Parking structure for hitchable articulated vehicles

Abstract

The invention relates to a method for using an automotive road vehicle network comprising an operation of hitching a hitchable articulated vehicle, which method comprises the steps of: a– driving the vehicle onto the parking structure (12); b– positioning the chassis front section (7) and the chassis rear section (8) of the vehicle (1) at a height greater than or equal to the unloaded height and less than the maximum height; c– aligning the chassis front section (7) and the chassis rear section (8) of the vehicle by the parking structure (12); d– hitching the vehicle to another hitchable articulated vehicle arranged on the parking structure (12).

Description

[0001] DESCRIPTION

[0002] Title: Parking structure for towable articulated vehicles

[0003] TECHNICAL FIELD

[0004] The invention relates to the field of shared transport networks implementing fleets of road vehicles and the associated equipment and methods. More specifically, the invention relates to the shared management of fleets of hitchable articulated vehicles which are suitable for forming road car convoys comprising several of these hitchable articulated vehicles.

[0005] These articulated hitchable vehicles are road vehicles that can be driven, depending on fleet management needs, individually or as a single-track convoy formed by several vehicles attached to each other by couplings without a degree of freedom in rotation in yaw. Such a convoy is suitable for being driven by a single driver.

[0006] PRIOR ART

[0007] Patent applications FR3002912 and FR3071813 describe examples of such articulated hitchable vehicles suitable for forming a fleet, for example for an urban mobility sharing network.

[0008] These articulated hitch vehicles typically include:

[0009] - a front wheel set and a rear wheel set mounted on suspensions;

[0010] - a chassis comprising a front chassis part on which the front wheel set is mounted and a rear chassis part on which the rear wheel set is mounted;

[0011] - an articulation device, interposed between the front and rear chassis parts, and allowing the front chassis part to pivot relative to the rear chassis part around an articulation axis normal to a rolling plane of the vehicle; and

[0012] - front and rear couplings, located respectively at the front and rear of the vehicle; the front coupling being movable, alternately, between: a coupled position, in which this front coupling cooperates with a rear coupling, identical to the rear coupling of this vehicle and located on another vehicle, to mechanically attach, without any degree of freedom in rotation in yaw, these vehicles together, and align the front part of the chassis of this vehicle with the rear part of the chassis of the other vehicle;and an uncoupled position, in which these vehicles are detached from each other, the rear coupling being movable, alternately, between: a coupled position, in which this rear coupling cooperates with a front coupling, identical to the front coupling of this vehicle and located on another vehicle, to mechanically attach, without any degree of freedom in rotation in yaw, these vehicles to each other and align the rear part of the chassis of this vehicle with the front part of the chassis of the other vehicle; and an uncoupled position, in which these vehicles are detached from each other.;

[0013] These vehicles are suitable for the establishment of shared vehicle networks, with the possibility of moving vehicles individually or in convoy. These networks nevertheless require parking structures forming the network terminals allowing vehicle sharing.

[0014] STATEMENT OF THE INVENTION

[0015] Throughout this text, the terms "front" and "rear" refer to the normal direction of travel of the vehicle, and the term "longitudinal direction" refers to the direction of travel of the vehicle.

[0016] Yaw rotation here refers to a rotational movement only around an axis perpendicular to the vehicle's rolling plane. The rolling plane of a vehicle is defined as the plane passing through the contact surfaces between the vehicle's wheels and the road on which the vehicle is traveling.

[0017] The coupling is said to be without degree of freedom if, when two front and rear couplings are coupled together, the maximum angle of yaw rotation of these couplings relative to each other, due to mechanical play, is less than 10° or 5° or 3° or 2°.

[0018] The aim of the invention is to improve the networks of hitchable articulated vehicles of the prior art, and their operating methods.

[0019] To this end, the invention relates to a method for operating a network of road motor vehicles, this network comprising at least one parking structure, as well as a fleet of hitchable articulated vehicles which each comprise:

[0020] - a front wheel set and a rear wheel set mounted on suspensions;

[0021] - a chassis comprising a front chassis part on which the front wheel set is mounted and a rear chassis part on which the rear wheel set is mounted;

[0022] - an articulation device, interposed between the front chassis part and the rear chassis part, and allowing the front chassis part to pivot relative to the rear chassis part around an articulation axis normal to a rolling plane of the vehicle; and

[0023] - front and rear hitches, located respectively at the front and rear of the vehicle.

[0024] The front coupling is movable, alternately, between: a coupled position, in which this front coupling cooperates with a rear coupling, identical to the rear coupling of this vehicle and located on another vehicle, to mechanically attach, without any degree of freedom in rotation in yaw, these vehicles to each other, and align the front part of the chassis of this vehicle with the rear part of the chassis of the other vehicle; and an uncoupled position, in which these vehicles are detached from each other.

[0025] The rear hitch is movable, alternately, between: a hitched position, in which this rear hitch cooperates with a front hitch, identical to the front hitch of this vehicle and located on another vehicle, to mechanically attach, without any degree of freedom in rotation in yaw, these vehicles to each other and align the rear part of the chassis of this vehicle with the front part of the chassis of the other vehicle; and an unhitched position, in which these vehicles are detached from each other.

[0026] The method comprises an operation of coupling one of said hitchable articulated vehicles, this coupling operation comprising the following steps: a- driving the vehicle onto the parking structure; b- positioning the front chassis part, respectively the rear chassis part, of the vehicle at a height greater than or equal to the unladen height and less than the maximum height, the unladen height being defined as the height of the front chassis part, respectively the rear chassis part, when the vehicle is in its minimum mass configuration and resting on its wheels, and the maximum height being defined as the height of the front chassis part, respectively the rear chassis part, when the vehicle is raised to the maximum travel of its suspension and remains supported on its wheels; c— aligning the front chassis part and the rear chassis part of the vehicle by the parking structure;d- hitch the vehicle to another hitchable articulated vehicle placed on the parking structure;

[0027] According to another object, the invention relates to a network of road motor vehicles, this network comprising at least one parking structure, as well as a fleet of articulated hitchable vehicles which each comprise:

[0028] - a front wheel set and a rear wheel set mounted on suspensions;

[0029] - a chassis comprising a front chassis part on which the front wheel set is mounted and a rear chassis part on which the rear wheel set is mounted;

[0030] - an articulation device, interposed between the front chassis part and the rear chassis part, and allowing the front chassis part to pivot relative to the rear chassis part around an articulation axis normal to a rolling plane of the vehicle; and

[0031] - front and rear hitches, located respectively at the front and rear of the vehicle.

[0032] The front coupling is movable, alternately, between: a coupled position, in which this front coupling cooperates with a rear coupling, identical to the rear coupling of this vehicle and located on another vehicle, to mechanically attach, without any degree of freedom in rotation in yaw, these vehicles to each other, and align the front part of the chassis of this vehicle with the rear part of the chassis of the other vehicle; and an uncoupled position, in which these vehicles are detached from each other.

[0033] The rear hitch is movable, alternately, between: a hitched position, in which this rear hitch cooperates with a front hitch, identical to the front hitch of this vehicle and located on another vehicle, to mechanically attach, without any degree of freedom in rotation in yaw, these vehicles to each other and align the rear part of the chassis of this vehicle with the front part of the chassis of the other vehicle; and an unhitched position, in which these vehicles are detached from each other.

