Vehicle

Abstract

To reduce driving loss.SOLUTION: A vehicle according to the present invention comprises: a connection part for connecting a trailer; and a rim width change mechanism for reducing a rim width of a wheel of each rear wheel in proportion to a tongue weight imparted to the connection part.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present invention relates to the technical field of vehicles. [Background technology]

[0002] Conventionally, vehicles capable of towing trailers have been proposed. As described in Patent Document 1, such vehicles have, for example, a hitch ball attached as a coupling part to the lower rear part of the vehicle body, and a trailer is coupled to the vehicle by engaging a hitch coupler arranged at the tip of the trailer with the hitch ball. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2023-44029 A Summary of the Invention [Problem to be solved by the invention]

[0004] In the above-mentioned vehicle, part of the trailer's weight (load) is added to the coupling as a tongue weight. Therefore, the rear wheels of the vehicle are crushed by the tongue weight, and the dynamic radius (the distance from the center to the ground) becomes smaller. This may increase the driving loss of the vehicle.

[0005] The present invention has been made in consideration of the above circumstances, and an object of the present invention is to reduce driving loss. [Means for solving the problem]

[0006] A vehicle in one embodiment of the present invention includes a coupling portion for coupling a trailer, and a rim width changing mechanism that reduces the rim width of a rear wheel in proportion to a tongue weight added to the coupling portion. Effect of the Invention

[0007] According to the present invention, the driving loss can be reduced. [Brief description of the drawings]

[0008] [Figure 1] FIG. 1 is a diagram showing a configuration of a vehicle system. [Diagram 2] FIG. 2 is an enlarged view of the dashed line portion in FIG. 1, illustrating the configuration of a connecting mechanism. [Diagram 3] FIG. 2 is an enlarged view of the dashed line portion in FIG. 1, illustrating the configuration of a connecting mechanism. [Figure 4] 1A and 1B are diagrams showing the configuration of a rear wheel including a rim width changing mechanism. [Diagram 5] 1A and 1B are diagrams showing the configuration of a rear wheel including a rim width changing mechanism. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0009] <1. Vehicle system configuration> 1 is a diagram showing a configuration of a vehicle system 1. As shown in FIG. The vehicle 2 has a power source such as an engine or a motor generator, and is capable of running independently. The trailer 3 does not have a power source and cannot run on its own.

[0010] The vehicle 2 and the trailer 3 are connected via a connecting mechanism 4, which enables the vehicle 2 to tow the trailer 3.

[0011] Figures 2 and 3 are enlarged views of the dashed line portion in Figure 1, and are views showing the configuration of the coupling mechanism 4. Figure 2 is a view showing the configuration of the coupling mechanism 4 when the trailer 3 is not coupled. Figure 3 is a view showing the configuration of the coupling mechanism 4 when the trailer 3 is coupled.

[0012] As shown in FIGS. 2 and 3, the connecting mechanism 4 includes a vehicle side connecting portion 10 and a trailer side connecting portion 20. As shown in FIG.

[0013] The vehicle side connecting part 10 is provided on the rear lower part of the vehicle body 5. The vehicle side connecting part 10 includes a hitch member 11, a support part 12, a lever 13, a hitch pin 14, a hitch ball 15, and a pressure generating part 30. The pressure generating part 30 also functions as the rim width changing mechanism 7 described later.

[0014] The hitch member 11 is fixed to the rear lower part of the vehicle body 5. The support part 12 is fixed to the lower part of the hitch member 11, and has a through hole penetrating in the vehicle width direction of the vehicle 2. In the following, the vehicle width direction of the vehicle 2 will be simply referred to as the vehicle width direction.

[0015] The lever 13 is a generally rectangular columnar member disposed along the front-rear direction of the vehicle 2, and is provided with an attachment portion 13a protruding upward near the center. A through hole penetrating in the vehicle width direction is formed in the attachment portion 13a.

[0016] The hitch pin 14 is inserted into both a through hole formed in the support part 12 and a through hole formed in the mounting part 13a and is prevented from slipping out of these through holes. As a result, the lever 13 is supported by the support part 12 so as to be rotatable about the hitch pin 14 as a rotation axis.

