Set of rolling vehicles, hitching method, and corresponding detachment method

Abstract

The invention relates to a set of rolling vehicles comprising a front vehicle (2), a rear vehicle (3) comprising, at the front of the rear vehicle, a yaw axis orientation device (35) to which a front rolling axle system (31) of the rear vehicle (3) is attached, and a hitching system (4), such that, in the hitched configuration of the hitching system and on flat horizontal ground, the at least one wheel of the front rolling axle system (31) of the rear vehicle (3) and the at least one wheel of the rear axle system (23) of the front vehicle (2) are aligned along their axis of rotation (A230, A310) when the set of vehicles is viewed from above. The axes of rotation pass beneath the chassis of the rear vehicle.

Description

Description Title of the invention: Set of rolling vehicles, coupling method and corresponding detachment method

[0001] FIELD OF THE INVENTION

[0002] The present invention relates generally to a set of hitchable rolling vehicles, a corresponding method of coupling one vehicle to another, and a corresponding method of detaching (uncoupling).

[0003] PREVIOUS ART

[0004] We know from the state of the art vehicles, such as bicycles, to which motorized or non-motorized trailers are attached.

[0005] In the bicycle example, the trailer is coupled to the bicycle by a coupling system which comprises on the trailer side a bar equipped with a coupling head or a pivot, and, on the bicycle side, a coupling support comprising a member, such as a ball, a hook or a fifth wheel with which the coupling head or a pivot of the trailer cooperates.

[0006] In the case of a motorized trailer, the trailer may include a system for detecting the forces, in particular traction, exerted by the bicycle on the trailer, and the motorization of the trailer may be controlled to cancel the forces experienced, or to push on the bicycle.

[0007] However, the hitch system with ball, hook or fifth wheel, used between the trailer and the bike makes it difficult to control the trailer's motorization.

[0008] When the trailer pushes on the bicycle, the bicycle's behavior towards the trailer can be uncertain. In particular, there is a risk that the bicycle will end up across the trailer (a situation known as jackknifing the bicycle in relation to the trailer). In other words, the force of the trailer pushing on the bicycle via the coupling system can cause the bicycle to pivot / pull to one side unexpectedly.

[0009] Furthermore, it is noted that road irregularities (speed bumps, cobblestones, potholes) can be interpreted by the force detection system sensors housed in the hitch system as requiring an acceleration or braking response from the motor, which disrupts the handling of the bicycle. Indeed, these local road irregularities should not give rise to acceleration or braking commands. It is also noted that the use of a force detection system to control the reaction of one vehicle in relation to an action of the other vehicle generates reaction delays, and therefore uncomfortable driving.

[0010] Furthermore, it is noted that such solutions involve a significant longitudinal bulk of the entire bicycle and trailer.

[0011] Also known from the state of the art are vehicle assemblies articulated to one another, in particular from documents EP3744615 B1, EP4041574 B1, EP3642059 B1, US2016 / 016619 A1, and EP1046574 A1. However, it is noted that with these vehicle assemblies, propulsion of the vehicle assembly by the rear vehicle risks causing the vehicle assembly to jackknife. Reversing, making a U-turn and / or parking may prove complicated with such assemblies. These vehicle assemblies also have a significant longitudinal size.

[0012] The aim of the present invention is to propose a new set of rolling vehicles, a coupling method and a corresponding detachment method, making it possible to at least partially overcome one or more of the problems set out above.

[0013] SUMMARY OF THE INVENTION

[0014] To this end, the invention relates to a set of rolling vehicles comprising: - a first vehicle, called the front vehicle, comprising a chassis, a front rolling axle system comprising one or more wheels, and a rear rolling axle system comprising one or more wheels; the front vehicle comprising a system for driving at least part of the wheels of the front vehicle in movement; - a second vehicle, called the rear vehicle, comprising a chassis, a front rolling axle system comprising one or more wheels, and a rear rolling axle system comprising one or more wheels; the rear vehicle comprising an electric motor for driving at least part of the wheels of the rear vehicle; - a coupling system capable of having an uncoupled configuration in which the rear vehicle and the front vehicle are detached from each other and a coupled configuration; characterized in that the rear vehicle also comprises a steering device, called a yaw axis steering device, preferably a steering ring, such as a ball ring, the yaw axis steering device being located on the front side of the rear vehicle and comprising: a first part to which the front rolling axle system of the rear vehicle is fixed, and a second part fixed to the chassis of the rear vehicle, the first part and the second part being pivotally mounted relative to each other about an axis, called the yaw axis, which is, when the vehicle assembly is supported by its wheels on horizontal ground, orthogonal to the ground support plane of the wheels of the vehicle assembly;the axles of the wheels of the front rolling axle system of the rear vehicle and of the rear rolling axle system of the front vehicle passing under the chassis of the rear vehicle in coupled configuration; the set of vehicles being configured so that, in coupled configuration and when the vehicles are supported by their wheels on horizontal flat ground, the wheel(s) of the front rolling axle system of the rear vehicle and the wheel(s) of the rear rolling axle system of the front vehicle are, when viewed from above of the set of vehicles, aligned along their axis of rotation.;

[0015] The fact that the axles of the wheels of the front rolling axle of the rear vehicle and of the rear rolling axle of the front vehicle pass under the chassis of the rear vehicle in the coupled state, and that the yaw steering device is located on the front side of the rear vehicle, makes it possible to limit the size of the vehicle assembly, and to maneuver the vehicle assembly efficiently with a reduced turning radius and without the risk of jackknifing. The passage of the axles of said axle wheels under the chassis of the rear vehicle limits in particular the longitudinal dimensions considered when the front vehicle and the rear vehicle are aligned and arranged to travel in a straight line.

[0016] The front side of the rear vehicle is the side of the rear vehicle, especially the rear vehicle frame, that is closest to the front vehicle in the coupled state, especially when the vehicles are traveling straight ahead, as opposed to the opposite rear side of the rear vehicle.

[0017] The yaw axis of the yaw axis steering device has a unique position relative to the rear vehicle frame. The position of the yaw axis is independent of the orientation of the front rolling axle system of the rear vehicle. In a particular aspect, the yaw axis steering device has a geometry that is non-deformable. The yaw axis of the yaw axis steering device passes through the rear vehicle frame.

[0018] In the coupled state, in projection along a vertical axis in the horizontal plane of support on the ground of the wheels of the vehicle assembly, the axes of the wheels of the front rolling axle system of the rear vehicle and of the rear rolling axle system of the front vehicle intersect the chassis of the rear vehicle. In other words, the chassis of the rear vehicle passes above said axes. In profile view of the vehicle assembly arranged to travel in a straight line, said wheel axes are located under the chassis of the rear vehicle.

[0019] In the coupled state, at least part of the wheels of the front rolling axle system of the rear vehicle and of the rear rolling axle system are located under the rear chassis, preferably under the yaw axis steering device, for example the wheel or wheels of the front rolling axle system of the rear vehicle and of the rear rolling axle system closest to the longitudinal axis of the rear vehicle for a configuration of the vehicle assembly aligned to move forward in a straight line.

[0020] According to one embodiment, said wheel axles of the front rolling axle system of the rear vehicle and of the rear rolling axle system extend below the yaw axis steering device in the coupled state.

[0021] A part of the coupling system is attached, preferably with pitching mobility, directly or indirectly to the part of the steering device to which the front rolling axle system of the rear vehicle is attached. Another part of the coupling system is attached to the chassis of the front vehicle (or possibly to the rear rolling axle system of the front vehicle), preferably by means of a roll axis steering device. Said parts of the coupling system are capable of being mechanically coupled to each other. In the coupled configuration, the coupling system does not allow internal yaw mobility or is devoid of internal yaw mobility, so that the front rolling axle of the rear vehicle and the rear rolling axle of the front vehicle cannot pivot relative to each other about a yaw axis. In the coupled state, it is the entire front rolling axle of the rear vehicle and the rear rolling axle of the vehicle that can pivot relative to the chassis of the rear vehicle about the yaw axis of the yaw axis steering device.

[0022] According to a particular aspect, in projection in a vertical direction in the horizontal plane of support on the ground of the wheels of the assembly, the axes of the wheels of the front rolling axle of the rear vehicle and of the rear rolling axle of the front vehicle intersect the parts of the steering device mounted to pivot relative to each other.

[0023] The rear vehicle chassis is a rigid chassis that does not have any internal articulation that would make one part of the chassis movable relative to another around a yaw axis.

[0024] In the coupled state, there is no permissible yaw axis between the front rolling axle of the rear vehicle and the rear rolling axle of the front vehicle that would allow relative yaw rotation between the front rolling axle of the rear vehicle and the rear rolling axle of the front vehicle.

[0025] Preferably, the rear vehicle does not have a driver's cab. In the coupled state, the electric motor of the rear vehicle can be controlled by the driver present in the driver's cab of the front vehicle, using corresponding control members. In the uncoupled state, the rear vehicle can be moved by a walking driver who can guide the rear vehicle using the manual steering device and control the motor using a corresponding control member, for example present on the manual steering device.

[0026] The electric drive of the rear vehicle preferably comprises an electric motor for each wheel of the front rolling axle system of the rear vehicle, and, optionally, an electric motor for each wheel of the rear rolling axle system of the rear vehicle.

[0027] According to one embodiment, the yaw axis of the yaw axis steering device is, in the coupled configuration, when the set of vehicles is supported by its wheels on horizontal plane ground, intersecting with the axis of the wheel(s) of the front rolling axle system of the rear vehicle and the axis of the wheel(s) of the rear rolling axle system of the front vehicle.

[0028] The fact that when the vehicle assembly is on a horizontal plane ground, the axis of the yaw axis steering device intersects, i.e. cuts, the axis of the wheel(s) of the front rolling axle system of the rear vehicle and the axis of the wheel(s) of the rear rolling axle system of the front vehicle, and this, in combination with the fact that, in plan view, the wheels of the front rolling axle system of the rear vehicle and of the rear rolling axle system of the front vehicle are aligned according to their axis of rotation, makes it possible to reduce the longitudinal size of the vehicle assembly, while making it possible to reduce the turning radius and this while offering improved driving stability and good maneuverability of the vehicle assembly, in particular when it is the rear vehicle which pushes the front vehicle or when reversing, by avoiding jackknife of the vehicles.

[0029] Advantageously, the steering device is produced in the form of a slewing ring, such as a ball or roller ring. The slewing ring comprises a first part in the form of a first ring to which the front rolling axle system of the rear vehicle is fixed, and a second part in the form of a second ring fixed to the chassis of the rear vehicle. The rings are concentric and mounted to pivot relative to each other about an axis, which is said yaw axis, passing through the center of the rings.

[0030] The yaw axis steering device has a single pivot axis forming the yaw axis. The position of this yaw axis relative to the rear vehicle chassis is independent of the yaw angle between the vehicles, i.e. independent of the angle formed by the longitudinal axis of the front vehicle with the longitudinal axis of the rear vehicle.

[0031] Each front or rear rolling axle system can also be referred to as a front or rear running gear.

[0032] According to one embodiment, the yaw axis is, when the vehicle assembly is supported by its wheels on horizontal ground, intersecting with the axis of the wheel(s) of the front rolling axle system of the rear vehicle and the axis of the wheel(s) of the rear rolling axle system of the front vehicle.

[0033] According to one embodiment, the orientation device is an orientation ring. The orientation ring comprises two coaxial rings mounted to pivot relative to each other around the yaw axis which forms the axis of each ring.

[0034] According to one embodiment, the spacing height of the chassis of the rear vehicle relative to the ground support plane of the wheels of the front rolling axle system of the rear vehicle and of the rear rolling axle system of the front vehicle is greater than the height of the wheels of the front rolling axle system of the rear vehicle and of the rear rolling axle system of the front vehicle. This, in combination with the yaw mobility provided by the yaw axis steering device, allows the wheels of the front rolling axle system of the rear vehicle and of the rear rolling axle system of the front vehicle to pass freely under the chassis during a yaw rotation of the front vehicle relative to the rear vehicle over the range that the bodies of the front and rear vehicles allow by construction, i.e. as long as the bodies do not come into abutment against each other.

[0035] According to one embodiment, the system for driving at least part of the wheels of the front vehicle in motion comprises a pedal system, preferably equipped with an electric assistance system comprising an electric motor, which may be present in the pedal system or in at least one of the wheels of the front vehicle. In particular, it may be provided that the pedal system comprises a transmission chain coupled to the shaft of the front or rear rolling axle system to allow a mechanical drive of the front or rear rolling axle system by muscular force applied by the operator to the pedal system.

[0036] When reference is made to a view projected along an axis orthogonal to said support plane, this corresponds to a top view (along a vertical axis) of the set of vehicles on a horizontal plane.

[0037] According to one embodiment, the electric assistance system comprises an electric motor (or electric motorization) which can be located in the or one of the wheels of the front or rear rolling axle system or in the pedal system of the front vehicle.

[0038] The front vehicle comprises a driver's station including a seat and a steering control system, such as a steering wheel or handlebar, to enable a driver in the front vehicle to steer the front vehicle by steering the wheel(s) of the front rolling axle system. The driver can sit in the front vehicle and thus control, from the front vehicle, the front vehicle's travel drive system (such as a preferably electrically assisted pedal system) and, in the coupled state, the electric motorization of the rear vehicle's travel drive system.

[0039] According to one embodiment, the coupling system is also capable of having a so-called pre-coupled configuration (or even intermediate configuration), in which the coupling system has internal yaw mobility (i.e.pivoting mobility between two parts of the coupling system around an axis orthogonal, called the internal yaw axis, to the ground support plane of the wheels of the vehicle assembly - which is a vertical axis when the vehicle assembly is on horizontal ground), according to which the vehicles are linked together by the coupling system (so that an advance of the front vehicle causes the rear vehicle to move), while being able to pivot relative to each other around a yaw axis internal to the coupling system; said assembly comprises a locking system configured so that, when the coupling system is in the pre-coupled configuration, it can move from an unlocked position (in which the internal yaw mobility is free) to a locking position in which the internal yaw mobility of the coupling system is. locked so that the coupling system is in the coupled configuration. In the coupled configuration, the vehicles are coupled to each other mechanically so that a forward movement of one acts on the other and the coupling system is either devoid of internal yaw mobility or has internal yaw mobility which is blocked by the blocking system. In the pre-coupled configuration (in the case of a coupling system having internal yaw mobility), the vehicles are simply coupled to each other mechanically so that a forward movement of the front vehicle acts on the rear vehicle and the internal yaw mobility is free, the blocking system being in the unlocked position. The internal yaw axis of the coupling system is parallel to the yaw axis of the steering device when the vehicle assembly is on horizontal, flat ground.

[0040] The locking system allows the coupling system to be switched from the pre-coupled configuration to the coupled configuration. Advantageously, in the locking position, the locking system covers elements of the coupling system that can be coupled and decoupled from each other, which form the internal yaw mobility in the coupled state.

[0041] In the pre-coupled configuration the separable parts of the coupling system are connected to each other, while leaving free internal yaw mobility allowing coupling of the rear vehicle with the front vehicle while the front vehicles and rear vehicle are not aligned or completely aligned.

[0042] According to one embodiment, the locking system comprises a main body, called a valve, pivotally mounted between the unlocking position and the locking position, preferably around a lateral axis, on a part of one of the vehicles, preferably the front vehicle, for example on a part of the coupling system carried by the front vehicle.

[0043] According to one embodiment, the locking system comprises a return device, such as cylinders, configured to return the locking system to the locking position when the locking system is within a given angular range about its pivot axis.

[0044] According to one embodiment, the locking system comprises a locking member which, in the locking position of the locking system, cooperates with a corresponding locking member provided on the coupling system, preferably on a part of the coupling system carried by the rear vehicle, to lock the locking system in the locking position. The locking members remain detachable (unlockable) from each other by voluntary manual action. Advantageously, the locking members are male-female type snap-in members, such as a tab capable of engaging in an opening, the locking members being disengageable from each other by voluntary manual action.

[0045] According to one embodiment, the locking system comprises locking elements, for example in the form of dice, which, in the locking position of the locking system, extend on either side of the longitudinal axis of the coupling system opposite corresponding stop elements carried by the coupling system so as to block the internal yaw mobility of the coupling system.

[0046] According to one embodiment, in the coupled configuration, the coupling system being devoid of internal yaw mobility, the electronic and / or computer system for controlling the vehicle assembly is configured to authorize the operation of the electric motor of the rear vehicle, while preventing the operation of the electric motor of the front vehicle when it is present.

[0047] According to one embodiment, the system for driving at least part of the wheels of the front vehicle comprising an electric motor, for example for electric pedal assistance when the front vehicle is equipped with a pedal system, the set of vehicles comprises an electronic and / or computer control system which is configured to: - in the pre-coupled configuration of the coupling system in which the internal yaw mobility is free, and preferably as long as the speed of the front vehicle is below a given threshold value, such as 6 km / h, authorize the operation of the electric motor of the front vehicle, and preferably of the electric motor of the rear vehicle; - in the coupled configuration of the coupling system in which the internal yaw mobility is blocked by the blocking system, authorize the operation of the electric motorization of the rear vehicle, while preventing the operation of the electric motorization of the front vehicle.

