JPH02200507A - Bidirectional articulated car able to be guided along track - Google Patents

Abstract

PURPOSE: To realize use in two modes of the track and the road by providing an articulated vehicle comprising two vehicle elements, one intermediate joint, and three axles, providing a side guide roller on the peripheral side of a wheel on the outer axle closer to each end of the vehicle, and steering the outer axle from a nearest driver's cabin in a manually steerable manner. CONSTITUTION: Vehicle elements 3, 4 having respective symmetric driver's cabins 12, 12' are connected by one vehicle joint 5, comprise forward and rear axles 6, 6' and an axle 7 provided at the position approximately coincident with the vehicle joint 5, one vehicle element 3 or 4 of an intermediate axle 7 becomes a two-axle bus element, while the other becomes a single axle bus. The axles 6-7 are provided with wheels 8-9 which are turnable, and restrictive at the straight position, and a side guide roller 13 is provided at the side position of the wheels 8, 8' of the forward and rear axles. The side guide roller 13 is engaged with a rail side guide piece 28 to achieve the track guide. Two modes are available in the constitution.

Description

Detailed description of the invention [Industrial field of application] The present invention provides an articulating vehicle having a vehicle element, a vehicle coupling and an axle which are constructed or arranged symmetrically with respect to the middle, viewed at right angles to the direction of travel, Furthermore, each vehicle has a fully equipped driver's seat at each end, can be driven selectively in one direction or the other, and has swiveling wheels on all axles; The axle closest to the center, that is, the outer axle, is configured as the drive axle, and historically has a curved lateral guide roller that engages with the track-side lateral guide bar that is provided in the wheel area near the Jiukou plane and determines the track. , these lateral guide rollers are each held in a fixed lateral position relative to the wheel surface of the pivotable wheel via a retaining arm that surrounds a part of the wheel and projects towards the outside of the wheel. , relates to a track-guideable articulated vehicle, in particular an articulated bus.

(Prior Art) Such articulated vehicles are known, for example, from the public seminar on October 6th and 7th, 1988 on the topic 'Short-distance transport - traffic demand and means of transport', and which Reference is made in particular to Figure 20C, in which Mr. Fuersta's proposal for short-distance public transport - Daimler-Benz's proposal for short-distance public transport. There is.

Known articulated baths are constructed from conventional bath parts.

In addition, it is a three-element bus as a whole, with the two outer elements each being constructed as a two-axle bus with an open rear side, between which the axleless connecting element is mounted.

Known buses can only be used if they are guided along the tracks;
Even a dense track network is a significant drawback, as buses cannot travel even without track guidance. Even short interruptions in the lateral guide bars require track guidance by separate track guidance devices installed on the vehicle and on the track. For this purpose, for example, track grooves can be provided below the roadway surface. However, this makes the vehicles and trackways expensive. Furthermore, the advantages of the bus-like @claw structure and road tires are lost. This means that the known baths cannot be freely used to cover surfaces.

The first-mentioned document also shows an articulated bus that can be used in two ways, optionally track-guided or automatically steered. However, this vehicle can only be fully operated in a single direction of travel and is therefore not usable in both directions. However, full operability in both directions of travel is necessary, in particular for underground applications or for long track guide lines with separate track bodies.

That is, it is desired that the travel be interrupted at an arbitrary point and be continued in the opposite direction.

Vehicles that can only be used in one direction of travel continue to travel in the same direction until the next exit, and with manual steering, seek a sufficient area or rectangular area for the change of direction onto the track-guided route. You have to go back and drive in the opposite direction to the terminal stop. This is not only an unnecessary loss of time, but also a waste of vehicle fuel and driving time. Apart from these points, such a drive may also be made completely impossible if the driving path is obstructed by a previous vehicle that has been damaged in an accident.

Federal Republic of Germany Patent No. 3333476 IB is
1 shows a vehicle that can be used in two ways in both directions and is designed for a bus that is track guided as a climbing vehicle. It is also easily possible 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-piece vehicle, the transport capacity of such a vehicle is significantly separated.

[Problem to be solved by the invention]

The object of the invention is to design an articulated bus of the first type in such a way that it can be used in two ways.

[Means for solving the three problems] In order to solve this problem, according to the present invention, the articulated vehicle has two
The vehicle element is constructed with only one vehicle coupling located in the middle and three axles, with only the two outer axles having lateral guide rollers, each on the peripheral side of the wheel that is closer to the vehicle end. are provided with lateral guide rollers so that each of the outer axles can be manually steered only from the driver's seat closest to it, and that each swivelable wheel can be locked in a straight-ahead position. is constructed, the intermediate axle is located approximately coincident with the vehicle coupling, and, in contrast to an intermediately symmetrical whole vehicle body, one of the two vehicle elements, i.e. two
The intermediate axle is pivotably mounted on the axle vehicle element in a non-swiveling manner in plan view, so that the other vehicle element is a single-axle vehicle element, and upon release of the restraint in the straight-ahead position, the intermediate axle joins the two-axle vehicle element and the single-axle vehicle element. Depending on the angle of refraction with the vehicle element, the pivotable 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 the driving direction has been selected. The activating control means enable the respective front outer central axle to steer in the selected driving direction, and at the same time lock the wheels of the respective rear outer axle in the straight-ahead position in the selected driving direction. , when selecting the direction of travel in the direction of the two single-axle vehicle elements, by means of another control means which is likewise activated automatically after the selection of the direction of travel;
When the wheels of the intermediate axle are restrained in the straight-ahead position, and on the contrary, when choosing the direction of travel in the direction of the single-axle vehicle element, the intermediate axle ÷ →
→→ is automatically enabled for steering.