[0017] A roughly spherical hitch ball 15 is attached to the upper surface of the rear end of the lever 13. Furthermore, a hydraulic piston 32 of a pressure generating section 30 is attached to the upper surface of the front end of the lever 13 . Therefore, the hitch ball 15 and the hydraulic piston 32 are attached to the opposite sides of the lever 13 with the hitch pin 14 in between.

[0018] The pressure generating unit 30 includes a hydraulic cylinder 31 and a hydraulic piston 32. The hydraulic cylinder 31 contains oil 34 therein, and the hydraulic piston 32 is disposed so as to be slidable in the vertical direction.

[0019] The hydraulic piston 32 has a head portion disposed within the hydraulic cylinder 31, and a shaft portion connected to the lever 13. Therefore, the hydraulic piston 32 slides up and down within the hydraulic cylinder 31 in accordance with the rotational movement of the lever 13.

[0020] An oil flow path 33 is connected to the hydraulic cylinder 31 above the position of the head portion when the hydraulic piston 32 moves most upward. The oil flow path 33 is formed by, for example, a pipe or a hose. One end of the oil flow path 33 is connected to the hydraulic cylinder 31, and the other end is connected to a hydraulic cylinder 71, which will be described later. The oil flow path 33 also functions as the rim width changing mechanism 7.

[0021] The trailer side connecting portion 20 includes an arm portion 21 and a hitch coupler 22. The arm portion 21 is fixed to the front lower portion of the trailer 3, and is a substantially prismatic member disposed so as to protrude forward.

[0022] A cup-shaped hitch coupler 22 is attached to the underside of the front end of the arm portion 21. The hitch coupler 22 is formed so that the hitch ball 15 can be engaged therewith.

[0023] In the coupling mechanism 4, when the trailer 3 is coupled to the vehicle 2, the hitch coupler 22 is engaged with the hitch ball 15 by the user. At this time, as shown by the white arrow in Figure 3, part of the weight of the trailer 3 is added as a tongue weight to the hitch ball 15 of the vehicle-side coupling part 10. This causes the lever 13 to rotate around the hitch pin 14 so that the rear side (the hitch ball 15 side) moves downward (clockwise in Figure 3).

[0024] Then, the front side (the pressure generating unit 30 side) of the lever 13 moves upward. At this time, the lever 13 moves the hydraulic piston 32 upward. In the pressure generating unit 30, as a result of the hydraulic piston 32 being moved upward, the oil 34 contained in the hydraulic cylinder 31 is pushed out into the oil flow path 33, as indicated by the solid black arrow in Fig. 3. That is, the pressure generating unit 30 generates hydraulic pressure toward the oil flow path 33.

[0025] Figures 4 and 5 are diagrams showing the configuration of the rear wheel 6 including the rim width changing mechanism 7. Note that Figure 4 is a diagram showing the configuration of the rear wheel 6 when the trailer 3 is not connected. Figure 5 is a diagram showing the configuration of the rear wheel 6 when the trailer 3 is connected. Also, in Figure 5, the tire 49 when the trailer 3 is not connected is shown by a dashed line.

[0026] 4 and 5, an axle 41 is disposed along the vehicle width direction in the vehicle 2. The axle 41 is rotatably supported by a knuckle 43 via a bearing 42. Hubs 44 are fixed to both ends of the axle 41. The hub 44 is formed in a disk shape, and a plurality of hub bolts 45 are arranged so as to protrude outward in the vehicle width direction.

[0027] The rear wheel 6 includes a fixed wheel 46 , a movable wheel 48 , and a tire 49 . The rim width changing mechanism 7 comprises a pressure generating section 30 (see FIGS. 2 and 3), an oil flow path 33, a fixed wheel 46, a movable wheel 48, a biasing section 50, a roller 51, and a pressure operating section 52. Therefore, the fixed wheel 46 and the movable wheel 48 are both part of the rear wheel 6 and also components that constitute the rim width changing mechanism 7.

