JPH078645B2 - Bi-directional joint vehicle capable of track guidance - Google Patents

Description

Description: FIELD OF THE INVENTION The present invention has a vehicle element, a vehicle joint and an axle in which an articulated vehicle is constructed or provided symmetrically with respect to the middle when viewed at right angles to the direction of travel, Furthermore, it has a fully equipped driver's seat at each end of the vehicle, can be driven fully selectively in one or the other direction, and has wheels that can be swiveled on all axles. A nearby axle or outer axle is configured as the drive axle and has lateral guide rollers engageable with the line-side lateral guide strips which are located near the ground in the wheel range and determine the trajectory. Rollers are held by the holding arms that surround a part of the wheel in lateral positions that are invariable with respect to the wheel surface of the respectively swivelable wheel and project toward the outside of the wheel. For joint vehicles, especially for joint buses That.

[Conventional technology]

Such articulated vehicles are known, for example, from October 6 and 7 1988, from public semi-preliminary manuscripts on the subject of "short-distance traffic-traffic demand and transportation means", in the context of Mr. Fuersta. Reference is made to the contribution "0-Bahn-Daimler-Benz's Proposal for Close Public Transport", in particular Figure 20c. The articulated bus shown here has been introduced to the public at several exhibitions.

Known articulated buses consist of conventional bus parts.
Moreover, it is a three-element bus as a whole, both outer elements being constructed as open rear two-axle buses, between which the axle-free connecting element is suspended.
Known buses can be used only by being guided to the track,
A bus cannot run 1m without track guidance, which is a serious drawback even with a dense track network. Even if there is a short interruption of the lateral guide strips on the side, track guidance is required by means of another track guidance device provided on the vehicle and on the route. For this reason, for example, a raceway groove can be provided below the road surface. However, this makes vehicles and track lines expensive. Moreover, the significant advantages of bus-like lightweight construction and road-passing tires are lost. That is, the known buses cannot be used freely to cover a surface.

The first cited document also shows an articulated bus which can be used in two ways, either orbit guided or selectively followed by automatic steering. However, this vehicle is fully drivable in only one driving direction and is therefore unusable in both directions. However, the ability to be fully operable in both driving directions is necessary, especially when used underground or on long track lines with separate tracks.
That is, it is desired that the traveling is interrupted at any place and the traveling direction is reversed. Vehicles that can only be used in one direction of travel will continue to run in the same direction to the next exit, and in a manual steering operation, find a sufficient area for changing direction or a rectangular place corresponding to it, and proceed to the route to be guided. You must return and drive back to the terminal stop. This is not only an unnecessary time loss, but a waste of vehicle fuel and operating time. Aside from these points, if the running track is obstructed by the vehicle before it was damaged in an accident, such driving becomes completely impossible depending on the circumstances.

German patent DE 33 33 476 shows a vehicle which can be used in both directions in two ways, which vehicle is designed as a mountaineering vehicle for a guided bus. It is easily conceivable to configure such a vehicle as a public short-distance transportation bus. However, since a driver's seat is provided at both ends of such a one-element vehicle, there is the drawback that the transport capacity of such a vehicle is significantly limited.

[Problems to be Solved by the Invention]

The object of the present invention is to construct a joint bus of the first type mentioned so that a bidirectional articulated vehicle, in particular a joint bus, which can be guided by a track can be used in two ways.

[Means for Solving the Problems]

In order to solve this problem, according to the present invention, an articulated vehicle has two
It is configured to have only one vehicle joint and three axles in the middle of the vehicle element, only the outer axles of both have lateral guide rollers, each further on the perimeter side of the wheel closer to the vehicle end. All axles are provided with lateral guide rollers only and each of the outer axles can only be manually picked up respectively from the driver's seat closest to it and each pivotable wheel can be restrained in a straight position. Where the intermediate axle is located approximately coincident with the vehicle joint, and unlike the intermediately symmetric whole body, one of the two vehicle elements, namely 2
In the plan view, the axle vehicle element is pivotally mounted so as not to turn, so that the other vehicle element is a uniaxial vehicle element, and when the restraint in the straight traveling position is released, the intermediate axle is separated from the biaxial vehicle element. Depending on the angle of refraction with the axle vehicle element, the steerable wheels of the intermediate axle can be steered automatically so that they are always oriented parallel to the single axle vehicle element, and automatically after selecting the direction of travel. By means of the control means, the front outer axle in each selected driving direction can be steered, while at the same time the wheels of the rear outer axle in each selected driving direction are restrained in the straight-ahead position. Similarly, when the traveling direction is selected in the direction of the two-axle vehicle element by another control means which is automatically enabled after the traveling direction is selected,
The wheels of the intermediate axle are constrained in a straight-ahead position, whereas the intermediate axle is automatically steerable when selecting the direction of travel in the direction of the uniaxial vehicle element.

Preferred configurations of the invention are found in the dependent claims.