[0048] This allows, when the front vehicle and the rear vehicle are pre-coupled without being properly aligned, to control the forward movement of the front vehicle in a straight line, and preferably the forward movement of the rear vehicle (in particular when the power on the front vehicle is not sufficient to tow the rear vehicle which is potentially heavier than the front vehicle) to allow the front and rear vehicles to align. In the aligned state of the vehicles and therefore of the various separable parts of the coupling system, the locking system can come, preferably by automatic return, into the locking position. The coupling system is then in the coupled configuration according to which the internal yaw mobility is blocked by the locking system.

[0049] Preferably, the activation of the locking system is done at least partly automatically. In particular, it may be provided that, in the pre-coupling configuration, the locking system is brought, preferably by being lowered or folded down, towards its locking position but without reaching its locking position due to the non-alignment of the rear vehicle with the front vehicle which prevents said locking position from being reached. Once the alignment of the vehicles and therefore of the parts of the coupling system has been obtained, the locking system can reach said locking position, preferably being returned to said locking position by a return device. In particular, the alignment of the vehicles allows a locking member of the locking system to engage, preferably automatically under the effect of the return device, with a corresponding locking member of the coupling system.

[0050] When the vehicles are not properly aligned, the movement of the locking system from its locking position to its unlocking position may be prevented by an offset in the position of the locking system relative to all or part of the coupling system which prevents the locking member of the locking system from cooperating with the corresponding locking member of the coupling system.

[0051] Deactivating the electric motor of the front vehicle when the vehicles are coupled allows the entire vehicle assembly to be moved using of the electric motor of the rear vehicle only, thus avoiding having to synchronize two motors - front and rear - which would be a source of difficulty and would present a risk for the reliability of driving in the event of a synchronization problem. This also makes it possible to balance the distribution of power on the front and rear vehicles to benefit from sufficient electric power on the rear vehicle, in particular because the rear vehicle is intended to carry more load than the front vehicle and also to allow the rear vehicle to be moved separately when the rear vehicle is detached and must be moved while being guided by the operator.

[0052] In the detached (uncoupled) state of the front and rear vehicles, the electric motor of the front vehicle's on-the-go drive system remains available when present.

[0053] According to a particular aspect, when the vehicles are coupled, muscular propulsion of the front vehicle resulting from a request by the driver of a pedal system, when said pedal system is present, remains possible. In other words, the electric motorization for the propulsion of the front vehicle is inactivated but the driver can use the pedal system to provide mechanical propulsion on the front vehicle in addition to the electric motorization of the rear vehicle.

[0054] When present, the electric motorization of the front vehicle may include a motorization of at least one front vehicle wheel and / or an electric pedal assistance motorization in the case where the front vehicle is equipped with a pedal system.

[0055] Thus, in the pre-coupled configuration (coupled state between them of the separable parts of the coupling which are carried by the front vehicle and the rear vehicle but without the locking system being activated (i.e. no locking position of the locking system which would block any yaw mobility internal to the coupling system), the electric motor of the front vehicle, and preferably the electric motor of the rear vehicle, is authorized to move the set of vehicles in a straight line in order to cause their alignment and thus allow the locking of the coupling system. The locking system can then move into the locking position to block any yaw mobility internal to the coupling system, and the electronic and / or computer control processing system deactivates the electric motorization of the front vehicle when it is present. Advantageously, the set of vehicles comprises a sensor which detects the locking position and / or the state attached to each other of the locking members. The electronic and / or computer control system receives this information which is interpreted as meaning that the coupling system is in the coupled configuration. When the electronic and / or computer control system simply detects an electric cable connection between the control units of the two vehicles and the state of the sensor reflects the fact that the locking system is not in the locking position, it can be provided that the electronic and / or computer control system deduces from this that the coupling system is in the pre-coupled configuration.It may be provided that the vehicle assembly includes a sensor for detecting the state coupled together of the different parts of the coupling system to confirm or detect this pre-coupled configuration.

[0056] According to one embodiment, said vehicle assembly comprises a manual guidance device which is attached to a portion of the coupling system which, in the uncoupled state, is carried by the rear vehicle, and which has pivoting mobility about a lateral axis relative to the chassis of the rear vehicle, said pivoting mobility preferably forming pitching mobility between the vehicle chassis in the coupled state of the vehicles.

[0057] According to one embodiment, the manual guidance device comprises a telescopic bar provided with a handlebar, and a system for adjusting the length of the telescopic bar. The telescopic bar provided with a handlebar is preferably located under the part of the coupling system to which the manual guidance device is attached.

[0058] In one embodiment, the yaw axis steering device is configured to allow the front vehicle frame and the rear vehicle frame to pivot relative to each other so that a configuration of the vehicles can be achieved in which the longitudinal axis of the front vehicle forms a right angle with the longitudinal axis of the rear vehicle.

[0059] Such pivoting freedom combined with the special arrangement of the steering device and the front and rear vehicle rolling axle systems enables efficient driving and maneuverability and safety of the vehicle assembly, with reduced space requirements and the possibility of a reduced turning radius compared to existing vehicles.

[0060] According to one embodiment, the or each wheel of the rear rolling axle system of the front vehicle is located at least partly under the chassis of the rear vehicle. This contributes to reducing the longitudinal size of the vehicle assembly and makes it possible to use the volume above the front axles of the rear vehicle and rear axles of the front vehicle to benefit from a large transport volume at the rear vehicle. Indeed, the chassis of the rear vehicle can receive a transport box.

[0061] According to one embodiment, the vehicle assembly comprises an articulation system, called a pitch articulation system, configured to, in the coupled state, allow the chassis of the front vehicle and the chassis of the rear vehicle to pivot relative to each other about a lateral axis orthogonal to a longitudinal axis of the assembly of the front vehicle and the rear vehicle. This freedom of pitch makes it possible to avoid a transfer of mass from one vehicle to the other and / or makes it possible to absorb variations in the ground profile of the bump or hollow type.

[0062] The front axle system of the rear vehicle and the rear axle system of the front vehicle can thus remain independent of each other with respect to a pitching movement, while remaining rotationally integral with each other about the yaw axis of the steering device. Advantageously, the roll mobility between the vehicle frames also allows the rear axle system of the front vehicle to be rotationally independent about the roll axis relative to the front axle system of the rear vehicle.

[0063] According to one embodiment, the vehicle assembly comprises a roll axis device (also called a roll articulation system), configured to allow the front vehicle frame and the rear vehicle frame to pivot relative to each other about a roll axis parallel to, preferably coincident with, the longitudinal axis of the front vehicle assembly and of the rear vehicle. This allows the rear rolling axle system of the front vehicle to roll relative to the front rolling axle system of the rear vehicle and vice versa. In fact, the roll axis allows the wheel(s) of the rear axle of the front vehicle to tilt without impacting the front axle of the rear vehicle. Thus, the coupling system allows the wheels to not be parallel if the ground is uneven (non-level ground) while allowing the treads to remain parallel.

[0064] The roll axis slewing device is preferably a slewing ring, for example a ball or roller ring. The roll axis slewing ring can be designed as a yaw axis slewing ring with a first part and a second part pivotally mounted relative to each other about said roll axis.

[0065] The freedom of rolling and / or pitching permitted by the coupling system allows the two vehicles to maintain independent behavior, even in the event of significant slopes and irregularities in the road profile (each axle system follows the behavior of its vehicle). Road holding and safety are thus improved.

[0066] According to one embodiment, the rear rolling axle system of the front vehicle comprises a structure for connecting the or each wheel to the chassis of the front vehicle, said connecting structure being elongated so that the or each wheel of the rear rolling axle system extends spaced behind the chassis of the front vehicle, preferably at least partly under the chassis of the rear vehicle, said connecting structure being articulated to the chassis of the front vehicle about a lateral axis, the front vehicle comprising a damping system interposed between the chassis and said connecting structure.

[0067] The connecting structure may be in the form of one or more arms connecting the or each wheel to the chassis of the front vehicle. The lateral articulation axis of the connecting structure forms a pitch axis of the rear rolling axle system of the front vehicle relative to the chassis of the front vehicle. This allows the or each wheel of the rear rolling axle system to remain free of pitching independently of the pitching permitted by the coupling system. This gives a limitation of the impact (transfer) of the weight of the rear vehicle on the front vehicle, therefore better road holding, reliability and driving safety.

[0068] According to one embodiment, the roll axis device comprises a slewing ring, the rotation axis of which forms the roll axis, said rotation axis being oriented horizontally when the vehicle assembly is on horizontal flat ground and along the longitudinal axis of the vehicle assembly when the vehicle assembly is moving in a straight line.

[0069] According to one embodiment, the front rolling axle system of the rear vehicle is mounted articulated to the yaw axis steering device around a lateral axis orthogonal to the yaw axis of the yaw axis steering device, said lateral axis being horizontal when the rear vehicle is supported by its wheels on horizontal flat ground, and the rear vehicle comprises a damping system configured to dampen the pivoting of the front rolling axle system of the rear vehicle around said horizontal lateral axis.

[0070] In particular, the front axle system of the rear vehicle is hingedly mounted to a support structure attached to one of the parts of the yaw axis steering device which is rotatably movable relative to the other part of the steering device which is attached to the chassis of the rear vehicle.

[0071] Said lateral axis, around which the front rolling axle system of the rear vehicle is articulated, forms a pitch axis of the front rolling axle system of the rear vehicle, which is independent of the pitch axis formed, preferably at the coupling system, between the chassis of the rear and front vehicles, which allows the or each wheel of the front rolling axle system of the rear vehicle to best match the profile of the ground. Advantageously, the lateral damping axis of the rear rolling axle system of the front vehicle forms a pitch axis of the rear rolling axle system of the front vehicle, which is independent of the pitch axis between the chassis and of the lateral damping axis of the front rolling axle system of the rear vehicle, which allows the or each wheel to best match the profile of the ground.

[0072] The different mobilities available between the chassis and between the axles and the chassis ensure good road holding while allowing limit the distance to be provided between vehicles and therefore the size of the vehicle as a whole.

[0073] The vehicle assembly is devoid of yaw mobility other than the mobilities formed by the steering axis of the front wheel(s) of the front vehicle controllable by the steering control system, the pivot axis of the yaw axis steering device, and when present the yaw mobility internal to the coupling system which is intended to be blocked in the locking position of the coupling system by the locking system. In particular, there is no yaw mobility between the wheel(s) of the rear axle of the front vehicle and the chassis of the front vehicle.

[0074] In the absence of rolling and pitching motion between the vehicles, the aligned positioning, in top view, of the wheels of the front rolling axle system of the rear vehicle and the rear rolling axle system of the front vehicle along their axis of rotation (i.e. said wheels are aligned along their axis), allows the entire front rolling axle system of the rear vehicle and the rear rolling axle system of the front vehicle to behave as a single overall rolling axle, or set of wheels, which can take a turn without skidding, with a reduced overall size of the vehicle assembly.

[0075] Preferably, the front rolling axle system of the rear vehicle remains free to rotate about a pitch axis and / or about a roll axis relative to the front vehicle. The front rolling axle system of the rear vehicle is rotationally secured about the yaw axis to the steering device of the main chassis of the front vehicle (in other words, when the chassis of the front vehicle pivots about the yaw axis, the front rolling axle system of the rear vehicle also pivots), but the front rolling axle system of the rear vehicle can nevertheless remain free to roll and pitch relative to the rear rolling axle system of the front vehicle.

[0076] The top view of the vehicle assembly corresponds to a projected view of the assembly onto the ground support plane of the vehicle wheels, along a projection axis orthogonal to said support plane.

[0077] According to one embodiment, the front rolling axle system of the rear vehicle is attached to a portion of the steering device via a support structure and the front rolling axle system of the rear vehicle is mounted articulated to the support structure about a lateral axis (by means of one or more arms connecting the or each wheel of the front rolling axle system of the rear vehicle to the support structure). A damping system is connected on one side to the support structure and on the other to the front rolling axle system, to allow damping of the pivoting movement of the or each wheel of the front rolling axle system of the rear vehicle relative to the support structure about the lateral axis (which is horizontal and perpendicular to the longitudinal axis of the vehicle assembly when said assembly is rolling in a straight line on horizontal ground).

[0078] According to one embodiment, the coupling system comprises: - a first part, called the rear part, carried by the first part of the yaw axis steering device to which the front rolling axle system of the rear vehicle is fixed; - a second part, called the front part, carried by the front vehicle, the rear part and the front part being decoupled from each other in the uncoupled state, and coupled to each other in the coupled state, in which the rear part comprises a first coupling member and the front part comprises a second coupling member capable of being coupled to the first coupling member.

[0079] It may be provided that one of said first and second coupling members comprises a ring, possibly provided with an annular ball joint internal to the ring, and the other coupling member comprises a vertical mechanical axis (vertical with reference to a position of the assembly on a flat horizontal ground) on which the ring is capable of being mounted, the two coupling members being able to be linked together by a pin, the first and second coupling members allowing, in the coupled state to each other, a pivoting mobility corresponding to said internal yaw mobility when the locking system is in the unlocked position (said internal yaw mobility being blocked when the locking system is in the blocked position). Such a design facilitates coupling when the vehicles are not well aligned.

[0080] According to a particular aspect, the part of the coupling system provided with the ring being articulated to the vehicle which carries said part of the coupling system, around of a lateral articulation axis, in the unlocking position of the locking system (the coupling system being in a pre-coupled configuration which also corresponds to a configuration that can be called pre-uncoupled), to move the coupling system into the uncoupled configuration, the rear part of the coupling system is detachable from the front part of the coupling system, by raising the part of the coupling system equipped with the ring by pivoting around said lateral articulation axis, so as to release the ring relative to the vertical mechanical axis carried by the other part of the coupling system.The second part of the coupling system which carries the second coupling member can be fixed, for example by a support part carried by the front vehicle, to a first part of a roll axis steering device, preferably a steering ring, which comprises a second part fixed to the chassis of the front vehicle, the first part and the second part being mounted pivoting relative to each other around an axis of the steering device which forms the roll axis.

[0081] When viewed from above and on a horizontal plane, the wheel(s) of the front rolling axle system of the rear vehicle and the wheel(s) of the rear rolling axle system of the front vehicle are coaxial. Advantageously, when the assembly is equipped with the roll axis device, the wheel(s) of the rear rolling axle system of the front vehicle can rotate around the roll axis relative to the wheel(s) of the front rolling axle system of the rear vehicle to allow unevenness in the ground to be absorbed.

[0082] On a level, horizontal ground, in the activated state of the coupling system, the wheels of the front rolling axle system of the rear vehicle and the rear rolling axle system of the vehicle remain parallel to each other (and aligned according to their axis of rotation in plan view) during the movement of the vehicle combination, both when cornering and in a straight line. In other words, the axes of rotation of the wheel(s) of the front rolling axle system of the rear vehicle and the wheel(s) of the rear rolling axle system of the front vehicle are parallel.

[0083] A rolling axle system comprises the wheel(s) of this axle and a connecting structure to the chassis of the corresponding vehicle. The connecting structure comprises for example an arm and / or a shaft (or a set of arms and / or shafts). For the front rolling axle system of the rear vehicle, the connecting structure of the wheel(s) is connected to the chassis via the steering device. According to one embodiment, for the rear rolling axle system of the front vehicle, the connecting structure comprises an arm which is connected on one side to a shaft which carries the wheel(s) of the rear axle of the front vehicle and which is connected on the other side to the chassis of the front vehicle, being articulated to said chassis of the front vehicle around a lateral axis, but said arm is not directly connected to the coupling system.

[0084] A lateral axis is, for a configuration of the vehicle, or of the set of vehicles, resting on a horizontal plane of ground and whose wheels are oriented for a straight line movement of the vehicle, or of the set of vehicles, a horizontal axis orthogonal to the longitudinal axis of the vehicle, or of the set of vehicles. In other words, on a horizontal plane of ground and for a configuration of the vehicle or of the set of vehicles whose wheels are oriented for a straight line movement of the vehicle or of the set of vehicles, a lateral axis is parallel to an axis of rotation of the wheels.

[0085] Such a design of the vehicle assembly with such a coupling system makes it possible to make the front rolling axle system of the rear vehicle (the rear vehicle being, for example, a trailer), integral, for cornering, with the rear rolling axle system of the front vehicle (the front vehicle being, for example, a tricycle). Advantageously, the particular arrangement of the roll axis steering device, the front axle systems of the rear vehicle and the rear axle systems of the front vehicle, and the coupling system allows the rear vehicle to push the front vehicle in a straight line as well as in a corner while leaving a large degree of freedom of roll (for example to allow a deflection of at least 25° on each side of the vertical, i.e. a total deflection of at least 50°) and pitch (for example to allow a deflection of at least 15° on each side of the horizontal - or longitudinal axis - i.e. a total deflection of at least 30°).

