Automobile train with steering shafts arranged in different directions

Abstract

The invention relates to an automobile train with steering shafts arranged in different directions. The automobile train comprises a pilot car running at the first position, more than one following car running along the track of the pilot car, more than one bridging car body, a plurality of pitching rotation supporting devices and a steering control unit, the front end and the rear end of the bridging vehicle body are hinged to the front vehicle and the rear vehicle which are adjacent through the pitching rotation supporting devices respectively. Each of the leading vehicle and the following vehicle is provided with a steering shaft and more than one non-steering shaft; from front to back, non-steering shafts of the odd-numbered following trains in the train are in front and steering shafts of the odd-numbered following trains are in back, and steering shafts of the even-numbered following trains are in front and non-steering shafts of the even-numbered following trains are in back; the steering control unit is used for controlling the steering of the steering shaft of each following vehicle, so that the front and rear vehicles run on the same track; the method is beneficial for reducing lateral acting force borne by each vehicle, reducing the risk of side tipping and side slipping of the train, guaranteeing safe and stable running of the train, optimizing train load distribution, facilitating forward and backward bidirectional running of the train, improving the vehicle track control precision and reducing track deviation between the front and rear vehicles.

Description

Technical Field

[0001] The invention relates to the technical field of vehicle engineering, and in particular to a vehicle train with steering axes arranged in different directions. Background Art

[0002] Patent CN202411908405.5 proposes a bridge-type trackless train, in which the steering axles of all vehicles in the train are at the front and the non-steering axles are at the rear, and the front and rear ends of the bridge body are respectively hinged above the front and rear adjacent vehicles; according to the lever principle, the load of the bridge body is mainly transmitted to the non-steering axle of the vehicle in front and the steering axle of the vehicle behind; but the bearing capacity of the steering axle is limited, and the existing technical solution easily causes the corresponding steering axle to be overloaded and affects the normal running of the train; When the train turns, the running trajectories of the front and rear ends of the bridge car body deviate greatly, resulting in a larger angle between the bridge car body and the front and rear adjacent vehicles. Under extreme conditions, some vehicles will be subjected to larger lateral forces, increasing the risk of the train rolling and sliding.

[0003] In order to solve the above technical problems, the present invention proposes a vehicle train with a steering axle arranged in different directions, which can effectively make up for the shortcomings of the prior art. After searching, no technical solutions identical or similar to the present invention were found. Summary of the invention

[0004] The purpose of the present invention is to provide a car train with a steering axis arranged in different directions, and solve the technical problems of high risk of roll and slide of car trains, unreasonable load distribution, and difficulty in realizing front and rear two-way travel in the prior art through ingenious design of the train structure, while solving the problem of large deviation in train track control.

[0005] The specific technical scheme of the present invention is a vehicle train with steering axes arranged in different directions, comprising a pilot vehicle running in the first position, one or more following vehicles following the track of the pilot vehicle, one or more bridge vehicle bodies, a plurality of pitching and rotating support devices and a steering control unit; the front and rear ends of the bridge vehicle bodies are respectively articulated with two adjacent vehicles in front and behind through the pitching and rotating support devices, and form two front and rear articulated kinematic pairs; the pilot vehicle and the following vehicle are each provided with a steering axis and one or more non-steering axes; the steering control unit is used to control the steering of the steering axes of each following vehicle, so that the front and rear vehicles run on the same track; The creativity of the present invention lies in that the steering axles and non-steering axles of two adjacent vehicles are arranged in different directions; that is, the steering axle of the pilot vehicle is in front and the non-steering axle is in the back, and among the following vehicles, from front to back, the non-steering axles of the odd-numbered following vehicles are in front and the steering axles are in the back, and the steering axles of the even-numbered following vehicles are in front and the non-steering axles are in the back; so as to optimize the load distribution of the steering axles and the non-steering axles in the train and reduce the risk of train roll and side slip; When the front and rear adjacent axles of the bridge vehicle body are two non-steering axles, the bridge vehicle body is called a main bridge vehicle body; when the front and rear adjacent axles of the bridge vehicle body are two steering axles, the bridge vehicle body is called an attached bridge vehicle body.

