FI88380B - AUTOMATISKT STYRSYSTEM FOER ETT SNABBGAOENDE FORDON FOERSETT MED STYRHJUL MED PNEUMATISKA DAECK - Google Patents

Description

1 88380

The present invention relates to a self-steering system for a high-speed vehicle with steering wheels equipped with pneumatic tires, possibly drive wheels, comprising, as interconnected elements, guide rollers in the longitudinal direction, in the direction of travel of the vehicle and having a first guide roller, and a second arm extending longitudinally in the opposite direction to the direction of travel of the vehicle and having a second guide roller, the two support arms being mounted vertically about two substantially horizontal axes mounted on transverse brackets, arranged to pivot in a horizontal plane about a predetermined number of angles about substantially vertical bearing pins which are attached to a turret connected to at least one clutch rod articulated to at least one steering wheel guide lever of said steering shaft to cause this steering shaft steering turret to rotate about a substantially vertical bearing pin, the first support arm being secured thereto by a rigid head 2-5; wishbone.

The invention is mainly used in general wheeled vehicles.

The invention relates in particular to an IT control system for a two-way vehicle, i.e. a vehicle which can be steered either by a self-steering rail system when the vehicle is running according to its own infrastructure or by a manual driver when the vehicle is running independently.

,;:. 35

European Patent No. 0 062 370 discloses a vehicle self-steering system provided with at least one steering axle 2 88380 having wheels with pneumatic tires, which may be drive wheels.

This known system comprises a first, so-called detector arm, which runs in the direction of travel of the vehicle in the vicinity of the steering axle. This arm is attached to a turret, which is mounted on a substantially vertical bearing pin and connected to at least one clutch rod articulated to the steering lever of a steering wheel.

The system also comprises a second, so-called guide arm, which runs in the opposite direction of the direction of travel of the vehicle to the steering axis. This second arm is attached to the turret so that it can rotate horizontally around the substantially 15 vertical bearing pins in a predetermined manner regardless of the turret.

Each arm has a rail wheel for following the guide rail.

20 The system comprises devices for lifting the detector arm and the guide arm. Manual steering of the vehicle is made possible by raising the arms and connecting the steering shaft to the steering wheel.

25

Driving can be made bidirectional by equipping the system with a means by which the function of the first arm, which has hitherto been the detector arm, can be changed to become a guide arm which can rotate horizontally in a predetermined manner independently of the turret and which can limit or prevent the second arm. before there was a guide arm and now a detector arm, freedom of rotation.

However, this known system has the disadvantage that it can destabilize the natural oscillation modes of the steering shaft steering wheels. This instability can occur from certain speeds in the range of 30 to 60 km / h 3 88380 and can cause excessive horizontal oscillation of the wheels.

Under these conditions, all use of the vehicle becomes dangerous, as the derailment of a self-steering rail wheel at an unsuitable moment can take place, whether the path determined by the rail is straight or curved.

In an unsteered street vehicle, the steering axle rotates, while at all times there is a small oscillation called a sik-sak track, with the steering wheels turning left and right alternately to the condition of the street and the static and / or dynamic imbalance of the wheel rotating components as a function of disturbances caused by pneumatic components or gy-15 roscopic effects.

The extent and frequency of these zigzags thus depend on the magnitude of these disturbances, but also on the amount of suspension masses and the magnitude of the retraction force caused by the angle of inclination of the axles of the axle pins and their small angle of inclination of the shoulder pins.

; . ·. In order to avoid intermittent phenomena in the non-steered steering shaft, it is necessary that the suspended masses rotate. '. 25 masses are balanced, these masses are limited and ;;; that control and support geometries are provided which are able to keep the natural frequency of the system different from the interfering frequencies, so that the resonance phenomena known as oscillation are avoided.

: / 30

It has also been found necessary to remove all play from the joints and joints connecting the steering wheels.

..35 Leverage is the jerky rotation of the steering wheels at an inappropriate moment. The phenomenon develops from certain disturbances at certain critical speeds.

4,88380

It has been found that the addition of a self-steering system with a rail wheel to the steering axle according to EP 0 062 370 can cause steering wheel oscillation disturbances which can, depending on the condition of the rail wheels and the rail, and periodic phenomena from 30 km / h wobble in the steered vehicle at least if certain precautions are not taken.

It is an object of the present invention to prevent intermittent phenomena in a steering shaft with a steering device provided with rail wheels.