Preferred developments of the invention emerge from the dependent claims.

〔Example〕

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

The illustrated vehicle or articulated bus I is constructed symmetrically with respect to an imaginary intermediate plane 2 that is perpendicular to the track by means of lateral guide bars 28 or 28'. That is, vehicle element 3,
4 and the axle 616'+7 are arranged or configured symmetrically with respect to this intermediate plane 2. At both ends of the vehicle there is in each case one fully equipped driver's seat 12 or 12
', so that the vehicle can be driven completely selectively in one driving direction 41 or in the other driving direction 41'. All axles 6, 6' and 7 are equipped with pivotable wheels. The outer axles 6 and 6' in the region of the vehicle ends are also designed as drive axles, the drive of which is not shown. In this connection, reference is made to German Patent No. 33 33 476, cited above. To enable track guidance, lateral guide rollers 13 are provided in the wheel area close to the ground and engage the track-side lateral guide bars 28 that define the track. These lateral guide rollers 13 are held in a fixed lateral position with respect to the wheel surface of the respective steerable wheel 8 or 8' by means of retaining arms 14 which partially surround the wheel. The lateral guide port 13 crosses the wheel 8.8' and moves the lateral guide roller I outward.
It protrudes by approximately 25 to 75% of the diameter of 3.

In order to be able to form a sufficiently large articulated bus that can be used not only in both directions, but also in two modes, at a reasonable cost, the articulated bus consists of only two elements, a vehicle joint 5 provided only in the middle, and the three axles 6 mentioned above. 7.6'. The aforementioned lateral guide rollers 13 are connected to both outer axles 6.
and 6'. Furthermore, the lateral guide rollers 13 are provided only on the circumferential sides of the axles 8 and 8', respectively, close to the ends of the vehicle. As a result, not only is the lateral guidance device relatively simple and lightweight, but also the lateral forces are transmitted to the roadway via the tire contact patch without going through the lateral guidance rollers. Each of the outer axles 6 and 6' is connected to the steering wheel 1 of the driver's seat 12 or 12' in addition to the transverse guide rollers.
Free manual steering is possible via ZI5 or 15'. However, manual steering of the outer axles is only possible from the respective nearest driver's seat. All axles, namely the two outer axles 6.6' and the intermediate axle 7, are constructed in such a way that the pivotable axle 8, 8' or 9 can be locked in a straight-ahead position.

In order to make possible an intermediately symmetrical vehicle body even with three axles and to guarantee approximately the same driving behavior in both driving force directions, the intermediate axle 7 is arranged approximately coincident with the vehicle joint 5. Unlike car bodies that are historically symmetrical, the middle axle 7
is provided on the vehicle element, hereinafter referred to as the two-axle bus element 3, of both vehicle elements, in such a way that it cannot turn when viewed from the top. The other vehicle element is therefore considered an axle bus element 4. When the intermediate axle 7 is released from the straight-ahead position, the intermediate axle becomes automatically steerable in relation to the angle of refraction between the two-axle bus element 3 and the single-axle bus element 4, and the intermediate axle 7 is able to turn. Possible wheels 9 are always oriented parallel to the axle bus element 4.

Apart from the above-mentioned structural configuration of the articulated bus, control measures have to be taken which are carried out automatically upon a change in direction of travel or at a change in direction of travel.

A change in direction of travel is effected by the driver entering the drive@+2 or 12' and operating the switch with the key to enable the driver's seat. The following measures only describe their effects.

This is because the control means and their construction are well known to those skilled in the art. By selecting such a driving direction 41 or 41', the respective front outer axle 6 or 6' must be able to steer. At the same time, the wheel 8' or 8 of the outer axle 6' or 6 which in each case follows in the selected driving direction must be held in the straight-ahead position. Regarding this, similarly, Patent No. 33 of the Federal Republic of Germany
Reference may be made to Book No. 33476. According to this, the device for restraining the steerable wheels in a straight-ahead position essentially consists of a four-bar linkage in the area of a steering gear, which is mounted fixedly on the frame. This four-bar linkage groove is formed by the steering arm of the steering gear, a rocker piece fixedly supported on the frame in the same way, and two connecting pieces that articulate their free ends with each other. ing. The rocking piece itself is movably supported by a joint fixed to the frame. In a freely steerable axle, the ends of the connecting piece are at the outer ends of the steering arm and the rocker piece. During steering, this rocker piece moves together with the steering arm.