[0086] The axis of the front rolling axle system of the rear vehicle thus remains parallel, and in particular coaxial in top view when the vehicles are driving on horizontal level ground, with the axis of the rear rolling axle system of the front vehicle when cornering (and in a straight line) on horizontal level ground, and preferably including when there is a rolling movement between the vehicles. The axis of a rolling axle system is considered to be parallel or coincident with the axis of the wheel(s) of said rolling axle system. As explained above, "in top view" means a view in a direction orthogonal to the ground support plane of the wheels of a vehicle or of the set of vehicles, such as the vertical axis when the ground is a horizontal flat ground. According to a particular aspect, when the assembly comprises a pitch axis device and / or a roll axis device, on a non-flat ground, the axes (direction) of the treads (contact zones between wheels and ground) remain parallel regardless of road defects and overhangs taken by the two vehicles.

[0087] It should be noted that when the wheels of the front rolling axle system of the rear vehicle and the rear rolling axle system of the front vehicle are of the same diameter, then, in the activated (coupled) state of the coupling system, the wheel(s) of the front rolling axle system of the rear vehicle and the wheel(s) of the rear rolling axle system of the front vehicle are coaxial at least when the vehicle assembly is on a horizontal plane ground (regardless of the viewing angle of the vehicle assembly).

[0088] In other words, the front rolling axle system of the rear vehicle, in the coupled state of the vehicles together, forms a part of the front vehicle in the sense that the front rolling axle system of the rear vehicle behaves, on a horizontal plane, like the rear rolling axle system of the front vehicle in the turns taken by the front vehicle (and also in a straight line), while leaving a large degree of freedom to the rear axle of the front vehicle in rolling and pitching when the assembly is equipped with said pitch axis device and / or said roll axis device. In the coupled state, the rear wheel(s) of the front vehicle and respectively the front wheel(s) of the rear vehicle support the front vehicle, respectively the rear vehicle. The coupling system makes it possible not to transfer load (weight force) from one vehicle to the other.Furthermore, on a horizontal level ground, the rear rolling axle system of the front vehicle is located at the same longitudinal level of the vehicle assembly as the front rolling axle system of the rear vehicle. It is of course understood that, in side view and on a horizontal level ground, if a difference in diameter exists. between the wheel(s) of said front rolling axle system of the rear vehicle and the wheel(s) of the rear rolling axle system of the front vehicle, a height offset of the wheel axes appears, but these axes remain parallel when said vehicles are coupled together, in particular when cornering, in the absence of rolling.

[0089] Distributing at least part of the electric propulsion power to the rear vehicle by equipping the rear vehicle with a motor for at least part of the front wheels makes it possible to limit the power of the electric motor to be provided on the front vehicle and / or to use only a low drive power on the front vehicle, for example muscular power, via a pedal system.

[0090] The front vehicle may include a pedal motor - such as a pedal drive, possibly electrically assisted, which may include a drive chain that is connected to a rear wheel of the front vehicle. In this case, it may be provided that only muscular power is used on the front vehicle, in addition to the electric propulsion power of the rear vehicle.

[0091] The longitudinal axis of a vehicle means the horizontal axis associated with the vehicle's chassis which is parallel to the direction of travel of the vehicle in a straight line (i.e. when the vehicle's steerable wheel(s) are straight) when the vehicle is moving on horizontal ground.

[0092] The propulsion system formed by the motorization of the front rolling axle system of the rear vehicle makes it possible to push the front vehicle, using a part of the vehicle which belongs, in the detached state of the vehicles, to the rear vehicle, but which, in the coupled state of the vehicles, is secured to the front vehicle for cornering (while preferably allowing possible rolling and / or pitching mobility according to the embodiments of the invention), without the risk of causing the front vehicle to skid when cornering.

[0093] When the front vehicle is cornering in the coupled configuration of the coupling system, the lack of yaw mobility between the front rolling axle system of the rear vehicle and the rear rolling axle system of the front vehicle prevents relative pivoting about a vertical axis of the front rolling axle system of the rear vehicle relative to the system rear rolling axle of the front vehicle. Advantageously, the vehicle assembly also allows for roll and pitching between the two vehicles.

[0094] A motorization of the or each wheel of the front rolling axle system of the rear vehicle optimizes the power distribution between the front vehicle and the rear vehicle in order to comply with vehicle power application standards. The rear vehicle drive system is configured to provide more power, for example 16 times, than the power that can be provided by the front vehicle drive system.

[0095] Furthermore, the arrangement of the yaw axis steering device and the front axle system of the rear vehicle and the rear axle system of the front vehicle located under the yaw axis steering device makes it possible to reduce the longitudinal dimensions of the two vehicles together. In particular, when the rear rolling axle system of the front vehicle comprises one wheel and the front rolling axle system of the rear vehicle comprises two wheels, the wheel of the rear rolling axle system of the front vehicle is housed between the wheels of the front rolling axle system of the rear vehicle, directly above the yaw axis steering device.

[0096] The coupling system is, in the coupled state of the coupling system, devoid of an articulation allowing pivoting of the rear rolling axle system of the front vehicle (or of the chassis of the front vehicle - because there is no pivoting mobility between the chassis of the front vehicle and the rear rolling axle system of the front vehicle about an axis orthogonal to the ground support plane of the wheels of the front vehicle) and of the front rolling axle system of the rear vehicle relative to each other about an axis orthogonal to the ground support plane of the wheels of the rear vehicle. It may be provided that by construction the coupling system is devoid of internal yaw mobility or, as explained above, that in the coupled state any possible yaw mobility internal to the coupling system is blocked by an associated blocking system.

[0097] If the wheels of the front rolling axle system of the rear vehicle and the rear rolling axle system of the front vehicle are integral in direction (orientation), in the coupled state of the vehicles, and therefore cannot be turned (oriented) independently of each other, the set of wheels of the front rolling axle system of the rear vehicle and the rear rolling axle system of the front vehicle can be rotated (steered) relative to the chassis of the rear vehicle or relative to the wheel(s) of the rear rolling axle system of the rear vehicle during a turn. In fact, the yaw axis steering device allows the chassis of the rear vehicle to pivot relative to the chassis of the front vehicle about an axis orthogonal to the ground support plane of the wheels of the rear vehicle (vertical axis when the ground is horizontal) for cornering, while the or each wheel of the rear rolling axle system of the front vehicle follows the movement of the front wheel(s) of the rear vehicle during this turn on a level ground (i.e.during the pivoting of the chassis of the front vehicle and the chassis of the rear vehicle relative to each other around said axis orthogonal to the ground support plane of the wheels, which is permitted by the orientation device of the rear vehicle).

[0098] At least in the coupled state of the front vehicle to the rear vehicle, the or each rear wheel of the front vehicle is non-steering.

[0099] The hitch system may include an attachment and detachment area to allow two elements of the hitch system to be attached together to obtain the coupled configuration of the hitch system, or to allow the two elements of the hitch system to be detached to obtain the uncoupled configuration of the hitch system. At least one of the parts of the hitch system, or at least a portion of a given part of the hitch system, is detachable from one of the other parts of the hitch system, or is detachable from another portion of said given part of the hitch system, to obtain the uncoupled configuration of the hitch system, and attachable to said other part of the hitch system, or attachable from another portion of said given part, to obtain the coupled configuration of the hitch system.

[0100] The longitudinal axis is defined, when the set of vehicles is traveling in a straight line on a horizontal plane, as being a horizontal axis which passes along the vehicles, i.e. parallel to the direction of movement of the vehicle, preferably between the side wheels of the front and / or rear vehicle, i.e. between the wheels of an axle when the rolling axle comprises two wheels.

[0101] According to one embodiment, the coupling system comprises: - a part, called the front part, mounted on the chassis of the front vehicle or on the rear rolling axle system of the front vehicle, - and a part, called the rear part, articulated, for example by means of a fixed part, to the first part of the yaw axis steering device which carries the front axle system of the rear vehicle. The rear part can also be considered as a connecting part between the front part and the part fixed to the first part of the yaw axis steering device which carries the front axle system of the rear vehicle.

[0102] When the coupling of the front part to the rear part of the coupling system causes internal yaw mobility to appear at the connection between the front part and the rear part so that the coupling system is in the pre-coupling configuration, a locking system is provided which, as explained above, allows this internal yaw mobility to be blocked in the locking position and the coupled configuration to be obtained. The locking system is configured to block the internal yaw mobility formed by the coupling of the parts of the coupling system.

[0103] According to one embodiment, the pitch articulation system comprises the articulation of the connecting portion of the coupling system to the front portion about a lateral axis of the assembly of the front vehicle and the rear vehicle, and the articulation of the connecting portion of the coupling system to the rear portion about another lateral axis of the assembly of the front vehicle and the rear vehicle.

[0104] According to one embodiment, for the entire front vehicle rear axle system and the rear vehicle front axle system, the tread axis (contact area between the wheel and the ground) of each wheel remains parallel to the tread axis of each other wheel, even when pitching and / or rolling in a straight line or when cornering.

[0105] According to one embodiment, said rear part of the coupling system is fixed to a part which is rotationally integral with the part of the yaw axis steering device to which the front rolling axle system of the rear vehicle is fixed.

[0106] According to one embodiment, the front part of the coupling system comprises the roll axis device, and an articulation device, such as a part for example with a U-shaped section, articulated to the connecting part around a lateral axis, the roll axis device comprising a first part fixed to the front vehicle, and a second part fixed to the articulation device to which the connecting part is articulated, the first part and the second part being mounted pivotally relative to each other around a roll axis.

[0107] According to one embodiment, the rear part of the coupling system comprises the roll axis device, and an articulation device, such as a part for example with a U-shaped section, articulated to the connecting part around a lateral axis, the roll axis device comprising a first part fixed to the first part of the rear vehicle orientation device (for example by means of a part), and a second part fixed to the articulation device which is articulated to the connecting part, the first part and the second part being pivotally mounted relative to each other around a roll axis.

[0108] According to one embodiment, the connecting part of the coupling system comprises a first portion articulated to the rear part, a second portion articulated to the front part, and the roll axis device interposed between the two portions of the connecting part, the roll axis device comprising a first part fixed to the first portion which is articulated to the rear part, and a second part fixed to the second portion which is articulated to the front part, the first part and the second part being mounted to pivot relative to each other about a roll axis.

[0109] According to one embodiment, when the vehicle assembly is oriented to travel in a straight line, in projected view along a (vertical) axis orthogonal to the support plane of the wheels on a horizontal plane ground, at least one, preferably each, of the front axles of the rear vehicle or rear axle of the front vehicle is mounted pivotably relative to the chassis of the corresponding vehicle with a pivot axis (lateral axis) of the axle system relative to the chassis of the corresponding vehicle parallel to the pitch axis or each pitch axis of the pitch axis device, and each of the front axles of the rear vehicle or rear axle of the front vehicle is equipped with a damping system configured to dampen the pivoting of the axle system relative to the corresponding chassis around said lateral axis.

[0110] According to one embodiment, the front rolling axle system of the front vehicle comprises two wheels, located on either side of the longitudinal axis of the front vehicle, and the rear rolling axle system of the front vehicle is provided with a wheel, for example a single wheel, located on a median longitudinal axis of the front vehicle. In particular, it can be provided that the front vehicle is a tricycle.

[0111] According to one embodiment, the front vehicle comprises a driving position in which a driver is intended to take place, preferably to enable the electric motorization of the rear vehicle to be controlled from said driving position provided with corresponding control members, and a steering control system enabling a driver of the front vehicle to steer the wheel(s) of the front rolling axle system.

[0112] According to one embodiment, the front vehicle drive system comprises an electric motor and / or a pedal system for rotating the wheel(s) of the front rolling axle system and / or the rear rolling axle system of the front vehicle. The pedal system includes a pedal and a transmission chain coupled to one or more wheels of the front vehicle. The motor may be included in whole or in part in one or more of the wheels and / or in the pedal system.

[0113] According to one embodiment, the rear vehicle comprises a manual guidance device which is coupled, directly or indirectly, possibly detachably, to the front rolling axle system of the rear vehicle, the manual guidance device being mounted movably between a storage position and a separate use position according to which, in the detached state of the rear vehicle relative to the front vehicle, the user can manually grasp the manual guidance device to manually guide the movement of the rear vehicle.

[0114] According to one embodiment, the manual guidance device comprises an arm which has a handle and an end linked to a part of the coupling system, said part of the coupling system being configured to, in the deactivated from the coupling system, remain coupled to the first part of the steering device.

[0115] According to one embodiment, the manual steering device is provided with a control device, such as a trigger or a button, connected to a control unit of the rear vehicle, making it possible to control a motorization of at least part of the wheels, preferably by controlling the speed and / or the direction of movement of the rear vehicle. The user can use the steering device which is attached directly or indirectly to the front rolling axle system to steer the rear vehicle.

[0116] According to one embodiment, the front rolling axle system of the rear vehicle comprises two front wheels, the two front wheels being spaced laterally from each other (i.e. along their axis of rotation) and the front rolling axle system being configured so as to allow, in the coupled state of the rear vehicle with the front vehicle, the positioning of the or each rear wheel of the rear rolling axle system of the front vehicle, between said two front wheels of the front rolling axle system of the rear vehicle.

[0117] In particular, the connecting or supporting structure between the wheels of the front axle system of the rear vehicle and the part of the slewing ring to which said front wheels are connected, is arranged to delimit and therefore leave free a space for insertion of the or each rear wheel of the rear rolling axle system of the front vehicle, between said two front wheels of the front rolling axle system of the rear vehicle.

[0118] According to one embodiment, the rear rolling axle system of the rear vehicle comprises two rear wheels. According to one embodiment, the or each rear wheel of the rear rolling axle system of the rear vehicle is non-steerable (i.e. non-steering). In other words, the mean plane of the or each rear wheel remains parallel to the longitudinal axis of the chassis of the rear vehicle. Alternatively, it may be provided that the or each rear wheel is steerable while being controlled by the orientation of the front rolling axle system, for example by mounting the rear rolling axle system on a part of an additional orientation device (crown) (for example a ball crown) the other part of which would be integral with the chassis of the rear vehicle. In particular, the steering devices may be configured so that the or each rear wheel (or rear rolling axle system) of the rear vehicle is steerable in the opposite direction to the or each front wheel (or front rolling axle system) of the rear vehicle (thus reducing the turning radius of the rear vehicle).

[0119] According to one embodiment, the rear vehicle comprises a box carried (in an attached or integrated manner) by the chassis of the rear vehicle.

[0120] The invention also relates to a method for coupling rolling vehicles, the method comprising the following steps: - providing a front vehicle and rear vehicle assembly in accordance with any of the preceding embodiments; - relative approximation between the front vehicle and the rear vehicle so as, when viewed from above and when the assembly is supported by its wheels on horizontal ground, to align the axis of the or each wheel of the rear rolling axle system of the front vehicle with the axis of the or each wheel of the front rolling axle system of the rear vehicle, - activate the coupling system to couple the rear vehicle to the front vehicle so that, during a turn on level ground, the wheels of the front rolling axle system of the rear vehicle and the rear rolling axle system of the front vehicle remain parallel to each other.

[0121] The wheels of the front rolling axle system of the rear vehicle and the rear rolling axle system of the front vehicle thus remain parallel to each other except in the event of rolling as explained previously (their treads nevertheless remain parallel).

[0122] The activation step of the coupling system can be carried out during the vehicle approaching step or later.

[0123] According to one embodiment, when the set of vehicles passes over ground having a hollow or bumpy profile, the chassis of the front vehicle pivots around at least one lateral axis relative to the chassis of the rear vehicle. Such a design helps keep the wheels in contact with the ground. This also makes it possible to avoid the transfer of mass from one vehicle to the other.

[0124] According to one embodiment, when the set of vehicles passes over ground whose shape is such that at least part of the wheels located on one lateral side of the front or rear vehicle are at a different height from at least part of the wheels of the other vehicle located on the same lateral side as said lateral side of the front or rear vehicle, the chassis of the rear vehicle and the chassis of the front vehicle pivot relative to each other around a longitudinal axis of one of the vehicles or of the set of vehicles to allow any torsion between the front vehicle and the rear vehicle to be absorbed at the coupling system.

[0125] As a result, the front rolling axle system of the rear vehicle, which preferably does not have roll mobility relative to the chassis of the rear vehicle, and the rear rolling axle system of the front vehicle, which preferably does not have roll mobility relative to the chassis of the front vehicle, can pivot relative to each other about said longitudinal axis. Such a design promotes the maintenance of the wheels in contact with the ground, and thus allows the rear vehicle to push the front vehicle without risk.

[0126] According to one embodiment, the front rolling axle system of the rear vehicle comprising two wheels, and the rear rolling axle system of the front vehicle comprising one wheel, said wheel is positioned between the two wheels of the front rolling axle system of the rear vehicle.