The solution proposed by the invention, as set out in the claims, is characterized in that both the support arm of the first guide roller at the front end of the turret and the support arm of the second guide roller at the rear end of the turret have limited transverse freedom or limited directional clearance so that the guides form a free guide. , which gives the steering wheels the freedom to deviate at a certain angle, no matter how small, to reduce their torsion and increase their critical operating speed.

The present invention can advantageously be supplemented by installing disconnecting devices between the steering axle and the suspension masses of the vehicle.

Disengagement of the steering wheels and rail comprises applying a mechanical clearance 30 to at least one of the steering means for transferring the amounts of turning angles set by the rail to the steering wheels. .

Several different means can be used to disconnect the "rail wheel / rail" self-steering system from the steering shaft.

5,88380

The first means comprises allowing the at least one guide rail to travel a predetermined distance relative to its support arm, allowing the axis around which the guide rail rotates to slide into the sleeves supported by its support arm 5 between stops which restrict travel within predetermined limits.

Another means comprises allowing the at least one guide rail to travel transversely a predetermined distance 10 from its support arm, allowing the wheel hub around which the guide rail rotates to slide by means of bearings on an axle having flat points and closely connected to the support arm. which limit it to predetermined limits.

A third means comprises allowing the first control arm the freedom to pivot in a horizontal plane a predetermined angle with respect to the turret, which angle is less than the horizontal pivoting freedom with respect to the turret of the second arm, by providing means for limiting the travel of the reversing device of the vehicle. between the cross member.

•• 25

A fourth means comprises giving the turret head the freedom to rotate in a horizontal plane by a predetermined number of angles with respect to the steering wheels by providing devices that allow sliding between the ends of the clutch rod connecting the turret to the steering wheels between predetermining obstacles. -. ·. limits.

The disengagement of the steering wheel and the rail can advantageously be supplemented ... '• 35 by disengaging the steering shaft and the suspension masses.

: .’- j This is accomplished with a suitable transverse support for the vehicle body to reduce transverse acceleration in the area of the steering wheels.

6 88380 Such a transverse support device preferably consists of cylindrical tubes surrounding the pneumatic support bags to keep them substantially coaxial with their pistons. Cylinder tubes and obstacles restricting travel only allow transverse movement limited to predetermined values. Substantially horizontal hydraulic shock absorber reduces transverse oscillations.

10 These disconnect devices make the self-steering system completely stable and reliable. Resonance risks are in fact associated with operating speeds of at least 80 km / h. In addition, excessive mechanical loads in the self-steering system are avoided.

15

Accordingly, the present invention provides a high-speed vehicle having steering wheels connected to each end of the steering shaft, said wheels, which may be drive wheels of the vehicle, being provided with pneumatic rings, said vehicle being provided with a self-steering mechanism comprising a first and a second arm group, in the longitudinal direction in the direction of travel of the vehicle and in the longitudinal direction in the opposite direction to the direction of travel of the vehicle, each end group 25 attached to a turret mounted around a substantially vertical bearing pin in said steering shaft, -30 with said steered control lever connected to said steering shaft, said other ends of said arm groups being a compound mounted on said turret by mounting arm groups around respective horizontal axes of a pair of cross braces, which cross braces are in turn mounted around substantially vertical bearing pins at the turret, said arm groups being oscillating 88 the connection between the turret, the opposite ends of each arm group supporting the steering wheel to engage it on the rail. The high-speed vehicle is characterized in that said steering wheel is connected to the ends of said arms by means of a mechanical release means which can provide an additional degree of horizontal clearance between said arms and said rail which exceeds predetermined turning values determined by said rail, said revolver around said substantially horizontal bearing pin of the steering shaft and the steering wheels are allowed to deviate at some angle to said predetermined rotation values, thus eliminating oscillating phenomena of the steering wheels, such as vibration.

15

Additional features and details of the invention will become apparent from the following detailed description of the accompanying drawings, which show, by way of non-limiting example, a few embodiments of a car self-steering system 20 according to the invention.

In the drawings: Fig. 1 is a plan view of a steering shaft with steering wheels with pneumatic tires and provided with a self-steering system according to the invention; Fig. 2 is a cross-section along the line II-II in Fig. 1; .? - Figures 3 and 4 are vertical sectional disengagement devices for guide rail wheels with respect to the support arms of said rail wheel; Fig. 5 is a plan view of a. 88380 - Fig. 7 is a vertical section of the device for disengaging the guide rail wheel from the rail, Fig. 8 is a vertical section of the device for providing free oscillation of the guide rail wheel relative to its support arm, - Fig. 9 is a vertical cross-section of the device for disengaging the steering axle .

