WO2010141962A1 - Système de direction forcée - Google Patents

Système de direction forcée Download PDF

Info

Publication number
WO2010141962A1
WO2010141962A1 PCT/AT2009/000228 AT2009000228W WO2010141962A1 WO 2010141962 A1 WO2010141962 A1 WO 2010141962A1 AT 2009000228 W AT2009000228 W AT 2009000228W WO 2010141962 A1 WO2010141962 A1 WO 2010141962A1
Authority
WO
WIPO (PCT)
Prior art keywords
trailer
coupling
hydraulic cylinder
steering system
towing vehicle
Prior art date
Application number
PCT/AT2009/000228
Other languages
German (de)
English (en)
Inventor
Josef Scharmüller
Original Assignee
Scharmueller Josef
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 Scharmueller Josef filed Critical Scharmueller Josef
Priority to RU2011154081/11A priority Critical patent/RU2515620C2/ru
Priority to PCT/AT2009/000228 priority patent/WO2010141962A1/fr
Priority to EP09775541A priority patent/EP2440443A1/fr
Priority to BRPI0924872A priority patent/BRPI0924872B1/pt
Publication of WO2010141962A1 publication Critical patent/WO2010141962A1/fr

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
    • B62D13/02—Steering specially adapted for trailers for centrally-pivoted axles
    • B62D13/025—Steering specially adapted for trailers for centrally-pivoted axles the pivoted movement being initiated by the coupling means between tractor and trailer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/01—Traction couplings or hitches characterised by their type
    • B60D1/06—Ball-and-socket hitches, e.g. constructional details, auxiliary devices, their arrangement on the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/24—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions
    • B60D1/30—Traction couplings; Hitches; Draw-gear; Towing devices characterised by arrangements for particular functions for sway control, e.g. stabilising or anti-fishtail devices; Sway alarm means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60D—VEHICLE CONNECTIONS
    • B60D1/00—Traction couplings; Hitches; Draw-gear; Towing devices
    • B60D1/58—Auxiliary devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D13/00—Steering specially adapted for trailers
    • B62D13/04—Steering specially adapted for trailers for individually-pivoted wheels