[0034] The parking structure includes:

[0035] - a support rail adapted to receive several of said hitchable articulated vehicles, this support rail comprising a chassis platform;

[0036] - side alignment stops adapted to align the front part of the chassis with the rear part of the chassis of each vehicle, and to align the vehicles with each other.

[0037] The towable articulated vehicles each comprise parking skids arranged under the front chassis part and under the rear chassis part. These parking skids are adapted to cooperate with the chassis platform so that, when the vehicle is placed on the parking structure, the front chassis part, respectively the rear chassis part, is positioned at a height greater than or equal to the unladen height and less than the maximum height, the unladen height being defined as the height of the front chassis part, respectively the rear chassis part, when the vehicle is in its minimum mass configuration and rests on its wheels, and the maximum height being defined as the height of the front chassis part, respectively the rear chassis part, when the vehicle is raised to the maximum travel of its suspension and remains supported on its wheels.

[0038] The method and the network of hitchable articulated vehicles according to the invention allow successful implementation and optimal operation of a fleet of shared vehicles, such as for example a fleet of self-service urban electric vehicles.

[0039] The management of hitchable articulated vehicles at the parking structures level appears to be essential for the successful implementation of shared vehicle fleets. Hitchable articulated vehicles were firstly seen as necessary to ensure the distribution of vehicles between sharing terminals, and attempts to operate fleets that do not take this issue into account regularly end in failure. The implementation of hitchable articulated vehicles makes it possible, in particular, to move a plurality of vehicles in the form of a convoy that can be driven by a single person, whether it is a dedicated operator or directly by a user who needs to go from a station overloaded with vehicles to another station under-equipped with vehicles.

[0040] In this context, it also appears that the arrangement of articulated vehicles within parking structures is a critical point.

[0041] Thanks to the invention, the network of articulated vehicles benefits from compact and functional parking structures that guarantee the effective coupling and uncoupling of the vehicles. The positioning of the vehicles allows both the formation of convoys or the exit of individual vehicles depending on needs. Such a parking structure allows a driver of an individual vehicle or a convoy to park quickly and efficiently without additional operations, ensuring that the vehicle or convoy is ready to leave, possibly according to another coupling configuration subsequently chosen.

[0042] The invention also lends itself to automation of the network of hitchable articulated vehicles, by allowing simple and safe automation of the approach phase and positioning in the parking structure for a vehicle or a convoy, or for the exit of a vehicle or a convoy. This automation can be implemented in assistance to a human driver, or as part of a broader automation necessary for the deployment of fleets of shared autonomous vehicles.

[0043] In the case where the articulated hitchable vehicles are electric vehicles, the invention also lends itself to simplified charging of each of the vehicles, or to any other maintenance operation.

[0044] The method according to the invention may include the following additional characteristics, alone or in combination:

[0045] - step c is carried out by positioning the front chassis part and the rear chassis part against lateral alignment stops of the parking structure; - the method comprises an operation of uncoupling a hitchable articulated vehicle arranged on the parking structure, this uncoupling operation comprising the following steps: d- uncoupling the vehicle by detaching it from another vehicle arranged in the parking structure; e- releasing the front chassis part and the rear chassis part of the uncoupled vehicle from the parking structure; f- bringing the uncoupled vehicle back to rest on its wheels alone;

[0046] - during step e, the front chassis part and the rear chassis part of the uncoupled vehicle are released from lateral alignment stops of the parking structure;

[0047] - step b is carried out by placing the vehicle on at least one support rail of the parking structure, parking skids arranged on the front chassis part and the rear chassis part bearing against a chassis platform of said support rail;

[0048] - step f is carried out by extracting the vehicle from at least one support rail of the parking structure, the parking skids being separated from the chassis platform;

[0049] - step c is carried out jointly with step b, by placing the vehicle on the support rail, with side buffers fixed to the front part of the chassis and to the rear part of the chassis coming against side faces of the support rail;

[0050] - step e is carried out jointly with step f, by extracting the vehicle from the support rail, the side buffers being separated from said side faces of the support rail;

[0051] - the coupling operation includes a step of locking or unlocking the articulation device of the coupled vehicle, when the coupled vehicle is on the parking structure;

[0052] - the uncoupling operation includes a step of locking or unlocking the articulation device of the uncoupled vehicle, when the uncoupled vehicle is still on the parking structure; - each hitchable articulated vehicle includes a steering device capable of modifying the steering angle of the steered wheels, this steering device being capable of being actuated independently of the articulation device, and the coupling operation includes a step of aligning the steered wheels in an unsteered position;

[0053] - the coupling operation includes a step of locking the steered wheels in their unsteered position;

[0054] - the uncoupling operation includes a step of releasing the steering wheels;

[0055] - the uncoupling operation includes a step of unlocking the steering wheels in their unturned position;

[0056] - the alignment or release of the steering wheels is done by a lateral guide;

[0057] - the articulated hitchable vehicles are electric vehicles, and the hitching operation includes a step of charging the hitched vehicle by charging means of the parking structure;

[0058] - the charging step is carried out by connecting the vehicle to the charging means via the parking structure;

[0059] - the coupled vehicle is the first or last vehicle in a convoy of vehicles, steps a, b, and c being implemented for each vehicle;

[0060] - the uncoupled vehicle is the first or last vehicle in a convoy of vehicles, steps e and f being implemented for each vehicle.

[0061] The vehicle network according to the invention may include the following additional characteristics, alone or in combination:

[0062] - the vehicle network includes a lifting ramp adapted to lift the vehicle, or train of vehicles, when it is driven onto the parking structure;

[0063] - the lateral alignment stops are arranged on the external lateral faces or on the internal lateral faces of at least one support rail; - each hitchable articulated vehicle has lateral buffers on the front chassis part and on the rear chassis part, these lateral buffers being adapted to be positioned against the lateral alignment stops;

[0064] - the side buffers have guide portions adapted to channel the trajectory of the corresponding chassis part towards the support rail;

[0065] - each towable articulated vehicle comprises a steering device capable of modifying the steering angle of the steered wheels, this steering device being capable of being actuated independently of the articulation device, and the parking structure comprises a lateral guide extending parallel to the support rail, and adapted to align the steered wheels in an unsteered position of a vehicle placed on the support rail;

[0066] - the articulated hitchable vehicles are electric vehicles, and the parking structure has charging means suitable for connection to the vehicles located on the support rail;

[0067] - the charging means are connected to linear contactors arranged on the support rail.