[0028] The fixed wheel 46 is formed with through holes through which the multiple hub bolts 45 are passed, and the hub bolts 45 are passed through these through holes.

[0029] With the hub bolt 45 inserted into a through hole of the fixed wheel 46 , a wheel nut 47 is fastened to the tip of the hub bolt 45 , thereby fixing the rear wheel 6 to the axle 41 .

[0030] The fixed wheel 46 has a disk portion 61 formed in a disk shape, and a rim portion 62 formed radially outward of the disk portion 61. The disk portion 61 and the rim portion 62 are integrally formed. The disk portion 61 is formed with the above-mentioned through hole through which the hub bolt 45 passes.

[0031] The rim portion 62 includes a flat portion 62a that is continuous with the outer edge of the disc portion 61 and that is disposed along the vehicle width direction, and an outer flange portion 62b that is continuous with the outer end of the flat portion 62a in the vehicle width direction. The outer flange portion 62b is formed in an annular shape so that the radially outer side widens as it moves outward in the vehicle width direction, and a step is formed midway. The movable wheel 48 is spline-connected to the inner peripheral surface of the flat portion 62a so as to be movable in the vehicle width direction.

[0032] The movable wheel 48 is formed in an annular shape so as to widen radially outward as it moves inward in the vehicle width direction. The movable wheel 48 has an outer end in the vehicle width direction formed along the radial direction as a clamping portion 48a, and an inner end in the vehicle width direction formed as an inner flange portion 48b having a step toward the radial outside. The gap between the clamping portion 48a and the disk portion 61 is sealed by a sealing member (not shown).

[0033] In the rear wheel 6, the fixed wheel 46 and the movable wheel 48 function as wheels, and the outer bead portion 49a of the tire 49 is caught on the outer flange portion 62b, and the inner bead portion 49b of the tire 49 is caught on the inner flange portion 48b. As a result, the tire 49 is fitted between the fixed wheel 46 and the movable wheel 48.

[0034] A biasing portion 50 is provided between the clamping portion 48a and the disk portion 61. One or more biasing portions 50 are provided along the circumferential direction of the rear wheel 6. The biasing portion 50 is, for example, a spring, and biases the movable wheel 48 inward in the vehicle width direction (the opposite side to the fixed wheel 46).

[0035] The roller 51 is attached to the hydraulic piston 72 of the pressure application unit 52 so as to be rotatable along the circumferential direction of the rear wheel 6.

[0036] The pressure operating portion 52 includes a hydraulic cylinder 71 and a hydraulic piston 72, and one or more pressure operating portions are provided along the circumferential direction of the rear wheel 6. The hydraulic cylinder 71 contains the oil 34 therein and has a hydraulic piston 72 provided therein so as to be slidable in the vehicle width direction. The hydraulic cylinder 71 is fixed to the knuckle 43 so that the hydraulic piston 72 is slidable in the vehicle width direction.

[0037] The hydraulic piston 72 has a head portion disposed within the hydraulic cylinder 31 and a shaft portion connected to the roller 51 .

[0038] The oil flow path 33 is connected to the hydraulic cylinder 71 on the inner side in the vehicle width direction than the position of the head portion when the hydraulic piston 72 moves to the innermost position in the vehicle width direction.

[0039] As described above, when the trailer 3 is not coupled to the vehicle 2, no hydraulic pressure is generated in the pressure generating unit 30. In other words, no hydraulic pressure flows into the pressure operating unit 52 through the oil flow path 33.

[0040] In this case, as shown in FIG. 4, since no hydraulic pressure is applied from the pressure application portion 52 to the movable wheel 48, the movable wheel 48 is biased inward in the vehicle width direction by the biasing force of the biasing portion 50. Therefore, the outer flange portion 62b and the inner flange portion 48b are spaced apart from each other. In other words, the rib width, which is the distance between the outer flange portion 62b and the inner flange portion 48b, is long.