[0127] The invention also relates to a method of detaching the front vehicle and the rear vehicle from an assembly according to any one of the preceding embodiments, the method comprising the following steps: - deactivate the coupling system to uncouple the rear vehicle from the front vehicle; - move the rear vehicle and / or the front vehicle independently of each other.

[0128] According to one embodiment, the method comprises: - a step of attaching a manual guidance device to the front rolling axle system of the rear vehicle, or - a step of passing a manual guidance device, when it is already fixed (directly or indirectly) to the front rolling axle system of the rear vehicle in a storage position, from said storage position to a separate position, called the use position, in which the user can manually grasp the manual guidance device to manually guide the movement of the rear vehicle.

[0129] A set of rolling vehicles is also offered, including: - a first vehicle, called the front vehicle, comprising a chassis, a front rolling axle system comprising one or more wheels, and a rear rolling axle system comprising one or more wheels; the front vehicle comprising a system for driving at least part of the wheels of the front vehicle in movement; - a second vehicle, called the rear vehicle, comprising a chassis, a front rolling axle system comprising one or more wheels, as well as a rear rolling axle system comprising one or more wheels (330); the rear vehicle comprising an electric motor for driving at least part of the wheels of the rear vehicle in movement; - a coupling system capable of having an uncoupled configuration in which the rear vehicle and the front vehicle are detached from each other and a coupled configuration;characterized in that the rear vehicle also comprises a steering device, called a yaw axis steering device, preferably a steering ring, such as a ball ring, the steering device comprising: a first part to which the front rolling axle system of the rear vehicle is fixed, and a second part fixed to the chassis of the rear vehicle, the first part and the second part being pivotally mounted relative to each other about an axis, called a yaw axis, which is, when the vehicle assembly is supported by its wheels on horizontal ground, orthogonal to the ground support plane of the wheels of the vehicle assembly, and which intersects the axis of the wheel(s) of the front rolling axle system of the rear vehicle and the axis of the wheel(s) of the rear rolling axle system of the front vehicle;the vehicle assembly being configured so that, in the coupled configuration and when the vehicles are supported by their wheels on horizontal ground, the; or the wheels of the front rolling axle system of the rear vehicle and the wheel(s) of the rear rolling axle system of the front vehicle are, in top view of the entire vehicle, aligned along their axis of rotation.

[0130] The said set may also include one or more of the preceding characteristics taken in any technically admissible combination.

[0131] A set of rolling vehicles is also offered, including: - a first vehicle, called the front vehicle, comprising a chassis, a front rolling axle system comprising one or more wheels, and a rear rolling axle system comprising one or more wheels; the front vehicle comprising a system for driving at least part of the wheels of the front vehicle in movement; - a second vehicle, called the rear vehicle, comprising a chassis, a front rolling axle system comprising one or more wheels, as well as a rear rolling axle system comprising one or more wheels; the rear vehicle preferably comprising a system for driving at least part of the wheels of the rear vehicle in movement; - a coupling system capable of having an activated (coupled) configuration in which the rear vehicle and the front vehicle are attached to each other and a deactivated (uncoupled) configuration in which the rear vehicle and the front vehicle are detached from each other; characterized in that, the rear vehicle also comprising a yaw axis steering device, preferably a steering ring, the steering device comprising: a first part to which the front rolling axle system of the rear vehicle is fixed, and a second part fixed to the chassis of the rear vehicle, the first part and the second part being pivotally mounted relative to each other about an axis, corresponding to said yaw axis, orthogonal to the ground support plane of the wheels of the rear vehicle; the coupling system comprises: - a part, called the front part, fixed to the chassis of the front vehicle or to the rear rolling axle system of the front vehicle, and - a part, called the rear part, fixed to the first part of the orientation device, - possibly, a connecting part between the front part and the rear part; such that, in the activated state of the coupling system and when the vehicles are supported by their wheels on horizontal ground, the wheel(s) of the front rolling axle system of the rear vehicle and the wheel(s) of the rear rolling axle system of the front vehicle are, in top view of all the vehicles supported by their wheels on horizontal ground, aligned along their axis of rotation.

[0132] The said set may also include one or more of the preceding characteristics taken in any technically admissible combination.

[0133] BRIEF DESCRIPTION OF THE DRAWINGS

[0134] Other characteristics and advantages of the invention will emerge from the following description, which is purely illustrative and non-limiting and must be read in conjunction with the appended drawings, in which:

[0135] - [Fig. 1] Figure 1 is a perspective view of a vehicle assembly according to one embodiment of the invention, the vehicle assembly comprising a tricycle (forming a front vehicle) and a trailer (forming a rear vehicle) preferably motorized which includes a container;

[0136] - [Fig. 1A] Figure 1A is a perspective view from another angle of the whole of Figure 1 in the unrepresented state of the container;

[0137] - [Fig. 2] Figure 2 is a rear perspective view of the front vehicle of the assembly of Figure 1A in the state detached from the rear vehicle;

[0138] - [Fig. 3] Figure 3 is a front perspective view of the rear vehicle of the assembly of Figure 1A in the detached state of the rear vehicle relative to the front vehicle;

[0139] - [Fig. 4] Figure 4 is a detailed view of the coupling system of the assembly of Figure 1A which makes it possible to secure the front rolling axle system of the rear vehicle with the rear rolling axle system of the front vehicle via the chassis of the front vehicle;

[0140] - [Fig. 5] Figure 5 is a top view of the entire front vehicle and rear vehicle of Figure 1A during a left turn of the front vehicle;

[0141] - [Fig. 5A] Figure 5A is a perspective view of the entire front vehicle and rear vehicle of Figure 5;

[0142] - [Fig. 6] Figure 6 is a perspective view of the entire front vehicle and rear vehicle of Figure 1A as the front wheels of the rear vehicle pass over a bump;

[0143] - [Fig. 6A] Figure 6A is a perspective view from another angle of the entire front vehicle and rear vehicle of Figure 6;

[0144] - [Fig. 7] Figure 7 is a perspective view of the entire front vehicle and rear vehicle of Figure 1A as the front wheels of the rear vehicle pass through a hollow;

[0145] - [Fig. 8] Figure 8 is a perspective view of a vehicle assembly according to another embodiment of the invention, the vehicle assembly comprising a tricycle (forming a front vehicle) and a motorized trailer (forming a rear vehicle) partially shown, with a particular coupling system between the two vehicles, the vehicles being aligned;

[0146] - [Fig. 8A] Figure 8A is a detail view of the assembly of Figure 8, showing the coupling system;

[0147] - [Fig. 8B] Figure 8B is a view of the whole of Figure 8, during a left turn of the front vehicle;

[0148] - [Fig. 9] Figure 9 is a view of the front vehicle of the assembly of Figure 8, in the state detached from the rear vehicle;

[0149] - [Fig. 10] Figure 10 is a view of the rear vehicle of the assembly of Figure 8, in the state detached from the front vehicle, and in the state coupled to the front rolling axle, by a support structure, of a guide bar to be able to manually move the rear vehicle on the ground;

[0150] - [Fig. 11] Figure 11 is a schematic top view of vehicle assemblies according to different embodiments of the invention in the coupled state of the vehicles, the vehicle assemblies having different configurations of number of wheels and / or wheel distribution.

[0151] - [Fig. 12] Figure 12 is a view of a coupling system of a set of vehicles according to an embodiment of the invention for which the roll axis device is located in the front part of the coupling system;

[0152] - [Fig. 12A] Figure 12A is a side view of the hitch system of Figure 12;

[0153] - [Fig. 12B] Figure 12B is a top view of the hitch system of Figure 12;

[0154] - [Fig. 13] Figure 13 is a view of a coupling system of a set of vehicles according to an embodiment of the invention for which the roll axis device is located in the rear part of the coupling system;

[0155] - [Fig. 13A] Figure 13A is a side view of the hitch system of Figure 13;

[0156] - [Fig. 13B] Figure 13B is a top view of the hitch system of Figure 13;

[0157] - [Fig. 14] Figure 14 is a view of a coupling system of a set of vehicles according to an embodiment of the invention for which the roll axis device is located in the connecting part of the coupling system;

[0158] - [Fig. 14A] Figure 14A is a side view of the hitch system of Figure 14;

[0159] - [Fig. 14B] Figure 14B is a top view of the hitch system of Figure 14;

[0160] - [Fig. 15] Figure 15 is a perspective view of a coupled vehicle assembly according to one embodiment of the invention;

[0161] - [Fig. 16] Figure 16 is a detail view of the coupling system of the vehicle assembly of Figure 15, an internal yaw mobility of the coupling system being blocked by a blocking system which is in the blocking position;

[0162] - [Fig. 17] Figure 17 is a view of the coupling system of Figure 16, the locking system being in the unlocked position so that the yaw mobility internal to the coupling system is released;

[0163] - [Fig. 18] Figure 18 is a top view of a coupled vehicle assembly according to one embodiment of the invention, the vehicles being arranged at right angles;

[0164] - [Fig. 19] Figure 19 is a side view of a set of vehicles coupled according to an embodiment of the invention, during the attack of an ascending slope by the front vehicle;

[0165] - [Fig. 20] Figure 20 is a side view of a coupled vehicle assembly according to one embodiment of the invention, during a rolling movement, the front rolling axle system of the rear vehicle and the rear rolling axle system of the front vehicle being able to pivot relative to each other around the roll axis, within a given angular range, without impact of one on the other.

[0166] DETAILED DESCRIPTION

[0167] Embodiments of the invention are described below with reference to the accompanying drawings. In the drawings, the size and relative sizes of the elements may be exaggerated for clarity. Like numerals refer to like elements throughout the drawings. However, the invention may be embodied in many different forms and should not be construed as being limited to the embodiments set forth herein. The scope of the invention is defined by the claims.

[0168] A reference throughout the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment is included in at least one embodiment of the present invention. Thus, the occurrence of the phrase "in an embodiment" at various locations throughout the specification does not necessarily refer to the same embodiment. Furthermore, the particular features, structures, or characteristics may be appropriately combined in one or more embodiments.

[0169] The terms "horizontal" and "vertical" used hereinafter are used with reference to a state in which the wheels of the vehicle(s) are resting on a horizontal plane of ground.

[0170] A vehicle assembly 1 is proposed comprising a front vehicle 2 and a rear vehicle 3 which, by means of a coupling system 4, can be attached to each other in a particular manner presented below, which promotes the stability and road holding of the vehicle assembly. The front vehicle 2 and the rear vehicle 3 can also be detached from each other so that they can be moved on the ground independently of each other.

[0171] The coupling system 4 (or attachment system) and the design of the rear vehicle make it possible to make the front rolling axle system of the rear vehicle integral in movement with the rear rolling axle system of the front vehicle, for movement on level ground, in a straight line and when turning. This provides good grip of the wheels of the vehicle assembly on the ground, reduced longitudinal space requirements, while retaining the possibility of using the front vehicle and the rear vehicle independently of each other in the detached state of said vehicles. Each vehicle includes a drive system for movement on the ground.The rear vehicle drive system comprises a motorization system which enables the wheel(s) of the front rolling axle system of the rear vehicle to be driven, and possibly the wheel(s) of the rear rolling axle system of the rear vehicle, which also enables the front vehicle to be propelled in the coupled state of the vehicles.

[0172] Front vehicle

[0173] The front vehicle 2 comprises a chassis 22, a front rolling axle system 21 connected to the chassis 22, and a rear rolling axle system 23 connected to the chassis 22. The front rolling axle system 21 comprises one or more wheels 210. The rear rolling axle system 23 comprises one or more wheels 230.

[0174] According to one embodiment, as for example illustrated in the figures, the front rolling axle system 21 comprises two wheels 210, located on either side of the longitudinal axis of the front vehicle 2 (with reference to a movement of the front vehicle 2 in a straight line), and the rear rolling axle system 23 comprises a wheel 230 located in the longitudinal axis of the front vehicle 2.

[0175] The front vehicle 2 comprises a steering system 25 for the wheels of the front rolling axle system 21 making it possible to pivot the front wheel(s) 210 relative to the chassis 22 around a vertical axis. In other words, the front wheel(s) are steered.

[0176] In the following, the front rolling axle system is described in connection with two wheels 210, but the description also applies to the case of a single front wheel centered on the longitudinal axis of the front vehicle and steerable using the steering system.

[0177] Front rolling axle system

[0178] According to one embodiment, and as for example illustrated in the figures, the front rolling axle system 21 comprises two arms 211 each connected to a wheel 210. Each arm 211 of the front rolling axle system 21 is articulated to the chassis 22 around a lateral axis, to allow the front wheels 210 to follow the profile of the ground. It is understood that the structure of each rolling axle system can be produced other than with the L-shaped arms illustrated in the figures.

[0179] A lateral axis is a horizontal axis (assuming the front vehicle is resting on horizontal ground) which is orthogonal to the longitudinal axis of the vehicle (the longitudinal axis corresponding to the vehicle's straight-line travel axis).

[0180] Each arm 211 may have an L shape. The corresponding wheel 210 is articulated at the end of the arm 211 opposite the chassis 22, preferably around a vertical axis, to allow the wheel 210 to be steered using the steering system 25 (or steering control system).

[0181] The steering system 25 may comprise a handlebar attached to a column pivotally mounted about its axis, to drive two transverse rods, connected to the front wheels 210, in one direction to pivot the front wheels 210 to the right and in the other direction to pivot the front wheels 210 to the left. The steering system 25 thus allows the user seated on or in the front vehicle 2 to steer the front wheels 210 to steer the front vehicle 2.

[0182] As illustrated more particularly in Figure 2, a front shock absorber system 291 may extend between the frame 22 and the arms 211 of the axle system. front rolling axle 21 to allow the damping of a pivoting of the front rolling axle system 21 relative to the chassis 22 around a lateral axis.

[0183] Rear rolling axle system

[0184] According to one embodiment, and as for example illustrated in the figures, the rear rolling axle system 23 comprises a shaft 232 which passes through the rear wheel 230, the rear wheel 230 being integral in rotation with said shaft 232.

[0185] The rear rolling axle system 23 also comprises a support structure 231 (or connecting structure), comprising for example two arms. The support structure 231 is connected to the shaft 232 on either side of the rear wheel 230. The support structure 231 is mounted articulated to the chassis 22 around a lateral axis A231 (Figure 4). The shaft 232 which carries the rear wheel 230 is free to rotate around its axis relative to the support structure 231.

[0186] Preferably, a rear shock absorber system 293 extends between the chassis 22 and the support structure 231 of the rear rolling axle system to allow damping of a pivoting of the rear rolling axle system 23 relative to the chassis 22 around a lateral axis.

[0187] The rear wheel 230 of the front vehicle 2, at least in the coupled state of the front vehicle 2 to the rear vehicle 3, is non-steering (i.e. the mean plane of the rear wheel 230 remains parallel to, preferably contains, the longitudinal axis of the front vehicle). According to one embodiment of the invention and as illustrated in the figures, the or each rear wheel of the front vehicle 2 is non-steering regardless of whether or not the front vehicle 2 is coupled to the rear vehicle 3.

[0188] On-the-go training system

[0189] The front vehicle 2 comprises a ground-based drive system for enabling the front vehicle 2 to move forward or backward. The drive system may comprise a pedal system 28 (partially shown in the figures) configured to enable the or each wheel of the rear rolling axle system or the or each wheel of the front rolling axle system to be driven in rotation. Alternatively or in combination, the drive system may comprise a system for electrically driving at least some of the wheels of the front vehicle 2, for example example an electric motor for the front and / or rear wheel(s). The pedal system can be electrically assisted.

[0190] According to one embodiment of the invention, and as in the example illustrated in the figures, the pedal system 28 is configured to drive the rear wheel 230.

[0191] Rear vehicle

[0192] The rear vehicle 3 comprises a chassis 32, a front rolling axle system 31 and a rear rolling axle system 33. Advantageously and as illustrated in the example of Figure 1, the chassis carries a box 39 which can contain different products to be transported.

[0193] The rear vehicle 3 also comprises a device 35 for steering the front wheels 310 of the rear vehicle 3. The steering device 35 comprises an (upper) part 352 fixed to the chassis 32 and a (lower) part 351 to which a support structure 34 of the front rolling axle system 31 is fixed. The upper part 352 and the lower part 351 are pivotally mounted relative to each other about a vertical axis A35 (see Figures 4 and 8B for example). The front rolling axle system 31 is thus fixed to the lower part 351 in the sense that the wheels 310 of the front rolling axle system 31 follow the pivoting of the part 351 of the steering device relative to the part 352 which is integral with the chassis 32 and can thus be steered by the relative pivoting between the two parts 351, 352 of the steering device.

[0194] In the illustrated embodiments, the slewing device 35 comprises a slewing ring, the upper part 352 of which is fixed to a frame 321 of the chassis 32 and the lower part 351 of which is fixed to the front rolling axle system 31, by means of the support structure 34 which carries the front rolling axle system 31. The upper part 352 and the lower part 351 are pivotally mounted relative to each other, for example via a ball or roller bearing system (to form for example a ball or roller ring).