In order to be able to lock the steerable axle in the straight-ahead position of the steerable wheels, a free rocking piece joint is supported in a movable manner on the rocking piece and coincides with the rocking piece joint fixed to the frame. so that it can be moved. If the free swinging piece joint matches the swinging piece joint fixed to the frame of the steering arm,
The steering arm is fixedly held in the neutral position,
The length of the connecting piece is determined so that the wheel of the corresponding axle is in the straight-ahead position at this neutral position. By virtue of the movement of the free rocker joint on the rocker piece towards the frame side rocker joint, this neutral position is obtained automatically even if the wheels are outside this 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 in which the PPI moving piece holding the free rocking piece joint moves. It is movable. The sliding piece has a nut into which a threaded shaft can be driven remotely by an electric motor. The displacement drive for the free rocking joints of the two outer axles 6 and 6' is
They are coupled in opposite directions to the energy supply so that both restraint devices are driven in opposite directions, so that only one of the two outer axles can be steered and the other outer axle is restrained. ing.

Further control means, which are likewise automatically activated after selection of the driving direction, lock the axle 9 of the intermediate axle 7 in the straight-ahead position when selecting the driving direction in the direction 4 of the two-axle bus element 3. How this is solved structurally will be discussed below with respect to FIGS. 6 and 7. When selecting the driving direction in the direction 41' of the axle bus element 4, the intermediate axle 7 becomes automatically steerable. In this case, the car on intermediate axle 7 +Ii9 is in the lead /
is always oriented parallel to the axial bus element 4.

The steerable axle has an axle bracket 1o, and steering knuckles 11 are rotatably supported at both ends of the axle bracket hlo via substantially vertical joints.

The steering knuckles 11 each have a knuckle arm 9 extending substantially in the longitudinal direction of the vehicle. , the free end of the knuckle arm 19 is connected via a coupling 24 to a tie rod 18 extending parallel to the axle bracket IO.

Usually, the four-bar link mechanism formed in this manner is configured in a trapezoidal shape in the straight-ahead position of the wheels. This allows the wheels in the circle to turn a little more strongly than the wheels in the outer circle when driving on a flat surface. This trapezoidal configuration of the four-bar linkage is completely maintained on the outer axles 6 and 6'. The fact that both outer axles are arranged at the same distance from the intermediate plane 2 and can be steered alternately or is locked in a straight-ahead position ensures a symmetrical driving movement of the two outer axles. The intermediate axle 7 is different. This intermediate city axis 7 also has both running directions old and 41'
In order to provide a symmetrical running behavior fI21, the four-bar linkage is configured as a rectangle in the straight-ahead position of the axle 9. Furthermore, at least the car f@9 on the intermediate axis 7 does not have toe-in.

The possibility of steering or restraining the intermediate shaft 7 is shown in FIGS. 6 and 7. Axle bracket lO of intermediate axle 7
is pivotally connected to the biaxial bus element 3 via a pair of vertical suspension arms 16 and a pair of wishbones 17 at right angles to the longitudinal axis of the bus element in a conventional manner. . The intermediate city axis 7 is connected to the two-axle bus element 3 by the movement of the wheels approaching the vehicle body.
Performs lifting and lowering movements and lateral tilting movements against the frame, but 2
All other degrees of freedom relative to the frame of the axial bus element 3 are eliminated. For clarity, the suspension springs are not shown in FIG. The vehicle joint 5 between both ψ vehicle elements 3 and 4 is
In the plan view, it corresponds to the axle bracket 10 of the intermediate surface 2 or the intermediate center axis 7 of the entire vehicle. The vehicle joint 5 is essentially a known turntable support device 711, which allows pitching and yawing of both vehicle elements 3 and 4 relative to each other, but not mutual rolling. In this respect, the axle compensates for the unevenness of the roadway.

The load bearing plate 36 is held on the biaxial bus element 3 or its frame via a bracket and further has a trunnion 37. Here, on the plate 36 of the calcaneus is a mounting plate 35 for the axle bus element 4.
is mounted and is vertically pivotable to a limited extent about a pair of horizontal pivot bearings 38, allowing mutual pitching of the bus elements 3 and 4. The axis of the horizontal pivot bearing 38 also lies in the area of the intermediate plane 2 .