〔Example〕

The invention is explained below with reference to the embodiments shown in the drawings.

The illustrated vehicle or articulated bus 1 can be guided by a lateral guide bar 28 or 28 'provided on the side of the vehicle along a road 3 or 33 which defines a track. Further, the vehicle is symmetrically arranged with respect to the virtual intermediate plane 2 which is perpendicular to the traveling direction in the middle of the entire vehicle. That is, the vehicle elements 3, 4 and the axles 6, 6 ', 7 are arranged or arranged symmetrically with respect to this intermediate plane 2. Both vehicle ends are provided with a fully equipped driver's seat 12 or 12 ', respectively, so that the vehicle can be selectively driven completely in one driving direction 41 or the other driving direction 41'. It is possible. All axles 6, 6'and 7 are equipped with swivel wheels. The outer axles 6 and 6'provided in the region of the end of the vehicle are furthermore designed as drive axles, the drive of which is not shown. In this regard, reference is made to the above-cited German Patent No. 3333476. To enable track guidance, a lateral guide roller 13 is provided in the wheel range near the ground and engages a track-side lateral guide bar 28 which defines the track. These lateral guide rollers 13 are held in an invariable lateral position with respect to the wheel surface of the respective steerable wheel 8 or 8'via a holding arm 14 which surrounds a part of the wheel. The lateral guide roller 13 projects outwardly beyond the wheels 8, 8'by approximately 25 to 75% of the diameter of the lateral guide roller 13.

In order to be able to form a sufficiently large articulated bus that can be used in two ways as well as in two directions at a reasonable cost, the articulated bus is provided with only two elements in the middle, the vehicle joint 5 and the three axles 6 mentioned above, It is configured to have 7,6 '. The lateral guide roller 13 described above is provided only in the area of both outer axles 6 and 6 '. Furthermore, the lateral guide roller 13
Are provided only on the peripheral sides of the axles 8 and 8'close to the vehicle ends. As a result, not only is the lateral guidance device relatively simple and lightweight, but lateral forces are transmitted to the roadway not via the lateral guide rollers but via the tire contact surface. In addition to the lateral guide rollers, each of the outer axles 6 and 6'can be freely steered manually by the steering wheel 15 or 15 'of the driver's seat 12 or 12'. However, manual steering of the outer axles is only possible from the driver's seat closest to each. All axles and therefore both outer axles 6,
6'and the intermediate axle 7 are constructed in such a way that the swivel wheels 8, 8'or 9 can be restrained in a straight-ahead position.

The intermediate axles 7 are provided so as to be substantially coincident with the vehicle joint 5, in order to enable an intermediately symmetrical vehicle body with three axles and also to ensure a substantially similar traveling movement in both traveling directions. Further, unlike a vehicle body which is symmetrical with respect to the middle, the middle axle 7 is provided in a vehicle element, which is hereinafter referred to as a biaxial bus element 3, of both vehicle elements so as to be unturnable in plan view. The other vehicle element is therefore regarded as a single-axle bus element 4. When the restraint of the intermediate axle 7 in the straight traveling position is released,
This intermediate axle is automatically steerable in relation to the refraction angle formed by the biaxial bus element 3 and the uniaxial bus element 4, so that the swivelable wheels 9 of the intermediate axle 7 are relative to the uniaxial bus element 4. Always directed parallel.

Apart from the structural configuration of the articulated bus described above, control measures must be taken automatically when the traveling direction changes or after the traveling direction changes. The driver is the driver's seat 12 or 12 '
The traveling direction is changed by operating the switch with the key to enable the driver's seat. The following means will describe only its operation. This is because the control means and its configuration are well known to those skilled in the art. The selection of the driving direction 41 or 41 'in this way must make it possible to steer the front outer axle 6 or 6'in each case. At the same time, the outer axle 6'or the wheel 8'of the rear wheel 6'in each case in the selected direction of travel.
Or 8 must be restrained in a straight position. Reference may also be made in this connection to German Patent 3,333,476. According to it, a device for restraining a steerable wheel in a straight-ahead position is generally in the range of a steering gear device fixedly mounted on a frame.
It consists of a bar linkage. This 4 bar link mechanism
It is formed of a steering base arm of a steering gear device, a rocking piece which is also fixedly supported by a frame, and two connecting pieces which articulate their free ends to each other. The rocking piece itself is movably supported by a joint fixed to the frame. In a freely steerable axle, both ends of the connecting piece are at the outer ends of the steering arm and the rocking piece. During steering, this rocking piece moves with the steering arm. In order to be able to constrain the steerable axle to the straight-ahead position of the steerable wheel, a free rocking piece joint is movably supported on the rocking piece and is aligned with the rocking piece joint fixed to the frame. Allow to move. When the free rocking arm joint matches the rocking arm joint fixed to the frame of the steering base arm, the steering base arm is fixedly held in the neutral position and the wheel of the corresponding axle moves straight in this neutral position. The length of the connecting piece is defined so that it is in the position. By moving the free rocker joint on the rocker piece towards the frame-side rocker joint, this neutral position is automatically obtained even when the wheel is outside such steering position. In order to be able to move the free rocking piece joint on the rocking piece by remote control, the rocking piece has a guide part, and the sliding piece holding the free rocking piece joint moves in this guide part. Can be moved. The sliding piece has a nut, and a threaded shaft that fits into the nut can be driven remotely by an electric motor. A mobile drive for the free rocking strip joints of both outer axles 6 and 6'is connected in opposite directions to the energy supply so that both restraints are driven in opposite directions, respectively. Only one of the outer axles can be steered and the other outer axle is constrained.