[0195] The front wheels 310 of the rear vehicle 3 can thus rotate relative to the chassis 32 to be oriented to the right or to the left. According to one embodiment, the rear wheels 330 of the rear vehicle 3 are not steered. In alternatively, it can be provided that the rear wheels 330 are also steered, preferably in opposite directions relative to the front wheels 310, for example using a slewing ring (ball or roller ring) and a mechanical connection between the front and rear rolling axles of the rear vehicle.

[0196] The rear vehicle 3 may comprise a manual guidance device 9, such as a guide bar system, which is attached, possibly detachably, directly or indirectly, to the front rolling axle system 31 of the rear vehicle 3, the manual guidance device 9 being mounted movably between a storage position and a separate use position according to which, in the detached state of the rear vehicle 3 relative to the front vehicle 2, the user can manually grasp the manual guidance device 9 to manually guide the movement of the rear vehicle 3.

[0197] The manual guidance device 9 may thus comprise, as illustrated in Figure 10, a guide bar 90 provided with a steering handle or handlebar 91, which may be coupled to the front rolling axle 31, in particular to the support structure 34, to allow a user to manually steer the rear vehicle in the detached state of the rear vehicle relative to the front vehicle. The manual guidance device 9 may be removable to allow it to be removed in order to allow the vehicles to be coupled and / or articulated to occupy a retracted position in the coupled state of the vehicles. The guide bar allows the user to steer the rear vehicle but also to tow or push it, the movement possibly being assisted by a motorization of one or more wheels of the rear vehicle.It may be provided that the motorization for the assistance can be controlled from a control device, such as a trigger or a button, connected to a control unit of the rear vehicle 3, making it possible to control a motorization system of at least part of the wheels, preferably making it possible to control the speed and / or the direction of movement.

[0198] According to one embodiment of the invention, said manual guidance device is coupled to the coupling system.

[0199] The manual guidance device may comprise an arm which has a handle-forming end and an opposite end, called the connecting end, which is connected to a part of the coupling system which remains coupled to the rear vehicle in the deactivated state of the coupling system, i.e. in the detached state of a part or portion of the coupling system relative to another part or portion of the coupling system.

[0200] It may be provided that the connection of the connecting end of the manual guidance device to the coupling system is a pivot connection, preferably around a lateral axis, or a ball-and-socket type connection. It may be provided that the arm is provided with a return spring to return the arm along the longitudinal axis of the rear vehicle (considered for a straight-ahead wheel configuration).

[0201] It can be provided that in the activated state of the coupling system, the arm of the manual guidance device is extended along the coupling system, with support, and preferably holding the handle against the coupling system using an activatable or deactivatable holding system, such as a latching system.

[0202] According to one embodiment of the invention, the handle may be part of or form the activatable / deactivatable connecting means of a part of the attachment system fixed to the rear vehicle to another part fixed to the front vehicle.

[0203] Front rolling axle system of the rear vehicle

[0204] As illustrated for example in Figure 3, the front rolling axle system 31 may comprise two arms 311. Each arm 311 is provided at one end with a wheel 310 and is pivotally mounted (at the other end) relative to the support structure (or connecting structure) 34 around a lateral axis. As explained previously, the support structure 34 is fixed to the part 351 of the steering device, said part 351 being pivotable relative to the part 352 which is fixed to the chassis 32 of the rear vehicle 3.

[0205] A front damping system 391 extends between each arm 311 and the support structure 34, or the lower portion 351 of the steering device 35, to dampen pivoting of the front rolling axle system 31 relative to the chassis 32 about a lateral axis.

[0206] Rear vehicle rear rolling axle system

[0207] In the embodiment illustrated in the figures, the rear rolling axle system 33 comprises two arms 331. Each arm 331 is provided at one end of a wheel 330 and is pivotally mounted (at the other end) relative to a support structure 322 secured to the frame 321 of the chassis 32 around a lateral axis. The support structure 322 can be considered as forming part of the chassis 32.

[0208] Preferably, the rear wheels 330 of the rear vehicle 3 are not steerable relative to the chassis 32. The rear wheels 330 of the rear vehicle thus retain their orientation relative to the chassis 32, independently of the orientation of the front wheels 310. In other words, the horizontal axis perpendicular to the axis of the rear wheels 330 remains parallel to the longitudinal axis of the vehicle. As recalled above, it is possible, as a variant, for the rear wheels to also be steered.

[0209] As illustrated more particularly in Figure 3, it can be provided that a rear shock absorber system 393 extends between the rear rolling axle system 33 and the chassis 32 (in particular the support structure 322) to allow damping of a pivoting of the rear rolling axle system 33 relative to the chassis 32 around a lateral axis.

[0210] On-the-go training system

[0211] According to one embodiment, the rear vehicle 3 comprises a ground-based drive system to enable the rear vehicle 3 to move forward or backward, even when detached from the front vehicle 2. The drive system may comprise an electric motorization system for driving the front wheel(s) 310 of the rear vehicle 3, for example an electric motor for each front wheel. Optionally, it may also be provided that the drive system comprises an electric motorization system for driving one or more rear wheels 330 of the rear vehicle 3, for example an electric motor for each rear wheel.

[0212] According to a particular embodiment, the arms of the wheels of the rear vehicle 3 and / or of the front vehicle 2 are interchangeable.

[0213] Hitch system

[0214] In the examples illustrated in Figures 1 to 14, the coupling system 4 allows in the active state (coupled configuration) to transmit a tractive force or thrust from one vehicle to another along a longitudinal horizontal axis (when the vehicle is traveling on a horizontal plane in a straight line), but also to transmit a lateral force from the chassis 22 or the rear rolling axle system 23 of the front vehicle 2 to the front rolling axle system 31 of the rear vehicle 3 (during a turn). In the examples illustrated in Figures 15 to 19 and as explained below, the coupling system 4 is considered in the coupled configuration when the parts of the coupling system are mechanically linked (coupled) together and a locking system is in the locking position of a yaw mobility internal to the coupling system,

[0215] In other words, the coupling system 4 allows the wheels 310 of the front rolling axle system 31 of the rear vehicle 3 to move, in a turn on level ground, at the same time as and parallel to the wheel 230 of the rear rolling axle system 23 of the front vehicle 2. In other words, the wheels 310 and 230 remain parallel to each other during a turn.

[0216] Preferably, the coupling system 4 comprises one or more articulations around lateral axes, to allow the wheels of the rear 23 and front 31 rolling axle systems to follow a hollow or hump profile of the ground and in particular to remain in contact with the ground.

[0217] The coupling system 4 comprises a part 42, called the front part, carried by the chassis 22 or the rear rolling axle 23 of the front vehicle 2. According to an embodiment not illustrated, the front part 42 can be fixed to the connecting structure 231 of the wheel(s) to the chassis 22 of the front vehicle 2. Provision can be made for the front part 42 to be removable or not in relation to the front vehicle.

[0218] The coupling system 4 comprises a rear part 43 carried by the front rolling axle 31 of the rear vehicle 3. In particular, the rear part 43 can be fixed to the connecting structure 311, 34 of the wheel(s) 310 which connects the wheels 310 to the part 351 of the steering device 35 carried by the chassis 32 of the rear vehicle 3. The rear part 43 can in particular be fixed as in the example illustrated in Figure 4, to a part 34 of said connecting structure which is fixed to the part 351 of the steering device 35. As a reminder, the front rolling axle 31 of the rear vehicle 3 is fixed to said part 351 of the steering device 35.

[0219] It can be provided that the second part 43 may or may not be removable from the rear vehicle.

[0220] The coupling system 4 may also comprise a connecting part 41 which extends between the first part 42 and the second part 43. In the example of FIGS. 1 to 7, the connecting part 41 comprises two parallel arms articulated on the one hand, to a part 42 fixed to the chassis 22 of the front vehicle, and on the other hand, to a part 431 which is attachable and detachable relative to a part 433 fixed, directly or indirectly, to the front rolling axle system 31 of the rear vehicle 3.

[0221] In the examples illustrated in Figures 1 to 14, the parts or portions of parts of the coupling system 4 are devoid of articulation around a yaw axis so that, during a turn on flat ground, the different parts or portions of parts of the coupling system 4 are integral in movement (i.e. do not move relative to each other): the result is that the or each wheel of the rear axle of the front vehicle remains parallel to the or each wheel of the front axle of the rear vehicle during the turn.

[0222] The coupling system 4 has an attachment and detachment zone which may be located between two of the parts of the coupling system 4, for example between the parts 42 and 41, or 41 and 43, or between two portions of a given part of the coupling system. The coupling system 4 is configured to have an active configuration, in which the rear vehicle and the front vehicle are attached to each other by the coupling system 4, and an inactive configuration, in which the rear vehicle and the front vehicle are detached from each other due to the fact that an element of the coupling system 4 is detached from another element of said coupling system.

[0223] Thus, as illustrated for example in Figure 4, the part 43 of the coupling system 4 which is fixedly mounted relative to the first part 351 of the orientation device 35, in the activated state of the coupling system, may comprise a portion 433 fixed to the connecting structure 34, and another portion 431 to which the connecting part 41 is articulated. The portion 433, for example an electromagnet, is capable of being attached to and detached from the portion 431, for example a ferromagnetic element, such as a steel plate or a magnet. The electromagnet and the ferromagnetic element can be interchanged. In the case of a connection by association of an electromagnet and a ferromagnetic element, a control unit allows the activation of the electromagnet to be controlled to attach the vehicles together and allows the deactivation of the electromagnet to be controlled to detach them.

[0224] As a reminder, part 351 of the steering device 35 is the part of the steering device to which is fixed (which carries) the front rolling axle system 31 of the rear vehicle 3).

[0225] According to one embodiment of the invention and as illustrated in Figures 8 to 9, the coupling system 4 may comprise an assembly of tubes and supports for connection to the front vehicle and to the rear vehicle.

[0226] The front portion 42 of the coupling system device 4 may thus comprise a connecting support which is carried by the front vehicle 2 and the rear portion 43 of the coupling system device 4 may comprise a connecting support which is carried by the rear vehicle 3. The connecting portion 41 of the coupling system device 4 may comprise a portion 412 articulated to the connecting support carried by the front vehicle 2 about a lateral axis AL2 to provide pivoting mobility, and a portion 413 articulated to the connecting support carried by the rear vehicle 3 about a lateral axis AL3 (parallel to the lateral axis AL2) to provide another pivoting mobility.

[0227] The portion 412 and the portion 413 of the connecting part 41 of the device of the coupling system 4 are pivotally mounted relative to each other by a roll axis device 4R, such as a ball bearing forming a connection between the two portions 412, 413, to allow said portions to rotate relative to each other around a longitudinal axis, called the roll axis (orthogonal to the lateral axis AL2 or AL3 and to the vertical axis when the entire vehicle is on horizontal ground) to provide pivoting mobility AR23.

[0228] The fact that the chassis of the front vehicle 2, and thus the rear rolling axle system 23, can pivot about a longitudinal axis (roll) relative to the chassis 31 of the rear vehicle 3, and thus relative to the front rolling axle 31, makes it possible to absorb any torsion between the front vehicle 2 and the rear vehicle 3 at the coupling system 4. This can occur when the set of vehicles is straddling a pavement - i.e. with one wheel raised relative to another -, while stationary, to mount or dismount the pavement. In this case, the or each wheel of the rear rolling axle 23 of the front vehicle 2 can then be inclined relative to the or each wheel of the front rolling axle of the rear vehicle 3 while the set of vehicles returns to level ground.

[0229] The portion 412 of the connecting part 41 may comprise an assembly of tubes comprising a tube articulated around its axis (parallel and preferably merged with the axis AL2) to the first connecting support of the part 42, and a tubular T-shaped device, the head of the T being parallel to the articulated tube and the foot of the T having an axis corresponding to the roll axis AR23.

[0230] The portion 413 of the connecting part 41 may be identical or similar to the portion 412 of the connecting part 41, and may thus comprise an assembly of tubes comprising a tube articulated around its axis (to form the articulation axis AL3) to the connecting support of the part 43 and a tubular T-shaped device, the head of the T being parallel to said articulated tube and the foot of the T having an axis corresponding to the roll axis AR23.

[0231] Advantageously, the T-shaped tubular devices are mounted coaxially along the axis of their feet and articulated relative to each other around the axis of their feet, said articulation forming the 4R roll axis device.

[0232] This gives a lateral pivot at the end of the coupling system linked to the front vehicle and a lateral pivot at the end of the coupling system linked to the rear vehicle, as well as a central pivot around a longitudinal axis AR23 which is orthogonal to the lateral pivot axes AL2, AL3 and which is parallel to the plane passing through the lateral pivot axes.

[0233] With reference to a horizontal ground and in the activated state (coupled configuration) of the coupling system, the parts or portions of the coupling system 4 are devoid of pivoting mobility about a vertical axis relative to each other and relative to the rear rolling axle system 23 of the front vehicle 2 and relative to the front rolling axle system 31 of the rear vehicle 3, so that, when the front vehicle 2 takes a turn, the parts or portions of the coupling system 4 remain integral in movement with each other.

[0234] Hitch the front and rear vehicles

[0235] In each embodiment illustrated in the figures, the front vehicle 2 is a tricycle comprising two front steerable wheels 210 and a rear non-steerable wheel 310, and the rear vehicle 3 is a trailer which may include a box or any other equipment.

[0236] The trailer may include a support base connected to the trailer chassis and allowing it to accommodate various equipment, such as a closed box, refrigerated box, open dumpster, pallet rack.

[0237] The following description is thus applied to the case where the front vehicle 2 is a tricycle and the rear vehicle 3 is a trailer, but it is understood that this description also applies to another front vehicle which includes a number of front and / or rear wheels equal to or different from that of the tricycle presented, and to another rear vehicle which also includes a number of front and / or rear wheels equal to or different from that of the trailer presented.

[0238] As explained below, the horizontal axis perpendicular to the axis of the front wheels 310 of the trailer 3 is, in the coupled state of the trailer 3 to the tricycle 2 and on a horizontal plane ground, parallel to the longitudinal axis of the tricycle 2. In other words, when the tricycle 2 and the trailer 3 are coupled to each other, the axis of the front wheels 310 of the trailer 3 is parallel to the axis of the rear wheel 230 of the tricycle 2 even when the tricycle 2 takes a turn, that is to say when the front wheels 210 of the tricycle 2 are turned.

[0239] Furthermore, as seen in Figure 5, in a top view of the tricycle 2 and the trailer 3, in the coupled state, when the set of vehicles is supported by its wheels on horizontal ground, the axis of the front wheels 310 of the trailer 3 and the axis of the rear wheel 230 of the tricycle 2 are superimposed.

[0240] In other words, in top view, the front wheels 310 of the trailer 3 are aligned with the rear wheel 230 of the tricycle 2 (see for example Figure 5, 8A and 8B).

[0241] In the coupled state, the rear wheel 230 of the tricycle 2 and the front wheels 310 of the trailer 3 remain resting on the ground.

[0242] In the coupled state and when the tricycle 2 and the trailer 3 are on level ground, the rear wheel 230 of the front tricycle 2 is located between the front wheels 310 of the trailer. It should be noted that in the particular case where the set of vehicles passes over a bump or speed bump (Figures 6 and 6A) or in a hollow (Figure 7), a longitudinal shift in the positioning of the rear wheel of the tricycle 2 relative to the front wheels of the trailer occurs while passing the speed bump or pothole.

[0243] The articulations around the AL2, AL3 axes presented above of the coupling system allow the vehicle assembly to pass over a bump or hollow while reducing the risks of damage to the vehicle assembly.

[0244] As explained above, the front rolling axle system 31 of the trailer 3 has pivoting mobility around a vertical axis A35 (yaw axis) relative to the chassis 32 thanks to the orientation device 35, which allows the chassis 32 of the trailer 3 to be able to take a turn when the tricycle 2 turns, with good road holding of the trailer.

[0245] It is recalled that, in the coupled state of the tricycle 2 with the trailer 3, the coupling system 4 allows the front rolling axle system 31 of the rear vehicle 3 to be integral in movement with the chassis 22 of the tricycle 2 when the tricycle moves on level ground while taking a bend, the axes of the wheels of the axle systems 23, 31 remaining parallel to each other. The front wheels of the trailer 3 (rear vehicle) can then be considered as forming part of the rear rolling axle system of the tricycle 2 (front vehicle) with regard to their behavior in a bend.

[0246] Controlling the motorization

[0247] The vehicle assembly comprises an electronic and / or computer control system, in particular for controlling the electric motor(s), which may comprise a control unit located in the rear vehicle for controlling the electric motor of the rear vehicle and possibly a control unit located in the front vehicle for controlling the electric motor of the front vehicle when it is present. The control system may be configured to control at least the rotation of the front wheels of the trailer to allow at least partial compensation of a tractive force exerted by the front vehicle on the rear vehicle. Preferably, the control system is configured to control the rotation of the front wheels of the trailer so as to be able to propel the tricycle. It is possible to provide that the control system is also configured to control the rotation of at least part of the wheels of the tricycle 2 (front vehicle).

