JP2006082622A

JP2006082622A - Vehicle connection structure

Info

Publication number: JP2006082622A
Application number: JP2004267644A
Authority: JP
Inventors: Tadaaki Fujii; 忠晃藤井
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2004-09-15
Filing date: 2004-09-15
Publication date: 2006-03-30

Abstract

【課題】トラクタに対するトレーラの動的安定性および追従性・操縦性を向上させる。
【解決手段】トラクタ２およびトレーラ３の高速走行時には、第１連結バー４および第２連結バー５の両端部に形成された第１接続孔１５，１５、第２接続孔１６，１６をトラクタ側係合孔１１，１１およびトレーラ側係合孔１２，１２にそれぞれ連結して第１連結バー４、第２連結バー５のなす形をハの字状にする。一方、トラクタ２およびトレーラ３の低速走行時には、第１接続孔１５，１５、第２接続孔１６，１６をトラクタ側係合孔１１，１１およびトレーラ側係合孔１３，１３にそれぞれ連結して第１連結バー４、第２連結バー５のなす形を逆ハの字状にする。
【選択図】図１The dynamic stability, followability and maneuverability of a trailer with respect to a tractor are improved.
When a tractor 2 and a trailer 3 are traveling at high speed, first connection holes 15 and 15 and second connection holes 16 and 16 formed at both ends of a first connection bar 4 and a second connection bar 5 are disposed on the tractor side. The first connecting bar 4 and the second connecting bar 5 are formed in a C shape by connecting to the engaging holes 11 and 11 and the trailer side engaging holes 12 and 12, respectively. On the other hand, when the tractor 2 and the trailer 3 are traveling at a low speed, the first connection holes 15 and 15 and the second connection holes 16 and 16 are connected to the tractor side engagement holes 11 and 11 and the trailer side engagement holes 13 and 13, respectively. The shape which the 1st connection bar 4 and the 2nd connection bar 5 make is a reverse C shape.
[Selection] Figure 1

Description

本発明は、牽引車両と被牽引車両が並列に設けられた二本の連結部材によって連結される車両の連結構造に関するものである。 The present invention relates to a vehicle connection structure in which a tow vehicle and a towed vehicle are connected by two connecting members provided in parallel.

被牽引車両を牽引車両に連結する構造としては、例えば以下の特許文献１に記載のものが提案されている。 As a structure for connecting a towed vehicle to a towed vehicle, for example, a structure described in Patent Document 1 below has been proposed.

この連結構造では、被牽引車両であるトレーラの前部に突出形成された一つのキングピンが牽引車両であるトラクタの後部と回転自在に係合することによってトレーラがトラクタに連結されている。
特開平１１−７９００５号公報 In this connection structure, the trailer is connected to the tractor by a single king pin that protrudes from the front of the trailer that is the towed vehicle and rotatably engages with the rear of the tractor that is the towed vehicle.
Japanese Patent Laid-Open No. 11-79005

しかしながら、特許文献１に記載の構造では、一つのキングピンによってトレーラがトラクタに連結されるいわゆる一点支持となる構造であるので、トラクタに対するトレーラの動的安定性および追従性・操縦性を十分に満足させるのが困難となっている。 However, in the structure described in Patent Document 1, since the trailer is connected to the tractor by a single king pin, the structure is a so-called single-point support, so that the dynamic stability of the trailer with respect to the tractor and the followability and maneuverability are sufficiently satisfied. It is difficult to make it.

すなわち、例えばトラクタの直進走行時に車幅方向側からトレーラに横風などによる外力が加わった場合には、前記キングピンを中心としてトレーラが車幅方向に大きく振られ、トラクタに対するトレーラの動的安定性が損なわれるおそれがある。一方、例えばトラクタの右左折時には、トラクタの車輪の軌跡に対してトレーラの車輪の軌跡が大きく逸脱するいわゆる内輪差が発生し、トラクタに対するトレーラの追従性が損なわれるおそれがある。特に、市街地などの狭い道路ではこの内輪差のため何回か切り返し操作を行わなければならず、トレーラの操縦性が煩雑になってしまい好ましくない。 That is, for example, when an external force such as a cross wind is applied to the trailer from the vehicle width direction side when the tractor travels straight, the trailer is greatly shaken in the vehicle width direction around the king pin, and the dynamic stability of the trailer with respect to the tractor is improved. There is a risk of damage. On the other hand, when the tractor turns left or right, for example, a so-called inner wheel difference in which the trailer wheel trajectory deviates significantly from the tractor wheel trajectory may occur, and the trailer followability to the tractor may be impaired. In particular, on narrow roads such as urban areas, it is necessary to perform a turning operation several times due to the difference between the inner rings, which is not preferable because the maneuverability of the trailer becomes complicated.

本発明はこのような課題に着目してなされたものであり、牽引車両に対する被連結車両の動的安定性および追従性・操縦性を改善できるようにした車両の連結構造を提供しようとするものである。 The present invention has been made paying attention to such a problem, and intends to provide a vehicle connection structure capable of improving the dynamic stability and followability / controllability of a connected vehicle with respect to a towing vehicle. It is.

請求項１に記載の発明は、両端部に設けられた接続部が前記牽引車両および前記被牽引車両に設けられた連結部に対してそれぞれ回転自在に連結している第１連結部材と、前記１連結部材と並列に設けられ、両端部に設けられた接続部が前記牽引車両および前記被牽引車両に設けられた連結部に対してそれぞれ回転自在に連結している第２連結部材と、前記第１，２連結部材における前記牽引車両側の接続部同士、または前記被牽引車両側の接続部同士のうち、少なくとも一方の接続部同士を車幅方向に離間もしくは近接させる連結特性可変機構とを備えている。 In the first aspect of the present invention, the connecting portions provided at both ends are rotatably connected to the connecting portions provided at the tow vehicle and the towed vehicle, respectively, A second connecting member provided in parallel with the one connecting member, wherein the connecting portions provided at both ends are rotatably connected to the connecting portions provided in the towed vehicle and the towed vehicle; A connection characteristic variable mechanism that separates or approaches at least one of the connecting parts on the towed vehicle side or the connected parts on the towed vehicle side of the first and second connecting members in the vehicle width direction; I have.

そして、前記連結特性可変機構により、前記接続部を車幅方向へ相対的に移動させることによって、前記第１連結部材の前記牽引車両側の接続部と前記被牽引車両側の接続部とを結ぶ第１仮想軸線と、前記第２連結部材の前記牽引車両側の接続部と前記被牽引車両側の接続部とを結ぶ第２仮想軸線との交点を前記牽引車両側もしくは前記被牽引車両側に移動させるようにしたことを特徴としている。 And the said connection characteristic variable mechanism moves the said connection part relatively to a vehicle width direction, and connects the said connection part by the side of the said towed vehicle of the said 1st connection member and the connection part by the side of the towed vehicle. The intersection of the first virtual axis and the second virtual axis connecting the connecting part on the towed vehicle side and the connected part on the towed vehicle side of the second connecting member is on the towed vehicle side or the towed vehicle side It is characterized by being moved.

ここでいう第１，第２連結部材とは、牽引車両と被牽引車両を連結する部材として一般的に用いられるドローバーを示すものとする。 Here, the first and second connecting members indicate draw bars that are generally used as members for connecting the towed vehicle and the towed vehicle.