[0006] Patent CN202411908405.5 proposes a bridge-type trackless train, in which the steering axle of each vehicle is located at the front of the vehicle, and the non-steering axle is located at the rear of the vehicle; when the train turns, the front and rear ends of each bridge body have different turning radii and the track deviation is large, which easily causes the angle between the bridge body and the front and rear vehicles to be too large, which further causes the lateral component of the force between the vehicles to be large, increasing the risk of the train rolling and sliding. In addition, in the prior art, the front and rear ends of the bridge body transfer their loads to the two adjacent vehicles in front and behind through the pitch slewing support device; from the principle of lever, it can be seen that the load mainly acts on the two axles adjacent to the bridge body, namely the rear axle non-steering axle of the front vehicle and the front axle steering axle of the rear vehicle, but the carrying capacity of the steering axle is usually limited, which easily causes the steering axle to be overloaded and affects its normal operation.

[0007] In the present invention, since the steering axes and non-steering axes of the front and rear adjacent vehicles are arranged in different directions, the steering axes and non-steering axes of the front and rear adjacent vehicles are symmetrical with each other along the bridge body therebetween. When the train turns, the turning radius and driving trajectory of the front and rear ends of any one of the bridge bodies are similar, and the angle between the bridge body and the front and rear adjacent vehicles is small; when there is a force between the vehicles, the lateral component force is small, and it is not easy to cause the train to roll or slide.

[0008] Since the front and rear ends of the main bridge vehicle body are both adjacent to the non-steering axles, the load is mainly transferred to the two non-steering axles according to the lever principle. The non-steering axles have a relatively large load-bearing capacity, and the load-bearing capacity can be further increased by increasing the number of wheels and the number of non-steering axles. Therefore, an appropriate load can be loaded on the main bridge vehicle body. Since the front and rear ends of the auxiliary bridge vehicle body are adjacent to the two steering axles, the load is mainly transferred to the two steering axles. However, the load-bearing capacity of the steering axles is limited, so the auxiliary bridge vehicle body is generally not loaded with load. It can be seen that in the present invention, the load of the main bridge body and the auxiliary bridge body can be adjusted based on the specific load-bearing capacity of the non-steering axle and the steering axle, which can avoid overloading the steering axle and achieve reasonable distribution of the train load among the axles.

[0009] Preferably, the front overhang, rear overhang and wheelbase of the lead vehicle and the follower vehicle are respectively equal; when the train turns, since the above-mentioned vehicle parameters are respectively equal, according to the train mechanism motion model, when the train turns, the angle between any bridge vehicle body and its front and rear adjacent vehicles is the same, and is only half of the angle between its front and rear adjacent vehicles; when there is a force between the vehicles, its lateral component is limited, reducing the risk of vehicle roll and skidding.

[0010] Preferably, the lengths of the main bridge car body and the auxiliary bridge car body are adjusted so that the distances between any two adjacent non-steering axles in the train are equal; when the train turns at a certain turning radius, the angles between the bridge car body and the adjacent vehicles in front and behind it can be made equal, and when there is a force between them, their lateral components are close; this can effectively avoid excessive local lateral forces in the train and reduce the risk of train roll and skidding.

[0011] Preferably, when the number of following vehicles in the train is an odd number, and the last following vehicle has its non-steering axle in front and its steering axle in the rear, a semitrailer is articulated behind the following vehicle to form an articulated kinematic pair M, and there is a steering axle between the articulated kinematic pair M and the non-steering axle of the following vehicle, and the distance between them is relatively long; the semitrailer is not provided with a steering axle, but only with a non-steering axle, and the non-steering axle is located in the middle of the semitrailer, which is usually called a mid-axle semitrailer; the distance between the articulated kinematic pair M and the two adjacent non-steering axles in front and behind it is equal, and the distance is assumed to be LF, at which time the turning radius and driving trajectory of the two non-steering axles are close; the The two non-steering axles are respectively located at the last following vehicle and the semi-trailer in the train, so the driving trajectory deviation of the two vehicles is small; since LF is long, the semi-trailer can maintain front and rear balance while its vehicle length is long and has a larger carrying space; it should be pointed out that if the steering axle of the last following vehicle is in front and the non-steering axle is in the back, the distance between the articulated kinematic pair M and the non-steering axle of the following vehicle is close. If another semi-trailer is added thereafter, in order to ensure the above-mentioned performance of the train, the length of the semi-trailer will be very short, the carrying space will be small, and the engineering practicality will be weak; in addition, since the semi-trailer is not equipped with a steering axle and a corresponding control execution system, the cost is lower.