[0068] PRESENTATION OF FIGURES

[0069] Other characteristics and advantages of the invention will emerge from the non-limiting description which follows, with reference to the appended drawings in which:

[0070] - figure 1 represents in perspective a vehicle from the network of articulated vehicles that can be hitched according to the invention;

[0071] - figure 2 illustrates a convoy formed of vehicles such as that of figure 1;

[0072] - figure 3 is a schematic top view of the convoy of figure 2;

[0073] - Figure 4 illustrates vehicles such as that of Figure 1 in place in a parking structure;

[0074] - Figure 5 is a schematic top view of the vehicles in place in the parking structure; - Figure 6 is a simplified view of the parking structure;

[0075] - Figure 7 and Figure 8 are schematic side views for two lifting ramp alternatives;

[0076] - Figure 9, Figure 10, and Figure 11 illustrate different possible heights for a vehicle;

[0077] - Figure 12 and Figure 13 illustrate the sequences of an operation of coupling two vehicles on the parking structure;

[0078] - Figure 14 is a schematic top view of a vehicle in place on the parking structure;

[0079] - Figure 15 is a schematic top view of several vehicles in place on the parking structure;

[0080] - Figure 16 is a schematic front view of a vehicle in place on the parking structure;

[0081] - figure 17 is a schematic view from below of the front of a vehicle;

[0082] - figure 18 is a schematic top view of a vehicle in place on a parking structure according to a variant;

[0083] - figure 19, figure 20, and figure 21 are schematic views from below of the front of a vehicle according to the variant of figure 18, for three alternatives;

[0084] - figure 22 is a schematic front view of a vehicle in place on the parking structure according to the variant of figure 18;

[0085] - Figure 23 is a schematic top view of several vehicles in place on the parking structure, with a lateral guide for aligning the steering wheels;

[0086] - figure 24 and figure 25 illustrate variants of the lateral guide of figure 23;

[0087] - Figure 26 illustrates electrical charging means with which the parking structure is provided. Elements similar and common to the various embodiments bear the same reference numbers in the figures.

[0088] DETAILED DESCRIPTION

[0089] Figure 1 represents in perspective a road motor vehicle 1, which is here an articulated hitchable vehicle. This vehicle may be of the type described in patent applications FR3002912 or FR3071813. Thus, subsequently, only the technical details necessary for understanding the invention will be described in detail.

[0090] The vehicle 1 comprises a passenger compartment 2, a front wheel set 3 and a rear wheel set 4. The front wheel set 3 and rear wheel set 4 preferably comprise one or two wheels. In the present example, they each comprise two wheels.

[0091] On the front of the vehicle 1, in a central position, is arranged a front hitch 5 intended to hitch this vehicle to the rear of a compatible vehicle. The vehicle 1 has for this purpose, on either side of the hitch 5, housings intended to receive the rear wheels of the vehicle in front in the event of hitching.

[0092] In the present example, the two rear wheels 4 are non-steered while the two front wheels 3 are steered to steer the vehicle 1 when it is traveling individually or to correct its trajectory when it is part of a road train of coupled vehicles. The steered wheels can be steered by pivoting about an axis perpendicular to a rolling plane of the vehicle and the non-steered wheels cannot be steered. When the wheels are aligned with the longitudinal axis of the vehicle, allowing the vehicle to move in a straight line, the steered wheels are said to be "non-steered".

[0093] Figure 2 is a schematic side view illustrating a single-track road convoy 10 formed of three coupled vehicles 1. As many vehicles 1 as necessary can be coupled in a convoy which can be driven by a single person and whose single-track nature, the possibilities of articulation of the vehicles, and the possibility of trajectory correction by the steered wheels, make this convoy particularly maneuverable and particularly suitable for urban environments. A fleet of these vehicles 1 associated with parking structures form a network in which the vehicles 1 can move from one parking structure to another, individually or in convoy 10.

[0094] Figure 3 is a schematic top view illustrating convoy 10 during movement. Only the chassis and running gear elements have been functionally represented, to illustrate the architecture of the vehicles 1.

[0095] Each vehicle 1 comprises a chassis formed of a front chassis part 7, on which the front wheel set 3 is mounted, and a rear chassis part 8, on which the rear wheel set 4 is mounted. A front coupling 5 is provided on the front chassis part 7, and a rear coupling 6 is provided on the rear chassis part 8.

[0096] Each vehicle 1 is powered by any known means. Preferably, for a low-emission urban mobility application, the vehicles 1 are electric vehicles powered by one or more electric motors possibly housed in the hub of the front 3 and / or rear 4 wheels to optimize the space requirement.

[0097] The passenger compartment 2 is mounted on one of the chassis parts, in this example on the front chassis part 7.

[0098] Relative expressions such as "below", "above", "below", "above", "horizontally", "vertically", refer to vehicle 1 when it is in its normal position, placed on a horizontal road.

[0099] An articulation device 9 connects the front chassis part 7 to the rear chassis part 8, and secures these two front 7 and rear 8 parts in a non-detachable manner, allowing them to pivot relative to each other around an axis, called the articulation axis, normal to a rolling plane of the vehicle 1.

[0100] The articulation axis may be free (the pivoting taking place as a function of the movements of the vehicle 1) or the vehicle 1 may be provided with mechanical devices and actuators making it possible to control or brake the pivoting of the front 7 and rear 8 parts around the articulation axis. The vehicle 1 also comprises means for locking the articulation device 9, to lock the front chassis part 7 and the rear chassis part 8 at a determined angular position, in particular to lock them in the straight position, that is to say when the front chassis part 7 and the rear chassis part 8 are aligned.

[0101] The front 5 and rear 6 couplings are located, respectively, at the front and rear of the vehicle 1. Here, these couplings 5, 6 are anchored respectively to the front part 7 of the chassis and to the rear part 8 of the chassis, without any degree of freedom in rotation in yaw.

[0102] The front hitch 5 is movable, alternately, between a hitched position and an unhitched position. In its hitched position, the hitch 5 cooperates with the rear hitch of another vehicle, identical or compatible, to mechanically attach the vehicles. In the hitched position, the front chassis portion 7 of the vehicle 1 is mechanically connected, without any degree of freedom in yaw rotation, to the rear chassis portion of the other vehicle.

[0103] Similarly, the rear hitch 6 is movable, alternately, between a hitched position and an unhitched position. In its hitched position, the rear hitch 6 cooperates with the front hitch of another vehicle, identical or compatible, to mechanically attach these vehicles. In the hitched position, the rear chassis portion 8 of the vehicle 1 is mechanically connected, without any degree of freedom in yaw rotation, to the front chassis portion of the other vehicle.

[0104] For this purpose, the front 5 and rear 6 hitches are compatible.

[0105] The front 5 and rear 6 couplings can, for example, be made by a coupling known in the railway industry as a "Scharfenberg coupling".

[0106] The convoy illustrated in Figure 3 is formed by three vehicles 1 coupled by their respective front 5 and rear 6 couplings.

[0107] When two vehicles are coupled, the wheels fit together. Thus, the rear wheels 4 of the front vehicle and the front wheels 3 of the rear vehicle are arranged substantially coaxially and form a single set of wheels.

[0108] The front wheel sets 3 and rear wheel sets 4 are mounted on suspensions, by any known configuration. A spring-shock absorber combination can conventionally be mounted between each wheel and the corresponding chassis part, or between a complete running gear and the corresponding chassis part, the wheels being free along a vertical stroke. Each vehicle 1 thus has a ground clearance which is variable in particular depending on the load of the vehicle 1.

[0109] Vehicles 1, within the framework of network operation, can move in two modes:

[0110] - an individual travel mode, in which the front chassis part 7 and the rear chassis part 8 are both aligned along a longitudinal axis, and the articulation device 9 is locked to maintain the vehicle chassis in this upright position. In this configuration, the articulation device 9 is locked and the two chassis parts are thus rigidly connected. The chassis behaves as a single rigid part, as in a conventional vehicle. The front wheels 3 are steered and the vehicle can thus be driven;

[0111] - a convoy travel mode, in which several coupled vehicles are moved together (as in Figure 3), this convoy being articulated thanks to the unlocking of the articulation devices 9 of each vehicle 1, and their possible steering, so that the convoy can wind its way even in narrow streets. The steering wheels of the vehicles 1 can also be used, both for the lead vehicle (to steer the convoy), and for the other vehicles (to correct the single-track trajectory).