この発明によれば、第１仮想軸線と第２仮想軸線の交点が牽引車両側にある場合には、第１連結部材と第２連結部材とのなす形が、平面視にて牽引車両側を上方とし、ほぼハの字状（以下、単にハの字状とする）となっており、第１仮想軸線と第２仮想軸線の交点が被牽引車両側にある場合には、第１連結部材と第２連結部材とのなす形が、平面視にて牽引車両側を上方とし、ほぼ逆ハの字状（以下、単に逆ハの字状）となっている。 According to the present invention, when the intersection of the first virtual axis and the second virtual axis is on the tow vehicle side, the shape formed by the first connecting member and the second connecting member is The first connecting member is formed in an upward direction and substantially in the shape of a letter C (hereinafter simply referred to as a letter C), and the intersection of the first virtual axis and the second virtual axis is on the towed vehicle side. The shape formed by the second connecting member has a substantially reverse letter C shape (hereinafter simply referred to as an inverted letter C shape) with the towing vehicle side upward in plan view.

第１連結部材と第２連結部材がなす形をハの字状になるように連結することよって、例えば直進走行中に被牽引車両に対してこの車幅方向から横風などによる外力が加わった場合には、前記仮想軸線の交点を中心として被牽引車両が車幅方向に揺動し、上記第１，第２連結部材のうち、被牽引車両が傾いた側に設けられた連結部材が圧縮応力を受け、他方の連結部材が引張応力を受けることになる。そして、その圧縮応力および引張応力の影響を受けることによって、今度は被牽引車両が車幅逆方向に揺動し、同じく被牽引車両が傾いた側に設けられた連結部材が圧縮応力を受け、他方の連結部材が引張応力を受ける。 By connecting the shape of the first connecting member and the second connecting member so as to form a square shape, for example, when an external force such as a crosswind is applied to the towed vehicle from the vehicle width direction during straight traveling The towed vehicle swings in the vehicle width direction around the intersection of the virtual axes, and the connecting member provided on the inclined side of the towed vehicle is a compressive stress among the first and second connecting members. The other connecting member receives a tensile stress. And by receiving the influence of the compressive stress and tensile stress, the towed vehicle swings in the opposite direction of the vehicle width, and the connecting member provided on the side where the towed vehicle is inclined receives the compressive stress, The other connecting member receives a tensile stress.

このように、被牽引車両が揺動するに伴い、連続的に第１，第２連結部材に圧縮応力と引張応力が交互に加わり、被牽引車両の揺動が収束していくことになる。特に、第１，第２連結部材をハの字状にしていることによって前記仮想軸線の交点となる位置に第１，第２連結部材の長手方向から圧縮応力および引張応力が加わることから、牽引車両の揺動を効率よく収束させることができる。 Thus, as the towed vehicle swings, the compressive stress and the tensile stress are alternately applied alternately to the first and second connecting members, and the towed vehicle swing converges. In particular, since the first and second connecting members are formed in a C shape, compressive stress and tensile stress are applied from the longitudinal direction of the first and second connecting members to the position that is the intersection of the virtual axes. The vehicle swing can be converged efficiently.

一方、第１連結部材と第２連結部材がなす形を逆ハの字状になるように連結することよって、例えば牽引車両が右左折した場合には、被牽引車両が前記仮想軸線の交点に引っ張られるようにして牽引車両に追従することになり、いわゆる牽引車両の後輪が被牽引車両の前輪に近接したような状態となるため、大きな内輪差を発生させることなく、被牽引車両の前輪の軌跡が牽引車両の後輪の軌跡に沿うようにして移動することになる。なお、前記仮想軸線の交点は被牽引車両の前記前輪車軸よりも前方となる位置に設定するものとする。 On the other hand, by connecting the shape of the first connecting member and the second connecting member so as to form an inverted C shape, for example, when the towed vehicle turns right or left, the towed vehicle is brought to the intersection of the virtual axes. The rear wheel of the towed vehicle follows the towed vehicle as if it is pulled, and the front wheel of the towed vehicle does not generate a large inner wheel difference because the rear wheel of the towed vehicle is close to the front wheel of the towed vehicle. Is moved along the locus of the rear wheel of the towing vehicle. The intersection of the virtual axes is set at a position ahead of the front wheel axle of the towed vehicle.

したがって、第１，第２連結部材がなす形をハの字状にし、前記仮想軸線の交点を牽引車両側に設定することによって、被牽引車両の牽引車両に対する動的安定性を向上させることができる。また、第１，第２連結部材がなす形を逆ハの字状にし、前記仮想軸線の交点を被牽引車両側に設定することによって、被牽引車両の牽引車両に対する追従性・操縦性を向上させることができる。 Therefore, the dynamic stability of the towed vehicle with respect to the towing vehicle can be improved by making the shape formed by the first and second connecting members into a C shape and setting the intersection of the virtual axes on the towing vehicle side. it can. In addition, the shape formed by the first and second connecting members is inverted, and the intersection of the virtual axis is set on the towed vehicle side, thereby improving the followability and controllability of the towed vehicle to the towed vehicle. Can be made.

請求項２に記載の発明は、前記牽引車両または前記被牽引車両の車速を検出する車速検出手段を設けると共に、該車速検出手段から検出された車両速度の増加に伴い、前記連結特性可変機構により、前記第１仮想軸線と前記第２仮想軸線の交点を、前記被牽引車両側から前記牽引車両側に移動させるようにしたことを特徴としている。 According to a second aspect of the present invention, there is provided a vehicle speed detecting means for detecting a vehicle speed of the towed vehicle or the towed vehicle, and the connection characteristic varying mechanism is adapted to increase the vehicle speed detected from the vehicle speed detecting means. The intersection of the first virtual axis and the second virtual axis is moved from the towed vehicle side to the towed vehicle side.

この発明によれば、低速走行中では前記第１，第２連結部材のなす形が逆ハの字状であったものが、車両速度が増加するに従いハの字状に変化していくことになる。 According to the present invention, the shape formed by the first and second connecting members during the low-speed traveling is changed to a C shape as the vehicle speed increases. Become.

通常、牽引車両に対する被牽引車両の追従性・操縦性が要求される右左折時には、車両が殆ど低速走行時である一方、被牽引車両の車幅方向への揺動が問題となり、牽引車両に対する被牽引車両の動的安定性が要求されるのは、車両が殆ど高速走行時であるため、車速検出手段から検出された車速に応じて前記第１，第２仮想軸線の交点を牽引車両側または被牽引車両側に移動させることによって、より安定して牽引車両および被牽引車両の走行状況に応じた連結特性を得ることができる。 Normally, when turning right or left, where the towed vehicle is required to follow and control the towed vehicle, the vehicle is running at a low speed, while the towed vehicle swings in the vehicle width direction. The dynamic stability of the towed vehicle is required when the vehicle is running at a high speed. Therefore, the intersection of the first and second virtual axes is set on the towing vehicle side according to the vehicle speed detected by the vehicle speed detecting means. Alternatively, by moving to the towed vehicle side, it is possible to obtain the connection characteristics according to the traveling state of the towed vehicle and the towed vehicle more stably.