[0012] When the steering axle of the last following vehicle in the train is at the rear and the non-steering axle is at the front, the semi-trailer is not arranged at the rear; at this time, the driver can control the train to travel in the reverse direction by controlling the following vehicle.

[0013] The present invention provides a car train with steering axes arranged in different directions. Based on a clever structural design, the load distribution of the train can be optimized, the lateral force between vehicles can be reduced, and the train cost can be controlled at the same time, the two-way travel of the train is convenient, and the track deviation between the front and rear vehicles in the train can be controlled more accurately. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] The present invention will be further described below in conjunction with the accompanying drawings and embodiments: Figure 1 This is a structural schematic diagram of a car train with steering axes arranged in different directions according to the present invention; Figure 2Schematic diagrams of train motion models, wherein (a) is a schematic diagram of a train motion model in the present invention; (b) is a schematic diagram of a train motion model in the prior art; Figure 3 Schematic diagram of train load distribution; (a) is a schematic diagram of train load distribution in the present invention, and (b) is a schematic diagram of train load distribution in the prior art; Figure 4 is a distribution diagram of the track deviation of the front and rear vehicles in the train, wherein (a) is a distribution diagram of the track deviation of the front and rear vehicles in the train in the prior art, and (b) is a distribution diagram of the track deviation of the front and rear vehicles in the train in the present invention; Figure 5 It is a schematic diagram of the structure of a train provided with the semi-trailer in the present invention; Figure 6 This is a schematic diagram of the semi-trailer motion model in the present invention; Figure 7 The figure is a schematic diagram of the structure of a car train capable of bidirectional travel in the present invention. DETAILED DESCRIPTION

[0015] The present invention is further described in detail below in conjunction with specific embodiments: Example

[0016] like Figure 1 As shown, the present invention is a car train with steering axes arranged in different directions, comprising a pilot car 1, two following cars 2, two bridge car bodies 3, a plurality of pitch support devices 4 and a steering control unit; the front and rear ends of the bridge car body 3 are respectively hinged between the front and rear adjacent cars through the pitch slewing support devices 4, and form two front and rear articulated kinematic pairs; the pilot car 1 and the following car 2 are both provided with a steering axis 11 and a non-steering axis 12; the front overhang, rear overhang and wheelbase of the pilot car and the following car are respectively equal; the steering control unit is used to control the steering of the steering axis of each following car, so that the front and rear vehicles travel on the same track; A prominent feature of the present invention is that the steering shaft 11 and the non-steering shaft 12 of the two adjacent vehicles are arranged in different directions; that is, the steering shaft 11 of the pilot vehicle 1 is at the front and the non-steering shaft 12 is at the rear, and among the following vehicles 2, from front to rear, the non-steering shaft 12 of the first following vehicle 21 is at the front and the steering shaft 11 is at the rear, and the steering shaft 11 of the second following vehicle 22 is at the front and the non-steering shaft 12 is at the rear; Combination Figure 1 and Figure 2As shown in (a), when the front and rear adjacent axles of the bridge vehicle body 3 are non-steering axles 12, the bridge vehicle body 3 is called the main bridge vehicle body 31, and when the front and rear adjacent axles of the bridge vehicle body 3 are steering axles 11, the bridge vehicle body 3 is called the auxiliary bridge vehicle body 32; by reasonably designing the lengths of the main bridge vehicle body 31 and the auxiliary bridge vehicle body 32, the distances between any two adjacent non-steering axles 12 can be equal; as shown in FIG. Figure 2 As shown in (a), according to the vehicle motion model and geometric relationship, when the train travels along the arc track S with a turning radius of r, the angle between any two adjacent non-steering shafts 12 and the vehicles they are on is H, and the angle between any bridge body 3 and the front and rear adjacent vehicles is A, and A is equal to H / 2, which is a smaller value; Figure 2 As shown in (b), in the prior art, the steering shaft 11 and the non-steering shaft 12 of the front and rear adjacent vehicles VF and VR are arranged in the same direction. When the train turns, the front and rear end trajectory deviations of each vehicle section are relatively large, which makes the front and rear end trajectory deviations of the bridge vehicle 3 relatively large, and thus makes the maximum angle between the bridge vehicle 3 and the adjacent vehicles relatively large; as shown in the figure, assuming that the angle between the bridge vehicle 3 and the vehicle behind it VR is A1, the angle between the vehicle in front of it VF is B, and the angle between the vehicle VF and VR is H. According to the trigonometric relationship, it can be seen that A1 is equal to B+H, and it is obvious that B+H is greater than H / 2, that is, A1 is greater than A; it can be seen that compared with the prior art, the technical solution of the present invention can reduce the angle between the bridge vehicle 3 and the front and rear adjacent vehicles, and when there is a force between them, its lateral component is smaller.