Similarly, when the traveling direction is selected in the direction 41 of the biaxial bus element 3 by another control means that is automatically activated after the traveling direction is selected, the wheels 9 of the intermediate axle 7 are restrained in the straight traveling position. How this is structurally resolved is described below with respect to FIGS. 6 and 7. When selecting the direction of travel 41 'of the single-axle bus element 4, the intermediate axle 7 is automatically steerable. In this case, the axle 9 of the intermediate axle 7 is always oriented parallel to the preceding single-axis bus element 4.

The steerable axle has an axle bracket 10, and steering knuckles 11 are pivotally supported at both ends of the axle bracket 10 via joints that stand substantially vertically. Each steering knuckle 11 has a knuckle arm 19 extending substantially in the vehicle longitudinal direction. The free end of the knuckle arm 19 has a fitting 24
Via a tie rod 18 extending parallel to the axle bracket 10. Usually, the four-bar link mechanism formed in this way is formed in a trapezoidal shape at the straight traveling position of the wheels. As a result, it is possible to make the wheels on the inside turn slightly stronger than the wheels on the outside when traveling on a curve. This trapezoidal configuration of the four-bar linkage is the outer axle 6
And 6'are fully maintained. The fact that both outer axles are provided at the same distance from the intermediate surface 2 and are alternately steerable or constrained in a straight position ensures a symmetrical running movement of both outer axles. . The intermediate axle 7 is different. This intermediate axle 7
In order to give a symmetrical traveling motion in both traveling directions 41 and 41 ', the four-bar link mechanism is formed as a rectangle in the straight traveling position of the wheel 9. Furthermore, at least the wheels 9 of the intermediate axle 7 have no toe-in.

The possibility of steering or restraining the intermediate axle 7 is shown in FIGS. 6 and 7. Axle bracket 10 for intermediate axle 7
Is a pair of vertically suspended arms 16 and a pair of wishbones 17.
Is conventionally pivotally attached to the biaxial bus element 3 at right angles to the longitudinal axis of the bus element. The intermediate axle 7 moves up and down and laterally tilts with respect to the frame of the biaxial bus element 3 due to wheel approaching movement to the vehicle body, but eliminates all other degrees of freedom with respect to the frame of the biaxial bus element 3. ing. The suspension spring is not shown in FIG. 6 for clarity. The vehicle joint 5 between the two vehicle elements 3 and 4 corresponds in plan view to the axle bracket 10 of the intermediate surface 2 or the intermediate axle 7 of the entire vehicle. The vehicle joint 5 is a generally known rotary disc support device, which is used for both vehicle elements 3 and 4
Allows mutual pitching and yawing, but not mutual rolling. At this point the axle compensates for bumps in the roadway. The load-bearing plate 36 is held by the bracket on the biaxial bus element or its frame and also has a trunnion 37. A mounting plate 35 for the single-axis bus element 4 is mounted on the load receiving plate 36.
Is mounted and pivotable vertically about a pair of horizontal slewing bearings 38 to a limited extent, allowing mutual pitching of the bus elements 3 and 4. The axis of the horizontal slewing bearing 38 is also the intermediate surface 2
Is in the range.