In order to be able to selectively deactivate the steering possibility of the intermediate axle 7 and lock it again in the straight-ahead position, or to enable the intermediate axle 7 to be steered V+ as a function of the deflection angle, in the exemplary embodiment shown, A steering wheel intermediate lever 20 is supported by the axle bracket 1o and engaged with the two-part 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 display plate 35 that is fixedly connected to the frame of the axle bus element 4. For this purpose, two connecting rods 21 and 22 are provided, which are connected via the square arms of the intermediate steering lever 20 to the vehicle component on the one hand and to the vertical steering shaft 40 on the other hand. This steering shaft 40 uniformly has an arm that bends laterally at right angles. In the area of the upper end of the steering shaft 40, the rotational movement of the mounting plate 35 is transmitted via the connection #39 to the right-angled arm of the steering shaft 40, so that the steering wheel 1140 always remains on the mounting plate &35.
It makes a turning movement. Both connecting rods 21 and 22 are constructed as switchable elements and can be selectively switched as rigid rods whose length cannot be changed or as telescoping elements. For this purpose, the concentric connecting rods each have a hydraulically pressurized cylinder 42. A sliding rod 43 is movable in the @ line direction at the center of the cylinder 42 and passes through both end walls of the cylinder 42 without leaking. Adjacent to the cylinder 42 in the axial direction is a receiving tube, into which the free end of the sliding rod 43 can pass. A cylinder-side pivot ring of the connecting rod is attached to the end of the housing tube, and a pivot ring of the sliding rod 43 is provided to the other end of the connecting rod. An inward flange 45 is provided in the axially intermediate region of the cylinder 42 , and the sliding rod 43 also has a flange 46 . The axial position of this flange 46 is determined so that it corresponds precisely to the position of the flange 45 of the cylinder 42 in the straight-ahead position of the wheels of the intermediate wheel fi[lI7.

Moreover, the axial dimensions of both flanges 45 and 46 correspond. Both flanges 46 and 47 have a very large radial play. These flanges therefore have no piston effect. Inside the cylinder 42, on each side of the flanges 45 and 46, a disc-shaped floating piston 44 is provided, which is sealed against the inner surface of the cylinder 42 on the one hand and against the curve of the sliding rod 43 on the other hand. By supplying pressure to the respective axially outer pressure spaces of the disc-shaped floating pistons 44, the floating pistons 4
4 is pushed towards the flange 45 of the cylinder 42 and forcibly entrains the connecting flange 46. floating piston 44
The oil in between is forced out to the oil sump via the intermediate connection.

The slide rod 43 can thus be fixedly connected in the axial direction by its flange 46 to the cylinder 42 or to its flange 45.

Furthermore, even against external resistance, the rod 22 is pushed into the connection 1 by an appropriate rod length. Since both connecting rods 21 and 22 are hydraulically cross-connected, the floating piston 44 of one connecting rod assumes a different end position than the other connecting rod. Therefore, when one connecting rod is switched to 1 stiffness 1, the other connecting rod is switched to free movement 9 in the four-axis direction or vice versa. In FIG. 7, when the right side connection 1h22 is switched to the rigid state, the steering intermediate lever 20 is connected to the mounting plate 35.
This corresponds to a situation in which the intermediate axle 7 is forcibly connected to the vehicle and thus becomes capable of steering the intermediate axle 7 depending on the angle of inflection formed by the two bus elements.

When hydraulic pressure is applied reversely to the pressure spaces of connecting rods 21 and 22,
The left connecting rod 21 is switched to rigid, and the right connecting rod 2
2 moves in the axial direction. This corresponds to restricting the steering capability of the intermediate axle 7 to the straight-ahead position of the wheels.

If the intermediate axle 7 is not in the straight-ahead position when selecting the traveling direction, the intermediate axle 7 will be moved to the straight-ahead position by the pressing force of the floating piston 44 and held there.

Next, driving operation in both running directions will be explained with reference to FIGS. 4 and 5. In both figures, the 2# bus element is shown on the left, and the single-axis bus element 4 is shown on the right. FIG. 4 shows the driving direction 41 and therefore the driving operation in which the vehicle element is in the lead, which is very similar to a conventional two-element bus with a non-steered axle pillar trailer. All wheels run on their own orbital circles, but the J[llR of all these wheels meet at a common center. As can be seen in particular, both cars on the leading outer axle 6 $
The turning angles of 8 are of different magnitudes. In the driving operation according to FIG. 5 in the opposite driving direction old' with the axle bus element 4 leading, the same holds true for the two outer axles 6' and 6 as in the driving situation according to FIG. The axle bracket 10 of the intermediate axle 7 is still oriented parallel to the intermediate plane 2, but due to the steering, which is related to the deflection angle of the intermediate axle 7, the vehicle I kg of this axle is oriented relative to the preceding axle bus element 4. and are rotated parallel to each other. Furthermore, since the turning angles of both wheels 9 are the same, the axes of both wheels are parallel to each other. This is due to the fact that the four-bar linkage mechanism of the intermediate axle 7 is configured as a rectangle in the straight-ahead position of the vehicle 9.