[0248] Coupling process

[0249] Examples of the method for coupling the front vehicle 2 with the rear vehicle 3 are provided below.

[0250] If initially the front vehicle 2 and the rear vehicle 3 are distant from each other, the operator proceeds to the relative movement of the front vehicle 2 with respect to the rear vehicle 3, in the direction of a rapprochement with each other, preferably by using the movement drive systems of the front vehicle 2 and / or of the rear vehicle 3. As explained previously, it can be provided that all or part of these drive systems, such as wheel motors, can be controlled using a remote control.

[0251] The operator activates the coupling system 4 so that the front vehicle 2 and the rear vehicle 3 are attached to each other. For this purpose, the operator attaches one part of the coupling system 4 to another part of the coupling system 4 in the corresponding attachment and detachment area of ​​the coupling system 4.

[0252] As in the example illustrated in Figures 1 to 7, the front vehicle 2 can thus be brought by the operator opposite the rear vehicle 3 for securing the electromagnet 433 with the appropriate ferromagnetic attachment element 413 of the coupling system. It can be provided that the operator controls, for example via a human-machine interface, such as a button on the trailer or tricycle or a remote control, the activation of the electromagnet of the coupling system.

[0253] According to the embodiment of the invention illustrated in Figures 8 to 9, it can be provided that one of the end tubes of the connecting part 41 is positioned by the operator opposite the part 42 or 43 to be mounted articulated to said part 42 or 43 depending on whether the attachment zone is provided between the connecting part 41 and the front part 42 and / or between the connecting part 41 and the rear part 43. A detachment zone can be provided between the portions 412 and 413 of the connecting part 41.

[0254] It is understood that the coupling system 4 can be detached at different locations of said system. In other words, the attachment and detachment zone can be located at different locations or between different parts making up the coupling system 4.

[0255] The structures of the front vehicle 2 and the rear vehicle 3 are then such that the rear wheel 230 of the front vehicle 2 is positioned between the front wheels 310 of the rear vehicle 3.

[0256] Good stability of the entire front vehicle 2 and rear vehicle 3 is thus obtained thanks to the ground support of the front wheels 310 of the rear vehicle 3 and the rear wheel 230 of the front vehicle 2 which remain aligned with each other when moving on horizontal ground.

[0257] The entire front vehicle 2 and rear vehicle 3 can then move and in particular take turns, benefiting from the propulsion provided by the front wheels 310 of the rear vehicle 3 to the front vehicle 2, and this without the risk of the rear vehicle 3 jackknife-knife relative to the front vehicle 2, and with reduced longitudinal bulk of the entire front vehicle 2 and rear vehicle 3.

[0258] The detachment (uncoupling) process can be carried out by reversing the steps of the coupling process.

[0259] The motors, and where applicable the electromagnet of the coupling system, can be controlled by a control unit, present on the trailer and / or the tricycle.

[0260] The control unit or units may be in the form of a processor and a data memory in which computer instructions executable by the processor are stored, or in the form of a microcontroller.

[0261] In other words, the described functions can be implemented in the form of a computer program or via hardware components (e.g. programmable gate arrays). In particular, the functions and steps performed by a control unit, in particular for controlling the motor(s), can be performed by instruction sets or computer modules implemented in a processor or controller or be performed by dedicated electronic components or components of the programmable logic circuit type (or FPGA which is the acronym for field-programmable gate array, which literally corresponds to in-situ programmable gate array) or of the application-specific integrated circuit type (or ASIC which is the acronym for application-specific integrated circuit, which literally corresponds to application-specific integrated circuit). It is also possible to combine computer parts and electronic parts.

[0262] The control unit is thus an electronic and / or computer unit. When it is specified that said unit is configured to carry out a given operation, this means that the unit comprises computer instructions and the corresponding execution means which make it possible to carry out said operation and / or that the unit comprises corresponding electronic components.

[0263] As recalled above, the proposed vehicle assembly makes it possible to obtain great stability of the vehicle assembly, with reduced length and reliable behavior of the assembly avoiding jackknifing of the vehicles, while benefiting from the detached state of the vehicles from being able to operate each vehicle independently of the other.

[0264] The front vehicle 2 can be used alone in the following manner. The operator can control the switching on of the electric motor of the front vehicle. The operator can exert continuous manual action on an accelerator trigger to control the progressive acceleration of the front vehicle 2 in forward gear, for example up to 6 km / h. A reverse control button can be operated manually continuously to, in combination with the action on the accelerator trigger, control the progressive acceleration of the front vehicle 2 in reverse gear, for example up to 4 km / h. A brake control allows the operator to control the braking of the front and / or rear wheels, for example by mechanical braking and / or by cutting off the electrical power supply to the electric motor and / or by triggering an energy recovery system (which allows a battery to be recharged).

[0265] It is possible to provide for the energy recovery function to be adjusted independently of the braking function and in particular by being controlled by a separate control unit.

[0266] When the drive system of the front vehicle includes a pedal assembly and an electric assistance system, the operator can operate the pedal assembly with his feet to obtain progressive acceleration up to a given speed, for example 25 km / h, while benefiting from assistance from the electric motor. Provision may be made for the assistance to be cut off beyond said given speed. Each control may be located on the handlebars of the front vehicle 2.

[0267] The rear vehicle 3 can be used alone in the following manner. The operator can control the switching on of the electric motor of the rear vehicle. The operator can exert a continuous manual action on a forward accelerator trigger to control the progressive acceleration of the rear vehicle 3 in forward gear, for example up to 6 km / h. The operator can exert a continuous manual action on the rear accelerator trigger to control the progressive acceleration of the rear vehicle 3 in reverse gear, for example up to 4 km / h. A brake control allows the operator to control the braking of the front and / or rear wheels, for example by mechanical braking and / or cutting off the electrical power supply to the electric motor. Each control can be located at the handlebar 91 of the guide bar 9 of the rear vehicle 3. Alternatively or additionally, each control can be transmitted via a remote control.

[0268] In the coupled state, the front vehicle 2 and the rear vehicle 3 can be used in the following manner. It can be provided that the assembly comprises an indicator device, such as a warning light, which makes it possible to indicate that the coupling system is activated. In particular, it can be provided that in parallel with the mechanical activation of the coupling system, an electrical connector of the motorization system of the front vehicle is connected to an electrical connector of the motorization system of the rear vehicle. The control unit can detect the connected state and control the activation of the indicator device.

[0269] The operator can control the switching on of the electric motor of the front vehicle and / or the rear vehicle. The operator can exert continuous manual action on an accelerator trigger to control the progressive acceleration of all the vehicles in forward gear, for example up to 6 km / h. A reverse control button can be operated manually continuously to, in combination with the action on the accelerator trigger, control the progressive acceleration of all the vehicles in reverse gear, for example up to 4 km / h. A brake control allows the operator to control the braking of the front and / or rear wheels of one or each vehicle, for example by cutting off the electrical power supply to the electric motor and / or by triggering an energy recovery system (which allows a battery to be recharged).When the driving system for moving the front vehicle comprises a pedal assembly and an electric assistance system, the operator can operate the pedal assembly of the front vehicle with his feet to obtain a progressive acceleration up to a given speed, for example 25 km / h, while benefiting from assistance from the electric motor. Provision may be made for the assistance to be cut off beyond said given speed. As explained above, each control may be located on the handlebar of the front vehicle 2.

[0270] It may be provided that the rear vehicle comprises a system of lateral stops carried by the front rolling axle of the rear vehicle capable of forming lateral stops with respect to the support structure of the or each rear wheel of the front vehicle (at the level of the arms and / or the wheel axle of the support structure) to allow for the absorption of lateral forces which may be exerted on the support structure, in particular at the level of the wheel, when driving, to avoid bending of the support structure (in particular of the arms) and thus avoid drift of the or each rear wheel of the front vehicle towards one or other of the front wheels of the rear vehicle.

[0271] It is possible to provide that the front vehicle is equipped with a bodywork comprising, for example, all or part of the following elements: windshield, floor, door(s), ceiling.

[0272] Figure 11 illustrates different embodiments of the vehicle assembly which each allow, as explained above, to limit the size of the vehicle assembly, while ensuring good stability of the assembly in the coupled state, particularly for cornering, thanks to the alignment of the wheels of the rear rolling axle of the front vehicle and the front rolling axle of the rear vehicle along their axis (in top view and when the assembly is on flat, horizontal ground). However, as explained below, the configuration of the assembly 1A is preferred to the other configurations 1 B-1 F.

[0273] The diagram of the vehicle assembly referenced 1A corresponds to the configuration of the vehicles of Figures 1 to 10, and 12 to 19, for which the front vehicle has two front wheels 210 and a single rear wheel 230, and the rear vehicle has two rear wheels 330 and two front wheels 310, the rear wheel 230 of the front vehicle being positioned between the front wheels 310 of the rear vehicle.

[0274] This configuration is preferred because it provides good vehicle stability not only in the coupled state but also in the detached state. In addition, the wheels 210, 310, 330 which are located in the overhang may be identical.

[0275] The diagram of the vehicle assembly referenced 1 B is a variant, for which the front vehicle has two front wheels 210 and two rear wheels 230, and the rear vehicle has two rear wheels 330 and a single front wheel 310, the front wheel 310 of the rear vehicle being positioned between the rear wheels 230 of the front vehicle.

[0276] This 1 B configuration, however, presents less stability of the rear vehicle in the detached state, and the front wheel of the rear vehicle undergoes more force because it is more stressed.

[0277] The diagram of the vehicle assembly referenced 1C is a variant, for which the front vehicle has two front wheels 210 and two rear wheels 230, and the rear vehicle has two rear wheels 330 and two front wheels 310, each rear wheel 230 of the front vehicle being positioned between the front wheels 310 of the rear vehicle.

[0278] This configuration of the 1C assembly is nevertheless more complicated to implement due to the difficulty in aligning the four wheels 230, 330 in a limited template (width) for the rear vehicle.

[0279] The diagram of the vehicle assembly referenced 1 D is a variant, for which the front vehicle has a single front wheel 210 and two rear wheels 230, and the rear vehicle has two rear wheels 330 and two front wheels 310, each rear wheel 230 of the front vehicle being positioned between the front wheels 310 of the rear vehicle.

[0280] This configuration of the assembly 1D is, like the configuration of the assembly 1C, complicated to implement due to the difficulty in aligning the four wheels 230, 330 in a limited template (width) for the rear vehicle. In addition, the limited spacing between the two rear wheels 230 of the front vehicle 2 makes the front vehicle less stable in the detached state.

[0281] The diagram of the vehicle assembly referenced 1 E is a variant, for which the front vehicle has a single front wheel 210 and two rear wheels 230, and the rear vehicle has two rear wheels 330 and a single front wheel 310, the front wheel 310 of the rear vehicle being positioned between the rear wheels 230 of the front vehicle. This configuration of assembly 1 E is, as for configuration 1 B, less stable for the rear vehicle in the detached state.

[0282] The diagram of the vehicle assembly referenced 1 F is a variant, for which the front vehicle has a single front wheel 210 and a single rear wheel 230, and the rear vehicle has two rear wheels 330 and two front wheels 310, the rear wheel 230 of the front vehicle being positioned between the front wheels 310 of the rear vehicle.

[0283] In this overall configuration 1 F, the stability of the front vehicle is less when it is detached because it only has two wheels. In addition, such a configuration complicates the installation of a body to provide protection, whereas a body, with floor and door(s) can be more easily provided for the other configurations.

[0284] When present, the roll mobility may be located at different locations. The embodiments illustrated in Figures 12, 13 and 14 respectively show different embodiments of the invention for which the roll mobility is located respectively on the front vehicle side, on the rear vehicle side and in the middle of the coupling system.

[0285] For each of the embodiments, the coupling system 4 comprises a part 42, called the front part, carried by the front vehicle 2, a part 43, called the rear part, carried by the rear vehicle 3, as well as a connecting part 41 between the front part 42 and the rear part 43.

[0286] The front part 42 carried by the front vehicle 2 is fixed to the chassis 20 of the front vehicle 2 or to a part of the rear rolling axle 23 which is coupled to the chassis 20 of the front vehicle 2. The connecting part 41 is mounted articulated to the front part 42 around a lateral axis AL2.

[0287] The rear part 43 carried by the rear vehicle 3 is fixed to a part 34 which is integral with the part 351 of the steering device 35 to which the front rolling axle system 31 of the rear vehicle 3 is fixed. As a reminder, the part 351 is pivotally mounted relative to the part 352 which is fixedly mounted relative to the chassis. Said part 34 may be a part which is part of the part 351 of the steering device 35 or be a separate part fixed to said part 351 of the steering device 35.

[0288] The connecting part 41 is mounted articulated to the rear part 43, around a lateral axis AL3.

[0289] As recalled above, the coupling system 4 has an attachment and detachment zone which can be located at different locations. In particular, the attachment and detachment zone can be located between two parts of the coupling system 4, for example between parts 42 and 41, or 41 and 43, or between two portions of a given part of the coupling system, for example between portions 412 and 413 of the connecting part 41 between the front 42 and rear 43 parts.

[0290] In the embodiment of Figure 12, the front part 42 comprises a roll axis device 4R, such as a ball crown, and an articulation device 421 articulated to the connecting part 41 about a lateral axis AL2. The roll axis device 4R comprises a first part 4R1 fixed to the front vehicle 2, and a second part 4R2 fixed to the articulation device 421 which is articulated to the connecting part 41, the first part 4R1 and the second part 4R2 being pivotally mounted relative to each other about a roll axis AR23.

[0291] In the embodiment of Figure 13, the rear portion 43 comprises a roll axis device 4R, such as a ball crown, and an articulation device 431 articulated to the connecting portion 41 about the lateral axis AL3. The roll axis device 4R comprises a first portion 4R1 fixed to the rear vehicle 3, and a second portion 4R2 fixed to the articulation device 431 which is articulated to the connecting portion 41, the first portion 4R1 and the second portion 4R2 being pivotally mounted relative to each other about a roll axis AR23.

[0292] In the embodiment of Figure 14, the connecting part 41 comprises a first portion 413 connected (by the axis articulation AL3) to the rear part 43, a second portion 412 connected (by the axis articulation AL2) to the front part 42, and a roll axis device 4R, such as a ball crown, interposed between the two portions 413, 412 of the connecting part 41. The roll axis device 4R comprises a first part 4R1 fixed to the first portion 413 which is articulated to the rear part 43, and a second part 4R2 fixed to the second portion 412 which is articulated to the front part 42, the first part 4R1 and the second part 4R2 being pivotally mounted relative to each other about a roll axis AR23.

[0293] The lateral axis AL2 or AL3 is an axis which is orthogonal to the longitudinal axis of the vehicle assembly and which is horizontal when the vehicle assembly is rolling on a horizontal plane ground.

[0294] The roll axis is an axis parallel to, preferably coincident with, the longitudinal axis of the vehicle assembly in the coupled state of the vehicles when they are traveling in a straight line on level ground. The roll axis is orthogonal to a lateral axis which corresponds to a pitch axis.

[0295] In summary and as detailed above according to different embodiments, there is provided a set of rolling vehicles comprising a front vehicle, a rear vehicle comprising a device for steering a front rolling axle system of the rear vehicle, and a coupling system which can be activated and deactivated so that, in the activated state of the coupling system and on horizontal flat ground, the wheel(s) of the front rolling axle system of the rear vehicle and the wheel(s) of the rear rolling axle system of the front vehicle are, in top view of the set of vehicles, aligned along their axis of rotation and remaining parallel in a turn.

[0296] It may be provided, as for example in the embodiments of figures 1 to 15, that the coupling system is devoid of internal yaw mobility.

[0297] A locking mechanism for the coupling system may be provided, for example integrated into the coupling mechanism, so that as soon as the coupling parts are put into coupling configuration, for example by being fitted together, a locking mechanism is triggered preventing separation of said parts without intentional intervention. The locking makes it possible to prevent involuntary deactivation (uncoupling) of the coupling which could occur during a journey, for example due to vibrations and shocks related to the road.

[0298] It may be provided, as for example in the embodiments illustrated more particularly in Figures 16 to 19, that the coupling system has an internal yaw mobility AI4 when the coupling system is in the pre-coupled configuration (before the coupled configuration) to allow the vehicles to be mechanically coupled together even when the vehicles are not well aligned (i.e. when there is a non-zero angle between the longitudinal axis of the rear vehicle and the longitudinal axis of the front vehicle). The vehicles can then be controlled to move forward in a straight line at low speed so that they align. In particular, the different parts of the coupling system are aligned with each other. A locking system 5 allows, when the vehicles are aligned (and in particular the different parts of the coupling system), to block this internal yaw mobility AI4.