請求項３に記載の発明は、前記第１，第２連結部材の各一端側を、前記牽引車両または被牽引車両のいずれか一方側に前記各接続部を介して回転自在に連結する一方、他方側の車両に、車両の車幅方向に沿って二つで一組をなし、それぞれが他方側の車両の車幅中心線から等間隔となる位置に複数組の係合部を設け、前記複数組の係合部のうち、少なくとも一組の係合部同士の間隔が、一方側の車両の所定位置に形成された係合部同士の間隔よりも小さく形成されているか、もしくは大きく形成されていると共に、前記第１，２連結部材の各他端側を、前記複数の係合部への連結位置を各組ごとにそれぞれ変更可能となるようにしたことを特徴としている。 The invention according to claim 3, wherein each one end side of the first and second connecting members is rotatably connected to either one side of the towed vehicle or the towed vehicle via each connecting portion, The vehicle on the other side forms a set of two along the vehicle width direction of the vehicle, each of which is provided with a plurality of sets of engagement portions at equal intervals from the vehicle width center line of the vehicle on the other side, Of the plurality of sets of engaging portions, the interval between at least one set of engaging portions is formed smaller or larger than the interval between engaging portions formed at a predetermined position of the vehicle on one side. In addition, each of the other end sides of the first and second connecting members is characterized in that the connecting position to the plurality of engaging portions can be changed for each set.

この発明によれば、複数組の係合部に対する第１，第２連結部材の接続部の連結位置を各組ごとに変更可能にすることによって、第１，第２連結部材のなす形を簡単にハの字状もしくは逆ハの字にすることができる。その結果、高速走行時および低速走行時において、牽引車両に対する被牽引車両の動的安定性および追従性・操縦性をより簡素な構造にて改善することができる。 According to this invention, the shape formed by the first and second connecting members can be simplified by making it possible to change the connecting positions of the connecting portions of the first and second connecting members with respect to the plurality of sets of engaging portions for each set. It can be in the shape of C or reverse C. As a result, it is possible to improve the dynamic stability and followability / controllability of the towed vehicle relative to the towed vehicle with a simpler structure during high-speed traveling and low-speed traveling.

図１〜３は本発明に係る第１の実施の形態を示したものであって、図１は二本の連結部材のなす形をハの字状にして牽引車両に被牽引車両を連結した平面図を、図２は図１のＡ−Ａ線に沿う拡大断面図を、図３は図１の被牽引車両に車幅方向から外力が加わった図をそれぞれ示している。なお、図１以降の図は車両の構造を簡略化したものであると共に、連結部材による連結構造を強調したものである。 1 to 3 show a first embodiment according to the present invention, and FIG. 1 shows that a tow vehicle is connected to a tow vehicle by making the shape of two connecting members into a square shape. FIG. 2 is a plan view, FIG. 2 is an enlarged cross-sectional view taken along line AA in FIG. 1, and FIG. 3 is a view in which an external force is applied to the towed vehicle in FIG. 1 and the subsequent drawings not only simplify the structure of the vehicle, but also emphasize the connection structure using the connection members.

牽引車両と被牽引車両の連結構造としては、図１，２に示すように、牽引車両である四輪車両のトラクタ２と被牽引車両である二輪車両のトレーラ３は、第１連結部材である平板状の第１連結バー４と、該第１連結バー４と並列に設けられた第２連結部材である平板状の第２連結バー５によって互いに連結されている。 As shown in FIGS. 1 and 2, the tractor 2 of the four-wheel vehicle that is the tow vehicle and the trailer 3 of the two-wheel vehicle that is the towed vehicle are the first connecting members. The first connection bar 4 having a flat plate shape and the second connection bar 5 having a flat plate shape, which is a second connection member provided in parallel with the first connection bar 4, are connected to each other.

前記トラクタ２の後端部には、平板状のトラクタ側連結ブラケット８が突設されており、該トラクタ側連結ブラケット８には、トラクタ２の車幅中心線から等間隔となる位置に円形状のトラクタ側係合孔１１，１１がそれぞれ貫通形成されている。 A flat tractor-side connecting bracket 8 protrudes from the rear end of the tractor 2, and the tractor-side connecting bracket 8 has a circular shape at a position equidistant from the vehicle width center line of the tractor 2. The tractor-side engagement holes 11 and 11 are formed through.

一方、前記トレーラ３の前端部には、平板状のトレーラ側連結ブラケット９が突設されており、該トレーラ側連結ブラケット９には、円形状の四つのトレーラ側係合孔１２，１２および１３，１３がそれぞれ貫通形成されている。前記トレーラ側係合孔１２，１２および１３，１３は、トレーラ３の車幅方向に沿って二つで一組をなし、トレーラ３の車幅中心線から等間隔となる位置すなわち内側、外側でそれぞれ一組となるように形成されている。 On the other hand, a flat trailer side connection bracket 9 is projected from the front end portion of the trailer 3, and the trailer side connection bracket 9 has four circular trailer side engagement holes 12, 12 and 13. , 13 are respectively formed through. The trailer side engagement holes 12, 12 and 13, 13 form a set of two along the vehicle width direction of the trailer 3, and are located at equal intervals from the vehicle width center line of the trailer 3, that is, inside and outside. Each is formed as a pair.

前記トレーラ側係合孔１２，１２は、トラクタ側係合孔１１，１１よりも間隔が大きく形成されている一方、前記トレーラ側係合孔１３，１３は、トラクタ側係合孔１１，１１よりも間隔が小さく形成されている。 The trailer side engagement holes 12, 12 are formed with a larger interval than the tractor side engagement holes 11, 11, while the trailer side engagement holes 13, 13 are more than the tractor side engagement holes 11, 11. Is also formed with a small interval.

そして、前記第１連結バー４の両端部には、円形状の第１接続孔１５，１５がそれぞれ貫通形成されており、第２連結バー５の両端部には同じく円形状の第２接続孔１６，１６がそれぞれ貫通形成されている。 Then, circular first connection holes 15, 15 are formed through both ends of the first connection bar 4, and circular second connection holes are formed at both ends of the second connection bar 5. 16 and 16 are penetrated, respectively.

ここで、前記第１接続孔１５，１５のうちいずれか一方を連結部であるボルト型の連結ピン１８にてトラクタ側係合孔１１に連結し、他方を同じく連結ピン１８にてトレーラ側係合孔１２に連結している。また、前記第２接続孔１６，１６のうちいずれか一方を連結ピン１８にてトラクタ側係合孔１１に連結し、他方を同じく連結ピン１８にてトレーラ側係合孔１２連結している。なお、前記接続孔１５，１６および係合孔１１，１２は、それぞれベアリング１９を介して連結されて、連結ピン１８に対して回転自在となっている。 Here, one of the first connection holes 15 and 15 is connected to the tractor-side engagement hole 11 by a bolt-type connection pin 18 as a connection portion, and the other is connected to the trailer side by the connection pin 18. It is connected to the joint hole 12. One of the second connection holes 16, 16 is connected to the tractor side engagement hole 11 by a connection pin 18, and the other is connected to the trailer side engagement hole 12 by the connection pin 18. The connection holes 15 and 16 and the engagement holes 11 and 12 are connected to each other via a bearing 19 so as to be rotatable with respect to the connection pin 18.