[0112] Figure 4 illustrates a parking structure 12 seen from above, arranged in a parking area 14 which is provided in this example set back from a traffic lane 13.

[0113] In the example illustrated in Figure 4, the parking structure 12 comprises a support rail 15 on which all the parked vehicles 1 are aligned and coupled. In the present example, the support rail 15 is straight.

[0114] When a user wishes to leave with one or more vehicles present in this parking structure 12 to reach another distant parking structure, he can take a seat in the lead vehicle (possibly the tail vehicle) and uncouple only this vehicle (if the trip is planned with a single vehicle), or on the contrary uncouple a convoy formed of this vehicle and a certain number of other vehicles which remain coupled to it, only the last vehicle of the convoy being uncoupled from the other vehicles remaining in the parking structure 12.

[0115] Figure 5 is a schematic top view, of the same type as that of Figure 3, and illustrates three vehicles 1 in position on the parking structure 12 of Figure 4. The vehicles 1 are all aligned on the same longitudinal axis corresponding to the axis in which the support rail 15 extends. The front chassis portion 7 and the rear chassis portion 8 of each vehicle 1 are aligned. The vehicles 1 have a chassis configuration which is the same as during the individual travel mode of the vehicle 1.

[0116] In this configuration, the articulation device 9 can be locked in this aligned position at any time.

[0117] Figure 6 illustrates in a simplified manner a portion of the parking structure 12 of Figures 4 and 5, seen in perspective. In this example, the parking structure 12 comprises a base 16 carrying the support rail 15. The support rail 15 is preferably rectilinear and has, on its upper face, a surface forming a chassis platform 18. The support rail 15 also has, on its two external lateral faces, two surfaces forming lateral alignment stops 19.

[0118] The chassis platform 18 is illustrated here in its simplest form: a smooth horizontal surface. The chassis platform 18 is intended to withstand the support of the chassis of the vehicles 1 and the sliding of these chassis resulting from the movement of the vehicles 1 along the support rail 15. As such, the chassis platform 18 preferably has a smooth and sliding surface such as a polished metal surface, and may optionally include a coating with a low coefficient of friction, or include rolling elements, for example ball rollers.

[0119] The alignment side stops 19 are also illustrated here in their simplest form: two flat vertical surfaces allowing support on each side of the support rail 15. These alignment side stops 19 are intended to position and align the chassis of the vehicles 1 during the movement of the vehicles 1 along the support rail 15, and to align the front 7 and rear 8 chassis parts of each vehicle. As with the chassis platform 18, the alignment side stops 19 preferably have a smooth and sliding surface such as a polished metal surface, and may optionally include a low-friction coating, or include rolling elements, for example ball rollers.

[0120] In general, the lateral alignment stops 19 are arranged on the external lateral faces or on the internal lateral faces of at least one support rail 15 (see the variants of FIGS. 18 to 22 for the case of the double support rail). The lateral alignment stops 19 may in particular, as a variant, be provided on the internal lateral faces of a single support rail 15, for example in a groove made in this rail.

[0121] The expression "aligning the front and rear chassis parts of the vehicle" means relatively pivoting the front 7 and rear 8 chassis parts along the articulation device 9, so that the longitudinal axis of the front 7 chassis part coincides with the longitudinal axis of the rear 8 chassis part (as in Figure 14). This alignment is achieved here by positioning the front 7 and rear 8 chassis parts both against the lateral alignment stops 19.

[0122] For the implementation of the method according to the invention, as explained below, the height H of the chassis platform 18 and the width L which is the distance separating the two lateral alignment stops 19, are calibrated.

[0123] For the implementation of the method, the network of hitchable articulated vehicles is also provided with a lifting ramp 20 which makes it possible to lift a vehicle 1 (and more precisely the front part 7 of its chassis and the rear part 8 of its chassis) to position it at a higher height on the chassis platform 18.

[0124] Figures 7 and 8 illustrate two exemplary embodiments of the lifting ramp 20. In Figure 7, the lifting ramp 20 is provided on each of the vehicles 1 with, in this example, an inclined shoe mounted at the front and / or rear of the vehicle, rigidly fixed to the chassis and dimensioned so that, when the vehicle 1 is driven towards the support rail 15, the advance of the vehicle 1 causes cooperation with the edge of the chassis platform 18 and the lifting of the vehicle 1. Figure 8 illustrates another exemplary embodiment of this lifting ramp 20, in the form of a beveled portion attached to the end of the support rail 15.In the same way, the advance of the vehicle 1 towards the support rail 15 causes the front chassis part 7 and the rear chassis part 8 to cooperate with this beveled portion and causes the vehicle 1 to be lifted until the front and rear chassis parts are positioned on the chassis platform 18.

[0125] Alternatively, any other device may be envisaged to associate the advancement of the vehicle 1 towards the support rail 15 with the lifting of this vehicle and the positioning of these front 7 and rear 8 chassis parts on the chassis platform 18, such as for example lever or deformable parallelogram mechanisms.

[0126] The lifting ramps 20 are provided at both ends: at the front and rear of the vehicle 1 for the example in Figure 7, and at both ends of the support rail 15 for the example in Figure 8. Alternatively, a single lifting ramp 20 may be provided, at the front of the vehicle 1 or at the entrance to the support rail 15. Thus, the lifting ramps 20 allow the vehicle 1 to be lifted when it is being driven onto the parking structure 12 (by one or other of its ends, whether in forward or reverse gear), and also allow the reverse operation of returning the vehicle to its normal height by resting on its wheels alone, when the vehicle 1 has left the parking structure 12.When the vehicle is brought back to rest on its wheels alone, it is extracted from the parking structure so that the front part of the chassis and the rear part of the chassis are no longer raised, and the vehicle is now resting only on its wheels, at a height which is therefore lower than the unladen height.

[0127] The lifting of the vehicle 1 causes a change in its height, that is to say a change in its ground clearance, following the change in height of the front part 7 of the chassis and the rear part 8 of the chassis.

[0128] The front chassis part 7 on the one hand and the rear chassis part 8 on the other hand, each comprise parking skids 22 intended to cooperate with the chassis platform 18. Following the action of the lifting ramp 20, the parking skids 22 of the front chassis part 7 and of the rear chassis part 8 come to bear on the chassis platform 18.

[0129] The parking pads 22 may consist of a simple flat and smooth surface arranged within the front 7 and rear 8 chassis parts. As with the chassis platform 18, the parking pads 22 may additionally include a low friction coating, or even devices promoting rolling such as rollers on bearings.

[0130] The parking pads 22 can be made directly on the front 7 and rear 8 chassis parts, or can alternatively be parts added to the chassis.

[0131] In order to qualify the change in height brought about by the parking structure, figures 9 to 11 first illustrate different possibilities of ground clearance of the vehicle 1, permitted by its suspensions.