[0017] Combination Figure 1 and Figure 3 As shown in (a), in the present invention, the front and rear adjacent axles of the main bridge body 31 are all non-steering axles 12; from the principle of lever, it can be known that the load G of the main bridge body 31 is mainly transmitted to the two non-steering axles 12 through the front vehicle VF and the rear vehicle VR, so that their loads are increased by G1 and G2 respectively; since the non-steering axle 12 usually has a large load-bearing capacity, and the load-bearing capacity can be increased by adding wheels and axles, and the normal running of the train is guaranteed; combined with Figure 1 As shown, the axles adjacent to the front and rear of the attached bridge body 32 are the steering shafts 11. Since the bearing capacity of the steering shaft 11 is limited, in order to reduce its load, the attached bridge body 32 only serves to connect the front and rear vehicles and does not set a load; Figure 3 As shown in (b), in the prior art, the adjacent axles of the bridge body 3 are the non-steering axle 12 and the steering axle 11, and their load G is mainly transmitted to the two axles through the front vehicle VF and the rear vehicle VR, and the loads of the non-steering axle 12 and the steering axle 11 are increased by G1 and G2 respectively; however, the carrying capacity of the steering axle 11 is limited, and increasing the load will affect its normal operation and increase the risk of failure. Therefore, compared with the prior art, the technical solution of the present invention can more reasonably configure the load of each axle to ensure the smooth operation of the train.

[0018] In addition, in specific engineering practice, the present invention also produces unexpected technical effects. After testing, compared with the prior art, the trajectory control deviation between the following vehicle and the pilot vehicle in the present invention is greatly reduced; Figure 4 As shown in (a), in the prior art, the maximum track deviation of the front and rear vehicles in the train is about 120 mm. Figure 4 As shown in (b), in the present invention, the maximum track deviation of the front and rear vehicles of the train is about 50mm. Analyzing the reasons, a more reasonable explanation is that, compared with the prior art, the axle load of the steering axle of each following vehicle in the present invention becomes smaller, the steering torque required for steering becomes smaller, and the tire deformation that has a greater impact on the track control error also becomes smaller, so the wheel direction angle is more consistent with the wheel steering angle, the steering control amount is more accurate, which helps to reduce the track control deviation; on the other hand, due to the reduction of steering torque, the load of the EPS electronic power steering device is reduced, the steering of the corresponding steering axle is more flexible, and the EPS control accuracy will be correspondingly improved, which also helps to reduce the corresponding track control deviation.