前記トレーラ側連結ブラケット９には車幅方向に沿って二つで一組をなす係合孔１２，１２および１３，１３が形成されているので、前記トレーラ３側の第１接続孔１５および第２接続孔１６をトレーラ側係合孔１２，１２または１３，１３に連結することによってトレーラ３側の第１接続孔１５、第２接続孔１６を車幅方向へ相対的に移動できるようないわゆる連結特性可変機構となっている。 The trailer side connecting bracket 9 is formed with two engagement holes 12, 12, and 13, 13 along the vehicle width direction, so that the first connection hole 15 and the first connection hole 15 on the trailer 3 side are formed. 2 so that the first connection hole 15 and the second connection hole 16 on the trailer 3 side can be relatively moved in the vehicle width direction by connecting the two connection holes 16 to the trailer side engagement holes 12, 12 or 13, 13. It is a variable coupling characteristic mechanism.

なお、前記連結特性可変機構は、トラクタ２側またはトラクタ２側とトレーラ３側の双方に設けられている構造であってもよい。 In addition, the structure provided in both the tractor 2 side or the tractor 2 side and the trailer 3 side may be sufficient as the said connection characteristic variable mechanism.

ここで、第１連結バー４と第２連結バー５とのなす形は、図１に示すように、トラクタ２側が狭幅で平面視にてハの字状となっており、第１接続孔１５，１５同士を結ぶ延長線となる第１仮想軸線２０（図中破線）と、第２接続孔１６，１６同士を結ぶ延長線となる第２仮想軸線２１（図中破線）の交点である仮想連結ポイント２２が、トラクタ２の車幅中心線上で且つトラクタ２の後輪車軸２３の前方となる位置に設定されている。なお、トラクタ２とトレーラ３は矢印Ｃ方向に進行するものとする。 Here, as shown in FIG. 1, the shape formed by the first connecting bar 4 and the second connecting bar 5 is such that the tractor 2 side is narrow and has a square shape in plan view. 15 is an intersection of a first virtual axis 20 (broken line in the figure) serving as an extension line connecting 15 and 15 and a second virtual axis 21 (broken line in the figure) serving as an extension line connecting the second connection holes 16 and 16. The virtual connection point 22 is set at a position on the vehicle width center line of the tractor 2 and in front of the rear wheel axle 23 of the tractor 2. It is assumed that the tractor 2 and the trailer 3 travel in the direction of arrow C.

したがって、この実施形態によれば、トラクタ２にトレーラ３が牽引された状態で走行している場合に、トレーラ３に横風などによる外力が矢印Ｂ方向から加わった際には、図３に示すように、トラクタ２に対してトレーラ３が車幅方向に揺動し、前記仮想連結ポイント２２が後輪車軸２３と距離を一定に保ちながらトラクタ２の車幅左方向に移動すると共に、トレーラ３はこの仮想連結ポイント２２を中心として揺動することになる。 Therefore, according to this embodiment, when traveling with the trailer 3 pulled by the tractor 2, when an external force such as a cross wind is applied to the trailer 3 from the direction of arrow B, as shown in FIG. 3. In addition, the trailer 3 swings in the vehicle width direction with respect to the tractor 2, and the virtual connection point 22 moves to the left of the vehicle width of the tractor 2 while keeping the distance from the rear wheel axle 23 constant. It swings around this virtual connection point 22.

そして、トレーラ３がトラクタ２に対して傾くことによって、まず、第１連結バー４が主に引張応力を受ける一方、第２連結バー５が主に圧縮応力を受ける。第１連結バー４と第２連結バー５が圧縮応力と引張応力をそれぞれ受けることによって、一本の連結バーにてトラクタ２にトレーラ３を連結した場合と比べ、初期の揺動幅は小さくなる。 When the trailer 3 is tilted with respect to the tractor 2, first, the first connection bar 4 mainly receives tensile stress, while the second connection bar 5 mainly receives compression stress. Since the first connecting bar 4 and the second connecting bar 5 receive compressive stress and tensile stress, respectively, the initial swinging width is smaller than when the trailer 3 is connected to the tractor 2 with a single connecting bar. .

続いて、トレーラ３は、第１連結バー４の引張応力と第２連結バー５の圧縮応力の影響を受けることによって矢印Ｄ方向に揺動し、今度は第１連結バー４が圧縮応力を受ける一方、第２連結バー５が引張応力を受ける。 Subsequently, the trailer 3 swings in the direction of arrow D due to the influence of the tensile stress of the first connecting bar 4 and the compressive stress of the second connecting bar 5, and this time the first connecting bar 4 receives the compressive stress. On the other hand, the second connecting bar 5 receives tensile stress.

このように、トレーラ３の矢印Ｃ方向へ進行する慣性力に加え、第１連結バー４、第２連結バー５が連続的に且つ交互に圧縮応力と引張応力を受けるいわゆるダンピング効果によってトレーラ３が仮想連結ポイント２２を中心として減衰振動をするような挙動を示し、揺動は素早く収束することになる。 In this way, in addition to the inertial force traveling in the direction of arrow C of the trailer 3, the trailer 3 is caused by the so-called damping effect in which the first connection bar 4 and the second connection bar 5 are continuously and alternately subjected to compressive stress and tensile stress. The behavior is such that the oscillating vibration is centered on the virtual connection point 22 and the oscillation converges quickly.

特に、第１連結バー４と第２連結バー５とのなす形がハの字状になっていることによって、仮想連結ポイント２２となる位置に、第１仮想軸線２０、第２仮想軸線２１に沿って圧縮応力および引張応力が加わるため、トレーラ３の揺動中には、第１連結バー４および第２連結バー５の長手方向に圧縮応力と引張応力が常に加わることになり、より効率よくダンピング効果を発揮することができる。 In particular, the first linking bar 4 and the second linking bar 5 are formed in a C shape, so that the first imaginary axis 20 and the second imaginary axis 21 are located at positions where the imaginary linking points 22 are formed. Accordingly, compressive stress and tensile stress are applied along the longitudinal direction of the first connecting bar 4 and the second connecting bar 5 during the swinging of the trailer 3, and more efficient. A damping effect can be exhibited.

図４は、二本の連結部材のなす形を逆ハの字状にして牽引車両に被牽引車両を連結した平面図を、図５は図４の牽引車両が左折した図をそれぞれ示している。 FIG. 4 is a plan view in which the tow vehicle is connected to the tow vehicle with the two connecting members formed in an inverted C shape, and FIG. 5 is a left turn of the tow vehicle in FIG. .

第１連結バー４と第２連結バー５のうち、第１接続孔１５，１５と第２接続孔１６，１６の各一端側をトラクタ側係合孔１１，１１にそれぞれ連結する一方、第１接続孔１５，１５と第２接続孔１６，１６の各他端側をトレーラ側係合孔１３，１３に連結したことによって、第１連結バー４と第２連結バー５のなす形は、図４に示すように、トレーラ３側が狭幅で平面視にて逆ハの字状となっている。 Of the first connection bar 4 and the second connection bar 5, the first connection holes 15, 15 and the second connection holes 16, 16 are connected to the tractor-side engagement holes 11, 11, respectively. By connecting the other end sides of the connection holes 15 and 15 and the second connection holes 16 and 16 to the trailer side engagement holes 13 and 13, the shape formed by the first connection bar 4 and the second connection bar 5 is shown in FIG. As shown in FIG. 4, the trailer 3 side is narrow and has an inverted C shape in plan view.