[0132] In the schematic views of figures 9 to 11, the front of a vehicle 1 is shown in profile with a front wheel 3 attached to the front part 7 of the chassis by a spring / shock absorber combination 21. Views 9 to 11 are schematic views to illustrate the work of the suspension, and any other known suspension element can of course be implemented within the vehicle 1 to provide it with cushioned wheel travel, such as torsion bars, hydraulic shock absorbers, etc.

[0133] Figures 9 to 11 illustrate the possible heights for the front chassis part 7 and for the rear chassis part 8 depending on the configuration of the vehicle and in particular its load. In Figures 9 to 11, although only the front chassis part 7 and the associated suspension are shown, this description also applies to the rear chassis part 8 which also includes suspensions on the rear wheel sets 4 and behaves in the same way.

[0134] Figure 9 illustrates an unladen configuration of the vehicle 1 in which the vehicle 1 does not carry any changes and is presented in its unladen weight. This unladen weight corresponds to the case where the vehicle 1 is in its minimum mass, that is to say that it is not loaded with any mass beyond its own mass, relative to the elements constituting it. This configuration corresponds to a maximum ground clearance of the vehicle 1 when it is at rest and resting on its wheels. In this configuration, the front chassis part 7 and the rear chassis part 8 each have an unladen height Hv which therefore corresponds to the maximum height of the parking skids 22 when the vehicle 1 is at rest and resting on its wheels, in its minimum mass configuration.

[0135] Figure 10 illustrates another configuration of the vehicle 1 in which the vehicle is at its maximum load. In this configuration, the vehicle 1 has been loaded with passengers, luggage, fluids, etc., so that the vehicle 1 reaches its maximum permissible weight (for example the “Authorized Gross Vehicle Weight” of certain legislations). In this configuration, the parking skids 22 of the front 7 chassis and rear 8 chassis part are at a height Hmin which corresponds to the minimum possible height between the parking skids 22 and the ground when the vehicle is in this maximum load configuration and resting on its wheels, at rest.

[0136] Figure 11 illustrates the vehicle in the maximum height configuration. In this configuration, the vehicle 1 is lifted by an external element (represented by the jack 23) to a height where the suspension is at its maximum travel while the wheels 3, 4 are still resting on the ground. In other words, if the vehicle 1 is lifted beyond this maximum height configuration, the wheels 3, 4 will lift off the ground. The maximum height configuration therefore corresponds to the limit point where the vehicle is lifted to the maximum but its wheels have not yet lifted off the ground. In this maximum height configuration, the parking skids 22 are at a height Hmax.

[0137] In figures 9 to 11, the height Hv, Hmin, Hmax corresponds to the distance between the parking pads 22 and the ground on which the vehicle rests.

[0138] The height H of the chassis platform 18 of the support rail 15 (i.e. the distance between the ground and the plane in which the chassis platform 18 extends) is calibrated to position the front chassis part 7 and the rear chassis part 8 at a height which is: - greater than or equal to the unladen height Hv, so that, when the parking skids 22 rest on the chassis platform 18, the vehicle 1 is necessarily raised, and the front chassis part 7 and the rear chassis part 8 are positioned at the same height which is therefore greater than or equal to the unladen height Hv;

[0139] - less than the maximum height Hmax, so that, when the vehicle 1 rests on the support rail 15, the parking pads 22 of the front chassis parts 7 and the rear chassis parts 8 rest on the chassis platform 18. The vehicle 1, although raised, still keeps its wheels pressed on the ground with possible traction allowing the vehicle 1 to move forward.

[0140] Figures 12 and 13 illustrate an operation of coupling two vehicles 1A, 1B taking into account the height calibration of the parking structure 12 which has just been described.

[0141] A vehicle 1B is first driven onto the parking structure 12, while the vehicle 1A is already parked, resting on the support rail 15.

[0142] The vehicle 1 B will advance towards the support rail 15, to be lifted by the lifting ramp 20, until its front chassis part 7 and rear chassis part 8 are positioned on the support rail 15, the parking skids 22 resting on the chassis platform 18. Figure 13 illustrates the vehicle 1 B at this height.

[0143] In this configuration, the height of the vehicle 1 B is predetermined, and the height of the front 5 and rear 6 couplings is then defined (the height between the parking skids 22 and the couplings 5, 6 being fixed).

[0144] In fact, the front chassis parts, respectively rear chassis parts, of the vehicle are at a height greater than or equal to the unladen height and less than the maximum height, the unladen height therefore being defined here as the height of the front chassis part, respectively rear chassis part, when the vehicle is in its minimum mass configuration and resting on its wheels, and the maximum height being defined as the height of the front chassis part, respectively rear chassis part, when the vehicle is raised to the maximum travel of its suspension and remains supported on its wheels. In other words:

[0145] - the front part of the vehicle chassis is positioned at a height greater than or equal to the unladen height of this front part of the chassis, and less than the maximum height of this front part of the chassis, the unladen height of this front part of the chassis being defined as the height of the front part of the chassis when the vehicle is in its minimum mass configuration and resting on its wheels, and the maximum height of this front part of the chassis being defined as the height of the front part of the chassis when the vehicle is raised to the maximum travel of its suspension and remains supported on its wheels; and

[0146] - the rear chassis part of the vehicle is positioned at a height greater than or equal to the unladen height of this rear chassis part, and less than the maximum height of this rear chassis part, the unladen height of this rear chassis part being defined as the height of the rear chassis part when the vehicle is in its minimum mass configuration and rests on its wheels, and the maximum height of this rear chassis part being defined as the height of the rear chassis part when the vehicle is raised to the maximum travel of its suspension and remains supported on its wheels.

[0147] Furthermore, when the vehicle 1B has come into position on the support rail 15, the vehicle 1B can continue its advance under the effect of its drive wheels which are still in contact with the ground. The rotation of the drive wheels engaged on the ground, despite the lifting of the vehicle, therefore drives the vehicle 1B forward. The vehicle 1B then moves with its parking skids 22 which slide (or roll, depending on the implementation) on the surface of the chassis platform 18. The vehicle 1B can thus reach any position along the support rail 15, until it reaches the vehicle 1A.

[0148] Figure 13 then illustrates the coupling of vehicle 1B to vehicle 1A. As many vehicles as possible are thus coupled from the front while being driven and moving forward onto the parking structure 12, or coupled from the rear while moving backward onto the parking structure 12.

[0149] Figures 14 to 17 further illustrate the means for aligning the front chassis 7 and rear chassis 8 parts of each vehicle 1 when it is placed on the parking structure 12. Figure 14 is a schematic top view in which the front chassis 7 part of a vehicle 1 is shown in rectangular form and the rear chassis 8 part of this vehicle is illustrated in the form of a polygon comprising a triangular end cooperating with the articulation device 9.

[0150] In this simplified figure, the front 5 and rear 6 couplings have not been shown.

[0151] The vehicle 1 is illustrated in place on the parking structure 12, its parking skids 22 resting on the chassis platform 18. Figure 14 further illustrates side buffers 24 fixed to the front 7 and rear 8 chassis portions and positioned so that each of these side buffers 24 comes into contact with one of the lateral alignment stops 19.