[0019] Embodiment 2 like Figure 6 As shown, in this embodiment, the train includes a pilot vehicle 1, a follower vehicle 2, a bridge vehicle body 3, two pitching and slewing support devices 4, and a semi-trailer 5; the non-steering axle 11 of the follower vehicle 21 at the rear of the train is in front, and the steering axle 12 is in the rear; the semi-trailer 5 is hinged to the rear of the follower vehicle 2 to form an articulated kinematic pair M; the length of the articulated kinematic pair M from the front and rear adjacent non-steering axles 11 is equal; as shown in FIG. Figure 5 As shown, according to the vehicle motion model and the principle of instantaneous center of velocity, when the train turns along the arc trajectory S with a turning radius r, the turning radii of the non-steering axle 12 of the following vehicle 21 at the rear of the train and the non-steering axle 12 of the semi-trailer 5 are equal and are both r, and their running trajectories are similar; therefore, in this embodiment, it can be ensured that each vehicle in the train maintains the same trajectory, and at the same time, due to the relatively low cost of the semi-trailer, the cost of the train can be reduced. Example

[0020] like Figure 7 As shown, the train includes a pilot car 1 located at the front of the train and an odd number of following cars 2 located at the rear of the train. The steering axle 12 of the following car 21 at the rear of the train is at the rear, and the non-steering axle 11 is at the front; at this time, the driver can drive the train in reverse by driving the following car 21, so that the train has a two-way driving function.

[0021] In summary, compared with the prior art, the present invention can produce the following technical effects: (1) When the train turns, the angle between the vehicles becomes smaller, the lateral force between the vehicles is reduced, and the risk of train roll and skidding is reduced; (2) The load distribution between the steering axle and the non-steering axle in the train is optimized, which can improve the train performance accordingly; (3) It is conducive to improving the trajectory control accuracy and reducing the trajectory deviation between the front and rear vehicles in the train; (4) It is conducive to the two-way driving of the train.

Claims

1. A car train with steering axes arranged in opposite directions, characterized in that: The invention comprises a pilot vehicle driving in the first place, one or more following vehicles driving along the track of the pilot vehicle, one or more bridge vehicle bodies, a plurality of pitching and rotating support devices and a steering control unit; the front and rear ends of the bridge vehicle bodies are respectively articulated with two adjacent vehicles in front and behind through the pitching and rotating support devices, and form two front and rear articulated kinematic pairs; the pilot vehicle and the following vehicle are both provided with a steering shaft and one or more non-steering shafts; the steering control unit is used to control the steering of the steering shafts of each following vehicle, so that the front and rear vehicles drive along the same track; The steering axles and non-steering axles of the two adjacent vehicles are arranged in different directions; that is, the steering axle of the leading vehicle is in front and the non-steering axle is in the back, and among the following vehicles, from front to back, the non-steering axle of the odd-numbered following vehicles is in front and the steering axle is in the back, and the steering axle of the even-numbered following vehicles is in front and the non-steering axle is in the back; this is to optimize the load distribution of the steering axles and the non-steering axles in the train and reduce the risk of train roll and side slip.

2. The vehicle train with the steering axles arranged in opposite directions according to claim 1, characterized in that: The front overhang, rear overhang and wheelbase of the pilot vehicle and the following vehicle are respectively equal to each other so as to balance the lateral forces of the front and rear vehicles.

3. The vehicle train with the steering axles arranged in opposite directions according to claim 1, characterized in that: When the front and rear adjacent axles of the bridge car body are two non-steering axles, the bridge car body is called the main bridge car body; when the front and rear adjacent axles of the bridge car body are two steering axles, the bridge car body is called the attached bridge car body; the attached bridge car body only serves to connect the front and rear vehicles and does not play a load-bearing role; the main bridge car body plays a load-bearing role; the lengths of the main bridge car body and the attached bridge car body are adjusted to make the distances between any two adjacent non-steering axles in the train equal; this is used to optimize the load distribution of each axle, while ensuring the balance of the lateral force of each vehicle, and at the same time is conducive to more accurate control of the trajectory deviation between the front and rear vehicles.

4. The vehicle train with the steering axles arranged in opposite directions according to claim 1, characterized in that: When the number of following vehicles in the train is an odd number, a semi-trailer is articulated at the rear of the train to form an articulated kinematic pair M; the semi-trailer has no steering axle but only a non-steering axle; the distances from the articulated kinematic pair M to the two adjacent non-steering axles in front and behind it are made equal, which can further increase the train's carrying capacity and reduce the train cost, and at the same time can control the trajectory deviation of the front and rear vehicles.

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