In order to selectively release the steerability of the intermediate axle 7 so that it can be restrained in the straight-ahead position again, or in order to enable the intermediate axle 7 to be steered in relation to the angle of refraction, in the illustrated embodiment a steering intermediate Lever 20 is an axle bracket
It is supported by 10 and is engaged with a two-piece tie rod 18.
This steering intermediate lever 20 can be forcibly connected on the one hand to the frame of the vehicle element and on the other hand to a mounting plate 35 which is fixedly connected to the frame of the uniaxial bus element 4. For this purpose, two connecting rods 21 and 22 are provided, which are connected via the angular arms of the steering intermediate lever 20 on the one hand to the vehicle element and on the other hand to a vertically standing steering shaft 40. The steering shaft 40 has arms that bend at right angles to the sides at both ends. In the range of the upper end of the steering shaft 40, since the rotational movement of the mounting plate 35 is transmitted to the arm that bends at a right angle of the steering shaft 40 via the connecting rod 39, the steering shaft 40 always rotates together with the mounting plate 35. . Both connecting rods 21 and 22 are designed as switchable elements and can be selectively switched as rigid rods whose length cannot be changed or as telescopic elements. For this purpose, the same connecting rods each have a cylinder 42 which receives hydraulic pressure. Further, the sliding rod 43 is movable in the axial direction through the center of the connecting rod, and penetrates both end walls of the cylinder 42 without leakage.
A receiving tube is provided following the cylinder 42 in the axial direction, into which the free end of the sliding rod 43 can enter. The cylinder side pivot ring of the connecting rod is attached to the end portion of the housing pipe, and the pivot rod ring of the sliding rod 43 is provided at the other end portion of the connecting rod. Inward flange in the axial middle range of cylinder 42
45 is provided, and the sliding rod 43 also has a flange 46. The flange 46 is positioned in its axial direction so as to exactly match the position of the flange 45 of the cylinder 42 at the straight traveling position of the wheel of the intermediate axle 7. Furthermore both flanges 45
And 46 have the same axial dimension. Both flanges
46 and 47 have a very large play in the radial direction.
Therefore, these flanges have no piston effect. Inside the cylinder 42, disk-shaped floating pistons 44 are provided on both sides of the flanges 45 and 46, respectively, and are sealed to the inner surface of the cylinder 42 on the one hand and to the peripheral surface of the sliding rod 43 on the other hand. By supplying pressure to the pressure spaces on the respective axial outer sides of the disk-shaped floating pistons 44,
As shown for the tie rod 22 in the right half of FIG. 7, the floating piston 44 is pushed towards the flange 45 of the cylinder 42 to force the tie rod flange 46 to be carried. Floating piston 44
The oil between the two is pushed through the intermediate connection into the sump.
In this way, the sliding rod 43 can be fixedly connected to the cylinder 42 or the flange 45 by the flange 46 in the axial direction. Furthermore, even if it resists external resistance, the connecting rod 22 is pushed in by an appropriate rod length. Since both connecting rods 21 and 22 are hydraulically cross-connected, the floating piston 44 of one connecting rod is
Has a terminal position different from that of the other connecting rod. Accordingly, when one connecting rod is switched to "rigid", the other connecting rod is switched to "axially idle" or vice versa. 7th
In the state where the connecting rod 22 on the right side in the drawing is switched to the rigid state, the steering intermediate lever 20 is forcibly connected to the placing plate 35, and accordingly, the intermediate axle shaft 7 depending on the refraction angle formed by both the bus elements. It corresponds to the state where steering is possible.
When liquid pressure is reversely applied to the pressure space of the connecting rods 21 and 22, the left connecting rod 21 is switched to rigidity, and the right connecting rod 22 floats in the axial direction. This corresponds to restraining the steerability of the intermediate axle 7 in the straight-ahead position of the wheels. If the intermediate axle 7 is not located at the straight traveling position when the traveling direction is selected, the intermediate piston 7 is moved to the straight traveling position and held there by the pressing force of the floating piston 44.

Next, the traveling operation in both traveling directions will be described with reference to FIGS. 4 and 5. In both figures, a biaxial bus element 3 is shown on the left and a single axis bus element 4 is shown on the right. FIG. 4 shows a driving operation in which the vehicle direction precedes the driving direction 41, which driving operation is the closest to a conventional two-element bus with an unsteered uniaxial column trailer. All wheels run on different orbital circles, but the axes of all these wheels meet at a common center. As can be seen in particular, the turning angles of both axles 8 of the preceding outer axle 6 are of different magnitude. In the driving operation according to FIG. 5 in the opposite driving direction 41 'preceded by the single-axle bus element 4, the same applies to the driving conditions according to FIG. 4 for both outer axles 6'and 6. Axle bracket for intermediate axle 7 10
Is still oriented parallel to the intermediate plane 2, but because of steering related to the angle of refraction of the intermediate axle 7, the axle 9 of this axle is pivoted parallel to the preceding single-axis bus element 4. There is. Moreover, since the turning angles of both axles 9 are the same, the axes of both axles are parallel to each other. . This is because the 4-bar link mechanism of the intermediate axle 7 has wheels 9
It is attributed to the fact that it is configured as a rectangle in the straight position. Both axles 9 during driving according to FIG.
Are oriented parallel, a theoretically small deviation error occurs. That is, the tangent line of the rolling track of the wheel makes a small inclination angle with respect to the wheel surface. The inclination angles of both wheels are opposite to each other and have the same magnitude. That is, both wheels are pushed toward the center of the vehicle to create a toe-in angle. As a result, a relatively stable running of the intermediate axle 7 takes place when the wheel turns, which is related to the angle of refraction. It should be noted that, during the traveling operation according to FIG. 5, the following vehicle element should not be able to control the refraction angle with respect to the preceding uniaxial bus element 4 due to the influence of centrifugal force during traveling or due to the braking force that is obliquely pulled. The wheels 9 of the intermediate axle 7 remain oriented parallel to the single-axle bus element 4, even if they change. Such deviations of the latter bus element also change the refraction angle and thus the turning angle of the wheel 9 with respect to the axle bracket 10, but as mentioned above, the wheel 9 remains oriented parallel to the preceding bus element 4. is there. This is because when the steering of the intermediate axle 7 becomes free, the position of the intermediate steering lever 20 is kept unchanged with respect to the single-axle bus element 4, but the turning state of the axle bracket 10 with respect to the single-axle bus element 4 is variable. by. This relative change also causes the aforementioned change in position of the single-axle bus element 4 relative to the axle bracket 10. Since the wheels 9 are oriented exactly parallel to the uniaxial bus element 4 at all angles of refraction, the running behavior of the bus element 4 remains unchanged regardless of the angle of refraction. On the contrary, if the four-bar link mechanism of the intermediate axle 7 is formed in a trapezoidal shape as usual, the subsequent bus element 3
A small change in the orbital angle occurs during the departure of
It will also affect the running behavior of. The running motion of the entire joint vehicle is adversely affected thereby.