[0041] When the trailer 3 is coupled to the vehicle 2, the pressure generating unit 30 generates hydraulic pressure as described above. The pressure operating unit 52 is connected to the pressure generating unit 30 via the oil flow path 33. Therefore, the hydraulic pressure generated in the pressure generating unit 30 is applied to the pressure operating unit 52. Then, as shown in Fig. 5, in the pressure operating unit 52, the hydraulic piston 72 is pushed outward in the vehicle width direction against the biasing force of the biasing unit 50 by the applied hydraulic pressure.

[0042] When the hydraulic piston 72 is pushed outward in the vehicle width direction, the movable wheel 48 is accordingly pushed outward in the vehicle width direction. As a result, the outer flange portion 62b and the inner flange portion 48b are brought closer to each other. In other words, the rib width, which is the distance between the outer flange portion 62b and the inner flange portion 48b, is reduced and becomes shorter.

[0043] When the rib width is reduced, the tire 49 is compressed in the vehicle width direction and expanded in the radial direction, so that the rolling radius of the rear wheel 6 becomes larger.

[0044] At this time, the pressure generating unit 30 generates a pressure proportional to the tongue weight. Therefore, the pressure operating unit 52 moves the movable wheel 48 outward in the vehicle width direction (toward the fixed wheel 46) with a pressure proportional to the tongue weight.

[0045] This allows the rim width change mechanism 7 to reduce the rim width in proportion to the tongue weight. Also, by reducing the rim width, the rim width change mechanism 7 can expand the tire 49 radially outward in proportion to the tongue weight. Thus, the radius of motion of the rear wheel 6 increases in proportion to the tongue weight.

[0046] Here, since the tire 49 of the rear wheel 6 is crushed by the tongue weight, the moving radius becomes smaller in proportion to the tongue weight.

[0047] However, the rim width change mechanism 7 increases the dynamic radius of the rear wheel 6 in proportion to the tongue weight. Therefore, in the rear wheel 6, the decrease in dynamic radius due to the tire 49 being crushed and the increase in dynamic radius due to the rim width change mechanism 7 are offset, so the dynamic radius does not change much.

[0048] This makes it possible for the vehicle 2 to suppress an increase in the ground contact area of ​​the tires 49 when towing the trailer 3, thereby reducing drive loss caused by an increase in rolling resistance.

[0049] In addition, in the case of a four-wheel drive vehicle in which the front and rear wheels are driven, if the driving radii of the front and rear wheels are different, the slip ratio of the rear wheels increases, or the differential rotation speed increases in the transfer clutch, resulting in increased drive loss. However, even if the vehicle 2 is a four-wheel drive, by having the above-mentioned connecting mechanism 4 and rim width change mechanism 7, it is possible to suppress the difference in the moving radius between the front and rear wheels and reduce the slip rate of the rear wheels 6, and also to reduce the number of differential circuits in the transfer clutch, thereby reducing driving losses.

[0050] <2. Modifications> Although the embodiment of the present invention has been described above, the present invention is not limited to the above-mentioned specific examples and can adopt various configurations. For example, in the above embodiment, the rim width is changed by hydraulically moving the movable wheels 48. However, the rim width may be changed by, for example, moving the movable wheels 48 by air pressure.

[0051] In the above embodiment, the pressure generating unit 30 generates hydraulic pressure using the hydraulic cylinder 31 and the hydraulic piston 32. However, as long as a hydraulic pressure (pressure) proportional to the tongue weight of the trailer 3 can be generated, the hydraulic pressure may be generated by another mechanism.

[0052] <3. Summary of the embodiment> As described above, the vehicle 2 of the embodiment is equipped with a coupling portion (vehicle side coupling portion 10) for coupling the trailer 3, and a rim width changing mechanism 7 that reduces the rim width of the rear wheels 6 (fixed wheel 46, movable wheel 48) in proportion to the tongue weight added to the coupling portion. Even when the vehicle 2 has a smaller dynamic radius due to the tires 49 of the rear wheels 6 being crushed by tongue weight generated when the trailer 3 is coupled, the rim width is reduced by the rim width changing mechanism 7, thereby increasing the dynamic radius of the rear wheels 6. This makes it possible for the vehicle 2 to offset these effects and suppress changes in the dynamic radius of the rear wheels 6. As a result, in the vehicle 2, the driving loss caused by the smaller moving radius of the rear wheels 6 can be reduced.