そして、第１接続孔１５，１５同士を結ぶ延長線となる第１仮想軸線３０（図中破線）と第２接続孔１６，１６同士を結ぶ延長線となる第２仮想軸線３１（図中破線）の交点である仮想連結ポイント３２が、トレーラ３の車幅中心線上で且つトレーラ３の車軸３５の前方となる位置に設定されている。 A first virtual axis 30 (broken line in the figure) serving as an extension line connecting the first connection holes 15 and 15 and a second virtual axis 31 (broken line in the figure) serving as an extension line connecting the second connection holes 16 and 16 to each other. ) Is set at a position on the vehicle width center line of the trailer 3 and in front of the axle 35 of the trailer 3.

ここで、例えばトラクタ２が左折すると、図５に示すように、トラクタ２に対してトレーラ３が傾き、前記仮想連結ポイント３２が車軸３５との距離を一定に保ちながらトレーラ３の右方向に移動する。この場合には、第１連結バー４が主に圧縮応力を受ける一方、第２連結バー５が引張応力を受け、第１連結バー４と第２連結バー５のなす形をハの字状にした場合と同様に、仮想連結ポイント３２となる位置に圧縮応力と引張応力が加わる。 Here, for example, when the tractor 2 turns left, as shown in FIG. 5, the trailer 3 tilts with respect to the tractor 2, and the virtual connection point 32 moves to the right of the trailer 3 while keeping the distance from the axle 35 constant. To do. In this case, the first connecting bar 4 is mainly subjected to compressive stress, while the second connecting bar 5 is subjected to tensile stress, so that the shape formed by the first connecting bar 4 and the second connecting bar 5 is a C-shape. Similarly to the case, the compressive stress and the tensile stress are applied to the position that becomes the virtual connection point 32.

つまり、トレーラ３は、仮想連結ポイント３２にてトラクタ２に牽引されているような状態になるため、圧縮応力および引張応力が作用する仮想連結ポイント３２の位置が車軸３５に近接していることによってトラクタ２に対するトレーラ３の回転半径が小さくなり、大きな内輪差を発生させることなくトレーラ３の車輪がトラクタ２の後輪に追従するようになる。 That is, since the trailer 3 is pulled by the tractor 2 at the virtual connection point 32, the position of the virtual connection point 32 where the compressive stress and the tensile stress act is close to the axle 35. The radius of rotation of the trailer 3 with respect to the tractor 2 is reduced, and the wheels of the trailer 3 follow the rear wheels of the tractor 2 without generating a large inner ring difference.

このように、この実施の形態によれば、第１連結バー４と第２連結バー５とのなす形をハの字状にすることによって、車幅方向からトレーラ３に外力が加わった際にトラクタ２に対するトレーラ３の動的安定性を向上させることができる。 Thus, according to this embodiment, when an external force is applied to the trailer 3 from the vehicle width direction by making the shape formed by the first connection bar 4 and the second connection bar 5 into a square shape. The dynamic stability of the trailer 3 with respect to the tractor 2 can be improved.

また、高速走行中における急操舵時にも、第１連結バー４、第２連結バー５に圧縮応力および引張応力が加わることから、トラクタ２とトレーラ３が連結部から大きく屈折するいわゆるジャックナイフ現象をも防止することができる。 Further, even during sudden steering during high-speed traveling, compressive stress and tensile stress are applied to the first connecting bar 4 and the second connecting bar 5, so that the so-called jackknife phenomenon in which the tractor 2 and the trailer 3 are greatly refracted from the connecting portion. Can also be prevented.

一方、第１連結バー４と第２連結バー５とのなす形を逆ハの字状にすることによって、トラクタ２が右左折した際にトラクタ２に対するトレーラ３の追従性を向上させることができる。また、市街地などの狭い道路であっても複雑な切り返し操作を行う必要がなくなり、トレーラ３の操縦性を向上させることができる。 On the other hand, by making the shape formed by the first connecting bar 4 and the second connecting bar 5 into an inverted C shape, it is possible to improve the followability of the trailer 3 with respect to the tractor 2 when the tractor 2 turns right or left. . Further, it is not necessary to perform a complicated turning operation even on a narrow road such as an urban area, and the maneuverability of the trailer 3 can be improved.

上記のような構造によれば、例えば高速道路を走行する際にはトレーラ３側の第１接続孔１５、第２接続孔１６をトレーラ側係合孔１２，１２にそれぞれ連結し、また、市街地を走行する際にはトレーラ３側の第１接続孔１５、第２接続１６をトレーラ側係合孔１３，１３にそれぞれ連結するというように、走行状況に応じた連結特性を簡素な構造にて得ることができる。 According to the above structure, for example, when traveling on an expressway, the first connection hole 15 and the second connection hole 16 on the trailer 3 side are connected to the trailer side engagement holes 12 and 12 respectively. When traveling on the trailer 3, the first connection hole 15 and the second connection 16 on the trailer 3 side are coupled to the trailer side engagement holes 13 and 13, respectively. Obtainable.

図６〜８は本発明に係る第２の実施の形態を示したものであって、図６は牽引車両の低速走行時における連結構造の平面図を、図７は図６のＥ−Ｅ線に沿う断面図を、図８は牽引車両の高速走行時における連結構造の平面図をそれぞれ示している。 6 to 8 show a second embodiment according to the present invention. FIG. 6 is a plan view of the connecting structure when the tow vehicle is traveling at a low speed, and FIG. 7 is a line EE in FIG. FIG. 8 is a plan view of the connecting structure when the tow vehicle is traveling at a high speed.

牽引車両と被牽引車両の連結構造としては、図６，７に示すように、牽引車両である四輪車両（一部図外）のトラクタ２と被牽引車両である二輪車両のトレーラ３は、第１の実施の形態と同様に、第１連結部材である平板状の第１連結バー４と、該第１連結バー４と並列に設けられた同じく平板状の第２連結バー５によって互いに連結されている。 As shown in FIGS. 6 and 7, the tractor 2 of a four-wheeled vehicle (not shown) as a towed vehicle and the trailer 3 of a two-wheeled vehicle as a towed vehicle, as shown in FIGS. As in the first embodiment, the first connection bar 4 that is a first connection member and the second connection bar 5 that is also provided in parallel with the first connection bar 4 are connected to each other. Has been.

トラクタ２の後端部には、車幅方向に一定間隔をもった一対のステー４０，４０がトラクタ２の車体前後方向に沿って突設されており、それぞれのステー４０，４０には円形状のトラクタ側係合孔４１，４１がそれぞれ貫通形成されている。そして、第１連結バー４および第２連結バー５の両端部に形成された第１接続孔１５，１５、第２接続孔１６，１６のうちの各一端側が、ベアリング４５，４５を介して連結部である連結ピン１８，１８にてそれぞれの係合孔４１，４１に回転自在に連結されている。 At the rear end of the tractor 2, a pair of stays 40, 40 that are spaced apart in the vehicle width direction are projected along the longitudinal direction of the vehicle body of the tractor 2, and each stay 40, 40 has a circular shape. Each of the tractor side engagement holes 41, 41 is formed through. And each one end side of the 1st connection holes 15 and 15 formed in the both ends of the 1st connection bar 4 and the 2nd connection bar 5, and the 2nd connection holes 16 and 16 is connected via bearings 45 and 45. The connecting pins 18 and 18 as parts are rotatably connected to the respective engaging holes 41 and 41.