In the usual course guidance of a bus by lateral guide rollers provided laterally, the roadway includes lateral guide bars on both sides, and lateral guide rollers provided on both sides of the vehicle engage these lateral guide bars. This means that in a double track with a separate track for each direction of travel, both tracks are separated from each other by an intermediate piece. As a result, passing or passing by a vehicle on the same running track is
It is impossible at any place. In order to enable a reliable driving operation without such intermediate crosspieces separating the roadways 32 and 33 for both driving directions 41 and 41 ', the vehicle shown has the first lateral guide roller 13 already mentioned. Besides, it has another side guide roller 27. These other side guide rollers 27
Are selectively moved to the lowering position (solid line in FIG. 3) or the line-side horizontal guide strip regardless of the first horizontal guide roller 13.
It is movably held so that it can be raised to a lifted non-operating position (broken line in FIG. 3) higher than 28. The driving place in the normal driver's seat 12 is eccentrically provided toward the center of the road that can be passed by two-way traffic. For right-hand traffic this is the left side of the vehicle and for left-hand traffic it is the right side of the vehicle. The side of the bus element 3 or 4 on the driver's side is designated by the reference numeral 25 or 25 ', and the side away from driving is designated by the reference numeral 26 or 26'. Another lateral guide roller 27 serves to maintain a reliable one-sided track guidance operation, i.e. the vehicle is directed towards the outside of the roadway and towards the center of the roadway even if the lateral guide rail 28 is present on only one side. Is also guided by engagement and held on the track. However, passing by a vehicle that is stationary in the track is easily possible by manual steering. The above-described lowering operation position of the other lateral guide roller 27 is substantially at the same height as the operating position of the first lateral guide roller 13. The other lateral guide roller 27 is substantially at the same position as the first lateral guide roller 13 in the vehicle longitudinal direction. Another lateral guide roller 27 in the width direction is provided outside the first lateral guide roller 13 and has an inner space a corresponding to the thickness of the track side lateral guide bar piece 28. It has for the outer circumference. The lateral guide piece 28 has a predetermined constant thickness a and is formed in a predetermined manner to define an orbital inner surface 29.
And has an outer surface 30. When the other lateral guide roller 27 descends, the other lateral guide roller 27 is located outside the lateral guide strip 28.
It contacts 30 and undertakes the maintenance of the vehicle's track towards the center 34 of the roadway. The inner side 29 of the lateral guide rail 28 that engages with the first lateral guide roller 13 takes care of holding the track of the articulated bus to the outside of the roadway. The additional lateral guide rollers 27 are provided only on the diagonally opposite sides of the vehicle, that is to say on the vehicle side 26 or 26 'farther from the driver, respectively. When overtaking a preceding vehicle at a low speed, or when passing by a vehicle stopped on the same running track, the driver switches to the opposite roadway.
Therefore, the driver raises the other lateral guide roller 27 to the inoperative position, and switches to the opposite roadway (the roadway 33 in FIG. 2) by manual steering operation, and the first lateral guide roller 13 on the vehicle side It is applied to the inside of the guide rail 28 ', and while being slightly preloaded on the steering device, it is guided by one side of the track and passes by the vehicle in front of it to the left. After the overtaking maneuver is completed, the driver again switches to the roadway 32 and puts the first lateral guide roller 13 on the vehicle side 26, which is farther from the driver, against the lateral guide bar 28 by manual steering operation and then another lateral guide bar 28. The guide roller 27 is lowered again and applied to the outside 30 of the lateral guide bar piece 28. Then, the vehicle continues to run in a completely guided manner.

The other lateral guide roller 27 can be raised or lowered linearly, but as shown in FIG. 3, it can also be supported by a turning lever 31 pivotally attached to the holding arm 14. This results in a safe pivoting device which is low in construction and can be pivoted by a simple operating mechanism, for example an operating cylinder which receives pneumatic pressure.