10 In these drawings, the same reference numerals denote the same or similar parts.

As shown in Figures 1 and 2 of a high-speed self-steering system for a vehicle with pneumatic tires according to the invention, the system comprises a steering shaft, indicated in its entirety by reference numeral 1, and a body 2 provided at both ends with vertical axles 3 supporting pneumatic wheels 4 with rings 20 5 guided by control levers 6. Mounted on this shaft 1 is a two-way automatic steering member comprising rail wheels 7 and 7 'intended to engage a rail 8 running along a horizontal axis in the direction of travel of the vehicle (not shown).

These rail wheels 7 and 7 'are mounted on shafts 9 and 9' supported by support arms 10 and 10 'which run in two possible directions of travel of the vehicle relative to the steering shaft 1. The support arms 10 and 10 'can swing vertically around the substantially horizontal pins 11 and 11' supported by the transverse supports 12 and 12 ', which can rotate horizontally around the substantially vertical pins 13 and 13' supported by the Revolve head marked in its entirety by reference numeral 14 35 and which is mounted on a substantially vertical pin 15 in the body 2 of the steering shaft 1.

This turret head 14 has an extension 16 on which is mounted one of the ball joints 17 of the coupling rod 18 connecting at least one wheel 4 of said turret head 14 to one of the control levers 6, the two wheels 4 being connected in a controlled manner to each other via a coupling rod 19 mounted on the ball joint with 20 control levers 6.

The cross braces 12 and 12 'have lower fastening devices 21 and 21' which limit their horizontal rotation -10 and the rotation of the support arm 10 and 10 'by a predetermined amount between the obstacles 22 and 22' supported by the turret 14 of said cross braces 12 and 12. 'on both sides of the lower fasteners 21 and 21'. The reversing device shown in its entirety by reference numeral 23 either prevents the rotation of the arm 10 or 10 'by stopping the fastener 21 or the fastener 21' of either of the transverse supports 12 or 12 '.

In order to fit the rail wheels 7, 7 'firmly against the rail 8, the support arms 10, 10' of the rail wheels 7, 7 'are suspended from the extensions 24 and 24' of the transverse supports, respectively, by suspension systems indicated in their entirety by reference numerals 25 and 25 '.

.Z5 It is noted that a self-steering system of the type mentioned above may produce phenomena comparable to oscillation in a conventional steering shaft.

Thus, the conventional solution, which is generally recommended for removing the lever support, involves removing the clearances as far as possible from the control members.

In contrast to this generally accepted conventional solution, the present invention proposes, once and for all. Making a clearance large enough in one of the members of the self-steering system that the guide rail wheels 7, 7 'and the steering wheels 4 can turn along the zigzag path according to their own natural oscillations without interfering with each other due to the skew of the double-acting mechanical joint.

ίο 8 8 3 S 0

According to one feature of the invention, the skew is removed in the IT-5 control system 1 by giving the rail wheel detector 7, 7 'a predetermined transverse freedom of movement with respect to its support arm 10, 10'.

Figures 3 and 4 show two different embodiments of the device according to the invention, which give the guide rail wheel 7, 7 'a transverse sliding freedom with respect to its support arms 10, 10'.

In Fig. 3, the sliding system allows the rotating rail wheel to slide freely from left to right and vice versa for 9 to 15 in sleeves 26 with low friction and supported by a two-pronged fork placed at the end of the support arm 10 within the limits defined by the flexible stops 27.

20

In the 1-digit system shown in Figure 4, the rail wheel 7, 7 'rotates freely around the hub 28. The latter is provided with bearings 29 which can slide on a shaft with flat points 9 'and which are fixedly connected to the support arm 10, in order to allow the rail wheel 7, 7' to move transversely within the limits defined by the flexible stops 27.

The device shown in Figure 5 provides the wheels 30 of the support arm 10 in a horizontal plane and its transverse support 12 relative to the Revolve head 14.

The turning device comprises a support arm 10 supported by a cross support 12 with a fastening device 21, the turns of which are limited by a direction-turning device 23 which is fixedly connected to the revol blood end. Freedom of oscillation with respect to the revolver head 14 of the detector support arm directed in the direction of travel must necessarily be less than the oscillation freedom of the guide support arm 11 'directed in the opposite direction to the direction of travel. in relation to.