[0152] The side buffers 24 have the function of aligning the front chassis portion 7 with the rear chassis portion 8 during the positioning of the vehicle 1 on the parking structure 12. In the example of Figure 12, each chassis portion 7, 8 comprises two pairs of aligned side buffers 24, each pair of side buffers 24 coming from either side of the support rail 15. The spacing between these two pairs of side buffers 24 corresponds to the width L (see Figure 6) separating the two side alignment stops 19, so that the two side alignment stops 19 are sandwiched between the two pairs of side buffers 24 when the chassis portion 7, 8 is on the support rail 15. The side buffers 24 also make it possible to transversely align the couplings 5, 6 between the front and the rear of two different vehicles, to allow coupling.

[0153] Figure 15 is a top view of the same schematic type as Figure 14 (the couplings 5, 6 not having been shown) and illustrating, in the same way as Figures 4 and 5, a series of vehicles 1 arranged in the parking area 14 and coupled to each other. The wheel sets 3, 4 are thus fitted together and all the front 7 and rear 8 chassis parts of all the vehicles 1 are aligned along the axis in which the support rail 15 extends, thanks to the alignment provided by the side buffers 24.

[0154] Figure 16 is a schematic front view of a vehicle 1 in place on the parking structure 12. This example illustrates in particular a simplified embodiment of the parking pads 22 which are simply made up of a contact surface provided on the chassis.

[0155] The vehicle 1 has previously been driven onto the parking structure 12 so that it is lifted and its parking pads 22 come into place against the chassis platform 18, while the side buffers 24 have come to bear, as the vehicle 1 advances along the support rail 15, against the lateral alignment stops 19, forcing if necessary the front chassis part 7 or the rear chassis part 8 to pivot by means of the articulation device 9, until both come into alignment.

[0156] Figure 17 illustrates an exemplary embodiment of the side buffers 24, or of additional buffers that can be added to the side buffers 24 of Figure 15. Figure 17 is a schematic view from below of the front of a vehicle 1, showing the advance of this vehicle 1 towards the support rail 15. The side buffers 24 have guide portions in a flared form, diverging in the direction of the front, having a funneling function, and adapted to correct the trajectory of the front part 7 of the chassis so that it comes to center itself on the support rail 15 until the two side buffers 24 come to grip the two lateral alignment stops 19.

[0157] All the side buffers 24 can thus guide the rotation of the front 7 and rear 8 chassis parts during the advance of a vehicle 1 on the parking structure 12, whether by moving the vehicle forward or backward.

[0158] In the example of figures 14 and 15, two pairs of side buffers 24 have been provided for each front chassis part 7 and rear chassis part 8, it being understood that, as a variant, it is possible to provide as many side buffers 24 as necessary to achieve satisfactory alignment, each front chassis part 7 and rear chassis part 8 having to have at least one pair of side buffers 24, and preferably three pairs.

[0159] Figures 18 to 22 illustrate another example of embodiment of the parking structure 12 in which the parking structure 12 is double and comprises two support rails 15, allowing in particular for the vehicles to be kept flat even if the latter are laterally unbalanced, for example by an asymmetrical load. Figure 18 is a schematic view similar to Figure

[0160] 14 but for this parking structure 12 double with two support rails 15.

[0161] In this double support rail 15 configuration, several alternatives are possible for the positioning of the side buffers 24. Several alternatives are shown together in Figure 18.

[0162] According to a first alternative, the two support rails 15 comprise the lateral alignment stops 19A on their two external faces and the lateral buffers 24A are arranged so as to come into contact with these lateral alignment stops 19A, thus enclosing the assembly of the two support rails 15 only by the external faces of the assembly.

[0163] According to another alternative, the support rails 15 comprise the lateral alignment stops 19B on their internal face and the lateral buffers 24B are arranged to come into contact with these lateral alignment stops 19B, against the internal face of the support rails 15.

[0164] According to yet a third alternative, the vehicle 1 may comprise all of the lateral alignment stops 19A, 19B and the lateral buffers 24A, 24B.

[0165] Figure 19 is a view similar to Figure 17, but illustrating the side buffers 24A and 24B having guide portions in the form of guide flares for the side buffers 24A and in the form of a tapered arrangement for the side buffers 24B.

[0166] Figures 20 and 21 are also views similar to Figure 19, but for two guide alternatives in which it is the shape of the support rails

[0167] 15 which allows the guidance of the entry of the vehicle 1 onto the parking structure 12.

[0168] In Figure 20, the two guide rails meet at a tapered portion, so that the outer alignment side stops 19A guide the movement. In Figure 21, the two guide rails flare at diverging end portions, so that the inner alignment side stops 19B guide the movement.

[0169] Figure 22 is a view similar to Figure 16, but illustrating the vehicle 1 in place on a parking structure 12 with two support rails 15, in accordance with Figure 18.

[0170] Figures 23 to 25 illustrate an additional characteristic according to which the parking structure further comprises means for aligning the steered wheels of the vehicle 1. The vehicles 1 of the network each comprise a steering device capable of modifying the steering angle of the steered wheels (the front wheels 3, in this example), this steering device being capable of being actuated independently of the articulation device 9. The coupling operation here comprises a step of aligning the steered wheels in an unsteered position.

[0171] These alignment means comprise a lateral guide 25 guiding the steered wheels (the front wheels 3, in the present example) towards this unsteered position during the advance of the vehicle 1 towards the support rail 15.

[0172] The lateral guide 25 makes it possible, for example, to prevent a driver from attempting to turn the steered wheels while the vehicle 1 is moving along the support rail 15, in the case where this movement is automated.

[0173] In the present example, the lateral guide 25 comprises two external guide rails 26 which are positioned relative to the rest of the parking structure 12 so that their spacing constrains the steered wheels. This spacing is substantially equal to the spacing of the planes flush with the front wheel assembly on either side, when the wheels are not turned.

[0174] The lateral guide 25 further comprises flared portions 27 at its two ends, to initiate the rotational guidance of the steered wheels and their progressive accompaniment towards an unsteered position during the entry of a vehicle 1 onto the parking structure 12.

[0175] Figure 24 is a schematic front view illustrating the lateral guide 25 which comprises external guide rails 26. Preferably, the guide rails 26 are adapted to come into contact with the steered wheels with little friction, for example by means of a smooth surface with a low coefficient of friction, or rollers on bearings.

[0176] Figure 25 illustrates an alternative or supplement for the lateral guide 25, with guide rails 26 which are this time internal. The internal guide rails 26 cooperate under the chassis of the vehicle 1, directly with the internal lateral face of the steered wheels, or with elements integral with the rotation of the steered wheels when turning these wheels. The wheel alignment function is thus achieved, with optionally converging end portions at both ends of these internal guide rails 26.

[0177] When the vehicles 1 are extracted from the parking structure 12, the steered wheels are then released from the lateral guide 25.

[0178] Thanks to the parking structure 12, the vehicles 1 of the fleet are parked and coupled with a simple maneuver for the driver, presenting a high degree of operational safety, and adapted to automation. The height-calibrated relative position of the couplings 5, 6 is guaranteed, as well as the transverse alignment of the couplings 5, 6, while allowing the entry and exit of the vehicles 1 along the parking structure 12, with an aligned configuration of the front chassis 7 and rear chassis 8 parts, and the steered wheels not turned. The steered wheels align themselves thanks to their caster angle. This is particularly advantageous insofar as the steered wheels can thus be directly locked in the unturned position on a vehicle, if the latter is to be part of a convoy.