Due to the parallel orientation of both wheels 9 during driving according to FIG. 5, theoretically small deviation errors result. That is, the tangent to the wheel transfer trajectory forms a small angle of inclination with respect to the wheel surface. Note that the angles of inclination of both wheels are opposite to each other and have the same magnitude. That is, both wheels are forced toward the center of the vehicle to produce a set-in angle. This results in a relatively stable running of the intermediate axle 7 during wheel turns, which is dependent on the deflection angle. In addition, during the driving operation shown in FIG. 5, the bending angle with respect to the preceding axle bus element 4 changes in such a way that it cannot be controlled due to the influence of a rear vehicle element, centrifugal force during driving, or obliquely pulling braking force. Even though the wheels 9 of the intermediate axle 7 remain oriented parallel to the axle bus element 4. Such a deviation of the trailing bus element changes the deflection angle and thus also the swivel angle of the axle 9 relative to the axle bracket IO, but the wheels 9 remain oriented parallel to the leading bus element 4, as mentioned above. . This means that when the intermediate axle 7 is free to steer, the steering intermediate lever 20 remains unchanged in its position relative to the axle bus element 4, but the axle bracket lO relative to the axle bus element 4
This is because the turning state of the wheel is variable. This relative change also results in the aforementioned positional change of the axle bus element 4 relative to the axle bracket lO. Since the axle axle 9 is oriented precisely parallel to the axle bus element 31c4 at all deflection angles, the running movement of the bus element 4 remains unchanged regardless of the deflection angle. On the other hand, if the 4h link me* of the intermediate axle 7 is configured in a trapezoidal shape as usual, a small track static will occur when the subsequent bus element 3 deviates, and the traveling movement of the preceding bus element 4 will also be affected. It will have an impact. The running operation of the entire vehicle will be adversely affected thereby.

In normal track guidance of buses by means of lateral guide rollers, the roadway includes lateral guide bars on both sides, and the lateral guide rollers provided on both sides of the vehicle engage with these lateral guide bars. This means that in double tracks with separate running tracks for each running direction, both running tracks are separated from each other by an intermediate piece. This makes it impossible to pass or overtake vehicles on the same trajectory.
It is not possible at any location.

In order to enable reliable driving even without such intermediate crosspieces separating the carriageways 32 and 33 for both directions of travel 41 and 41', the vehicle shown is equipped with the already mentioned lateral guide rollers. In addition to 13, another lateral guide roller 27 is provided. These further lateral guide rollers 27 are each in a lowering operating position (independently of the first lateral guide roller 13).
(solid line in Fig. 3) or path & I [l1lJ upward non-operational position ff higher than the horizontal guide piece 28! It is movably held so that it can be raised to the point (dashed line in FIG. 3). Normally, the driving position m in the driver's seat 12 is eccentrically provided toward the center of the roadway that can be passed by two-way traffic. For right-hand traffic, this is the left side of the vehicle and is designated 26 or 26'. Further lateral guide rollers 27 serve to maintain a reliable one-sided track guidance operation, i.e. even if the lateral guide bar 28 is present only on one side, the vehicle can also be moved towards the outside of the roadway even in the middle of the city road. It is also guided by engagement and held on the track. However, passing by a vehicle stopped on the track is
This is easily possible with manual steering. 1) The above-mentioned lowering operating position of the further lateral guide roller 27 is approximately at the same height as the operating position of the first lateral guide roller 13. In the longitudinal direction of the vehicle, the further lateral guide roller 27 is the first lateral guide roller 1
It is in almost the same position as 3. In one direction another lateral guide roller 27 is provided outside the first lateral guide roller 13;
Moreover, the inner l'uIVAa9 corresponding to the thickness of the track-side horizontal guide piece 28 is held against the outer periphery of the first horizontal guide roller 13. The lateral guide bar 28 has a constant thickness a of /Vr and has an inner surface 29 and an outer surface 30 which are formed in a predetermined manner and determine the trajectory. When the further lateral guide roller 27 is lowered, this further adjacent guide roller 27 rests on the outside 30 of the lateral guide bar 28 and takes over the maintenance of the vehicle in the direction of the roadway center 34 . The inner side 29 of the lateral guide bar 28, which engages the first lateral guide roller 13, takes care of keeping the articulated bus on the outside of the roadway. Further lateral guide rollers 27 are provided only on diagonally opposite sides of the vehicle, ie on the respective side of the vehicle 26 or 26' which is farthest from the driver. When overtaking a vehicle in front at low speed or passing a stopped vehicle on the same path, the driver switches to the opposite roadway. For this purpose, the driver raises another lateral guide roller 27 to the inoperative position and manually steers the vehicle to the opposite roadway (traffic lane 33 in FIG. 2).
The first lateral guide roller 13 of the vehicle 1iIII is placed on the inside of the lateral guide piece 28', and while applying a slight preload to the steering device, the vehicle is guided along the track on one side to the left beside the vehicle in front. pass. After completing the overtaking maneuver, the driver switches to the roadway 32 again, manually steers the first lateral guide roller 13 on the vehicle side 26 farther from the driver to the lateral guide bar 28, and then moves to another lateral. The guide roller 27 is lowered again and hits the outside 30 of this horizontal guide piece 28. The vehicle then continues to run in I mode, where it is completely guided to the track.