[0053] The connecting portion (vehicle side connecting portion 10) comprises a lever 13 rotatably supported on a support portion 12 fixed to the vehicle body 5, a connection portion (hitch ball 15) provided on one end of the lever 13 to which the trailer 3 is connected, and a pressure generating portion 30 provided on the other end of the lever 13 for generating pressure in response to the rotation of the lever 13, and the rim width changing mechanism 7 reduces the rim width by pressure generated by the pressure generating portion 30. As a result, the hitch coupler 22 of the trailer 3 engages with the hitch ball 15, and part of the weight of the trailer 3 is applied. At this time, the lever 13 rotates about the support part 12 as a fulcrum, causing the pressure generating part 30 to generate pressure proportional to the tongue weight. The pressure generating part 30 reduces the rim width due to the generated pressure. In this way, in the vehicle 2, the rim width can be reduced in proportion to the tongue weight with a simple mechanical configuration without performing electrical control or the like.

[0054] The pressure generating unit 30 is fixed to the vehicle body 5 and includes a cylinder (hydraulic cylinder 31) containing oil 34 therein, and a piston (hydraulic piston 32) whose shaft is connected to the other end of the lever 13 and whose head slides within the syringe. This allows the lever 13 to rotate and cause the hydraulic piston 32 to slide within the hydraulic cylinder 31 when part of the weight of the trailer 3 is applied to the hitch ball 15 . In this way, in the vehicle 2, the rim width can be reduced in proportion to the tongue weight with a simpler configuration.

[0055] The rim width change mechanism 7 comprises a fixed wheel 46 fixed to the axle 41, a movable wheel 48 that is moved toward the fixed wheel 46 by pressure generated by the pressure generating unit 30, and a biasing unit 50 that is sandwiched between the fixed wheel 46 and the movable wheel 48 and biases the movable wheel 48 in the opposite direction to the fixed wheel 46. As a result, when the vehicle 2 is no longer coupled to the trailer 3, the biasing portion 50 can return the movable wheel 48 to its original position, thereby increasing the rim width.

[0056] The rim width changing mechanism 7 is provided with a roller 51 which is rotatable in the circumferential direction of the movable wheel 48 and which presses the movable wheel 48 towards the fixed wheel 46 by the pressure generated by the pressure generating section 30 . This makes it possible to reduce friction caused by the rollers 51 when the movable wheel 48 is pressed against the fixed wheel 46, thereby reducing the overall drive loss. [Explanation of symbols]

[0057] 1 Vehicle Systems 2 Vehicles 3. Trailer 6 Rear Wheel 6 7 Rim width change mechanism 10 Vehicle side coupling

Claims

1. A coupling portion for coupling a trailer; a rim width changing mechanism that reduces the rim width of the rear wheel in proportion to the tongue weight added to the connecting portion; A vehicle equipped with.

2. The connecting portion is A lever rotatably supported on a support part fixed to a vehicle body; a connection portion provided on one end side of the lever and to which the trailer is connected; a pressure generating section provided on the other end of the lever and configured to generate pressure in response to rotation of the lever caused by connecting the trailer to the connection section, The rim width changing mechanism reduces the rim width in proportion to the pressure generated by the pressure generating section.

2. The vehicle of claim 1.

3. The pressure generating unit includes: A cylinder fixed to the vehicle body and containing oil therein; a piston having a shaft portion connected to the other end of the lever and a head portion sliding within the syringe; The vehicle of claim 2 .

4. The rim width changing mechanism is A fixed wheel fixed to the axle; a movable wheel that is moved toward the fixed wheel by the pressure generated by the pressure generating unit; a biasing portion that is sandwiched between the fixed wheel and the movable wheel and biases the movable wheel in a direction opposite to the fixed wheel; A vehicle according to claim 2 or claim 3.

5. The rim width changing mechanism is a roller that is rotatable in the circumferential direction of the movable wheel and presses the movable wheel against the fixed wheel by the pressure generated by the pressure generating unit; 5. A vehicle as claimed in claim 4.

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