When selecting the traveling direction, it is necessary not only to enable steering of the preceding outer axle in each case as described above and to restrain the rear outer axle in the straight traveling position, but also to set another lateral guide roller 27.
If it is provided on the bus, it must also be possible to move the other lateral guide roller 27 only on the outer axle which is forward in the selected direction of travel. At the same time, on the outer axle, which is subsequently restrained in the straight-ahead position in the selected direction of travel, another lateral guide roller 27 must be moved to the lifted inoperative position and restrained in this position. . The above-described overtaking maneuver, in which the driver temporarily passes by another vehicle in a manual steering operation, is a moment of increasing alertness. In order to slightly assist the control on the vehicle side, another lateral guide roller 27, which is displaceable, is functionally constrained in its respective end position, and thus in the lowered or raised inoperative position. However, this functional constraint can only be lifted in the presence of certain criteria, so that the attention of the driver is aroused or guaranteed. These criteria for running conditions are specific running speeds. In other words, this ensures that the transition to free manual steering or the transition from manual steering operation to track guidance operation takes place only below a certain limit speed. In some cases, the criterion that can be used additionally is the lateral force of the first lateral guide roller 13 or its holding arm 14. For this purpose, of course, a suitable lateral force sensor may have to be integrated into the holding device of the lateral guide roller. When it is confirmed that the lateral force of the lateral guide roller or the holding arm is equal to or greater than a specific limit value, the functional constraint of another lateral guide roller 27 at each end position is released to switch the running state. Can be done. If the driver intends to switch to a manual steering operation, starting from a track guidance operation in which another descending lateral guide roller 27 is functionally constrained, a specific lateral force monitoring allows Attention can be ensured, in which case a lateral force limit value must be provided by a conscious steering preload towards the lateral guide rail 28, which in turn causes a further lateral guide roller 27 When climbing up, the steering system of the bus still follows the lateral guide rails 28 and cannot be preloaded, for example towards the center of the roadway, which may, under certain circumstances, lead to an uncontrollable diversion of the bus towards the center of the roadway. It is possible to prevent possible steering. Starting from a manual steering traveling state in which another side guide roller 27 is raised and similarly functionally constrained, when returning the traveling operation to the track guide operation, the vehicle steering device is consciously directed to the side guide strip 28. The first lateral guide roller by preloading
A limit of 13 lateral pressing forces must be given. As a result, the vehicle and its steering device can be reliably brought into contact with the lateral guide rail piece 28.

The vehicle track guidance is in each case preceded by the outer axle 6 or 6 '.
Via the lateral guide rollers 13 or 27 of FIG. The lateral guide rollers of the outer axle which follow in each case do not function accordingly. In some cases, it may be desirable to raise these unnecessary lateral guide rollers from the area of influence of the roadway and of the lateral guide rails to an inoperative position. Such a structural measure for enabling the lateral guide rollers to be raised to the inoperative position or to be lowered to the operative position is easy for a person skilled in the art, so that further explanation is omitted. In this case as well, the lateral guide roller in the front in the traveling direction is lowered to the operating position by the control means configured to be automatically activated after the selection in the traveling direction, and at the same time, the lateral guide roller in the rear in the traveling direction. It is mentioned that the guide roller is raised to the inoperative position.

Instead of raising or lowering the first lateral guide roller 13 and possibly also the further lateral guide roller 27 to the inoperative position, it is not necessary in each case for the rear outer axle range. It can also be considered to move the lateral guide roller to a so-called pressing position. It is not possible to change the straight-ahead position of the wheels via the action of a lateral force on the first lateral guide roller 13 after the rear outer axle is restrained in the straight-ahead position. On the contrary, when the lateral guide roller 13 hits the lateral guide rail piece, the outer axle behind the lateral side roller is supported by the lateral guide rail piece to push the vehicle toward the center of the roadway. Such pressing occurs in the area of curved roads. Moreover, when the vehicle travels on a curve at a low speed, the pressing is performed on the inner side, which can be easily seen from FIGS. 4 and 5. When passing through a curved track at high speed, the rear part of the vehicle will shift outward due to centrifugal force,
In this case, pressing is observed on the outer peripheral side. However, in order to allow a certain degree of lateral force to be established by the sideslip angle, the pressing roller does not project exactly the same as the lateral guide roller that determines the trajectory, but retracts as much as possible. However, the pressing roller must project slightly from the outer side surface of the tire so that the side surface of the tire does not scrape the lateral guide bar. In order to be able to convert the lateral guide roller of the outer axle, which is rearward in the direction of travel, into a pressing roller, the lateral guide roller 13 is movably held by a holding arm 14 which holds it, so that the axle 8 or 8 ' Starting from an operating position which projects from the side of the tire by approximately half the diameter of the lateral guide roller, it is possible to retract into a pressing position which is retracted at the same height but which still projects by approximately 1 cm from the outer surface of the tire. Even in such a case, the control means which is automatically enabled together with the selection of the traveling direction, depending on the position of the outer axle 6 or 6'with respect to the selected traveling direction,
The operation position or pressing position of the lateral guide roller 13 is set. Such lateral movement of the lateral guide rollers at the same height can be effected, for example, by pivoting movements of the eccentric shaft support and the eccentric wheel shaft.