[0179] The method also includes uncoupling operations to deliver vehicles ready to roll, at the exit of the parking structure 12, whether they are individual (to leave with a single vehicle) or in convoy 10 (to leave with a road train). The uncoupling operation includes the following steps:

[0180] - uncouple the vehicle(s) by detaching it / them from another vehicle located in the parking structure 12;

[0181] - release the front chassis part 7 and the rear chassis part 8 of the uncoupled vehicle from the lateral alignment stops 19;

[0182] - bring the unhitched vehicle back to rest on its wheels alone.

[0183] In this example, the last two steps are carried out jointly by the lowering of the vehicle 1 from the support rail 15. In fact, the vehicle 1 advances (or reverses) along the support rail 15, the parking skids 22 sliding (or rolling) on ​​the chassis platform 18, the drive wheels being in contact with the ground and causing this movement. The vehicle 1 is then brought back by the lifting ramp 20 to its initial height. The front chassis part 7 and the rear chassis part 8 then take on a height determined solely by the work of the suspensions taking into account the load of the vehicle. The vehicle is supported on its wheels alone, without external lifting action, and is removed from the parking structure, ready to roll. By descending from the support rail 15, the front chassis parts 7 and rear chassis parts 8 are released from the lateral alignment stops 19, the lateral buffers 24 disengaging from the support rail 15.

[0184] Depending on the operating conditions of the network, the coupling operation may include a step of locking or unlocking the articulation device 9 of the coupled vehicle, when it is on the parking platform 18, after arriving on the parking structure 12. Therefore, the operation may include locking the steered wheels in the unsteered position.

[0185] Likewise, the uncoupling operation may include a step of locking or unlocking the articulation device 9 of the uncoupled vehicle, when it is on the parking platform, before its exit from the parking structure 12. Thus, depending on the exit configuration of the vehicles 1, the choice of locking or unlocking the articulation device 9, and of the steering of the steered wheels, is made on a case-by-case basis, the locking in aligned configuration of the front part 7 of the chassis and rear part 8 of the chassis, as well as of the steering, being always possible as long as the vehicle is on the parking structure 12.

[0186] For example, on parking structure 12, a typical case is: if a vehicle is coupled by its front coupling 5, then it is in trailer configuration with its articulation device 9 unlocked and its steering locked; whereas if a vehicle has its front coupling 5 free, it is in individual configuration (or head of convoy) with its articulation device 9 locked, and its steering free.

[0187] With reference to figure 26, in the case where the vehicles 1 are electric vehicles, the parking structure 12 can further comprise electrical means 28 for charging the vehicles 1, and the coupling operation can then comprise (once a vehicle is on the parking rail 15) a step of charging the electric accumulators of a vehicle, once this vehicle is in place on the parking structure.

[0188] These charging means 28 comprise a terminal consisting of an external, high-power charger, connected to the parking structure 12 so as to be easily connected to the vehicles present on the support rail 15 with little or no additional connection operation.

[0189] In the present example, the charging means 28 comprise two polarities connected to two linear contactors 29 fixed along the two lateral faces of the support rail 15, that is to say fixed along the lateral alignment stops 19.

[0190] Thus, when a vehicle 1 is in place on the parking structure 12, following a coupling operation leading it to be placed in position on the support rail 15, this vehicle can automatically connect to the charging means 28 by lateral contactors coming into electrical contact with the linear contactors 29.

[0191] According to one embodiment, this connection can be made directly by the side buffers 24 by also providing them with linear contactors 30 adapted to cooperate with the linear contactors 29 of the support rail 15.

[0192] Of course, as a variant, the linear contactors 29 may comprise as many polarities as necessary (for charging with direct or alternating current), as well as communication lines intended for managing the charge or other transmission of information between the vehicle and the parking structure 12 (or between two vehicles 1, via the support rail 15), and these linear contactors 29 may be arranged on any portion of the support rail 15 likely to be brought into contact with electrical connections of the vehicles. Furthermore, the linear contactors 29 comprise safety means for the protection of persons, such as covers on the parking structure preventing the electrical contacts from being touched, or safe contact and power-up devices.Alternative embodiments of the vehicle network and its operating method may be implemented, in particular the embodiments may be combined.

Claims

CLAIMS 1. Method for operating a network of road motor vehicles, this network comprising at least one parking structure (12), as well as a fleet of articulated vehicles (1) which can be hitched, each comprising: - a front wheel set (3) and a rear wheel set (4) mounted on suspensions (21); - a chassis comprising a front chassis part (7) on which the front wheel set (3) is mounted and a rear chassis part (8) on which the rear wheel set (4) is mounted; - an articulation device (9), interposed between the front chassis part (7) and the rear chassis part (8), and allowing the front chassis part (7) to pivot relative to the rear chassis part (8) around an articulation axis normal to a rolling plane of the vehicle (1); and - front and rear couplings (5, 6), located respectively at the front and at the rear of the vehicle (1); the front coupling (5) being movable, alternately, between: a coupled position, in which this front coupling (5) cooperates with a rear coupling, identical to the rear coupling (6) of this vehicle and located on another vehicle, to mechanically attach, without any degree of freedom in rotation in yaw, these vehicles together, and align the front part of the chassis of this vehicle with the rear part of the chassis of the other vehicle;and an uncoupled position, in which these vehicles are detached from each other, the rear hitch (6) being movable, alternately, between: a coupled position, in which this rear hitch (6) cooperates with a front hitch, identical to the front hitch (5) of this vehicle and located on another vehicle, to mechanically attach, without a degree of freedom in rotation in yaw, these vehicles to each other and align the rear chassis part of this vehicle with the front chassis part of the other vehicle; and an uncoupled position, in which these vehicles are detached from each other, this method being characterized in that it comprises an operation of coupling one of said hitchable articulated vehicles (1), this coupling operation comprising the following steps:; a- driving the vehicle (1) onto the parking structure (12); b- positioning the front chassis part (7), respectively the rear chassis part (8), of the vehicle (1) at a height greater than or equal to the unladen height (Hv) and less than the maximum height (Hmax), the unladen height (Hv) being defined as the height of the front chassis part (7), respectively of the rear chassis part (8), when the vehicle (1) is in its minimum mass configuration and rests on its wheels (3, 4), and the maximum height (Hmax) being defined as the height of the front chassis part (7), respectively of the rear chassis part (8), when the vehicle (1) is raised to the maximum travel of its suspension (21) and remains supported on its wheels (3, 4); c— aligning the front chassis part (7) and the rear chassis part (8) of the vehicle (1) by the parking structure (12);d- hitch the vehicle (1) to another hitchable articulated vehicle placed on the parking structure (12).; 2. Method according to claim 1, characterized in that step c is carried out by positioning the front chassis part (7) and the rear chassis part (8) against lateral alignment stops (19) of the parking structure (12).

3. Method according to one of claims 1 or 2, characterized in that it comprises an operation of uncoupling an articulated hitchable vehicle (1) arranged on the parking structure (12), this uncoupling operation comprising the following steps: d- uncoupling the vehicle (1) by detaching it from another vehicle arranged in the parking structure (12); e- releasing from the parking structure (12) the front chassis part (7) and the rear chassis part (8) of the uncoupled vehicle; f- bringing the uncoupled vehicle back to rest on its wheels alone.