The further lateral guide roller 27 can be raised or lowered linearly, but it can also be supported on a pivot lever 31 which is pivotably mounted on the holding arm 14, as shown in FIG.

This results in a low-profile and safe swiveling device, which can be swiveled by means of a simply constructed actuating mechanism, for example a pneumatic actuating cylinder.

When selecting the direction of travel, it is not only necessary, as mentioned above, in each case to enable the leading outer axle to steer and to restrain the rear outer axle in the straight-ahead position, but also to use additional transverse guide rollers 2.
7 on the bus, it must additionally be provided that the movement of the further lateral guide rollers 27 is only possible on the front outer axle in the selected direction of travel. At the same time, on the outer axle which is rearward in the selected driving direction and is held in the straight-ahead position, another lateral guide roller 27 must be moved into the non-raised position and held in this position. It won't happen. The above-mentioned overtaking maneuver, in which the driver temporarily steers past another vehicle, is a moment of heightened alertness. In order to provide some control assistance on the vehicle side, a further lateral guide roller 27, which is made movable, is functionally restrained in the end position exactly present, that is, in the lowering operating position or in the raising non-operating position. This functional constraint can only be released in the presence of certain criteria, so that the driver's commitment can be evoked or guaranteed. These criteria for determining the driving state are specific driving speeds. That is, as a result, the transition to free manual steering or the transition from manual steering to track guided operation is
This will only occur below a certain speed limit. A criterion that can optionally also be used is the lateral force of the first lateral guide roller 13 or its holding arm 14 . Of course, for this purpose, if appropriate, suitable lateral force sensors must be integrated into the holding device of the transverse guide roller. If it is determined that the lateral force of the lateral guide roller or the holding arm exceeds a certain limit value, the functional restraint of the further lateral guide roller 27 in the respective end position is released and the running state/state is changed. can be switched. Starting from track guidance operation, in which the lowered further lateral guide roller 27 is functionally restrained, if the driver intends to switch over to manual steering operation, monitoring of certain lateral forces allows the driver to Attentiveness can be ensured, in which case a lateral force limit must be provided by a conscious steering preload to the force of the transverse guide bar 28, which furthermore ensures that the further transverse guide roller 27
During the ascent of the bus, the steering arrangement still follows the lateral guide bar 28 and is not preloaded, for example, towards the center of the carriageway, so that under certain circumstances there may be a control failure that would deflect the bus towards the center of the carriageway. Possible steering control can be prevented from occurring.

When starting from a manually steered running state in which another lateral guide roller 27 is raised and similarly functionally restrained, the vehicle steering system is consciously moved towards the lateral guide bar 28 when returning the running operation to track guided operation. By applying a preload to m 1
The lateral force pressing of the lateral guide rollers 13 must provide a force limit value. Thereby, the vehicle and its steering device can be brought into reliable contact with the horizontal guide piece 28.

The track guidance of the vehicle is provided by the leading outer axle 6 or 6' in each case.
This takes place only via the lateral guide rollers 13 or 27.

The transverse guide rollers of the respective rear outer axle therefore do not function. In some cases, these unnecessary lateral guide rollers may be removed from the area of influence of the roadway and lateral guide pieces! It is desirable to raise it to the Il position. Such structural measures, which allow the transverse guide rollers to be raised into the inactive position or lowered into the active position, are easy for a person skilled in the art;
Further explanation will be omitted.

In this case too, the lateral guide rollers located in front in the direction of travel are lowered into the operating position by means of a control means which is designed to be activated automatically after the selection of the direction of travel. It is mentioned that the guide rollers are raised to the inactive position.

No.! Instead of raising the transverse guide roller 13 and possibly further transverse guide rollers 27 into the inactive position or lowering them into the active position, it is possible to raise the transverse guide rollers 13 and possibly further transverse guide rollers 27 to an inactive position or to lower them into an active position, the transverse guide rollers in the area of the rear outer axle and which are not needed with that one. It is also conceivable that the so-called pressure is moved into position. After the rear outer axle is locked in the straight-ahead position, the first lateral guide roller 1
It is not possible to change the straight-line position of the wheels via the action of lateral forces on the wheels. Conversely, when the lateral guide roller 13 hits the lateral guide bar, the rear outer axle is laterally supported by the lateral guide bar and pushes the vehicle away toward the center of the roadway. Such pressing occurs in the area of curved roads. Furthermore, when traveling at low speed around a curve, pressing is performed on the inner side, which can be easily seen from FIGS. 4 and 5. When passing through a curved road at high speed, the rear part of the vehicle shifts outward due to the force, so that in this case pressing is observed on the outer circumferential side. However, in order to be able to build up a certain lateral force by means of the side slip angle, the pressing rollers are protruded exactly as far as the lateral guide rollers regulating the track and retracted as much as possible. However, when pressing, the roller must protrude a little beyond the outer surface of the tire so that the side surface of the tire does not rub against the lateral guide piece. In order to be able to convert the transverse guide roller of the outer axle rearward in the direction of travel into a pressing roller, the transverse guide roller 13 is movably held on the fl holding arm 14 that holds it and is attached to the wheel 8 or 8.
Starting from an operating position in which approximately half the diameter of the lateral guide roller protrudes from the side surface of the tire at It is possible. In such a case, too, the outer axle 6 or 6' for the selected direction of travel can be controlled by means of a control means which are activated automatically upon selection of the direction of travel.
The operating position or pressing position of the lateral guide roller 13 is set depending on the position of the lateral guide roller 13. Such a height-level lateral movement of the transverse guide rollers can be effected, for example, by an eccentric support and a pivoting movement of the eccentric shaft.