一方、トレーラ３の前端部には、連結ブラケット４２が車体前後方向に突設されており、該連結ブラケット４２には車幅方向に沿って円弧状のレール孔４３，４３がそれぞれ貫通形成されている。前記レール孔４３，４３の幅は連結ピン１８の直径より若干大きく形成されていて、第１接続孔１５，１５、第２接続孔１６，１６のうちの各他端側が、連結ピン１８，１８にてそれぞれのレール孔４３，４３に沿って移動自在となるように連結されている。 On the other hand, a connecting bracket 42 projects from the front end of the trailer 3 in the longitudinal direction of the vehicle body, and arc-shaped rail holes 43, 43 are formed through the connecting bracket 42 in the vehicle width direction. Yes. The width of the rail holes 43, 43 is formed to be slightly larger than the diameter of the connecting pin 18, and the other end side of the first connecting holes 15, 15 and the second connecting holes 16, 16 is connected to the connecting pins 18, 18. Are connected so as to be movable along the rail holes 43, 43.

ここで、トレーラ３側の第１接続孔１５、第２接続孔１６を車幅方向へ相対的に移動させるいわゆる連結特性可変機構としては、トレーラ３の前部に設けられた電動機４６と、該電動機４６から車幅方向に突設され前記電動機４６よって正逆回転される一対のウォーム軸４７ａ，４７ｂと、この一対のウォーム軸４７ａ，４７ｂと噛合する一対のウォームホイール４８，４８と、このウォームホイール４８，４８の軸部４８ａ，４８ａにそれぞれ固定されている一対のリンク材５０，５０が、それぞれトレーラ３側に設けられている。なお、前記連結特性可変機構は、トラクタ２側またはトラクタ２側とトレーラ３側の双方に設けられている構造であってもよい。 Here, as a so-called coupling characteristic variable mechanism that relatively moves the first connection hole 15 and the second connection hole 16 on the trailer 3 side in the vehicle width direction, an electric motor 46 provided at the front portion of the trailer 3, A pair of worm shafts 47a, 47b that protrude from the electric motor 46 in the vehicle width direction and are rotated forward and backward by the electric motor 46, a pair of worm wheels 48, 48 that mesh with the pair of worm shafts 47a, 47b, and the worm A pair of link members 50 and 50 respectively fixed to the shaft portions 48a and 48a of the wheels 48 and 48 are provided on the trailer 3 side. In addition, the structure provided in both the tractor 2 side or the tractor 2 side and the trailer 3 side may be sufficient as the said connection characteristic variable mechanism.

前記各リンク材５０，５０は、それぞれ断面ほぼＹ字状に形成されており、各リンク材５０，５０の一端側に形成された枢支軸である対向する二つのリンク接続孔５３，５３が、ベアリング４５，４５を介して連結ピン１８，１８によりトレーラ３側の第１接続孔１５、第２接続孔１６にそれぞれ回転自在に連結されている。そして、前記各リンク材５０，５０の他端側には円形状の固定部５２，５２がそれぞれ貫通形成されており、軸部４８ａ，４８に嵌合固定されている。 Each of the link members 50 and 50 has a substantially Y-shaped cross section, and two opposing link connection holes 53 and 53 which are pivots formed on one end side of the link members 50 and 50 are provided. The first and second connecting holes 15 and 16 on the trailer 3 side are rotatably connected to the first connecting hole 15 and the second connecting hole 16 on the trailer 3 side through bearings 45 and 45, respectively. Circular fixing portions 52 and 52 are formed through the other end sides of the link members 50 and 50, and are fitted and fixed to the shaft portions 48a and 48, respectively.

前記ウォームホイール４８，４８は、円周方向に沿って歯車が形成されている一方、一対のウォーム軸４７ａ，４７ｂの外周部は軸心に対して螺旋状となる歯車が形成されている。ウォーム軸４７ａは右ねじれウォーム、ウォーム軸４７ｂは左ねじれウォームとなっており、前記ウォームホイール４８，４８とウォーム軸４７ａ，４７ｂがそれぞれ噛合するようになっている。 The worm wheels 48, 48 are formed with gears along the circumferential direction, while the outer peripheral portions of the pair of worm shafts 47a, 47b are formed with gears that are spiral with respect to the axis. The worm shaft 47a is a right-handed worm and the worm shaft 47b is a left-handed worm. The worm wheels 48, 48 and the worm shafts 47a, 47b are engaged with each other.

前記ウォーム軸４７ａ，４７ｂは、車幅中心線側の一端部がそれぞれ電動機４６に固定されていて、該電動機４６が駆動することによってウォーム軸４７ａ，４７ｂが円周方向に回転するようになっている。なお、ウォーム軸４７ａ，４７ｂは片持ち式ではなくこの両端部が支持される構造になっていてもよい。また、ウォーム軸４７ａ，４７ｂ毎に電動機が設けられている構造であってもよい。 The worm shafts 47a and 47b are respectively fixed to the electric motor 46 at one end on the vehicle width center line side. When the electric motor 46 is driven, the worm shafts 47a and 47b rotate in the circumferential direction. Yes. Note that the worm shafts 47a and 47b may not be cantilevered, but may be structured such that both ends thereof are supported. Further, a structure in which an electric motor is provided for each of the worm shafts 47a and 47b may be employed.

前記ウォーム軸４７ａ，４７ｂは、前記ウォームホイール４８，４８の軸心と直交するように設けられているので、前記ウォーム軸４７ａ，４７ｂが円周方向に回転した際には、前記ウォームホイール４８，４８も円周方向に回転する。 Since the worm shafts 47a and 47b are provided so as to be orthogonal to the axis of the worm wheels 48 and 48, when the worm shafts 47a and 47b rotate in the circumferential direction, the worm wheel 48, 48 also rotates in the circumferential direction.

トラクタ２およびトレーラ３が矢印Ｃ方向に低速走行中では、トレーラ３側の第１接続孔１５と第２接続孔１６が狭幅で、第１連結バー４と第２連結バー５のなす形が逆ハの字状になっており、第１接続孔１５，１５同士を結ぶ延長線となる第１仮想軸線５５（図中破線）と第２接続孔１６，１６同士を結ぶ延長線となる第２仮想軸線５６（図中破線）の交点である仮想連結ポイント５８が、トレーラ３の車幅中心線上で且つトレーラ３の車軸３５の前方となる位置に設定され、トラクタ２に対するトレーラ３の追従性・操縦性が向上する構造になっている。 When the tractor 2 and the trailer 3 are traveling at a low speed in the direction of arrow C, the first connection hole 15 and the second connection hole 16 on the trailer 3 side are narrow, and the shape formed by the first connection bar 4 and the second connection bar 5 is formed. The first imaginary axis 55 (broken line in the figure), which is an extension line connecting the first connection holes 15, 15, and the extension line connecting the second connection holes 16, 16, has an inverted C shape. 2 is set at a position on the vehicle width center line of the trailer 3 and in front of the axle 35 of the trailer 3 so that the trailer 3 can follow the tractor 2.・ It has a structure that improves maneuverability.