4. Method according to claim 3, characterized in that, during step e, the front chassis part (7) and the rear chassis part (8) of the vehicle uncoupled are released from lateral alignment stops (19) of the parking structure (12).

5. Method according to one of the preceding claims, characterized in that step b is carried out by placing the vehicle (1) on at least one support rail (15) of the parking structure (12), parking skids (22) arranged on the front chassis part (7) and the rear chassis part (8) bearing against a chassis platform (18) of said support rail (15).

6. Method according to claim 5, characterized in that step f is carried out by extracting the vehicle (1) from at least one support rail (15) of the parking structure (12), the parking skids (22) being separated from the chassis platform (18).

7. Method according to one of claims 5 or 6, characterized in that step c is carried out jointly with step b, by placing the vehicle (1) on the support rail (15), side buffers (24) fixed on the front chassis part (7) and on the rear chassis part (8) coming against side faces of the support rail (15).

8. Method according to claim 7, characterized in that step e is carried out jointly with step f, by extracting the vehicle from the support rail (15), the side buffers (24) being separated from said side faces of the support rail (15).

9. Method according to one of the preceding claims, characterized in that the coupling operation comprises a step of locking or unlocking the articulation device (9) of the coupled vehicle, when the coupled vehicle is on the parking structure (12).

10. Method according to claim 3 or according to one of claims 4 to 9 when they depend on claim 3, characterized in that the uncoupling operation comprises a step of locking or unlocking the device. articulation (9) of the uncoupled vehicle, when the uncoupled vehicle is still on the parking structure (12).

11. Method according to one of the preceding claims, each articulated hitchable vehicle (1) comprising a steering device capable of modifying the steering angle of the steered wheels, this steering device being capable of being actuated independently of the articulation device (9), this method being characterized in that the hitching operation comprises a step of aligning the steered wheels in an unsteered position.

12. Method according to claim 11, characterized in that the coupling operation comprises a step of locking the steered wheels in their non-steered position.

13. Method according to one of claims 11 or 12, when they depend on claim 3, characterized in that the uncoupling operation comprises a step of releasing the steered wheels.

14. Method according to claim 13 when it depends on claim 12, characterized in that the uncoupling operation comprises a step of unlocking the steered wheels in their unsteered position.

15. Method according to one of claims 11 to 14, characterized in that the alignment or release of the steered wheels is done by a lateral guide (25).

16. Method according to one of the preceding claims, the hitchable articulated vehicles being electric vehicles, the method being characterized in that the hitching operation comprises a step of charging the hitched vehicle by charging means (28) of the parking structure (12).

17. Method according to claim 16, characterized in that the charging step is carried out by connecting the vehicle (1) to the charging means (28) via the parking structure (12).

18. Method according to one of the preceding claims, characterized in that the coupled vehicle (1) is the first or the last vehicle in a convoy of vehicles, steps a, b, and c being implemented for each vehicle.

19. Method according to claim 3 or according to one of claims 4 to 18 when they depend on claim 3, characterized in that the uncoupled vehicle (1) is the first or the last vehicle of a convoy of vehicles, steps e and f being implemented for each vehicle.

20. Network of road motor vehicles, this network comprising at least one parking structure (12), as well as a fleet of articulated vehicles (1) which can be towed, each comprising: - a front wheel set (3) and a rear wheel set (4) mounted on suspensions (21); - a chassis comprising a front chassis part (7) on which the front wheel set (3) is mounted and a rear chassis part (8) on which the rear wheel set (4) is mounted; - an articulation device (9), interposed between the front chassis part (7) and the rear chassis part (8), and allowing the front chassis part (7) to pivot relative to the rear chassis part (8) around an articulation axis normal to a rolling plane of the vehicle (1); and - front and rear couplings (5, 6), located respectively at the front and at the rear of the vehicle (1); the front coupling (5) being movable, alternately, between: a coupled position, in which this front coupling (5) cooperates with a rear coupling, identical to the rear coupling (6) of this vehicle and located on another vehicle, to mechanically attach, without a degree of freedom in rotation in yaw, these vehicles to each other, and align the front chassis part (7) of this vehicle with the rear chassis part of the other vehicle; and an uncoupled position, in which these vehicles are detached from each other, the rear coupling (6) being movable, alternately, between: a coupled position, in which this rear coupling (6) cooperates with a front coupling, identical to the front hitch of this vehicle and located on another vehicle, to mechanically attach, without any degree of freedom in rotation in yaw, these vehicles together and align the rear chassis part (8) of this vehicle with the front chassis part of the other vehicle; and an uncoupled position, in which these vehicles are detached from each other, this network being characterized in that the parking structure (12) comprises: - a support rail (15) adapted to receive several of said articulated hitchable vehicles (1), this support rail (15) comprising a chassis platform (18); - lateral alignment stops (19) adapted to align the front chassis part (7) with the rear chassis part (8) of each vehicle, and to align the vehicles with each other; and in that the hitchable articulated vehicles (1) each comprise parking skids (22) arranged under the front chassis part (7) and under the rear chassis part (8), these parking skids (22) being adapted to cooperate with the chassis platform (18) so that, when the vehicle (1) is arranged on the parking structure (12), the front chassis part (7), respectively the rear chassis part (8), is positioned at a height greater than or equal to the unladen height (Hv) and less than the maximum height (Hmax), the unladen height (Hv) being defined as the height of the front chassis part (7), respectively of the rear chassis part (8), when the vehicle (1) is in its minimum mass configuration and rests on its wheels (3,4), and the maximum height (Hmax) being defined as the height of the front part of the chassis (7), respectively of the rear part of the chassis (8), when the vehicle (1) is raised to the maximum travel of its suspension (21) and remains supported on its wheels (3,4)., 21. Vehicle network according to claim 20, characterized in that it comprises a lifting ramp (20) adapted to lift the vehicle (1), or the train of vehicles, when it is driven onto the parking structure (12).

22. Vehicle network according to one of claims 20 or 21, characterized in that the lateral alignment stops (19) are arranged on the external lateral faces or on the internal lateral faces of at least one support rail (15).

23. Vehicle network according to one of claims 20 to 22, characterized in that each articulated hitchable vehicle (1) comprises side buffers (24) on the front chassis part (7) and on the rear chassis part (8), these side buffers (24) being adapted to be positioned against the lateral alignment stops (19).

24. Vehicle network according to claim 23, characterized in that the side buffers (24) comprise guide portions adapted to channel the trajectory of the corresponding chassis part (7, 8) in the direction of the support rail (15).

25. Vehicle network according to one of claims 20 to 24, each articulated vehicle (1) which can be hitched comprising a steering device capable of modifying the steering angle of the steered wheels, this steering device being capable of being actuated independently of the articulation device, this vehicle network being characterized in that the parking structure (12) comprises a lateral guide (25) extending parallel to the support rail (15), and adapted to align the steered wheels in an unsteered position of a vehicle (1) arranged on the support rail (15).

26. Vehicle network according to one of claims 20 to 25, the articulated vehicles (1) which can be hitched being electric vehicles, the vehicle network being characterized in that the parking structure (12) comprises charging means (28) adapted to be connected to the vehicles (1) located on the support rail (15).

27. Vehicle network according to claim 26, characterized in that the charging means (28) are connected to linear contactors (29) arranged on the support rail (15).

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