[0299] In the inactivated state, i.e. in the unlocked position of the locking system 5, the internal yaw mobility AI4 remains free, which allows the vehicles to align themselves while moving forward in a straight line.

[0300] The locking system 5 is configured to, in the activated state, i.e. in the locking position, block the internal yaw mobility AI4 of the coupling system 4. The locking position of the locking system 5 can be reached when the different coupling parts are aligned. Advantageously, in the pre-coupled state and in order to obtain the coupled configuration, the locking system 5 is brought into a position, for example lowered by 30° relative to the horizontal, in which it is returned to the locking position by a return device 58. As long as the vehicles are not aligned, the locking system 5 does not reach the locking position to which it is returned. When the front vehicle 2 and rear vehicle 3 are aligned, for example after having advanced the set of vehicles over a given distance in a straight line, the return of the locking system 5 to the locking position causes the locking system 5 to take the locking position which results in the locking of the internal yaw mobility AI4 of the coupling system 4, and preferably as explained after the automatic locking of the locking system in the locking position, for example by cooperation of a member of the locking system 5 with a corresponding member of the coupling system 4.

[0301] According to one embodiment, the locking system (in particular the main body 50) is provided with a hooking (or locking) member 59 and a part 41 of the coupling system 4, preferably a part 41 of the coupling system 4 separate from that which carries the locking system 5, comprises a corresponding hooking (or locking) member 419, which cooperates with said hooking member 59 of the locking system 50 when the locking system 50 is in the locking position.

[0302] The locking system 5 comprises locking elements 50A, 50B, for example made in the form of cheeks, which, in the locked position of the locking system 5, extend on either side of the longitudinal axis A4 of the coupling system 4 opposite corresponding stop elements 411 A, 411 B arranged on the coupling system 4 so as to block the internal yaw mobility AI4. In the example illustrated in FIGS. 16 and 17, the stop elements 411 B, 411 A are carried by the body 411 of the part 41.

[0303] In particular, the hooking members 59, 419 and the blocking elements 50A, 50B, 411 A, 411 B of the internal yaw mobility AI4 distributed over the blocking system 50 and the coupling system 4, are arranged so that the hooking between them of the hooking members 59, 419 takes place at the same time as the blocking system 50 reaches the blocking position.

[0304] The attachment members 59, 419 may be male-female type snap-fastening members, such as a tab capable of engaging in an opening. The attachment members 59, 419 can be disengaged from one another by voluntary manual action.

[0305] In the locking position, the locking system 5 is coupled, for example by an articulation, to a part of the coupling system which is located, considering the longitudinal axis of the vehicle assembly, on one side of the internal yaw mobility AI4 and is coupled to another part of the coupling system which is located on the other side of the internal yaw mobility AI4 so that the locking system 5 introduces a rigidity between said parts of the coupling system between which the internal yaw mobility AI4 is located.

[0306] According to one embodiment, the locking system 5 comprises a main body 50, called a valve, pivotally mounted about a lateral axis A5, on a part 420 of the coupling system 4 carried by the front vehicle 2 (or on a part of the front vehicle), between an unlocking position in which the internal yaw mobility AI4 is free (available) and a locking position in which the main body 50 cooperates with the coupling system 4 so that the internal yaw mobility AI4 is blocked. Alternatively, it may be provided that the locking system 5 is pivotally mounted on a part of the rear vehicle. In the remainder of the description, the locking system 5 is described as pivotally mounted on a support 420 of the coupling system on the front vehicle side, but the description also applies to mounting the locking system 5 on another part of the vehicle assembly.

[0307] The locking system 5 comprises a return device 58, such as cylinders, preferably one cylinder on each side of the longitudinal axis of the vehicle assembly, configured to return the locking system 5 to an active locking state when the locking system 5 is in a given angular range about its pivot axis. When the locking system 5 is in another given angular range about its pivot axis, the return device 58 returns the locking system 5 to the unlocked position.

[0308] In particular, the locking system 5 is configured to return the locking system to the locking position when the locking system 5 has exceeded a given angle of inclination relative to the vertical; i.e. when, in profile view of the vehicle assembly, the point of articulation of a jack to the support 420 is located on the side of the front vehicle relative to the straight line passing through the point of articulation of the body 50 of the locking system 5 to the support 420 and the point of articulation of the jack to said body 50 of the locking system.

[0309] In the pre-coupled state, the body 50 of the blocking system can thus, when folded down by an operator, be kept pushed towards its blocking position by the return device 58 so that when the vehicles align themselves while moving forward, the body 50 of the blocking system is pushed by the return device into its blocking position, and, preferably, a locking of the blocking system in said blocking position occurs in parallel, for example by cooperation of the latching member 59 of the blocking system 5 with the corresponding latching member 419 of the coupling system. In particular, the blocking and preferably the locking occurs automatically during the first meters of movement of the vehicles which allow the front vehicle and the rear vehicle to be aligned. As soon as the locking is effective, all of the vehicles go into coupled mode and there is no longer any possible yaw movement within the coupling system.

[0310] The locking system 5 is also configured to return the locking system 5 to the unlocked position when the locking system 5 has an angle of inclination value relative to the vertical less than a given value; i.e. when, in profile view of the set of vehicles, the point of articulation of a jack to the support 420 is located on the side of the rear vehicle relative to the straight line passing through the point of articulation of the body 50 of the locking system 5 to the support 420 and the point of articulation of the jack to said body 50 of the locking system. In the uncoupled state, the body 50 of the locking system 5 can thus be held in the raised position by the return device 58.

[0311] The valve 50 of the locking system can be lowered by the operator once he has coupled together the different parts of the coupling system (pre-coupling configuration) so that the valve is in a position for which it is returned by the return device 58 to the locking position.

[0312] When the vehicle assembly is in the pre-coupled configuration, but the valve has not yet reached the locking position (which can be deduced from the fact that the parallel locking of the valve has not yet been achieved), for example due to a non-alignment of the vehicles which generates an obstacle at the coupling system preventing the valve 50 from reaching its locking position, the control system authorizes the engines of the front and rear vehicles to operate simultaneously at low speed, for example 3 to 4 km / h, to allow the driver to align the two vehicles.

[0313] when the two vehicles are aligned, the valve, which is pushed by the return device, then takes its locking position. The control system detects the locking state, for example by detecting using a sensor a parallel locking of the valve (member 59) with the coupling system (member 419). The electric motor of the front vehicle 2 is then cut and the rear vehicle 3 can propel the assembly so that the front vehicle is pushed by the trailer (apart from the muscular force that the driver can exert on a pedal assembly of the front vehicle when the front vehicle is equipped with such a pedal assembly).

[0314] In the pre-coupled state, the body 50 of the blocking system 5 can thus, when folded down, be kept pushed towards its blocking position by the return device 58 so that when the vehicles align while moving forward, the hooking member 59 of the blocking system 5 automatically engages, preferably by snap-fastening, with the corresponding hooking member 419 of the coupling system, at the same time as the body 50 of the blocking system 5 occupies the blocking position so that the body 50 is locked in the blocking position.In particular, the cooperation of the coupling members 59, 419 occurs automatically during the first few meters which allow the front vehicle and the rear vehicle to be aligned because the return device 58 pushes the valve towards its locking position and the valve is free to reach this locking position when the vehicles are aligned and the members 59, 419 being correctly positioned relative to each other to cooperate when the different parts of the coupling system are aligned.

[0315] Conversely, when the vehicles are not aligned, the valve 50 comes into contact with one or more elements of the coupling system, for example with one of the elements 411 A, 411 B, which prevents it from reaching the locking position and also prevents the cooperation of the latching members 59, 419 to lock the valve 50 in the locking position.

[0316] Advantageously, a sensor is configured to detect the locking of the locking system and / or its locking position. As soon as the presence sensor detects that the flap is in the locking position and / or that the attachment members 59, 419 are attached to each other, the electronic and / or computer system for controlling the set of vehicles determines that the set of vehicles is in the coupled configuration (i.e. without possible yaw movement within the coupling system). The electronic and / or computer processing system can then deactivate the electric motor 2 of the front vehicle when it is present, while authorizing the electric motor 3 of the rear vehicle for the movement of the vehicle set.

[0317] Advantageously, the return device 58 is also configured to return the locking system 5 to the unlocked position when the locking system 5 remains below a given angle of inclination relative to the vertical. In particular, the or each cylinder is configured to return the valve 50 to the unlocked position when the valve 50 is in a second given angular range, in particular when the or each cylinder has exceeded a given angle of inclination relative to the vertical, i.e. when, in side view, the point of articulation of the or each cylinder to the support 420 has changed sides, i.e. when, in side view, the point of articulation of one or each cylinder to the support 420 is located on the side of the rear vehicle 3 relative to the straight line passing through the point of articulation of the body 50 of the locking system 5 to the support 420 and the point of articulation of the cylinder to said body 50 of the locking system.Thus, in the uncoupled state, the body 50 of the locking system can thus be held in the raised position by the return device 58 while remaining carried by the associated vehicle, preferably the front vehicle.

[0318] Preferably, the vehicle assembly may comprise a sensor for the state of the blocking system 5 making it possible to detect the coupled state of the coupling system and to communicate the detected state to the electronic and / or computer system for controlling the vehicle assembly.

[0319] The rear vehicle 3 may comprise an electrical cable connectable during the coupling operation to an electrical cable of the front vehicle 2, to transmit to the control unit of the rear vehicle 3 commands, for example speed for the motorization of the rear vehicle, and preferably commands for indicator lights, such as direction indicators, reverse gear. The electronic and / or computer system for controlling the motorization may be configured to detect the connection of the electrical cable and consider that the vehicles are mechanically coupled in the detected state of the connection. Preferably, when the sensor does not detect a locking position of the locking system and the cable connection between the vehicles is detected, the electronic and / or computer system for controlling the motorization determines that the coupling system is in the pre-coupling configuration.The system may be provided to request confirmation from the driver that the parts of the coupling system have been successfully coupled together to determine that the coupling system is in the pre-coupling configuration.

[0320] The electronic and / or computer system for controlling the motorization which is configured to: - in the pre-coupled state of the coupling system 4 and, preferably, as long as the speed of the front vehicle 2 is lower than a given threshold value, such as 6 km / h, authorize the operation of the electric motor of the front vehicle 2, and preferably of the electric motor of the rear vehicle 3, so as to allow, when the front vehicle 2 and the rear vehicle 3 are coupled without being well aligned, to control the movement, preferably step by step, of the front vehicle 2 and the rear vehicle 3 in a straight line so that the rear vehicle 3 aligns with the front vehicle 2, and so that the locking system 5, which has been previously brought (preferably by being lowered or folded down by the operator) towards its locking position, but without reaching said locking position due to the non-alignment of the vehicles, can reach said locking position by being returned to said locking position by said return device 58;

[0321] - in the coupled state (the locking position being reached and the locking system preferably being locked in said locking position), authorize the operation of the electric motor of the rear vehicle 3, while preventing the operation of any electric motorization of the front vehicle 2. The electric motorization of the front vehicle 2 may include a motorization of at least one wheel and / or electric pedal assistance in the case where the front vehicle 2 is equipped with a pedal system. This makes it possible to move the entire vehicle assembly using only the electric motorization of the rear vehicle, thus avoiding having to synchronize two motorizations - front and rear - which would be a source of difficulty and would present a risk for the reliability of driving in the event of a synchronization problem.This also makes it possible to design the vehicles by balancing the power distribution on the front and rear vehicles to benefit from sufficient electrical power on the rear vehicle, in particular when the rear vehicle is detached and must be moved while being guided by the operator, since the rear vehicle is intended to carry a greater load than the front vehicle, the weight of which to be carried is, in comparison with the rear vehicle, mainly that of the driver and the associated driving position 29 which includes a seat. Conversely, the rear vehicle does not have a mounted driving position, which makes it, in the uncoupled state, a walk-behind vehicle which can be steered using the manual guidance device 49.

[0322] When the front vehicle 2 includes a pedal system and the coupling system is locked, the electric motor of the rear vehicle 3 can be used to push the front vehicle 2 and the driver can, if he wishes, provide muscular effort by pedaling, but without operation of the electric assistance system of the front vehicle.

[0323] In the uncoupled state of the front and rear vehicles, when present, the electric motor of the front vehicle's drive system is activated and can thus be used by the driver to control the movement of the front vehicle. As a reminder, the electric motor can be a motor of an electric pedal assistance system.

[0324] Advantageously, as for example illustrated in Figures 16 and 17, a pitch axis AL3 is provided between the part 351 of the orientation device 35 to which the front rolling axle system 31 of the rear vehicle 3 is fixed, and the chassis 22 of the front vehicle 2. The articulation AL3 is preferably made between a part (not visible in figures 16 to 17 but corresponding to a part referenced 43 in the other figures) fixed to the part 351 by means of the support structure 34 and the part 41 of the coupling system 4.

[0325] The pitch mobility as well as the roll mobility between the chassis can be achieved differently as explained previously.

[0326] The orientation device 35 is carried by the chassis 32 of the rear vehicle 3.

[0327] The coupling system 4 comprises a part 41, called the rear part, carried by the rear vehicle 3 and a second part 42, called the front part, carried by the front vehicle 2. The rear part 41 and the front part 42 are decoupled from each other in the uncoupled state, and coupled to each other in the coupled state. The rear part 41 comprises a first coupling member 418 and the front part 42 comprises a second coupling member 428 capable of being coupled to the first coupling member 418 (See Figures 16 and 17).

[0328] The second part 42 of the coupling system 4 which carries the second coupling member 428 can be fixed, for example by the support part 420, to a first part 4R2 of a steering device 4R, preferably a steering ring 4R, which comprises a second part 4R1 fixed to the chassis 22 of the front vehicle. The first part and the second part 4R1, 4R2 are pivotally mounted relative to each other around an axis of the steering device 4R which forms a roll axis.

[0329] The first coupling member 418 comprises a ring, possibly provided with an annular ball joint internal to the ring, and the second coupling member 428 comprises a vertical mechanical axis (vertical with reference to a position of the assembly on a flat horizontal ground) on which the ring is capable of being mounted. The two coupling members can be linked together by a pin 422.

[0330] In the unlocking position of the locking system 5, to switch the coupling system 4 to the uncoupled configuration, the rear part 41 of the coupling system 4 is detachable from the front part 42 of the coupling system 4, by raising the rear part 41 which carries the ring 418 by pivoting around a lateral axis AL3 of the rear part 41 of the coupling system 4 which is articulated to the chassis 32 of the rear vehicle 3, so as to cause the ring 418 to escape by relative to the vertical mechanical axis 428 of the front part 42 of the coupling system 4.

[0331] A manual guidance device 49 can be attached to the part 41 of the coupling system 4 which, in the uncoupled state, is carried by the part 351 of the steering device 35 of the rear vehicle 3, and which has pivoting mobility about a lateral axis relative to the longitudinal axis of the part 41 of the coupling system 4. Said pivoting mobility preferably forms the pitching mobility AL3 in the coupled state of the vehicles 2, 3. The manual guidance device 49 comprises a telescopic bar 491 provided with a handlebar 492, and a system 493 for adjusting the length of the bar. The telescopic bar 491 is provided with a handlebar 492.

[0332] Preferably, the manual guidance device 49 is fixed under the part 41 of the coupling system.

[0333] In the coupled state of the vehicles 2, 3, the pitch mobility AL3 allows the chassis 22, 32 to pivot relative to each other about the axis AL3. In the uncoupled state, the pivoting mobility AL3 allows the operator to be able to lower or raise the bar and the handlebar of the manual guidance device 49 which is fixed to the coupling part 41 articulated to the chassis 32 about said axis AL3, to bring the handlebar to the desired height by pivoting the bar about the lateral axis AL3, in order to facilitate the guidance of the rear vehicle by the operator.

[0334] It may be provided that the yaw axis steering device 35, preferably the slewing ring, is configured to allow the chassis 22 of the front vehicle 2 and the chassis 32 of the rear vehicle 3 to pivot relative to each other such that the longitudinal axis A2 of the front vehicle 2 can form a right angle with the longitudinal axis A3 of the rear vehicle 3. Pivoting may be provided over an angular range of at least 180°: in particular with the front vehicle being able to pivot over a range of |-90°; +90°] relative to the longitudinal axis of the rear vehicle. In particular, the use of a slewing ring means that the front and rear vehicles can freely orient themselves relative to each other, being constrained only by the size of their bodywork.

[0335] Advantageously, the or each wheel of the rear rolling axle system 23 of the front vehicle 2 is located at least partly under the (or directly above the) chassis 32 of the rear vehicle 3. In particular, in side view and considering the longitudinal axis A1 of the set of vehicles considered oriented in a straight line, the or each wheel of the rear rolling axle system 23 of the front vehicle 2 is located, with reference to a positioning considered along the longitudinal axis, at the level of the longitudinal axis A1 where the chassis 30 of the rear vehicle 3 is located on said longitudinal axis.