Definitions

  • the invention relates to a forced steering system according to the preamble of
  • the towing vehicle is the motorized vehicle and the trailer is the non-motorized
  • Vehicle of the vehicle combination trained as a team.
  • the forced steering systems are found on vehicles with several rear wheel axles
  • Trailers roll at least substantially in a lane.
  • the object of the invention is therefore to provide a forced steering system of the type mentioned, with which the mentioned disadvantages can be avoided and which can ensure on several different towing vehicles that the successive wheels of the several rear axles of the trailer in cornering roll spur.
  • Clutch parts may be for each of the several different towing vehicles
  • Coupling parts are assignable predeterminable.
  • the advantage here is that after selecting the appropriate coupling part of the coupling process can be carried out as conventional and is thus ensured with little or no additional effort that the successive wheels of the several rear axles of the trailer in the
  • the invention also relates to a coupling of a forced steering system according to the
  • Maximal deflection of the forced steering system can be predetermined and thus can be ensured that the forced steering system is not deflected beyond a maximum permissible limit angle addition.
  • FIG. 1 shows the towing vehicle and the trailer as well as the forced steering system of a first preferred embodiment in a first relative position, which essentially corresponds to a straight-line drive, schematically in plan view;
  • FIG. 2 shows the towing vehicle and the trailer of FIG. 1 in a second relative position, which corresponds to a cornering, schematically in plan view; 3 shows the coupling part and the first hydraulic cylinder of a first preferred Ausftihrungsform schematically in axonometric representation.
  • FIG. 4 shows the coupling part and a hydraulic circuit of the forced steering system of a second preferred embodiment, comprising the first hydraulic cylinder, the second hydraulic cylinder, a control unit, a hand pump, two first pressure compensation devices and two second pressure compensation devices schematically in an axonometric representation;
  • FIG. 5 shows the part of the hydraulic circuit in the region of the second hydraulic cylinder of the forced steering system of a third preferred embodiment, wherein instead of a track axis, two second hydraulic cylinders are provided;
  • Fig. 6 shows a part of the Buchscherteils a preferred embodiment comprising a drawbar eye, a drawbar and a handlebar, wherein the handlebar comprises a first hydraulic cylinder, and two spacers, which form a set of spacers of a preferred embodiment, wherein the spacers on Buchoesenteil, in particular at the drawbar, and a part of the coupling part comprising a first coupling ball and a second coupling ball in an axonometric representation.
  • 1 to 6 show at least parts of a forced steering system 1 for use with at least one trailer 4 and several different towing vehicles 5, with at least one coupling part 2 for placement on a towing vehicle 5 and a Switzerlandösenteil 3 for placement on a trailer 4, wherein the coupling part 2 and the Switzerlandösenteil 3 at a dome point 11 and at a spaced from the dome point 11 pivot point 12 are coupled to each other, in which it is proposed that at each of the several different tractors 5 by means of at least one of the at least one coupling parts 2, the dome point 11 and the pivot point 12 are each provided at a predeterminable distance to the rear wheel axle 51 of the towing vehicle 5.
  • 1 and 2 schematically shows the towing vehicle 5 and designed as a trailer 4 non-motorized vehicle, with towing vehicle 5 and trailer 4 form a trained as a vehicle combination team.
  • the forced steering system 1 can be used in particular in a method for coupling the forced steering system 1, wherein the forced steering system 1 for forcing at least one wheel 41 of the trailer 4, which alternately from different towing vehicles 5 can be pulled, is provided.
  • the method comprises the steps: that is arranged for the arrangement of the coupling point 11 and the pivot point 12 at a predeterminable distance to the rear wheel axle 51 of the towing vehicle 5 in dependence of the respective one of the different towing vehicles 5 of the predeterminable coupling parts 2 on this towing vehicle 5, and that the Glasösenteil 3, which is covered by the trailer 4 is coupled to the respective coupling part 2 at the dome point 11 and at the spaced from the dome point 11 pivot point 12 with each other.
  • the forced steering system 1 and the method for coupling, in particular the forced steering system 1, allow the advantages and advantageous effects mentioned above.
  • the forced steering system 1 and the forced-pivoting method allow rollers of consecutive wheels 41 of a plurality of rear wheel axles 42 to be rolled at least substantially in one track, even with different towing vehicles 5.
  • Forced steering systems 1 are used when pulling vehicles with a plurality of rear wheel axles 42 and are used for forced lowering of at least one steered rear wheel axle 44, which, in contrast to an unguided rear wheel axle 43, is steerable.
  • Steering means in this context that the position of mounted on the steered rear axle 44 wheels 41 may assume predetermined different steering angle, wherein the steering of the wheels 41 may also be referred to as turning of the wheels 41.
  • An advantage of the forced steering system 1 is that when the forced steering system 1 of the trailer 4 is tuned to the towing vehicle 5, the consecutive wheels 41 of several rear wheel axles 42, in particular all axles, of the trailer 4 not only when driving straight ahead, which schematically in FIG. 1, but also when cornering, which is shown schematically in FIG. 2, in a track roll.