The self-steering mechanism according to the present invention comprises means 42 for coupling to the rail first and second sensor support arms 10, 10 'having at their ends first and 10 second guide rollers 7, 7' resting on the rail 8. The means 42 comprise mechanical release means 43 providing a clearance for each support arm 10, 10 'and the rail 8. The mechanical release means 43 arranged between the steering wheels 4 and the rail 8 in the self-steering system gives the steering wheels 4 the freedom to deviate at a predetermined angle with respect to the set deflection angle determined by the rail 8.

The turret 14 has a lever arm 45 with two teeth 46, 46 'in the center, extending longitudinally 20 in the direction of travel of the vehicle and longitudinally in the opposite direction to the direction of travel of the vehicle, respectively, and suitable for the transverse brackets 21, 12' supporting the support arms 10, 10 '. 'notch 47, 47'.

.? 5

The direction reversing device 23 may be connected to the release means 43 when the notches 47, 47 'are wider than the teeth 46, 46'. The meaning of the following reference numerals is briefly explained below: io 23 mechanical reversing device, 42 mechanical means for connecting the support arms 10, 10 'and the rail,' ··· * 43 release means = generic means for causing a clearance of the support arms 10, 10 'and between the rail, 44 empty space between the rod 9 and the stop 27, 45 lever, 46 tooth,

12 8 8 3 8 G

46 'tooth, 47 notch, 47' notch.

5 A sliding device can be mounted on the steering member of the steering shaft 2 to give freedom of deviation to the wheels 4, which are able to absorb the horizontal angle caused by the oscillation phenomena on the steering wheels 4. Such a device, which provides a slip-free clutch rod 18 fixedly connected to the extension 16 of the turret 14, to the block 18 'relative to the block 18 "fixedly connected to the lever 6 of the steering wheels 4 is shown in Fig. 6. This sliding system comprises a hollow cylindrical a block of rod 18 'in which the piston 30, which is fixedly connected to the robust cylindrical rod block 18 ", slides freely. Flexible stops restricting the movement of this piston 31.

Fig. 7 is a schematic diagram of a device according to the invention which gives the guide rail wheels 7, 7 'the freedom to turn the pouch 20 relative to the rail 8.

The device is characterized in that the rail wheel 7, 7 'has an insert 32 which is wider than the rail. It allows the guide rail wheels 7, 7 'to turn transversely until the flanges 33 25 collide with the side surfaces of the rail 8.

A rail wheel fitted too close to the rail, to the extent that there is no transverse clearance at all, has an excessive risk of wear, clogging and even derailment.

Fig. 8 is a schematic view of a device according to the invention which gives the guide rail a freedom of orientation in accordance with the command with respect to its support arms 10, 10 '.

The degree of freedom means that the rail wheel 7 rotates freely around the hub 28 and the latter can pivot a substantially vertical axis 34 which is horizontal 35

13 8838Q

fixedly connected to a shaft with flat points 9 with bearings 29.

According to one feature of the invention, the body of the drive vehicle 5 according to the invention, comprising a steering shaft 2 provided with pneumatic tires, is provided with a transverse support device which complements the vertical support.

The release system shows that the vertical support device 10 connecting the steering shaft to the body 35 is supplemented by a transverse support, which is indicated in its entirety by reference numeral 36.

Fig. 9 is a schematic view of a device which gives the steering shaft 15 2 freedom to turn with respect to the suspended body 35 of the vehicle.

Thus, in a particular embodiment of this vertical and transverse double support 36, the pneumatic support housings 37 are held substantially parallel to the pistons 38 by cylindrical sleeves 39 which allow only limited transverse movement defined by the side brakes 40. The substantially horizontal two-acting hydraulic shock absorber 41 dampens transverse oscillations.

25

It is to be understood that the invention is not limited to the above embodiment and that numerous variations may be made therein without departing from the appended claims.

'30

Thus, it is not excluded that another mechanical device is adapted to disconnect the rail from the steering wheels in order to avoid intermittent phenomena comparable to leverage.