[0336] The pitch articulation system formed by the mobility AL3, allows, in the activated state of the coupling system, the chassis 22 of the front vehicle 2 and the chassis 32 of the rear vehicle 3 to pivot relative to each other around a lateral axis AL3 orthogonal to a longitudinal axis AR23, A1 of the entire front vehicle 2 and rear vehicle 3.

[0337] Preferably, the front axle system 31 of the rear vehicle 3 is mounted articulated to the steering device 35, in particular articulated to the support structure 34 fixed to one of the parts of the steering device 35 movable in rotation relative to the other part of the steering device 35 which is fixed to the chassis 32 of the rear vehicle, around a lateral axis AL31, orthogonal to the yaw axis A35, which is horizontal when the rear vehicle is supported by its wheels on horizontal flat ground. The rear vehicle 3 comprises a damping system 391 configured to dampen the pivoting of the front axle system 31 of the rear vehicle 3 around said horizontal lateral axis AL31.

[0338] According to a preferred embodiment, the vehicle assembly comprises a roll axis device 4R, for example carried by the front vehicle 2 as seen more particularly in Figures 16 and 17, configured to, in the activated state of the coupling system, allow the chassis 22 of the front vehicle 2 and the chassis 32 of the rear vehicle 3 to pivot relative to each other about a roll axis parallel to, preferably coincident with, the longitudinal axis AR23, A1 of the assembly of the front vehicle 2 and the rear vehicle 3. This allows a roll of the rear rolling axle system 23 of the front vehicle 2 relative to the front rolling axle system 31 of the rear vehicle 3 and vice versa.

[0339] Preferably and as for example visible in Figure 19, the rear rolling axle system 23 of the front vehicle 2 comprises a connecting structure 231, such as an arm, of the or each wheel to the chassis 22 of the front vehicle, said connecting structure is elongated so that the or each wheel of the rear rolling axle system 23 extends behind the chassis 22, and preferably at least partly under the chassis 32 which is articulated to the chassis 22 of the front vehicle 2 around a lateral axis A231. A damping system 293 is interposed between the chassis 22 and said connecting structure 231.

[0340] The or each wheel of the rear rolling axle system 23 to remain free of pitching independently of the pitching permitted by the coupling system, in particular independently of the pitching mobility located at the connection between the part 43 of the coupling system fixed to the part 351 of the yaw axis steering device and the remainder of the part 41 of the coupling system carried by the rear vehicle.

[0341] Preferably, the axis A35 intersects the median longitudinal axis A3 of the rear vehicle 3 and the median longitudinal axis A2 of the front vehicle 2, i.e. the median longitudinal axis A1 or AR23 of the set of vehicles when said set is traveling in a straight line, regardless of the yaw orientation of the rear vehicle 3 relative to the front vehicle 2.

[0342] As recalled above, the front vehicle 2 comprises a cockpit in which the driver can sit and a steering control system 25 allowing a driver of the front vehicle 2 to steer the wheel(s) 210 of the front rolling axle system 21. The rear vehicle 3 does not have a driver-mounted cockpit. In the coupled state, the rear vehicle 3 is controlled from the front vehicle 2 by transmitting commands from control members with which the front vehicle is equipped, to a motor control unit of the rear vehicle 3. The transmission of commands (such as forward movement, braking) can be carried out via a cable connected between the control unit of the front vehicle 2 and the control unit of the rear vehicle.

[0343] The vehicle assembly has no yaw mobility other than the front wheel steering axis controllable by the control system. steering, the possible steering axis of the rear wheels of the rear vehicle, the pivot axis of the steering device, and the yaw mobility internal to the coupling system which is intended to be blocked in the locked state of the coupling system. In particular, there is no yaw mobility between the wheel(s) of the rear axle of the front vehicle and the chassis of the front vehicle.

[0344] The invention is not limited to the embodiments illustrated in the drawings.

[0345] Furthermore, the term "comprising" does not exclude other elements or steps. Furthermore, features or steps that have been described with reference to one of the embodiments set forth above may also be used in combination with other features or steps of other embodiments set forth above.

Claims

Claims

1. Set (1) of rolling vehicles comprising: - a first vehicle, called the front vehicle (2), comprising a chassis (22), a front rolling axle system (21) comprising one or more wheels (210), as well as a rear rolling axle system (23) comprising one or more wheels (230); the front vehicle (2) comprising a system for driving in movement (28) at least a part (230) of the wheels of the front vehicle (2); - a second vehicle, called rear vehicle (3), comprising a chassis (32), a front rolling axle system (31) comprising one or more wheels (310), as well as a rear rolling axle system (33) comprising one or more wheels (330); the rear vehicle (3) comprising an electric motor for driving at least a portion (310) of the wheels of the rear vehicle (3) in movement; - a coupling system (4) capable of having an uncoupled configuration in which the rear vehicle (3) and the front vehicle (2) are detached from each other and a coupled configuration;characterized in that the rear vehicle (3) also comprises a steering device (35), called a yaw axis steering device (35), preferably a steering ring (35), such as a ball ring, the yaw axis steering device (35) being located on the front side of the rear vehicle (2) and comprising: a first part (351) to which the front rolling axle system (31) of the rear vehicle (3) is fixed, and a second part (352) fixed to the chassis (32) of the rear vehicle (3), the first part (351) and the second part (352) being pivotally mounted relative to each other about an axis (A35), called a yaw axis, which is, when the vehicle assembly is supported by its wheels on horizontal ground, orthogonal to the ground support plane of the wheels of the vehicle assembly;the axles (A310, A230) of the wheels (310, 230) of the front rolling axle system (31) of the rear vehicle (3) and of the rear rolling axle system (23) of the front vehicle (2) passing under the chassis (32) of the rear vehicle (3) in; coupled configuration; the set of vehicles being configured so that, in coupled configuration and when the vehicles (2, 3) are supported by their wheels on horizontal flat ground, the wheel(s) of the front rolling axle system (31) of the rear vehicle (3) and the wheel(s) of the rear rolling axle system (23) of the front vehicle (2) are, in top view of the set of vehicles (2, 3), aligned along their axis of rotation (A310, A230).

2. Assembly according to claim 1, in which, the yaw axis (A35) of the yaw axis steering device (35) is, in coupled configuration, when the vehicle assembly is supported by its wheels on horizontal flat ground, intersecting with the axis (A310) of the wheel(s) of the front rolling axle system (31) of the rear vehicle (3) and the axis (A230) of the wheel(s) of the rear rolling axle system (23) of the front vehicle (2).

3. An assembly according to any preceding claim, wherein the orienting device (35) is an orienting ring.

4. Assembly according to any one of the preceding claims, in which the spacing height of the chassis (32) of the rear vehicle (3) relative to the ground support plane of the wheels (310, 230) of the front rolling axle system (31) of the rear vehicle (3) and of the rear rolling axle system (23) of the front vehicle (2), is greater than the height of the wheels (310, 230) of the front rolling axle system (31) of the rear vehicle (3) and of the rear rolling axle system (23) of the front vehicle (2).

5. An assembly according to any one of the preceding claims, wherein the coupling system (4) is also capable of having a so-called pre-coupled configuration, in which the coupling system (4) has an internal yaw mobility (AI4), according to which the vehicles are linked together by the coupling system, while being able to pivot relative to each other around a yaw axis internal to the coupling system (4); said assembly comprises a locking system (5) configured so that, when the coupling system (4) is in the pre-coupled configuration, it can pass from an unlocked position to a locked position in which the internal yaw mobility (AI4) of the coupling system (4) is blocked so that the coupling system (4) is in the coupled configuration.

6. Assembly according to claim 5, in which the locking system (5) comprises a main body (50), called a valve, pivotally mounted between the unlocking position and the locking position, preferably around a lateral axis (A5), on a part of one of the vehicles, preferably the front vehicle (2), for example on a part (420) of the coupling system (4) carried by the front vehicle (2).

7. An assembly according to claim 6, wherein the locking system (5) comprises a return device (58), such as jacks, configured to return the locking system (5) to the locking position when the locking system (5) is within a given angular range around its pivot axis (A5).

8. An assembly according to any one of claims 5 to 10. 7, wherein the locking system (5) comprises a locking member (59) which, in the locking position of the locking system (5), cooperates with a corresponding locking member (419) carried by the coupling system (4), to lock the locking system (5) in the locking position.

9. An assembly according to any one of claims 5 to 10. 8, in which the locking system (5) comprises locking elements (50A, 50B), for example in the form of cheeks, which, in the locking position of the locking system (5), extend on either side of the longitudinal axis (A4) of the coupling system (4) opposite corresponding stop elements (411 A, 411 B) carried by the coupling system (4) so as to block the internal yaw mobility (AI4) of the coupling system (4).

10. An assembly according to any one of claims 5 to 10. 9, in which, the system for driving at least part of the wheels of the front vehicle (2) comprising an electric motor, for example for electric pedal assistance when the front vehicle is equipped with a pedal system, the set of vehicles comprises an electronic and / or computer control system which is configured to: - in pre-coupled configuration of the coupling system (4) according to which the internal yaw mobility (AI4) is free, and preferably as long as the speed of the front vehicle (2) is lower than a given threshold value, such as 6 km / h, authorize the operation of the electric motor of the front vehicle (2), and preferably of the electric motor of the rear vehicle (3); - in the coupled configuration of the coupling system (4) in which the internal yaw mobility (AI4) is blocked by the blocking system (5), authorize the operation of the electric motor of the rear vehicle (3), while preventing the operation of the electric motor of the front vehicle (2).

11. An assembly according to any preceding claim, wherein the coupling system (4) comprises: - a first part (43, 41), called the rear part, carried by the first part (351) of the yaw axis orientation device (35) to which the front rolling axle system (31) of the rear vehicle (3) is fixed; - a second part (42), called the front part, carried by the front vehicle (2), the rear part (43, 41) and the front part (42) being decoupled from each other in the uncoupled state, and coupled to each other in the coupled state, in which the rear part (43, 41) comprises a first coupling member (418) and the front part (42) comprises a second coupling member (428) capable of being coupled to the first coupling member (418).

12. Assembly according to claim 11, taken in combination with claim 5, in which one (418) of said first and second coupling members comprises a ring, possibly provided with an annular ball joint internal to the ring, and the other coupling member (428) comprises a vertical mechanical axis on which the ring is capable of being mounted, the two coupling members (418, 428) being able to be linked together by a pin (422), the first and second coupling members (418, 428) allowing, in the state coupled to each other, a pivoting mobility corresponding to said internal yaw mobility (AI4) when the locking system (5) is in the unlocked position.

13. Assembly according to the preceding claim, in which, the part (41) of the coupling system provided with the ring being articulated to the vehicle which carries said part (41) of the coupling system, around a lateral axis (AL3) of articulation, in the unlocking position of the locking system (5), to move the coupling system (4) into the uncoupled configuration, the rear part (43, 41) of the coupling system (4) is decoupleable from the front part (42) of the coupling system (4), by raising the part (41) of the coupling system (4) provided with the ring (418) by pivoting around said lateral articulation axis (AL3), so as to cause the ring (418) to escape relative to the vertical mechanical axis (428) carried by the other part (42) of the coupling system (4).

14. An assembly according to any one of claims 11 to 13, wherein the second part (42) of the coupling system (4) which carries the second coupling member (428) is fixed to a first part (4R2) of a roll axis steering device (4R), preferably a steering ring (4R), which comprises a second part (4R1) fixed to the chassis (22) of the front vehicle, the first part and the second part (4R1, 4R2) being pivotally mounted relative to each other about an axis of the steering device (4R) which forms the roll axis.

15. An assembly according to any preceding claim, wherein the yaw axis steering device (35), preferably the steering ring, is configured to allow the chassis (22) of the front vehicle (2) and the chassis (32) of the rear vehicle (3) to pivot relative to each other so as to be able to obtain a configuration of the vehicles (2, 3) according to which the longitudinal axis (A2) of the front vehicle (2) forms a right angle with the longitudinal axis (A3) of the rear vehicle (3).

16. An assembly according to any preceding claim, wherein the or each wheel (230) of the rear rolling axle system (23) of the front vehicle (2) is located at least partly under the chassis (32) of the rear vehicle (3).

17. An assembly according to any preceding claim, wherein the vehicle assembly, preferably the coupling system (4), comprises an articulation system, called a pitch articulation system, configured to, in the coupled state, allow the chassis (22) of the front vehicle (2) and the chassis (32) of the rear vehicle (3) to pivot relative to each other about a lateral axis (AL3) orthogonal to a longitudinal axis (AR23, A1) of the assembly of the front vehicle (2) and the rear vehicle (3).

18. Assembly according to any one of the preceding claims, in which the front rolling axle system (31) of the rear vehicle (3) is mounted articulated to the yaw axis steering device (35) around a lateral axis (AL31) orthogonal to the yaw axis (A35) of the yaw axis steering device (35), said lateral axis (AL31) being horizontal when the rear vehicle (3) is supported by its wheels on horizontal flat ground, and the rear vehicle (3) comprises a damping system (391) configured to dampen the pivoting of the front rolling axle system (31) of the rear vehicle (3) around said horizontal lateral axis (AL31).

19. An assembly according to any preceding claim, wherein the vehicle assembly comprises a roll axis device (4R), configured to allow the chassis (22) of the front vehicle (2) and the chassis (32) of the rear vehicle (3) to pivot relative to each other about a roll axis parallel to, preferably coincident with, the longitudinal axis (AR23, A1) of the assembly of the front vehicle (2) and the rear vehicle (3).

20. An assembly according to any one of the preceding claims, wherein the rear rolling axle system (23) of the front vehicle (2) comprises a connecting structure (231) of the or each wheel to the chassis (22) of the front vehicle, said connecting structure (231) being elongated so that the or each wheel (230) of the rear rolling axle system (23) extends spaced behind the chassis (22) of the front vehicle, preferably at least partly under the chassis (32) of the rear vehicle, said connecting structure (231) being articulated to the chassis (22) of the front vehicle (2) about a lateral axis (AL23), the front vehicle (2) comprising a damping system (293) interposed between the chassis (22) and said connecting structure (231).

21. An assembly according to any preceding claim, wherein the front rolling axle system (21) of the front vehicle (2) comprises two wheels (210), located on either side of the longitudinal axis of the front vehicle (2), and the rear rolling axle system (23) of the front vehicle (2) is provided with a wheel (230), for example a single wheel, located on a median longitudinal axis of the front vehicle (2).

22. Assembly according to any one of the preceding claims, in which the front vehicle (2) comprises a driving position (29) in which a driver is intended to take place, preferably to allow the electric motorization of the rear vehicle (3) to be controlled from said driving position provided with corresponding control members, and a steering control system (25) allowing the driver of the front vehicle (2) to steer the wheel(s) (210) of the front rolling axle system (21).

23. An assembly according to any preceding claim, wherein the yaw axis (A35) of the yaw axis steering device (35) intersects the median longitudinal axis (A3) of the rear vehicle (3) and the median longitudinal axis (A2) of the front vehicle (2).

24. An assembly according to any preceding claim, wherein said vehicle assembly comprises a manual guiding device (49) which is attached to a portion (41) of the coupling system which, in the uncoupled state, is carried by the rear vehicle (3), and which has a pivoting mobility (AL3) about a lateral axis relative to the chassis (32) of the rear vehicle (3), said pivoting mobility (AL3) preferably forming a pitching mobility between the vehicle chassis in the coupled state of the vehicles (2, 3).

25. Assembly according to the preceding claim, in which the manual guidance device (49) comprises: - a telescopic bar (491) equipped with a handlebar (492), and - an adjustment system (493) for the length of the telescopic bar (491).

26. Assembly according to the preceding claim, in which the telescopic bar (491) provided with a handlebar (492), is located under the part (41) of the coupling system (4) to which the manual guidance device (49) is fixed.

27. A method of coupling rolling vehicles, the method comprising the following steps: - providing a front vehicle (2) and rear vehicle (3) assembly according to any one of the preceding claims; - relative approximation between the front vehicle (2) and the rear vehicle (3) so as, when viewed from above and when the assembly is supported by its wheels on a horizontal plane ground, align the axis (A230) of the or each wheel (230) of the rear rolling axle system (23) of the front vehicle (2) with the axis (A310) of the or each wheel (310) of the front rolling axle system (31) of the rear vehicle (3), - activating the coupling system (4) in the coupled configuration to couple the rear vehicle (3) to the front vehicle (2) so that, during a turn on horizontal flat ground, the wheels of the front rolling axle system (31) of the rear vehicle (3) and the rear rolling axle system (23) of the front vehicle (2) remain parallel to each other.

28. A method of uncoupling the front vehicle (2) and the rear vehicle (3) from an assembly according to any one of claims 1 to 26, the method comprising the following steps: - deactivate the coupling system (4) to uncouple the rear vehicle (3) from the front vehicle (2); - move the rear vehicle (3) and / or the front vehicle (2) independently of each other.

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