The force exerted on the transverse guide roller 13, which is held as described above and which acts as a roller, must be extracted via the steering rod of the outer axle which is located behind it in the direction of travel and is restrained in the straight-ahead position. It won't happen. Is the main part of the lateral force the lateral force produced by the instantaneous running direction and the wheel surface? Due to the stiffness angle, it is possible to transmit via the so-called tire contact patch, but the lateral forces that occur above this must be absorbed via the steering rod, which is constrained to the rollers as described above. To remove these forces from the steering rod,
In some cases, each wheel 8.8' in the area of the outer center axis
For this purpose, a further pressing roller 47 (FIG. 8) is provided which, via a further holding arm 48, faces the lateral guide roller 13 and thus moves towards the vehicle center plane (intermediate plane 2). It is best to hold it at the same height as roller I3. This other pressing (the first roller 47 is placed in the pressing position so that it does not move laterally from the beginning)
Therefore, it is held so as to protrude slightly laterally from the outer tire side surface of the wheel 8.8'. However, in the running direction 41', when the roller 47 hits the horizontal guide piece 28,
The geometrically already existing sliding angle between the wheel surface and the instantaneous direction of travel is maintained, and both pressures are carried out by the rollers 47 and 1.
3 does not disappear again by hitting the inside of the horizontal guide piece 28, another pressing is done by the roller 47.
In this case, the pressing of the lateral guide roller 13 is held slightly shifted outward in accordance with the position, that is, in accordance with the above-mentioned sideslip angle. The lateral forces can thus be transmitted partly via the tire contact patch and partly via both rollers 47 and 13 or their holding arms 48 and 14. The steering rod is then almost completely freed from lateral forces.

[Brief explanation of the drawing]

Figures 1 and 2 are a side view and a plan view of a bidirectional articulated bus that can guide the track, Figure 3 is an enlarged front view of the articulated bus according to Figures 1 or 2, and Figures 4 and 5 are narrow A schematic plan view of an articulated bus traveling counterclockwise and clockwise through a curved road, FIG. 6 is a perspective view of the intermediate axle and its steering device, and FIG. FIG. 8 is a plan view of the intermediate shaft after it has been made steerable; FIG. 8 is a plan view of the retaining device of the rollers; l...Articulated vehicle (articulated bus), 2... Intermediate surface, 3.
4...Vehicle element (bus element), 5...Vehicle joint, 6
．． 6', 7...Axle, 8.8'...Wheel, 12,
12'...Driver's seat, 13...Side guide roller, 14
...Holding arm, 28.28' ...Horizontal guide piece, 41
．． 41'... Traveling direction.

Claims (1)