  • This is particularly advantageous when driving on a field, a field, a country lane and / or a forest road, as the successive wheels 41 of the trailer 4 only generate a track substantially when cornering. Since little fruit of the ordered field and / or field is brought down here, the fruit can be spared. Likewise, little is hiebei the bottom surface of the field and / or field compacted, so that the forced steering is also beneficial to the soil.
  • narrow and difficult to be traveled dirt roads and / or forest roads safely and be driven with high reliability, since the trailer 4 follows the towing vehicle 5 due to the forced steering system 1 with high track accuracy.
  • the problem with forced steering systems 1 is the change of towing vehicle 5. Since different towing vehicles 5 have different impact characteristics due to the different distances between front axle 53 and rear axle 51 of towing vehicle 5 and due to the different track widths, ie the wheel spacings on one axle - For an optimal and proper overrun of the trailer 4 - the forced steering system 1 to be matched to the respective towing vehicle 5.
  • the vote includes both the angle dependence and the straight-line position of the forced steering system 1, for which each possible vehicle combination, ie a predetermined trailer 4 and a predetermined towing vehicle 5, in the angular dependence and the straight position of the forced steering system 1 are individually tuned.
  • the straight-ahead position of the forced steering system 1 is normally adjusted by the vehicle combination, so the trailer 4 and the respective towing vehicle 5, aligned on a flat surface and both towing eye 35 and steering eye 36 on towing vehicle
  • the first hydraulic cylinder 61 and / or the second hydraulic cylinder 62 may preferably be designed to be double-acting.
  • the first hydraulic cylinder 61 may preferably be formed as a master cylinder, wherein a position change of the first hydraulic cylinder 61 is converted in motion of the hydraulic fluid.
  • the second hydraulic cylinder 62 may preferably be a slave cylinder be formed, wherein the controlled by the master cylinder movement of the hydraulic fluid causes a change in position of the slave cylinder.
  • a hand pump 67 may be included in the hydraulic system 6.
  • the forced steering system 1 is the optimal caster, so in particular the directional caster, the trailer 4 the towing vehicle 5 is usually not given, so in normal operation of the vehicle combination, a so-called forced steering operation of the forced steering system 1 is preferable.
  • the hydraulic system 6 may comprise a ball valve for switching between the follower operation and the forced steering operation of the forced steering system 1.
  • the operating state of the forced-steering system 1 can be switched over particularly easily from forced-steering operation to follow-up operation - and vice versa.
  • the advantage here is that in any position or in any driving situation of the vehicle combination, the operating state of the forced steering system 1 of forced steering operation can be switched to follow-up operation, the steering of the towing vehicle 5 can be relieved.
  • the towing vehicle does not provide articulation point 12 - the operating state of the forced steering system 1 can be easily changed from forced steering operation to after-run operation.
  • the trailer 4 can be towed by a towing vehicle 5 designed as a towing vehicle, it also being possible to advantageously use towing vehicles with linkage-free couplings.
  • the forced steering system 1 can also be deflected over a maximum angle, wherein the forced steering system 1 can be permanently damaged. All this can lead so far that some vehicle combinations can not therefore be driven in the forced steering operation of the forced steering system 1.
  • the coupling point 11 and the pivot point 12 each at a predetermined distance to the rear wheel axle 51 of the towing vehicle. 5 are provided.
  • the vote of the optimal angular dependence ie the optimum angular ratio of the angle between towing vehicle 5 and 3 Huaweiosenteil part of the steering angle of the steered wheels 41 of the trailer 4 be guaranteed for many different vehicle combinations predetermined.
  • the advantage here is that the vote of the transmission behavior - which results from all geometric and determinable relationships - can be done mathematically and / or computer-aided.
  • 5 different coupling parts 2 can be predetermined and / or added to the trailer 4 for each trailer 4 for the various different, especially commercially available, towing vehicles.
  • 4 different coupling parts 2 and / or the towing vehicle 5 can be predefined for each towing vehicle 5 for the various different, especially market, trailer.
  • FIG. 3 Schematically, the coupling of the first hydraulic cylinder 61 to the coupling part 2 is shown in particular in FIG. 3, in which essentially only the first hydraulic cylinder 61 and the coupling part 2 are shown. 3, the coupling point 11, the articulation point 12, the first coupling ball 21, the second coupling ball 22 and the handlebar 33, which comprises the first hydraulic cylinder 61, are also shown in FIG.
  • the Buchscherteil 3 is shown schematically in particular in FIG. 6.
  • the Switzerlandscherteil 3 can be designed in particular substantially as a drawbar 31 and a handlebar 33 include.
  • the drawbar part 3 comprises a drawbar eye 35 for transmitting the tensile forces from the coupling part 2, in particular from the coupling point 11, to the trailer 4 and the handlebar 33 a steering eye 36 for transmitting the steering forces from the coupling part 2, in particular from the articulation point 12, to the forced steering system 1.
  • a plurality of vehicle combinations that is several combinations of different tractors 5 and / or different trailer 4, which have a similar follow-up behavior of the trailer 5 are summarized to coupling sub-classes, the number of possible coupling sub-classes may be predetermined.
  • the number of different coupling parts 2 to be used can be minimized, with which the expenditure for the production and in particular for the mounting of the coupling parts 2 in the user can be low.