Claims (7)

14 8 8 3 8 G A self-steering system (1) for a high-speed vehicle with pneumatic tires (5), possibly drive wheels, comprising a steering roller (7, 7 ') and steering wheels (1) as interconnecting elements (42). 4) as alignment means (6, 6 ') a first arm (10) running longitudinally in the direction of travel of the vehicle and having a first guide roller (7) and a second arm (10') running longitudinally in the opposite direction to the steering axis (2) ), and having a second guide roller (7 '), and the two support arms (10, 10') being mounted oscillating vertically about two substantially horizontal axes (11, 11 ') fixed to the cross braces (12, 12'). ), 15 arranged to pivot in a horizontal plane about a predetermined number of angles around substantially vertical bearing pins (13, 13 ') attached to the Revolve end head (14), j connected to at least one coupling size (18) articulated to at least one control lever (6) of the steering wheels (4) of said steering shaft (2) to cause this turret (14) controlling the steering shaft (2) to rotate a substantially vertical bearing pin (15). ), the first support arm (10) being fixed to this re-turret head (14) by a stiffer connection than the second support-arm 25 (10 '), characterized in that both the support arm (10) of the first guide roller (7) at the front end of the reverber head (14) that the support arm (10 ') of the second guide roller (7') at the rear end of the turret (14) has a limited transverse clearance or a limited directed play 30 relative to the rail (8) so as to form a freer guided steering which allows the steering wheels (4) to deviate at any angle, to reduce their flicker and increase their critical operating speed. Self-steering system according to claim 1, characterized in that the mechanical release means (43) is a ball bearing (44), in which the rod (9) on which the guide roller (7, 7 ') rotates slides transversely by its support arms (10, 10') To sleeves (26) supported by 88380 between the stops (27) arranged in the sleeves (26) at a distance from the guide roller (7, 7 '). Self-steering system according to Claim 1 or 2, characterized in that the mechanical release means (43) is a hub (28) around which the guide roller (7, 7 ') rotates and which can slide by means of bearings (29) on the shaft (9'). , with flat points and integrally connected to the support arm (10, 10 '), between stops (27) arranged at a certain distance from the guide roller (7, 7') · Self-steering system according to one of the preceding claims, characterized in that the mechanical release line (43) is a turret (14) comprising a vehicle reversing device (23) and a transverse support (12) supporting the first support arm (10), thus connected to each other , that there is a clearance 20 between the turning device (23) and the fastening device (21) supported by the transverse support (12). Self-steering system according to one of the preceding claims, characterized in that the mechanical release means (43) is a clutch rod (18) which connects the turret. -25 (14) to the steering wheels (4) and consisting of two protruding rods (18, 18 ') which can slide a certain distance between the stops (27) arranged. Self-steering system according to one of the preceding claims, characterized in that the mechanical release line (43) is a guide roller (7, 7 ') with an interior (32) larger than the width of the rail (8) so that the guide roller (7, 7 ') there is a lateral clearance between the flanges (33) and the side surfaces of the rail (8). -: 35 A high-speed vehicle having steering wheels (4) connected to each end of the steering shaft (2), said wheels, which may be drive wheels (5) of the vehicle, provided with pneumatic tires, said vehicle being equipped with a self-steering mechanism (1) which comprising first and second arm groups (10, 10 ') extending longitudinally in the direction of travel of the vehicle and 5 longitudinally in the opposite direction to the direction of travel of the vehicle, respectively, the other end of each arm group being attached to a turret (14) mounted on said steering shaft (2) substantially vertically around a bearing pin (15), said turret (14) also being connected to at least one clutch rod (18) articulated to at least one control lever (6) of said steering wheels (4), said steering lever (6) being connected to said steering shaft (2) ), said stem groups (10, 10 ') said second ends connected to said turret (14) by mounting arm groups (10, 10 ') around respective horizontal axes (11, 11') of a pair of crossmembers (12, 12 ') which are in turn mounted on the crossmembers (12, 12'). around the substantially vertical bearing pins (13, 13 ') at the turret (14), said arm groups (10, 10') being able to swing vertically about said substantially horizontal axes (11, 11 '), the first arm group (10) and the turret head (14) being stiffer than the joint between the second arm group (10 ') and the turret (14), the opposite ends of each arm group (10, 10') supporting the steering wheel (4) to engage it on the rail (8), known that said steering wheel (4) is connected to the ends of said arms (10, 10 ') by means of a mechanical release means (43) which can provide an additional degree of horizontal clearance of said between said arms (10, 10 ') and said rail (8) exceeding predetermined pivot values determined by said rail (8), said turret (14) being caused to rotate said substantially horizontal bearing pin (13, 13') of said steering shaft (2). ) around 35 and the steering wheels (4) are given the freedom to deviate at some angle to said predetermined rotation values, thus eliminating the oscillating phenomena of the steering wheels (4), such as vibration. 17 88380