue de chaque côté de celui-ci, un système de freinage conçu pour freiner les roues dudit essieu à au moins une roue, et un système de direction par freinage, au moyen duquel le système de freinage est commandé lors de l'utilisation. Le système de direction par freinage est conçu pour régler l'étendue de pivotement dudit ou desdits essieux traînés grâce au freinage de la roue ou des roues sur un premier côté dudit ou desdits essieux traînés et de la roue ou des roues sur l'autre côté dudit ou desdits essieux traînés, indépendamment les unes des autres.
EP11712039A 2010-03-16 2011-03-16 Véhicule pourvu d'un système de direction par freinage pour essieu traîné Withdrawn EP2547573A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
NL2004404A NL2004404C2 (nl) 2010-03-16 2010-03-16 Voertuig met rembesturing voor naloopas.
PCT/NL2011/050184 WO2011115487A1 (fr) 2010-03-16 2011-03-16 Véhicule pourvu d'un système de direction par freinage pour essieu traîné

Publications (1)

Publication Number Publication Date
EP2547573A1 true EP2547573A1 (fr) 2013-01-23

Family

ID=43066582

Family Applications (1)

Application Number Title Priority Date Filing Date
EP11712039A Withdrawn EP2547573A1 (fr) 2010-03-16 2011-03-16 Véhicule pourvu d'un système de direction par freinage pour essieu traîné

Country Status (3)

Country Link
EP (1) EP2547573A1 (fr)
NL (1) NL2004404C2 (fr)
WO (1) WO2011115487A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2017276355B2 (en) * 2016-12-23 2023-04-27 Spark, Ian James DR Improved articulated vehicle

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE518303A (fr) *
BE524032A (fr) *
CH443012A (fr) * 1965-08-26 1967-08-31 Draize S A Remorque à plusiers essieux
US8380416B2 (en) 2004-03-18 2013-02-19 Ford Global Technologies Method and apparatus for controlling brake-steer in an automotive vehicle in reverse

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO2011115487A1 *

Also Published As

Publication number Publication date
NL2004404C2 (nl) 2011-09-19
WO2011115487A1 (fr) 2011-09-22

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