  • each of the several different tractors 5 is assigned a set of spacers 32 for attachment to the trailer 4, preferably on the drawbar 31 and / or on the drawbar part 3, the spacer 32 for contacting the tires 52 of the towing vehicle 5 is provided at the predetermined angle between the towing vehicle 5 and the trailer 4.
  • deflection of the forced steering system 1 beyond a maximum angle can be prevented such that a bending angle of the towing vehicle 5 to the trailer 4, in particular to the drawbar part 3, preferably to the drawbar 31, can be restricted.
  • the bending angle which is the angle between the tractor 5 and the trailer.
  • the maximum bending angle can be limited to 45 ° to 60 ° by means of the set of spacers 32 both in left-hand steering and in the right-hand steering of the towing vehicle 5, this type of restriction of the bending angle being illustrated in FIG.
  • the spacer 32 may be designed in several parts and comprise a spacer base 321 and a spacer upper part 322.
  • the spacer lower part 321 can be designed to adapt the maximum extent of the spacer 32 to the drawbar part 3, in particular the drawbar 31, and the spacer upper part 322 to generate noise.
  • the spacer base 321 may be substantially cuboid and in particular substantially formed of a metal sheet.
  • the spacer upper part 322 may be substantially, semicircular, curved or formed as a web and in particular substantially of plastic, in particular an elastomer and / or a thermoplastic.
  • the spacer upper part 322 can be releasably connected to a fastening device on the spacer lower part 321.
  • different spacer base parts 321 and different spacer upper parts 322 can be connected to each other, whereby a few different spacer base parts 321 and a few different spacer upper parts 322 can be formed with many spacers 32 of different geometry and different noise generation when touching tires 52 and spacers 32.
  • the at least one coupling part 2 at the coupling point 11 a first coupling ball 21 and at the pivot point 12, a second coupling ball 22, wherein - when coupling the trailer 4 on the towing vehicle 5 - the at least one coupling part 2 at the coupling point eleventh with a first coupling ball 21 and can be operatively connected to the coupling point 12 with a second coupling ball 21.
  • the drawbar eye 35 and the steering eye 36 can - as shown in FIG. 6 - be formed hemkugelschalenförmig as non-perforated Switzerland Kunststoffschale and Lenkösenschale for coupling to a first coupling ball 21 and / or a second coupling ball 22.
  • the drawbar part 3 may have a handlebar 33 which can be coupled to the articulation point 12, and for the handlebar 33 to include a first hydraulic cylinder 61.
  • conventional forced steering systems can also be used with the coupling part 2, in particular with different coupling parts 2, whereby the proper function of the trailer side part of the forced steering system 1 without a change, especially a conversion, can be ensured.
  • At least one second hydraulic cylinder 62 which directly effects the deflection of at least one wheel 41 of the trailer 4, is operatively connected to the first hydraulic cylinder 61 by means of a line system 63.
  • the deflection of at least one second hydraulic cylinder 62 directly effecting the deflection of at least one wheel 41 of the trailer 4 can be force-controlled by means of a line system 63 by the first hydraulic cylinder 61.
  • the second hydraulic cylinder 62 acts on a tie rod 7 of the trailer, wherein by means of the second hydraulic cylinder 62, the position of a tie rod 7 of the trailer 4 can be forcibly controlled.
  • a second hydraulic cylinder 62 can control the steering angle of both steered wheels 41 of the steered rear axle 44.
  • FIGS. 1, 2 and 4. This advantageous embodiment of the forced steering system 1 is shown in FIGS. 1, 2 and 4.
  • two second hydraulic cylinders 62 instead of the one second hydraulic cylinder 62 and the tie rod 7 of the trailer 4, two second hydraulic cylinders 62 may be formed, as shown in FIG. In this case, wheel-side ends 45 of the two second hydraulic cylinders 62 are substantially directly operatively connected to the steered wheels 41, whereby the formation of the tie rod 7 can be dispensed with.
  • the line system 63 has a first pressure compensation device 65 in the region of the first hydraulic cylinder 61 and / or a second pressure compensation device 66 in the region of the second hydraulic cylinder 62. It can be provided that pressure peaks in the line system 63 in the region of the first hydraulic cylinder 61 are compensated with a first pressure compensation device 65 and / or in the region of the second hydraulic cylinder 62 with a second pressure compensation device 66.
  • the first pressure compensation device 65 and / or the second pressure compensation device 66 may be designed as an 80 bar pressure accumulator and / or as a 50 bar pressure accumulator.
  • the 80bar pressure accumulator can intercept a resulting excessive pressure angle, for example, when the trailer 4 is pulled by the towing vehicle 5 without a set of spacers 32 and can deflect correspondingly strong.
  • the 50bar pressure accumulator intercept short voltage spikes, which are transmitted in particular in steering movements and / or in uneven ground from the pivot point 12 to the forced steering system 1.
  • the 80 bar pressure accumulator and / or the 50 bar accumulator can be designed as nitrogen storage.
  • the nitrogen storage can be designed as a small, in particular spherical, container in which a separating layer for spatial separation of pressurized nitrogen and the hydraulic fluid is formed.
  • the pressure of the nitrogen can be preset to the working pressure and / or operating point of the nitrogen storage.
  • the first pressure compensation device 65 and / or the second pressure compensation device 66 can be simple, cost-effective, space-saving and / or weight-saving.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)
  • Guiding Agricultural Machines (AREA)
  • Regulating Braking Force (AREA)