The pressing force acting on the lateral guide roller 13, which is held as described above and acts as a pressing roller, must be derived via the steering rod of the outer axle, which is subsequently restrained in the straight-ahead position in the direction of travel. The main part of the lateral force can be transmitted through the so-called tire contact surface due to the sideslip angle that occurs between the instantaneous traveling direction and the wheel surface,
The lateral force generated more than that must be absorbed through the steering bar which is restrained with the pressing roller as described above. In order to remove such forces from the steering rod, a separate pressing roller 47 (FIG. 8) is provided for each wheel 8, 8 ', possibly in the region of the outer axle, and a separate holding arm is provided.
It is preferable to hold it at the same height as the lateral guide roller 13 so as to face the lateral guide roller 13 via 48 and thus toward the vehicle middle (intermediate surface 2). This further pressing roller 47 is held in the pressing position so that it does not move laterally from the beginning, and thus projects slightly laterally from the outer tire side of the wheels 8, 8 '. However, when the pressing roller 47 hits the lateral guide bar 28 in the running direction 41 ′, the sideslip angle geometrically existing between the wheel surface and the instantaneous running direction is maintained, and both pressing rollers 47 and 13 are laterally inward. In order to prevent it from disappearing again by hitting the inside of the crosspiece 28, another pressing roller 47 is provided outside the pressing position of the lateral guide roller 13 slightly, that is, depending on the side slip angle described above. It is held in a shifted position. The lateral force can thus be transmitted partly via the tire contact surface and partly via both pressing rollers 47 and 13 or their holding arms 48 and 14. The steering rod is then almost completely free of lateral forces.

[Brief description of drawings]

1 and 2 are a side view and a plan view of a bidirectional joint bus capable of guiding a trajectory, FIG. 3 is an enlarged front view of the joint bus according to FIG. 1 or 2, and FIGS. 4 and 5 are narrow. FIG. 6 is a schematic plan view of an articulated bus traveling counterclockwise and clockwise through a curved road, FIG. 6 is a perspective view of an intermediate axle and a steering device therefor, and FIG. FIG. 8 is a plan view of the intermediate axle after it has been made possible to steer, and FIG. 8 is a plan view of another holding device for the pressing roller. 1 ... Joint vehicle (joint bus), 2 ... intermediate plane, 3,4 ...
Vehicle element (bus element), 5 ... Vehicle joint, 6,6 ', 7 ...
Axles, 8,8 '... Wheels, 12,12' ... Driver's seat, 13 ... Side guide rollers, 14 ... Holding arms, 28,28 '... Side guide strips, 41,
41 '…… Direction of travel.

Claims (9)