ここで、トラクタ２の車両速度が増加した場合には、図外の車速検出装置がトレーラ３の車速の増加を検出することによって、それぞれのウォーム軸４７ａ，４７ｂが、電動機４６からの駆動力を受け矢印Ｄ方向に回転される。 Here, when the vehicle speed of the tractor 2 increases, a vehicle speed detection device (not shown) detects an increase in the vehicle speed of the trailer 3, so that each worm shaft 47 a, 47 b generates a driving force from the electric motor 46. It is rotated in the direction of the receiving arrow D.

前述したように、ウォーム軸４７ａは右ねじれウォーム、ウォーム軸４７ｂは左ねじれウォームであるため、それぞれのウォーム軸４７ａ，４７ｂが同一方向に回転した場合には、ウォームホイール４８，４８がそれぞれの軸心を中心として逆方向となる矢印Ｆ方向にそれぞれ回転して、図８に示すような、軸部４８ａ，４８ａに嵌合固定されているリンク材５０，５０のリンク接続孔５３，５３同士が互いに離間する挙動を示す。その結果、リンク接続孔５３，５３と連結しているトレーラ３側の第１接続孔１５と第２接続孔１６も離間することになる。 As described above, since the worm shaft 47a is a right-handed worm and the worm shaft 47b is a left-handed worm, when the worm shafts 47a and 47b rotate in the same direction, the worm wheels 48 and 48 are connected to the respective shafts. The link connection holes 53, 53 of the link members 50, 50 that are fitted and fixed to the shaft portions 48a, 48a as shown in FIG. It shows the behavior of being separated from each other. As a result, the first connection hole 15 and the second connection hole 16 on the trailer 3 side connected to the link connection holes 53 and 53 are also separated from each other.

前記レール孔４３，４３は、幅が連結ピン１８，１８の直径よりも若干大きく形成されていると共に、それぞれのウォームホイール４８，４８の軸心を中心として円弧状に形成されているので、トレーラ３側の第１接続孔１５、第２接続孔１６が離間した際には、連結ピン１８，１８がそれぞれのレール孔４３，４３に沿って移動する。 The rail holes 43, 43 are formed with a width slightly larger than the diameter of the connecting pins 18, 18 and are formed in an arc shape centering on the axis of each worm wheel 48, 48. When the first connection hole 15 and the second connection hole 16 on the third side are separated from each other, the connecting pins 18 and 18 move along the rail holes 43 and 43, respectively.

なお、それぞれの連結ピン１８，１８の下端部には円周方向に沿って形成されている溝にスナップリング５９，５９が嵌装されることによって連結ピン１８，１８がこの軸方向に移動して抜け出すのが防止されている。 Note that the snap pins 59, 59 are fitted in grooves formed along the circumferential direction at the lower ends of the respective connecting pins 18, 18, so that the connecting pins 18, 18 move in the axial direction. Is prevented from coming out.

そして、第１連結バー４、第２連結バー５におけるトレーラ３側の第１接続孔１５、第２接続孔１６が互いに離間する方向へ移動することによって、第１連結バー４、第２連結バーのなす形がハの字状となり、第１仮想軸線５５、第２仮想軸線５６の交点である仮想連結ポイント５８がトラクタ２側に移動する。第１連結バー４、第２連結バー５がハの字状になることによって、高速走行時におけるトレーラ３の揺動を抑制する構造となる。 The first connecting bar 4 and the second connecting bar 5 are moved in a direction in which the first connecting hole 15 and the second connecting hole 16 on the trailer 3 side of the first connecting bar 4 and the second connecting bar 5 are separated from each other. As a result, the virtual connection point 58 that is the intersection of the first virtual axis 55 and the second virtual axis 56 moves to the tractor 2 side. Since the first connecting bar 4 and the second connecting bar 5 are formed in a C shape, the trailer 3 is prevented from swinging during high-speed traveling.

また、トレーラ３の車両速度が減少した場合には、その車両速度の減少を図外の車速検出装置が再度車速を検出し、今度は前記ウォーム軸４７ａ，４７ｂが電動機４６によって逆方向（矢印Ｇ方向）に回転される。ウォーム軸４７ａ，４７ｂが矢印Ｇ方向にそれぞれ回転することによって、ウォームホイール４８，４８は矢印Ｈ方向に回転する。この結果、トレーラ３側の第１接続孔１５と第２接続孔１６も近接し、第１連結バー４、第２連結バーとのなす形は、図７に示すように、トレーラ３側が狭幅となる逆ハの字状となり、仮想連結ポイント５８は再びトレーラ３側に移動する。 Further, when the vehicle speed of the trailer 3 decreases, the vehicle speed detecting device (not shown) detects the vehicle speed again, and this time the worm shafts 47a and 47b are moved in the reverse direction (arrow G) by the electric motor 46. Direction). As the worm shafts 47a and 47b rotate in the direction of arrow G, the worm wheels 48 and 48 rotate in the direction of arrow H. As a result, the first connection hole 15 and the second connection hole 16 on the trailer 3 side are also close to each other, and the shape formed by the first connection bar 4 and the second connection bar is narrower on the trailer 3 side as shown in FIG. As a result, the virtual connection point 58 moves again to the trailer 3 side.

なお、第１連結バー４、第２連結バー５が、トラクタ２の進行方向に沿って引っ張られて平行になるのを、連結ピン１８，１８がレール孔４３，４３の内周縁に圧接することによって防止している。 The first connecting bar 4 and the second connecting bar 5 are pulled in parallel along the traveling direction of the tractor 2 so that the connecting pins 18 and 18 are in pressure contact with the inner peripheral edges of the rail holes 43 and 43. Is preventing by.

このように、この実施の形態によれば、車両速度の増加に伴い第１連結バー４、第２連結バー５のなす形を逆ハの字状からハの字状の変化させることによって、低速走行時の右左折におけるトラクタ２に対するトレーラ３の追従性・操縦性に優れた逆ハの字状から、高速走行時におけるトレーラ３の揺動抑制に優れたハの字状に、より速やかに且つ簡単に移行することができる。また、車両速度の減少に伴い第１連結バー４、第２連結バー５をハの字状から逆ハの字状に速やかに且つ簡単に移行することもできる。 As described above, according to this embodiment, as the vehicle speed increases, the shape formed by the first connecting bar 4 and the second connecting bar 5 is changed from the inverted C shape to the C shape, thereby reducing the speed. From a reverse C-shape with excellent followability and maneuverability of the trailer 3 to the tractor 2 when turning left and right during traveling, to a C-shape with excellent suppression of swinging of the trailer 3 during high-speed traveling more quickly and Easy migration. Further, as the vehicle speed decreases, the first connection bar 4 and the second connection bar 5 can be quickly and easily shifted from the C-shape to the reverse C-shape.

前記実施形態から把握される前記請求項に記載した発明以外の技術的思想について以下に説明する。 The technical ideas other than the invention described in the claims, as grasped from the embodiment, will be described below.