Abstract

L'invention concerne un système (1) de direction forcée, destiné à être utilisé sur au moins une remorque (4) et plusieurs tracteurs (5) différents, et qui présente au moins une partie accouplement (2) destinée à être montée sur un tracteur (5) et une partie anneau de couplage (3) destinée à être montée sur une remorque (4), la partie accouplement (2) et la partie anneau de couplage (3) pouvant être accouplées l'une à l'autre en un point d'accouplement (11) et en un point d'articulation (12) situé à distance du point d'accouplement (11). Selon l'invention, sur chacun des différents tracteurs (5), le point d'accouplement (11) et le point d'articulation (12) sont chacun placés à une distance pouvant être prédéterminée relativement à l'essieu arrière (51) du tracteur (5) au moyen d'au moins une partie accouplement (2).
PCT/AT2009/000228 2009-06-08 2009-06-08 Système de direction forcée WO2010141962A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
RU2011154081/11A RU2515620C2 (ru) 2009-06-08 2009-06-08 Система принудительного управления
PCT/AT2009/000228 WO2010141962A1 (fr) 2009-06-08 2009-06-08 Système de direction forcée
EP09775541A EP2440443A1 (fr) 2009-06-08 2009-06-08 Système de direction forcée
BRPI0924872A BRPI0924872B1 (pt) 2009-06-08 2009-06-08 sistema de direção forçada e processo para acoplamento de um sistema de direção forçada

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/AT2009/000228 WO2010141962A1 (fr) 2009-06-08 2009-06-08 Système de direction forcée

Publications (1)

Publication Number Publication Date
WO2010141962A1 true WO2010141962A1 (fr) 2010-12-16

Family

ID=41682638

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AT2009/000228 WO2010141962A1 (fr) 2009-06-08 2009-06-08 Système de direction forcée

Country Status (4)

Country Link
EP (1) EP2440443A1 (fr)
BR (1) BRPI0924872B1 (fr)
RU (1) RU2515620C2 (fr)
WO (1) WO2010141962A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11447374B2 (en) 2016-09-15 2022-09-20 Terex Australia Pty Ltd Crane counterweight and suspension

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3919561A1 (de) * 1989-06-15 1990-12-20 Georg Maierbacher Anhaengerzwangslenkung fuer land- und forstwirtschaftliche nutzfahrzeuge durch das zugfahrzeug
EP1048550A2 (fr) * 1999-04-28 2000-11-02 Deere & Company Système de direction et machine de récolte
EP1559592A1 (fr) * 2004-01-30 2005-08-03 Josef Scharmüller Direction forcée pour attache de remorque
EP2072375A2 (fr) * 2007-12-21 2009-06-24 Josef Scharmüller Système de direction forcée

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SU1735072A1 (ru) * 1990-01-19 1992-05-23 Камское объединение по производству большегрузных автомобилей Сцепное устройство автопоезда
DE102004057361A1 (de) * 2004-07-02 2006-01-26 Atlas Vorpommern Gmbh Einrichtung zum spurtreuen Nachlauf von Anhängern

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3919561A1 (de) * 1989-06-15 1990-12-20 Georg Maierbacher Anhaengerzwangslenkung fuer land- und forstwirtschaftliche nutzfahrzeuge durch das zugfahrzeug
EP1048550A2 (fr) * 1999-04-28 2000-11-02 Deere & Company Système de direction et machine de récolte
EP1559592A1 (fr) * 2004-01-30 2005-08-03 Josef Scharmüller Direction forcée pour attache de remorque
EP2072375A2 (fr) * 2007-12-21 2009-06-24 Josef Scharmüller Système de direction forcée

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11447374B2 (en) 2016-09-15 2022-09-20 Terex Australia Pty Ltd Crane counterweight and suspension

Also Published As

Publication number Publication date
RU2515620C2 (ru) 2014-05-20
EP2440443A1 (fr) 2012-04-18
BRPI0924872A2 (pt) 2015-06-30
BRPI0924872B1 (pt) 2020-02-04
RU2011154081A (ru) 2013-07-20

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