[Scope of Claims] 1. An articulated vehicle having vehicle elements, vehicle couplings and axles which are constructed or provided symmetrically with respect to the middle when viewed at right angles to the direction of travel, and furthermore, which are completely installed at each end of the vehicle. It has a driver's seat that is fully movable selectively in one direction or the other, and it has pivotable wheels on all axles, with the axle closest to the end of the vehicle, the outer axle, serving as the drive axle. further comprising lateral guide rollers which are arranged in the wheel area close to the ground and are engageable with track-side lateral guide bars which determine the trajectory, these lateral guide rollers comprising:
a) the articulated vehicle is held in an invariable lateral position relative to the wheel surface of the pivotable wheel and projects outwardly of the wheel via retaining arms surrounding a part of the wheel; 2 vehicle elements configured with only one vehicle coupling (5) and three axles (6, 7, 6') located in the middle, b) only both outer axles (6, 6') are lateral with guide rollers (13), and in addition lateral guide rollers (13) are provided only on the circumferential side of the wheels (8, 8') which are each closer to the end of the vehicle; c) outer axles (6, 6'); each can be manually steered only from its nearest driver's seat (12, 12'), and d) each pivotable wheel (8, 9, 8') can be locked in a straight-ahead position. , all the axles (6, 7, 6') are configured such that e) the intermediate axle (7) is located approximately in line with the vehicle joint (5) and, unlike the intermediate symmetrical whole body, both vehicles one of the elements, i.e. the two-axle vehicle element (3), is pivotally mounted in a non-swivelable manner in plan view, the other vehicle element being therefore a single-axle vehicle element (4); f) the restraint in the straight-ahead position; A vehicle in which the intermediate axle (7) upon release is able to pivot in relation to the bending angle formed by the two-axle vehicle element (3) and the single-axle vehicle element (4). (9) is automatically steerable in such a way that it is always oriented parallel to the single-axle vehicle element (4); g) the direction of travel is selected by automatically activated control means after the selection of the direction of travel; (41, 41') the respective front outer axle (6, 6') is enabled to steer, and at the same time the respective rear outer axle (6, 6') is enabled for steering in the selected driving direction (41, 41'). the wheels (8', 8) of the two-axle vehicle element (3) are restrained in the straight-ahead position, and h) the direction (41 ), the wheels (9) of the intermediate axle (7) are restrained in the straight-ahead position, whereas when selecting the direction of travel in the direction (41') of the single-axle vehicle element (4), , a track-guided bidirectionally articulated vehicle, characterized in that the intermediate axle (7) is automatically steerable. 2. The intermediate axle (7) has pivotable steering knuckles (11) that hold the wheels (9), and these steering knuckles each have a knuckle arm (19) extending in the longitudinal direction of the vehicle.
) and the free ends of these knuckle arms are each connected (24) by a tie rod (18) parallel to the axle.
The pivot axis (23) of the steering knuckle (11) and the joint (24) connecting the knuckle arm (19) and the tie rod (18) are articulated via a rectangular shape in the straight forward position of the wheel (9). characterized by being located at a corner point,
The articulated vehicle according to claim 1. 3. Articulated vehicle according to claim 1 or 2, characterized in that the toe-in of the wheels (9) of at least the intermediate axle (7) has an angle of zero. 4 The lateral guide roller held by the holding arm (14), i.e. the first
In addition to the lateral guide rollers (13), at least the side guide rollers (26, 2
Another lateral guide roller (2) is attached to the holding arm (14) located at
7) are movably supported and these further lateral guide rollers (2
7) respectively correspond to the corresponding first lateral guide rollers (
13), this first lateral guide roller (13)
and located at approximately the same height in the longitudinal direction of the vehicle, and located outside of the first lateral guide roller in the vehicle width direction and relative to the periphery of the first lateral guide roller when viewed in the vehicle longitudinal direction. claim, characterized in that it can be lowered into a lowering operating position with a certain inner spacing (a) or being able to be raised over the track-side lateral guide bar (28) into a lowering non-operating position. The articulated vehicle according to any one of items 1 to 3. 5. Articulated vehicle according to claim 4, characterized in that the further lateral guide roller (27) is supported on a pivot lever (31) which is pivotally mounted on the holding arm (14). 6. By means of control means automatically activated after the selection of the direction of travel, only on the outer axle (6, 6') which can be steered in the selected direction of travel (41, 41') is the It is also possible to move the lateral guide rollers (27), and at the same time the selected running direction (41, 41')
The outer axle (6
6. Articulated vehicle according to claim 4 or 5, characterized in that in step 1, 6), the further lateral guide roller (27) is transferred into a raised inoperative state and is restrained in this position. 7 The further movable lateral guide roller (27) is restrained by the control means in the end position just present, i.e. in the lowering operating position or in the raising non-operating position, so that the traveling speed of the articulated vehicle (1) is determined. or the lateral force of the corresponding first lateral guide roller (13) or its holding arm (14) exceeds a certain limit value, indicating that this restraint can be released. An articulated vehicle according to claim 6, characterized in that: 8 The first lateral guide roller (13) can be selectively raised to an inoperative position above the upper edge of the line-side lateral guide bar (28) or above the upper edge of the lateral guide bar (28). The respective first lateral guide roller is movably supported on a holding arm (14) in such a way that it can be lowered into a lower operating position, by means of control means which are activated automatically after the direction of travel has been selected. If the vehicle is at least track guided, the selected driving direction (4
On the outer axle (6, 6'), which is located in front and can be steered at 1, 41'), both first transverse guide rollers (
13) is lowered into the operating position, and at the same time both first
8. Articulated vehicle according to claim 1, characterized in that the lateral guide rollers (13) of are raised into an inoperative position. 9. The first transverse guide roller (3) is brought into an operating position approximately half the diameter of the first transverse guide roller (13) above the outer tire side of the wheel (8, 8') or at the same height. 1. Each of the first
lateral guide rollers (13) are movably supported on the holding arms (14) and control means, which are activated automatically after the selection of the direction of travel, control the selected direction of travel (41, On the outer axle (6, 6'), which is located in front and can be steered in 41'), the two first transverse guide rollers (13) are extended into the operating position and at the same time the selected direction of travel ( 41, 41'), which is later arrested in the straight-ahead position, the two first transverse guide rollers (13) are retracted into the pressing position. The articulated vehicle according to one of items 1 to 7.