請求項（１）前記第１，第２連結部材の各一端側を、前記牽引車両または被牽引車両のいずれか一方側に前記各接続部を介して回転自在に連結する一方、他方側の車両に、前記各連結部材に対応した一対のウォーム軸を車幅方向に配置すると共に、該各ウォーム軸にそれぞれ噛合した各ウォームホイールの軸部が前記各連結部材の他端側に枢支軸を介して回転自在に連結し、前記各ウォーム軸を正逆回転させる電動機を設け、車両の速度に応じて前記電動機を正逆回転駆動することにより、前記各ウォーム軸とウォームホイールを介して前記両枢支軸を車幅方向の互いに近接する方向あるいは離間する方向へ移動制御したことを特徴とする請求項２に記載の車両の連結構造。 (1) The vehicle on the other side is connected to one end side of each of the first and second connecting members rotatably to either one of the towed vehicle or the towed vehicle via the connecting portions. In addition, a pair of worm shafts corresponding to the respective connecting members are arranged in the vehicle width direction, and the shaft portion of each worm wheel meshed with each worm shaft has a pivot shaft on the other end side of the respective connecting members. And an electric motor that rotates the worm shafts in the forward and reverse directions. The electric motor is driven to rotate in the forward and reverse directions according to the speed of the vehicle. 3. The vehicle connecting structure according to claim 2, wherein the pivot shaft is controlled to move in the vehicle width direction in a direction close to each other or in a direction away from each other.

この発明によれば、牽引車両および被牽引車両の車両速度に応じて枢支軸を近接あるいは離間させる構造にしたことによって、より速やかに且つ簡単に第１，第２連結部材のなす形をハの字状もしくは逆はノ字状に変更することができる。 According to the present invention, the structure in which the first and second connecting members are formed more quickly and easily by adopting a structure in which the pivot shaft is made to approach or separate according to the vehicle speed of the towed vehicle and the towed vehicle. The letter shape or vice versa can be changed to a square shape.

本発明に係る第１の実施の形態として、トレーラをトラクタに連結するにあたり、第１連結バーと第２連結バーのなす形をハの字状にした平面図である。As a first embodiment according to the present invention, when a trailer is connected to a tractor, it is a plan view in which a shape formed by a first connecting bar and a second connecting bar is a C-shape. 図１のＡ−Ａ線に沿う断面図である。It is sectional drawing which follows the AA line of FIG. 図１のトレーラに車幅方向から外力が加わった状況を示す説明図である。It is explanatory drawing which shows the condition where the external force was added to the trailer of FIG. 1 from the vehicle width direction. トレーラをトラクタに連結するにあたり、第１連結バーと第２連結バーのなす形を逆ハの字状にした平面図である。When connecting a trailer to a tractor, it is the top view which made the shape which the 1st connection bar and the 2nd connection bar make in the shape of an inverted letter C. 図４のトラクタが左折した状況を示す説明図である。It is explanatory drawing which shows the condition where the tractor of FIG. 4 turned left. 本発明に係る第２の実施の形態として、トラクタおよびトレーラが低速走行している際の車両の連結構造を示した平面図である。It is the top view which showed the connection structure of the vehicle when the tractor and the trailer are drive | working low speed as 2nd Embodiment which concerns on this invention. 図６のＥ−Ｅ線に沿う断面図である。It is sectional drawing which follows the EE line | wire of FIG. トラクタおよびトレーラが高速走行している際の車両の連結構造を示した平面図である。It is the top view which showed the connection structure of the vehicle at the time of the tractor and trailer traveling at high speed.

Explanation of symbols

２…トラクタ（牽引車両）
３…トレーラ（被牽引車両）
４…第１連結バー（第１連結部材）
５…第２連結バー（第２連結部材）
１２…トレーラ側係合孔（係合部）
１３…トレーラ側係合孔（係合部）
１５…第１接続孔（接続部）
１６…第２接続孔（接続部）
１８…連結ピン（連結部）
２０…第１仮想軸線
２１…第２仮想軸線
２２…仮想連結ポイント（仮想軸線の交点）
３０…第１仮想軸線
３１…第２仮想軸線
３２…仮想連結ポイント（仮想軸線の交点）
４１…トラクタ側係合孔（係合部）
４６…電動機
４７ａ…ウォーム軸
４７ｂ…ウォーム軸
４８…ウォームホイール
５３…リンク接続孔（枢支軸）
５５…第１仮想軸線
５６…第２仮想軸線
５８…仮想連結ポイント（仮想軸線の交点）
2 ... Tractor
3 ... Trailer (towed vehicle)
4 ... 1st connection bar (1st connection member)
5 ... 2nd connection bar (2nd connection member)
12 ... Trailer side engagement hole (engagement part)
13 ... Trailer side engagement hole (engagement part)
15 ... 1st connection hole (connection part)
16 ... 2nd connection hole (connection part)
18 ... Connecting pin (connecting part)
20 ... 1st virtual axis 21 ... 2nd virtual axis 22 ... Virtual connection point (intersection of virtual axis)
30 ... 1st virtual axis 31 ... 2nd virtual axis 32 ... Virtual connection point (intersection of virtual axis)
41 ... Tractor side engagement hole (engagement part)
46 ... Electric motor 47a ... Worm shaft 47b ... Worm shaft 48 ... Worm wheel 53 ... Link connection hole (Pivot shaft)
55 ... 1st virtual axis 56 ... 2nd virtual axis 58 ... Virtual connection point (intersection of virtual axis)

Claims

A first connecting member in which connecting portions provided at both ends are rotatably connected to connecting portions provided in the towed vehicle and the towed vehicle;
A second connecting member provided in parallel with the first connecting member, and connecting portions provided at both ends rotatably connected to connecting portions provided in the towed vehicle and the towed vehicle;
A connection characteristic variable mechanism that separates or closes at least one of the connecting parts on the towed vehicle side or the connected parts on the towed vehicle side of the first and second connecting members in the vehicle width direction; With
By connecting the connecting portion relative to the vehicle width direction by the connecting characteristic variable mechanism, the first connecting member connects the connecting portion on the towed vehicle side and the connecting portion on the towed vehicle side. The intersection of the virtual axis and the second virtual axis connecting the connecting portion on the towed vehicle side and the connecting portion on the towed vehicle side of the second connecting member is moved to the towed vehicle side or the towed vehicle side. A connecting structure for a vehicle, characterized in that

Vehicle speed detection means for detecting the towed vehicle or the vehicle speed of the towed vehicle is provided, and with the increase in vehicle speed detected from the vehicle speed detection means, the connection characteristic variable mechanism causes the first virtual axis and the second 2. The vehicle connection structure according to claim 1, wherein the intersection of the virtual axes is moved from the towed vehicle side to the towed vehicle side.

While connecting each one end side of the first and second connecting members to either one of the towed vehicle or the towed vehicle via the respective connecting portions,
The vehicle on the other side forms a set of two along the vehicle width direction of the vehicle, and a plurality of sets of engaging portions are provided at positions that are equidistant from the vehicle width center line of the vehicle on the other side,
Among the plurality of sets of engaging portions, at least one set of engaging portions is formed to be smaller or larger than the interval between engaging portions formed at a predetermined position of the vehicle on one side. And the other end sides of the first and second connecting members are configured such that the connecting positions to the plurality of engaging portions can be changed for each set. The vehicle connection structure described in 1.