[Claims] 1. A vehicle element in which an articulated vehicle is constructed or provided symmetrically about the middle when viewed at right angles to the direction of travel,
It has a vehicle joint and an axle, and further has a fully equipped driver's seat at each end of the vehicle, and is capable of being selectively and completely driven in one or the other direction. A lateral guide roller which has an axle or outer axle which is closest to the end of the vehicle and is configured as a drive axle, and which is provided near the ground in the wheel range and is engageable with a line-side lateral guide strip that determines the trajectory. These lateral guide rollers are held in a lateral position that is invariable with respect to the wheel surface of the swivelable wheel via a holding arm that surrounds a part of the wheel, and project laterally outside the wheel. A) the articulated vehicle is configured to have only one vehicle joint (5) and three axles (6,7,6 ') intermediately provided by two vehicle elements, and b) both outer sides. Only axles (6,6 ') have side guide rollers (1
3), and lateral guide rollers (13) are provided only on the peripheral side of the wheels (8, 8 ') nearer to the vehicle end, and c) each of the outer axles (6, 6') is Only the nearest driver's seat (12,12 ') can be steered by hand, respectively, and d) all such that each swivelable wheel (8,9,8') can be restrained in a straight position. The axles (6,7,6 ') of the vehicle are constructed, and e) the intermediate axle (7) is located almost coincident with the vehicle joint (5), unlike one of the intermediate symmetric whole body, one of both vehicle elements That is, it is pivotally attached to the two-axle vehicle element (3) in a non-turnable manner in plan view, so that the other vehicle element is the single-axis vehicle element (4), and f) intermediate when the restraint is released in the straight traveling position. Axle (7)
However, in relation to the refraction angle formed by the biaxial vehicle element (3) and the uniaxial vehicle element (4), the turnable wheel (9) of the intermediate axle (7) is different from the uniaxial vehicle element (4). The steering wheel can be automatically steered so that it is always directed parallel to each other. G) The outer side of the front in the selected traveling direction (41, 41 ') by the automatically effective control means after selecting the traveling direction. The axle (6,6 ') is made steerable, and at the same time the wheels (8', 8) of the outer axle (6 ', 6) which are in each case in the selected direction of travel (41,41') are moved backwards. When the traveling direction is selected in the direction (41) of the two-axle vehicle element (3) by another control means that is restrained to the straight-ahead position and h) similarly becomes effective automatically after selecting the traveling direction, the intermediate axle ( The axle (9) of 7) is restrained in the straight-ahead position, and on the contrary, the traveling direction is changed in the direction (41 ') of the uniaxial vehicle element (4). When-option, characterized in that the intermediate axle (7) is automatically allow steering, trajectory guide can be bi-directional joints vehicle. 2. An intermediate axle (7) has pivotable steering knuckles (11) holding wheels (9), each steering knuckle having a knuckle arm (19) extending longitudinally of the vehicle. The free ends of the knuckle arms are each connected by a tie rod (18) parallel to the axle (24).
Articulated via the swivel axis (23) of the steering knuckle (11) and the knuckle arm (19) and tie rod (18)
The joint vehicle according to claim 1, characterized in that the joint (24) for connecting with is at a corner of a rectangle in the straight position of the wheel (9). 3. Articulated vehicle according to claim 1 or 2, characterized in that the toe-in of at least the axle (9) of the intermediate axle (7) has an angle of zero. 4. In addition to the lateral guide roller held by the holding arm (14), that is, the first lateral guide roller (13), at least the vehicle side (26, 12 ') far from the driver's seat (12, 12'), respectively. 26 ′)
Another lateral guide roller (27) is movably supported by the holding arm (14) in the, and each of the other lateral guide rollers (27) is associated with a corresponding first lateral guide roller (13). Irrespective of whether they are at substantially the same height as the first lateral guide roller (13) and at substantially the same position in the longitudinal direction of the vehicle, and outside the first lateral guide roller in the transverse direction of the vehicle and longitudinally of the vehicle. Can be lowered to a lowering operation position having a specific inner space (a) with respect to the circumference of the first lateral guide roller when viewed in the direction, or is inoperative beyond the line side lateral guide bar (28). Joint vehicle according to one of claims 1 to 3, characterized in that it can be raised to a position. 5. Joint according to claim 4, characterized in that another lateral guide roller (27) is supported on a swiveling lever (31) pivotably mounted on the holding arm (14). vehicle. 6. In the outer axle (6,6 ') which can be steered forward in the selected traveling direction (41,41') by means of the control means which is automatically activated after the traveling direction is selected. Only the other lateral guide roller (27) can also be moved, and at the same time, the outer axle (6 ', 6) which is later restrained to the straight traveling position in the selected traveling direction (41,41'). 6. The joint vehicle according to claim 4 or 5, characterized in that the other lateral guide roller (27) is moved into the upward non-moving state and is restrained in this position. 7. A lateral guide roller (27) which is movable.
Is constrained by the control means to an end position that is still present and accordingly to a descending operation position or an ascending operation position, and the traveling speed of the joint vehicle (1) is equal to or less than a specific limit value, or the corresponding first value. Lateral guide roller (13) or its holding arm (14)
The joint vehicle according to claim 6, wherein the restraint is releasable when the lateral force of is greater than or equal to a specific limit value. 8. The first lateral guide roller (13) is selectively movable to an inoperative position above the upper edge of the line-side lateral guide strip (28), or the lateral guide strip (28). ) Each first lateral guide roller is movably supported by the holding arm (14) so that it can be lowered to an operating position below the upper edge, and is automatically activated after the traveling direction is selected. Thus, when the vehicle is at least guided by a track, the selected driving direction (4
In the outer axle (6,6 ') which can be steered to the front at 1,41'), both first lateral guide rollers (13) are lowered into the operating position, at the same time as the selected travel. In the outer axle (6 ', 6) which is subsequently restrained in the straight-ahead position in the direction (41,41'), both first lateral guide rollers (13) are raised to the inoperative position. The joint vehicle according to claim 1, wherein the joint vehicle comprises: 9. The first lateral guide roller (3) comprises a wheel (8,
8 ') is retracted to a working position which is about half the diameter of the first lateral guide roller (13) higher than the outer side of the tire, or at the same height, but a few more than the outer side of the tire.
The first lateral guide roller (13) is movably supported by the holding arm (14) so that it can be moved to a pressing position higher by cm, and the vehicle is controlled by the control means that is automatically enabled after the traveling direction is selected. On the outer axle (6,6 ') which is steerable forward in the selected direction of travel (41,41'), both first lateral guide rollers (13) are On the outer axle (6 ', 6), which is brought out into the operating position and at the same time is later restrained in the straight-ahead position in the selected driving direction (41,41'), both first
Articulated vehicle according to one of claims 1 to 7, characterized in that the lateral guide roller (13) is retracted into the pressing position.